Brake Assist system

CHAPTER 1
INTROCDUCION

Hazardous overtaking maneuvers on 2 lane roads are often cause of severe traffic accidents.
Developed driver assistance system aims at warning the driver in overtaking maneuvers, which
cannot be performed without a conflict with an oncoming vehicle. The objective is to prompt the
driver to abort the maneuver already during overtaking start or in an early stage of passing phase.
If there is too little time to react, or driver doesn’t react for other reason, system initiates an
automatic braking intervention incorporated by Anti lock braking system and brakeforce
distribution, which allows driver to drive back behind vehicle that has to be overtaken before
oncoming vehicle reaches. This system includes camera, far range radar sensor, accelerator force
feedback pedal, and electronic brake system. The distance between our vehicle and the oncoming
vehicle is calculated continuously and if value is less than the threshold value then this system
comes into action. During emergency braking case, beside different warnings, an automatic
braking intervention is released in order to compensate driver’s reaction time.

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The study predicts that current functionality of brake assist systems can reduce pedestrian fatality
rates. The main advantage of the system are: 1)the impact energy is reduced , 2) leading to lower
risk of injury and the secondary impact where the pedestrians hits the ground is mitigated. The
system involves the working of brakes autonomously in a car prior to impact. Special sensors are
used to detect the pedestrians on road. The pre-impact braking systems were assumed to activate
the brake few seconds earlier and to provide a braking deceleration up to limit of road surface
conditions, but never to exceed 0.6g. The sensor used to detect the pedestrians plays an important
role. They have wide field of view so that there is no problem in sensing the pedestrians. For pre-
braking system to work precisely the field of view is 40%.
Once a combined vehicle (car-caravan) becomes unstable, it is very difficult for a driver to
stabilize it especially under severe driving conditions, such as turning and braking. This is
mainly due to the effect of the towed vehicle on the towing vehicle through the hitch jack-
knifing. This effect makes handling characteristics of car-caravan combination different from

that of a single vehicle. Therefore studies propose a control design concept for an optimum
distribution of longitudinal and lateral forces of the four tires of towing vehicle. The mean
objective of the control system were to stabilize the motion of an articulated vehicle utilising the
tires entire ability in both longitudinal and lateral directions as well as to make handling
characteristics of an articulated vehicle similar to those of single one.

Braking process is a highly nonlinear process. The development of an intelligent control strategy
of brake actuation pressure during braking and consequently the braking performed is studied. It
can be done through dynamic control of brake actuation pressure according to demand by driver
and/or ABS/ESC system. This can be studied by modelling the complex dynamic influence of
braking regimes (applied pressure, sliding speed and brake interface temperature) versus the
change of brake performance. Through the established functional relationship between
inputs/outputs provides the possibilities for fill context adjusting of brake actuation pressure to
driver demand as well as current and previous value of :1) the vehicle speed, 2) the brake applied
pressure, and 3) braking torque.

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1.1Active Brake System

Now a day’s cars have brakes on all wheels which are accomplished by a hydraulic system. Disc
and drum brakes are two major types of brakes used in the vehicles. Most of the cars have disc
brakes on front wheels and drum brakes on rear wheels. The explanation behind this is the fact
that when the vehicle is under braking the momentum (weight) is transferred to the front part and
hence the front wheels. Moreover, drum brakes are provided on rear wheels as it is possible that
during heavy brakes much weight may come off the rear part, which might result in locking of
rear wheels and will cause skidding of wheels. Some sports, and luxury vehicles uses disc brakes
over all wheels to improve the performance. Most cars now have load sensitive pressure limiting
valve which reduces the brake fluid pressure on rear brakes during heavy brakes and prevent
them from locking up.

