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2008-01-0824
A Study on the Effect of Brake Assist Systems (BAS)
Toshiya Hirose, Tetsuo Taniguchi, Tadashi Hatano, Kunio Takahashi and Nobuhisa Tanaka
Copyright © 2008 SAE International
ABSTRACT
 BAS assists driver’s by automatically increasing their
braking power during an emergency brake event when
the driver is unable to apply a sufficient brake force..
There are two performance requirements that BAS must
fulfill in order to be employed effectively. One is the
ability to activate when the driver suddenly applies
brakes in an emergency while the other is the ability to
provide additional assistance. Further study of BAS
activation timing and degree of assistance in relation to
driver acceptance is needed. The driver’s acceptance of
BAS refers to the BAS activation only during an
emergency. A study was conducted to clarify drivers’
emergency braking characteristics and measure the
frequency of BAS activation during normal braking.
One aim of the study was to verify driver
characteristics during emergency braking on a test
course. The study measured the brake pedal speed,
force, and stroke during emergency braking along with
the driver’s compatibility with BAS activation conditions.
Another task was to evaluate BAS with a driving
simulator (DS). This study measured the frequency of
BAS activation during normal braking by varying the
BAS activation timing and degree of assistance. It also
examined what the effects and side effects of varying
these BAS parameters on the driver.
 In conclusion this study evaluates how varying BAS
activation timing and its degree of assistance has on the
drivers.
INTRODUCTION
 A minor difference in collision speed at the time of an
accident can be correlated to the number of accident
deaths. It has been shown that many average drivers
cannot depress the brake pedal with sufficient force
during an emergency. This results in insufficient braking
performance. To assist these drivers, a power-booster
device which automatically increases the braking power
during emergency braking (Brake Assist System: BAS)
was developed and installed into some vehicles starting
in 1997.
SAE Int. J. Passeng. Cars - Mech. Syst. | Volume 1 | Issue 1
National Traffic Safety and Environment Laboratory
To date, driving characteristics during emergency
situations have been measured using actual vehicles or
driving simulators. However, a few measurements have
been made in conjunction with brake pedal operations
such as brake pedal stroke depth. In evaluating and
predicting BAS effectiveness, it is necessary to study the
degree of brake pedal operation.
By evaluating drivers̉ braking characteristics in both
emergency and normal situations, this study draws
some conclusions on BAS operational requirements to
prevent accidents and its acceptability to drivers.
OVERVIEW OF THE BAS
BAS is a device that predicts a driver’s braking
intention based on their brake pedal operations. It
boosts braking power when it detects an emergency
braking situation. There are two methods used to predict
a driver’s braking intentions based on their brake pedal
operations. They are brake pedal depression speed
and brake pedal depression force. The already
developed BAS systems use one of these methods. In
this study, BAS is called the “pedal stroke speed BAS”
or “pedal force BAS.” The operating principles of each
system are shown in Figure 1.
 The pedal stroke speed BAS (Figure 1 [a]) uses a
driver’s brake pedal stroke speed to predict their braking
intention. As shown in the figure, when the pedal stroke
speed exceeds a certain value (threshold value), the
system determines that the driver is depressing the
brake pedal during an emergency. This speed will
activate the brake power-boosting function.
 The pedal force BAS (Figure 1 [b]) uses a driver’s
pedal force to predict their braking intention. As shown in
the figure, when the pedal force exceeds a threshold
value, the system determines that the driver is
depressing the brake pedal in an emergency and
activates the brake power-boosting function.
 In order for the two types of BAS to be effective, it is
necessary to determine these operational threshold
values. In other words, these values must be set so the
system will effectively activate only in emergency
729
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situations. The BAS system must meet the following  Next, an experiment to clarify the frequency of BAS
performance requirements: activation during normal driving was performed
(Experiment II). In Experiment II, a DS was used to
(1) It will activate properly and provide the necessary simulate different driving environments for a BAS
effects in/during an emergency; equipped vehicle. With a test driver driving the vehicle
normally, the frequency of BAS activation at different
(2) It will not interfere with, adversely affect, or activate operational threshold values was observed. In addition,
during normal driving; the values from Experiment I were studied to balance
the BAS effect with the BAS activation during normal
(3) It will be able to detect emergency braking based driving.
only on the drivers’ brake pedal operations;
EXPERIMENT I: THE DRIVERS’ BRAKING
 For this study, an experiment was conducted to clarify CHARACTERISTICS IN EMERGENCY
drivers̉ braking characteristics in emergency situations. SITUATIONS CONCLUSION
These measurements used an actual vehicle on a test
course (Experiment I). In Experiment I, the brake pedal 1. Objective
stroke speed and force used in a driver’s emergency
braking (to avoid an accident) were measured. From This experiment examined the driver’s braking
this data, the distributions of their characteristics were characteristics by driving an actual vehicle on a test
determined. Based on the results, the proper operational course. Based on the distributions of their braking
threshold values necessary to successfully activate the characteristics, the operational threshold values for BAS
pedal force and stroke speed BAS were considered. to activate successfully were identified.