1.2 Brake hydraulics

The braking system consists of hydraulic circuit. This circuit has a fluid filled master cylinder
and slave cylinders which are connected through pipes. The master cylinder is located near the
brake pedal. When the brake pedal is pressed, the fluid inside the master cylinder is pushed
which increases the pressure of brake fluid in the circuit. This increased pressure is transmitted to
all the slave cylinders through the pipes, this further forces the piston out at each slave cylinder.
As the result, the brake shoes rubs against the drums and the brakes are applied.
The combined pushing area of the pistons at slave cylinder is much greater than that of the piston
at master cylinder. Due to this, the master cylinders’ piston has to traverse few inches to move
the slave piston by fraction of inch to apply the brake at wheels. Cars are sometimes fitted with
two hydraulic circuits to provide the safeguard against failure of one hydraulic circuit. When the
brake pedal is released the spring inside the master cylinder pulls the piston back to its original
position and this in result reduces the pressure inside the pipes carrying brake fluid and brings it
to normal level. The retracting spring pulls the brake shoes to its original position as the pressure
at slave cylinder reduces. In this way brakes are released.

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1.3 Power-assisted brakes

Modern cars have power assisted brakes to reduce effort needed to apply brake by the driver. For
this the main source of such power is the pressure difference between the outside air and the inlet
manifold. Servo units serve the purpose of assistance by creating the pressure difference. Direct
acting servo is fitted between the brake pedal and the master cylinder.

1.3 Active Brake Assist

Reaction time of humans is comparatively less than the modern electronic sensors. The purpose
of ACTIVE BRAKE ASSIST is to control and stop the vehicle in safe manner. Various studies
and tests have revealed that different drivers react differently to critical situation. Some doesn’t
press the brakes hard enough, some are hesitant at the beginning, and some are not even able to
evaluate the situation properly. A system indented to support the driver in emergency braking
situation must be capable of identifying emergency situation as well as should apply the brake
precisely and more accurately. For this, sensors are provided along with the camera in the front
part of car which monitors the speed of vehicle in front of our vehicle, if any emergency is
detected and driver response is not good enough, then vehicle automatically applies the brake
(20-40%) and gives audio visual warning to driver and even if driver doesn’t response properly it
applies the 100% brake pressure, recognising the emergency braking manoeuvre. This system
along with ABS, EBD and ESP can not only reduce the braking distance up to great extent but
also provide stability to vehicle.

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Fig.1.1 Brake circuit

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CHAPTER 2

LITERATURE SURVEY

Mercedes-Benz
Mercedes originally invented the brake assist system in the 1990’s. Their tests showed that
although many drivers, especially women, reacted quickly in emergency situations, they did not
apply enough pressure to the brake pedal to be completely effective. Their results also showed
that drivers tend to apply the brake with less force in the initial stages of a potentially dangerous
situation, and then increase the pressure as they moved further into that situation. The time spent
in making the decision to apply the brakes with full force, even if it was only a delay of a split-
second, meant that the car was not able to stop as soon as it would have if full pressure had been
applied to the brake pedal immediately.

Other studies also made engineers believe that the pulsing experienced when antilock brakes
were engaged was mistakenly interpreted as a problem by inexperienced drivers, who then
reduced the pressure on the brake pedal too early and inadvertently increased their risk of an
accident. Mercedes theorized that if the car could sense when a driver was applying the brakes in
a panic stop situation and automatically go to full force, regardless of how hard the driver pushed
the pedal, stopping distances could be greatly reduced and many accidents avoided as a result.

Volvo
The Volvo system Collision Warning with Auto Brake ‘CWAB’ uses a radar to detect when a
collision is likely and will pre-charge the brakes so that when the driver uses the brakes, however
lightly, full braking is applied. The system will also flash a light and make a warning sound. If
the driver does not respond to the warning at the point where a collision cannot be avoided the
system will apply the brakes automatically and dramatically reduce the speed of the collision.

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CHAPTER 3

WORKING

3.1 Brake Assist in a vehicle

Fig

The system will not reduce the stopping distance of the car, but it will make sure that the car is
stopped in the shortest distance that it potentially could by compensating for any hesitancy in
applying the brakes hard in an emergency situation.

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Brake Assist is based on the ABS technology of a vehicle and will not be found on a vehicle
without ABS. It should not change how drivers respond to an emergency – you should still brake
as hard as possible. Like all braking systems on a vehicle, it is safest to never get into an
emergency situation where you need to use them. The best way of doing this is to ensure there is
at least a two second gap between yourself and the vehicle in-front, and to drive at a speed
suitable for the conditions.

Working of Brake assist using diagram

1. Driver does not step forcefully enough on the brake in an emergency. As a result, only a
small amount of brake force is generated.
2. The pedal effort of this type of driver might weaken as time passes, causing a reduction of
braking force.
3. Based on how quickly the brake pedal is depressed, brake assist assesses the intention of the
driver to apply emergency braking and increases the brake force.
4. After the brake assist operation, if the driver intentionally releases the brake pedal, the assist
operation reduces the amount of force simultaneously.

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 Brake Assist system

Basically, a brake assist system monitors the driver’s use of the brake pedal,
automatically sensing an attempt to stop the car as a result of panic. It then generates very high
braking power, even when the driver is only pressing lightly on the brake pedal. When this is
used together with anti-lock braking systems, it results in faster and safer braking. Depending on
the driver, statistics for emergency stops in cars using this technology range from a 20% - 45%
reduction in stopping distances, a potentially significant difference in critical situations.

Some road tests show that a driver needs up to 240 feet (73 meters) to stop a car going
approximately 60 mph (100 km/h). In the same scenario, cars with brake assist were able to
come to a complete stop in as little as 130 feet (40 meters). Since it only takes one-fifth of a
second to travel a car length at highway speeds, the superior speed with which the brake assist is
able to react also accounts for its improved safety results over traditional braking systems.

3.2 ABS and Brake Assist

Active Safety Systems that ensure vehicle movement stability under extreme circumstances This
is a brake system that prevents slippage due to tire lock when applying the brake under
conditions like sudden braking and slippery road surfaces, ensuring stable vehicle orientation and
obstacle avoidance with steering wheel inputs.
ABS is standard equipment on all our regular-sized and small-sized passenger vehicles. ABS is
optional on all our mini-sized vehicle models. Plans to provide ABS as standard equipment on all
vehicles are in place.

ABS Effectiveness(Illustration)

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3.3 Cars having Brake Assist system

Brake assist systems were originally only found on high-end luxury cars. However, as the
technology has become a little older, it is now more widely available. Once only offered on cars
from manufacturers such as Mercedes, Lexus, and Audi, brake assist is now available from more
accessible makes such as Citroen, Honda, Toyota, and Ford.
Cars that come standard with antilock brake systems will now typically also include brake assist
systems.

The list of cars equipped with the system grows by the day
In Europe, even the little Nissan Micra comes with brake assist standard. The even smaller
Daihatsu Cuore -one of the cheapest cars on market- offers brake assist as an option.

The safety ratings on many cars include information about whether brake assist is an option for
that model, so you can check their availability when making purchasing decisions.

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3.5 Types of Brake assists

 Mechanical Brake Assist
 Hydraulic Brake Assist
 Electronic Brake Assist

3.51 Mechanical Brake Assist (MBA)

Vacuum chamber Pressure chamber

Switch component in control housing

The brake servo has a pressure and a vacuum chamber.When the brakes are not applied, vacuum
created by the intake manifold in both chambers. The brake force is amplified when,during brake
application, the pressure chamber is pressurised with atmospheric pressure. This creates a
pressure differential between pressureand vacuum chambers, so that the external air pressure
supports the braking motion.The mechanical switch component consists of a locking sleeve with
spring, a valve piston and a ball cage with balls and ball sleeve.

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Function

As pressure develops in the brake system, the driver feels a counter-pressure in the
brake pedal.

The principle of the mechanical brake assist system is to divert this force to the control
housing, relieving the driver physically. The locking mechanism holds the atmospheric port
valve open and provides air to the pressure chamber.

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Path of force without brake assist system

Atmospheric port valve

S264_033

Counter-force from Pedal force

brake system

Path of force with brake assist system

S264_
034

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When the brake pedal is pressed with a certain force and a certain velocity, the switch component
locks and the brake assist system intervenes.