2. Equipment for the Experiment

ABS Activation Zone
Wheel Cylinder Pressure

 Figure 2 shows the test vehicle and the measurement

BA
equipment used for this study. Table 1 lists the items
Emergency measured during the experiment. Figure 2 [e] shows the
relationship between the brake pedal force and the
No BA cylinder pressure. The vehicle of this experiment has a
characteristic to show in Figure 2 [e]. In addition, the
examination used the vehicle that necessary the
Assistance Activation Point Normal
average brake pedal force was about 10 N to operate
ABS.
Pedal Force
For this experiment, a test point was built on the
Assistance Activation Point is judged by pedal stroke speed [mm/s]
 straight section of the test course to simulate an
intersection with poor visibility (overall length: about 3
(a): Pedal stroke speed detection type BAS km; outward and return route lengths are about 1 km
each). At this point, a dummy vehicle was suddenly
deployed in front of the test vehicle to induce an
ABS Activation Zone emergency action. Figures 3 and 4 show the
Wheel Cylinder Pressure

experimental setting and appearance of the dummy

BA vehicle. The dummy vehicle was made of processed
expanded polystyrene and painted like a real vehicle.
Emergency
The test drivers in Experiment I were 57 ordinary
No BA Japanese drivers (38 males and 19 females in their 20s
to 80s, who were hired and paid as test subjects).

Assistance Activation Point Normal

3. Experimental Method

Pedal Force Because this experiment involved an emergency

situation, the test drivers were told to follow another
Assistance Activation Point is judged by pedal force [N] vehicle. They were not told about the dummy vehicle.
The schedule for this experiment is provided in Table 2.
(b): Pedal force detection type BAS
 In order for the test driver to become used to driving,
Figure 1: Operating Principle of BAS he/she was instructed to follow another vehicle that
repeatedly braked at 1-3 m/s2. The distance between
the vehicles was determined by each test driver. After

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one lap, the test driver was subjected to the sudden

appearance of the dummy vehicle which was released
between the two vehicles.

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㪌㪇㪇 㪈㪉 Measuring Emergency Braking Characteristics
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Figure 2: Test Vehicle and Measuring Devices

Figure 4: Appearance of the Dummy Vehicle
Table 1: Measuring Devices and Measured Items
 The front vehicle kept the test vehicle’s speed to 40
km/h when the dummy vehicle suddenly appeared. The
dummy vehiclẻs timing was set to yield a Time To
Collision (TTC) of 1.5 s. This was calculated using both
the dummy vehicle and test vehicle’s speed. The test
vehicle’s speed was measured by a laser sensor at a
point 40 m behind the collision point. The dummy vehicle
was fixed on a ramp with a hook that was controlled by
an automatic control unit. When the hook was lifted and
lowered, the lock was released and the dummy vehicle
Table 2: Laps and Description of Each Experiment
was quickly placed in front of the test vehicle. The
previously-measured dummy vehicle and test vehicle
speeds were input into the control unit for each
experiment. This unit automatically operated the hook to
ensure a collision within the prescribed TTC.

 The test was repeated in a similar manner to see the

changes in the driver ̉ s brake pedal operational
characteristics after emergency braking. After the first

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test, the driver was instructed to drive the test course for
another lap. The dummy vehicle was deployed a second
time to instigate emergency braking. This test was
conducted without informing the test driver about a
dummy vehicle and its timing.

4. Results

4.1 Emergency braking test (the first test)

 Figure 5 shows the relationship between brake pedal

force and stroke speed during the first emergency
braking event. The drivers ̉ brake pedal force is
distributed between 56 N and 927.4 N while stroke
speed is spread between 167.6 mm/s and 595.0 mm/s.
The results show that the drivers’ braking characteristics
vary greatly during emergencies. Plus many drivers
cannot apply enough force on the brake pedal with a
high stroke speed. This means that even in vehicles
equipped with BAS, the system may not reach its
threshold and activate.