Valve piston

Ball housing Stop

Ball cage Locking sleeve with spring

Fig :Switch component in emergency braking operation

In this case, the valve piston moves and the balls are moved inward in the ball cage.
Consequently the locking sleeve can move to its stop. The switch component is locked.

Ball cage Locking sleeve with spring

Because the mechanical events are difficult to present in a detailed diagram, the
individual steps will be explained in strongly simplified drawings.

Assembl Parts Colour

y group
a Valve operating
rod, valve piston,
ball housing,
transfer disc
b Locking sleeve,
mechanical
stop
c Ball cage, balls,
control housing

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If the brake is applied too slowly, the brake assist function is not triggered. That means that
the driver feels the full counter-pressure from the brake system through the brake pedal as
coun- ter-force which he must overcome in order to brake more heavily.

If the brake pedal is pressed very fast, the brake assist function is triggered.The major
portion of the counter-force is diverted through the locking of the assembly groups to the
housing. The driver has to overcome only a very small force to brake more heavily.

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3.52 Hydraulic Brake Assist

Design...

The central component in the Bosch brake assist system is the hydraulic unit with the
integrated ABS control unit and the return flow pump. The brake pressure sender in the
hydraulic unit, the speed sensors and the brake light switch supply signals to the brake
assist system so that it can identify an emergency.
Pressure is raised in the brake slave cylinders by the actuation of certain valves in the
hydraulic unit and the return flow pump for TCS/ESP.

Working
This latest solution is based on existing components in the Electronic Stability Control (ESC)*.
The BA function is triggered through extension of the ESC software and requires inputs e.g.
from the pressure sensor in the tandem master cylinder.

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The function of the brake assist systems can be divided into two phases:

Phase 1 - Start of brake assist system intervention

Phase 2 - Conclusion of brake assist system intervention

Phase 1

The function of the brake assist system is to increase the brake pressure as quickly as possi-
ble to the maximum value. The ABS function, which is supposed to prevent the wheels from
locking, limits the pressure increase when the locking threshold is reached. That means that
once the ABS intervention has begun, the brake assist system can not further increase the
brake pressure.

Phase 2

If the driver reduces the pressure on the brake pedal, the trigger conditions are no longer
ful- filled. The brake assist system concludes that the emergency situation has been
resolved and moves to phase 2. Now the pressure in the brake slave cylinders is adapted to
the driver’s pressure on the brake pedal. The transition from phase 1 to phase 2 occurs
not with a jump but smoothly, with the brake assist system reducing its contribu- tion to
the pressure relative to the reduction of pressure on the brake pedal. When its contribu-
tion finally reaches zero, normal braking function is restored.

The brake assist system also ends its intervention when the vehicle speed drops below a
prede- fined value. In both cases, brake pressure is reduced by the actuation of the
corresponding valves. Brake fluid can flow to the accumulator and is pumped back into
the brake fluid reservoir by the return flow pump

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3.53 Electronic Brake Assist

Vacuum brake booster with electronic brake assist function and standard ABS-TMc interface.
This type of active brake booster is also used to increase the response dynamics of ESC* systems
(Electronic Stability Control) and to realize the comfortable electronically controlled application
of the brakes for an Adaptive Cruise Control system (ACC).

Electric brake assist should not be confused with a conventional ABS motor or pump. An ABS
motor operates the solenoids that relieve hydraulic brake pressure just at the point of lockup and
may help rebuild pressure as necessary. The assist power in current brake systems -- the force
that augments the driver’s foot pressure on the brake pedal is vacuum provided by the engine
and/or a vacuum pump.

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CHAPTER 4

APPLICATIONS

For 2017 models, four automakers had automatic braking installed in more than half of their
vehicles. They were Tesla (99.8 percent), Mercedes-Benz (96 percent), Volvo (68 percent) and
Toyota (56 percent).

Five cars with automatic braking as standard equipment:-

1. Luxury small car: Audi A5

The completely redesigned A5 ranks No. 1 among luxury small cars with reviewers surveyed
by U.S. News. The Sportback version pictured here, new for this year, combines sedan seating
with a hatchback that's convenient for luggage or gear.