Figure 6 shows the relationship between the

cumulative frequency and the brake pedal stroke speed
and force. From these graphs, the BAS operational
threshold values and its activation frequency can be
considered. For the pedal stroke speed BAS, the
threshold value should be set to 450--500 mm/s to
activate the system for 50% of drivers and at 300--350
mm/s for 80% of drivers.

 For pedal force BAS, the activation point should be set

to 350--400 N for 50% of drivers and at 200--250 N for
80% of drivers. The pedal stroke speed was obtained by
numerical differentiation of the pedal stroke
displacement data (formatted through a low-pass filter
with a cutoff frequency of 13 Hz).
Figure 6: Relationship between Drivers' Brake Pedal
Stroke Speed and Brake Pedal Force in Emergency
(First Test)
4.2 Emergency braking test (the second test)

  Figure 7 shows the relationship between emergency

brake pedal force and stroke speed.. This is the
response to the second appearance of the dummy
vehicle. Compared with the first test, the second resulted
in lower pedal stroke speeds and lower pedal forces.
The average pedal stroke speed was 456.4 mm/s in the
first test and a slower 409.4 mm/s in the second.
Similarly, the average pedal force was 364.0 N in the
first test but a lower 275.6 N in the second. After
experiencing emergency braking in the first test, the
drivers tended to pay more attention in the second test.
This added level of attention shortened the response 
time.Drivers will release the accelerator pedal earlier,
decelerate the vehicle in advance, or take other actions,
to reduce brake pedal stroke speed and pedal force.

Similar to the first test, Figure 8 demonstrates the

Figure 5: Relationship between Drivers' Brake Pedal
relationship between the cumulative frequency and the
Stroke Speed and Brake Pedal Force in Emergency
brake pedal stroke speed and force. For pedal stroke
(First Test) . Each data is maximum value.
speed BAS, the activation value should be set to 400--
450 mm/s for 50% of drivers and 250--300 mm/s for
80% of drivers. For pedal force BAS, the threshold value
is 200--250 N for 50% of drivers and 100--150 N for 80%
of drivers.

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EXPERIMENT II: BAS ACTIVATION

FREQUENCY DURING NORMAL DRIVING

Experiment II: BAS activation frequency during normal

driving

1. Objective

This experiment simulated BAS-equipped vehicle

driving environments. It clarified how BAS activates and
when the driver operated the vehicle in a normal
 situation. The acceptability of threshold values
Figure 7: Relationship between Drivers' Brake Pedal acceptability values from Experiment I were studied to
Stroke Speed and Brake Pedal Force in Emergency determine the balance between the effect of BAS and its
(Second Test). Each data is maximum value. activation frequency.

2. Equipment for the Experiment

 Figure 9 shows the DS used for this experiment. This

DS uses a small passenger car driver̉s seat, a 6-axis
motion device, an inclination device to tilt the body, and
a translation device to move it horizontally. Table 3 lists
the basic specifications of the DS and the driving
environments that this DS can simulate. The DS has a
maximum acceleration of 6.0 m/s2, a maximum jerk of
10.0 m/s3, and can simulate urban and highway
environments.

The trigger of the pedal stroke detection type

measures the displacement of the brake pedal of DS.
The trigger converts the displacement of the brake pedal
to the pedal stroke speed. The trigger of the pedal force
detection type measures the brake pedal force of DS. A
function of BAS is simulated by these data.

Figure 8: Relationship between Drivers' Brake Pedal

Stroke Speed and Brake Pedal Force in Emergency
(Second Test)
Figure 9: Appearance of Advanced DS with Translation
Mechanism

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Table 3: Outline of Specifications of Advanced DS with driving. The activation frequency is the percentage of
Translation Mechanism test drivers that BAS activated for. For this type of BAS,
the activation frequency was 96% at an operational
threshold value of 100 mm/s and 40% at 200 mm/s. In
addition, at values of 300 mm/s and 400 mm/s, BAS
activated at 4%. This means that BAS did not activate
for most of the test drivers. From these results, it can be
deduced that operational threshold values between 100
mm/s and 200 mm/s result in a higher activation
frequency during normal driving. The values above 200
mm/s result in a lower frequency.

 Based on the results of Experiment I, the pedal stroke

speed should be set to 300--350 mm/s. This assumes
that BAS will activate for 80% of drivers in an emergency.