2. Luxury midsize sedan: Mercedes-Benz E-Class

Mercedes has been one of the leaders in installing advanced safety features. In addition to automatic
braking, the E-class has the so-called driver drowsiness monitor, which sounds an alarm if it detects that
the driver is nodding off.

3. Midsize sedan: Toyota Camry

Always a contender for best-selling sedan in America, the 2018 Camry also ranks No. 1 among
midsize sedans, according to reviewers surveyed by U.S. News.

4. Small SUV: Toyota RAV4

With standard automatic braking, RAV4 goes one up on its principal competitors, the Honda
CR-V and Ford Escape. Reviewers note that the RAV4 has large cargo capacity for its class. And
for 2018, towing capacity has increased from 1,500 pounds to 3,500 -- potentially important for
an owner who wants to tow a trailer or boat.

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5. Midsize SUV: Nissan Murano

urano is one of the vehicles included in Nissan's push to put standard automatic braking in its
most popular 2018 models. First reviews are just coming in but are likely to repeat the 2017
praise for an interior almost as posh as a luxury SUV but with a much lower price tag.

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CHAPTER 5

FUTURE WORK

Brake Assist PLUS: Radar sensors for early accident detection

 Situation-related braking assistance when an accidentthreatens

 Accident rate reduced from 44 to 11 percent in simulator tests

It was in 1992 that Mercedes engineers conducting tests in the driving simulator found that while
the majority of male and female drivers operate the brake pedal rapidly in an emergency
situation, they often do not do so with sufficient force. The braking performance is therefore not
used to the full, and the braking distance is considerably increased. These findings led to the
development of Brake Assist, which first entered series production in 1996 and has been
standard equipment in all Mercedes cars since 1997. The technology interprets a certain speed
with which the brake pedal is depressed as an emergency braking situation, and builds up the
maximum braking assistance within fractions of a second. This significantly shortens the
vehicle’s braking distance – by up to 45 percent at 100 km/h on a dry road surface, for example.

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Brake Assist PLUS: two radar systems looking ahead

In the new S-Class, Mercedes-Benz has expanded Brake Assist into a preventive system which
assists the driver even more effectively than before in critical situations. The system is based on
radar technology: it registers the distance from vehicles ahead, warns the driver if the gap is too
small and calculates the necessary brake force assistance if a rear-end collision threatens. If
traffic tails back and the driver is obliged to operate the brake pedal, the new Brake Assist PLUS
instantly builds up the braking pressure required to manage the situation.

Preventive Brake Assist PLUS uses two radar systems to monitor the traffic situation ahead of
the vehicle: newly developed close-range radar based on 24-Gigahertz technology works
together with the 77-Gigahertz radar of the DISTRONIC PLUS proximity control system. These
systems complement each other: while the DISTRONIC radar is configured to monitor three
lanes of a motorway to a range of up to 150 meters with a spread of nine degrees, the new 24-
Gigahertz radar registers the situation immediately ahead of the vehicle with a spread of 80
degrees and a range of 30 meters.

Testing: successful trials with about 300 drivers

Mercedes-Benz has intensively tested the effectiveness of this innovative technology in the
driving simulator and in practical trials: 100 male and female drivers took part in a series of tests
in the driving simulator. They each completed a 40-minute journey with several critical
situations on motorways and country roads. It was only possible to avoid accidents by hard
braking. Thanks to the new Brake Assist PLUS system, the accident rate during this test series
fell by three quarters compared to the average of 44 percent with conventional brake technology.

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The new technology demonstrated its advantages particularly well when driving in a line
of traffic at 80 km/h on a country road: when the vehicle ahead was suddenly braked, the radar-
based Brake Assist system prevented an accident in 93 percent of cases – while more than one in
two test drives ended in a rear-end collision without the system. Even in situations where a
collision was unavoidable owing to a late response by the driver, the new system helped to
reduce the severity of the impact. This was confirmed by the measured impact speed, which was
reduced from an average of 47 to 26 km/h thanks to Brake Assist PLUS.

More than 200 male and female drivers took part in practical trials in Europe and the
USA, covering a total of more than 450,000 kilometers in 24 test cars. These journeys were
recorded with the help of the latest measuring and video technology. Evaluation of the data and
video sequences showed that Brake Assist PLUS also makes a major contribution to safety under
real conditions. Accident research: focus of attention on rear-end collisions.

The future: from Brake Assist PLUS to the PRE-SAFE braking system
Brake Assist PLUS has the potential to achieve further milestones in safety technology: on the
basis of radar sensors, Mercedes engineers are working on a system which monitors the traffic
situation ahead of the car very precisely. If the driver fails to respond even after a warning that
an accident is impending, the technology automatically initiates braking action and activates the
PRE-SAFE® functions in the interior after a certain level of deceleration. This autonomous
braking intervention with a deceleration of up to about 0.4 g prompts the driver to act, i.e. to
brake hard or take evasive action.

In the future this innovative technology could also be developed into an autonomous
braking system which is automatically activated when danger threatens and initiates emergency
braking action – a further step on the way to the "vision of accident-free driving", the long-term
goal of safety developers at Mercedes-Benz.

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CONCLUSION

Tests provide impressive proof of the effectiveness of Brake Assist: on a dry road, most drivers
need up to 73 meters for an emergency stop at 100 km/h, since they apply the brakes too gently.
With Brake Assist, the car can be brought to a standstill after just 40 meters, a reduction of 45
per cent.

The expected benefits of brake assist are many, particularly given the kinds of situations that
active brake assist is designed to address. Nearly 1.3 million people die every year on the world's
roads and 20 to 50 million people suffer non-fatal injuries, with many sustaining a disability as a
result of their injury. Road traffic injuries are the leading cause of death among young people
aged 15-29 years and cost countries 1-3% of the gross domestic product (GDP). The Insurance
Institute for Highway Safety (IIHS) in the United States has determined that the kinds of crashes
relevant to brake assist are those where the driver saw a hazard, braked, but did not stop in time.
Given this, the IIHS estimates that brake assist is relevant to 417,000 crashes per year in the
United States only, including 3,080 fatal crashes. With the brake assist, all such situations can be
easily controlled which endanger not only the human life but also the economical resources
involved.

In the future this innovative technology could also be developed into an autonomous braking
system which is automatically activated when danger threatens and initiates emergency braking
action – a further step on the way to the "vision of accident-free driving", the long-term goal of
safety developers at Mercedes-Benz.

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CHAPTER 6

REFERENCES

[1.] Ken Schmitt, Roman Mannale, Rolf Isermann. Situation analysis, warning and
emergency braking for collision avoidance in
overtaking situation- PRORETA 2. Munich, Germany, July 12-14, 2010.
[2.] Erik Rosen, Tom Erik Kallhammer, Dick Eriksson, Mathias Nentwich, Rikard
Fredriksson, Kip Smith. Pedestrian injury mitigation by autonomous braking. 42,
2010, A49-1957.
[3.] Ossama Mokhiamar. Stabilisation of car-caravan combination using
independent steer and drive/or brake forces distribution. Alexandria Engineering
Journal 54, 2015, 315-324.
[4.] Dragan Aleksendric, Zivana Jakovljevic, Velimer Cirovic. Intelligent control
of braking process. Expert systems with application 39, 2012, 11758-11765.
[5.] Claudia Wege, Sebastian Will, Trent Victor. Eye movement and brake reaction
to real world brake capacity forward collision warning – a naturalistic driving
study. Accident analysis and prevention 58, 2013, 259-270.
[6.] Nils Lubbe, Johan Davidsson. Drivers comfort boundaries in pedestrian
crossing: a study in driver braking characteristics as a function of pedestrian
walking seed. Safety science 75, 2015, 100106.
[7.] G. Ramkumar, Amrit Om Nayak, D. Manikandan. Modelling and numerical
analysis of high speed turbo braking assists. ICMOC 2012: 10-11 April 2012,
India.

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