 These results suggest that BAS will not activate for

96% of drivers and will activate for 4% of drivers in
normal driving, even if the operational threshold value is
set to 300 mm/s.

100

80
Frequency[%]
60

40

20

0
Table 4: BAS Operational Threshold Values Set in 0 100 200 300 400
Experiments Brake pedal stroke speed [mm/s]

Figure 10: BAS Activation Frequency for Different

Operational Threshold Values (Pedal Stroke Speed
Detection Type)
3. Experimental Method 100
 In this experiment, test drivers were placed in the DS
and asked to follow a vehicle (at a speed of 40 km/h) as 80
Frequency[%]

they would while driving.. The test drivers operated the

brake pedal when the lead vehicle slowed. Their brake 60
pedal stroke speeds and forces were measured while
performing this task. 40
 In this experiment, both pedal stroke speed BAS and 20
pedal force BAS were simulated by the DS. The
operational threshold values set for each are listed in
Table 4. 0
0 50 100 150 200
4. Results Brake pedal force [N]
4.1 Activation frequency of the pedal stroke speed BAS Figure 11: BAS Activation Frequency for Different
during normal driving Operational Threshold Values (Pedal Force Detection
Type)
 Figure 10 shows the activation frequency of the pedal
stroke speed BAS while following a vehicle under normal

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4.2 Activation frequency of the pedal force BAS during
normal driving
 Figure 11 shows the activation frequency of the pedal
force BAS while following a vehicle during normal driving.
For this type of BAS, the activation frequency is 63% at
an operational threshold value of 50 N and 0% at 200 N.
 Again based on the results of Experiment I, the pedal
force needs to be set to 350--400 N. This assumes that
BAS will activate for 50% of drivers under emergency
situations and for 80% at 200--250 N. The results
indicate that the BAS will not activate for most drivers
under normal driving, even if the pedal force threshold is
200 N. However, BAS will activate for 80% of drivers in
an emergency.
CONCLUSIONS
This study investigated the proper operational values
necessary for BAS to activate effectively in emergencies.
This was achieved by studying drivers braking
characteristics during an emergency situation. As a
result, it was confirmed that BAS activates successfully.
For about 80% of drivers, the BAS operational threshold
value can be set to 300--350 mm/s for the pedal stroke
speed or 200--250 N for the pedal force.
Measurements of the drivers braking characteristics
during normal driving were taken using a DS. This
confirmed that BAS will not activate for 4% of drivers in
pedal stroke speed detection type and BAS will not
activate for 0% of drivers in pedal force detection type
during normal driving, even if the BAS operational
threshold values are set to the aforementioned values.
However, it is necessary to study new method for a
driver of remaining 20% in pedal stroke speed detection
type and pedal force detection type in the emergency, a
driver of 4% in pedal stroke speed detection type in the
normal driving.
In the future, the relationship between assisting
performance of BAS and its effect on accident
SAE Int. J. Passeng. Cars - Mech. Syst. | Volume 1 | Issue 1
prevention should be investigated. This would aid in
quantitatively evaluating the effect of BAS on improving
safety.
REFERENCES
1. B., Cheng, T., Taniguchi, T., Hatano, K.,
Matsushima; Research on Brake Assistance in
Emergency Situation; Assistant Timing of Brake
Assistance., Transactions of Society of Automotive
Engineers of Japan, 36(2), pp.101-106, 2005.
2. A., Yamamoto, J., Kizaki, H., Yoshida, Y.,
Hashimoto.; Development of Assistant System to
Average Driver's Braking Operation in a Panic
Situation., Proceedings of Society of Automotive
Engineers of Japan, No.973, pp.165-168
(No.9733026) , 1997.
3. M., Konishi, S., Shingyouji, I., Nakamura, Y.,
Tagawa, Y., Saito, T., Ishihara, S., Kobayashi, M.,
Yoshida; Development of Mechanical Brake Assist.,
Proceedings of Society of Automotive Engineers of
Japan, No.973, pp.211-214 (No.9740839) , 1997.
4. M., Hara, M., Ohta, S., Shimizu; Development of
Brake Assist System - Summary of hydraulic Brake
Assist system -., Proceedings of Society of
Automotive Engineers of Japan, No.976, pp.215-218
(No.9740848) , 1997.
CONTACT
Toshiya Hirose
National Traffic Safety and Environment Laboratory
hirose@ntsel.go.jp
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