CN115635975A - Parking system for a vehicle and vehicle having a parking system - Google Patents

Abstract

The invention relates to a parking system for a vehicle and a vehicle comprising the parking system. Provision is made for a parking system (10) for a vehicle to be provided. Such a system (10) is capable of calculating an automatic and manual parking process for a vehicle (12). During the manual parking, a comparison of the respective calculation processes is used for causing a movement state of the vehicle (12) which is at least partially decoupled from a steering device (18) of the vehicle (12). The system (10) is thus designed to perform the correction in real time during the manual parking process.

Description

Parking system for a vehicle and vehicle having a parking system

Technical Field

The present invention relates to a parking system for a vehicle and to a vehicle comprising such a parking system.

Background

Parking assistance systems, which assist the driver fully or semi-automatically during the respective parking process, are increasingly being installed in current vehicles. In the fully automatic case, the system clearly intervenes in the driving process of the vehicle to be parked, so that the automated control of the vehicle is clearly visible. Semi-automatic systems are limited to visually or acoustically provided steering aids which make it easier for the driver of the vehicle to control into the respective parking space. For this purpose, a corresponding reversing camera is typically used, for example. Semi-automatic systems are also known, which, for example, carry out a complete steering movement of the vehicle, so that the driver only has to carry out the associated forward and backward movements independently.

Due to the multiplicity of sensors and the associated auxiliary systems on modern vehicles, it is generally possible for a vehicle to calculate better, i.e. optimal, trajectories for different processes (e.g. parking) than for many drivers. For example, an application program that has used this function is called a parking steering assist (Park-Lenk-Assistant). However, in practice it is rarely used, as the driver is reluctant to relinquish full control over the lateral guidance of the vehicle, and may be reluctant to acknowledge to the passenger that the machine may be parked better than the driver himself.

In the case of the previously known systems, the person who is not directly involved can immediately recognize that the parking process is carried out only by means of the activated vehicle assistance system, so that the driving ability of the driver can be questioned here. Such automatic or semi-automatic parking processes also do not always lead to results that are consistent with the individual preferences of the driver. For example, it may be desirable to have a particularly small gap with the curb at the end of the parking process in order to thereby facilitate the process of getting off the child. In other cases, the gap should be particularly large in order to be able to better use the possible items to be loaded between the vehicle and the curb. However, this particular desire is difficult to convey by the machine (performing a set optimal parking maneuver) and, moreover, is too personalized compared to the case in which standard machine-assisted solutions may be suitable in this regard.

The prior art solutions are described below, which in the broadest sense relate to the aforementioned facts.

A method and a device for assisting a driver of a vehicle when ending an already initiated parking maneuver are known from DE 10 201 3 660 A1. In particular, a method for assisting a driver of a vehicle in a parking maneuver into a parking space is disclosed, in which method the vehicle is parked backwards into the parking space. The following method steps are provided here: the current driving situation is first detected. In particular, it should be recognized that: whether a parking attempt has been initiated by the driver. The environmental data detected by means of the environmental sensor device are then cyclically provided. Next, the surroundings data are evaluated with regard to the recognition of a parking space defined by at least one object and an object opposite the recognized parking space. Subsequently, a trajectory extending from the current vehicle position into the target position within the parking space is determined depending on the current driving situation. Furthermore, if the collision-free trajectory can be determined in the preceding method step, a function for assisting the driver in the end of the parking maneuver is provided. When the driver activates the function for assisting the driver, a driver-assistance maneuver of the vehicle into the target position within the parking space is performed.

Furthermore, a method for operating a driver assistance system for performing an at least semi-autonomous parking maneuver of a motor vehicle taking into account driver interventions is known from document DE 10 201 6 120 677 A1. In accordance therewith, a driver assistance system and a motor vehicle are also disclosed. In particular, a method for operating a driver assistance system for carrying out an at least semi-autonomous parking maneuver of a motor vehicle is proposed. At least one signal is determined, which characterizes the individual driving behavior of the driver of the motor vehicle. Then, at least one parameter for operating the driver assistance system is adjusted as a function of the at least one signal. A movement trajectory is determined for the parking maneuver by means of the driver assistance system, and the motor vehicle is maneuvered at least semi-autonomously along the determined movement trajectory. The at least one signal describes an intervention by the driver, which leads to a movement of the motor vehicle, which deviates from the determined movement path. In the subsequent semi-automatic parking operation, the individual wishes of the identified driver are accordingly taken into account.

Disclosure of Invention

The object of the present invention is to provide an alternative parking system for a vehicle, which at least partially overcomes the above-mentioned disadvantages.

In a preferred embodiment of the invention, it is provided that a parking system for a vehicle is provided. Here, such a system comprises first means for calculating an automatic parking process of the vehicle, which are arranged in the vehicle, and second means for calculating an initiated manual parking process of the vehicle, which are arranged in the vehicle. Provision is made that, during the manual parking process, on the basis of a comparison of the respective calculation processes of the first and second means, a steering movement of the vehicle which is at least partially decoupled from the movement state of the steering device of the vehicle can be brought about by the parking system, so that at least a partial correction of the manual parking process can be carried out in real time.

In this way, it is possible to provide an alternative parking system for a vehicle, which at least partially overcomes the above-mentioned disadvantages.

The first means are designed to calculate an automatic parking maneuver of the vehicle and then to provide the calculation in the form of a corresponding result, so that an automatic parking process or at least a semi-automatic parking process of the vehicle is possible. This form of calculation is always based on settings that are specified as optimal. By means of the first means, for example, parking spaces and obstacles surrounding the parking spaces, such as other vehicles or objects, can be taken into account in such a way that an optimal parking process can be calculated as a function of the relative position of the vehicle with respect to the parking spaces and the obstacles.

The second device is designed for calculating the enabled manual docking procedure. In other words, based on the current position of the vehicle and its movement in relation to the parking space into which the vehicle should be manoeuvred, and in relation to this parking space and obstacles surrounding this parking space, such as other vehicles or objects, it can thus be calculated in which parking position the vehicle will be positioned without intervention of the parking system.

The calculated comparison shows the difference between the optimal docking procedure and the current docking procedure, wherein the comparison can thus be used by the described docking system in order to at least partially bring about a correction of the manual docking procedure in real time. According to the invention, this is provided on the basis of a steering movement induced by means of the system, wherein the steering movement is provided at least partially decoupled from a current movement state of a steering device of the vehicle. In other words, it is provided that, for example, an additional steering angle can be applied to the wheels of the vehicle, so that a correction of the manual parking process can thereby be carried out at least partially in real time. This is advantageous, since the driver of the vehicle is thereby less distracted from this assistance and the improved parking process is still obtained. In this way, the driver of the vehicle does not have to completely abort the parking task and can always start his individual manual parking process first.

Thus, although support is provided by the proposed docking system, a result at least partly in line with the personal preferences of the driver is possible, since the correction can also be partly performed. It is thus possible to be assisted by the technical system in the vehicle during the manual parking process without the co-driver noticing this, for example. This results in a safer parking process that does not deviate completely from the individual preferences of the driver.

The term "real-time" characterizes on the one hand that the initiated corrections can be carried out during the respective manual docking process, and that these interventions of the system can be brought about here with low delay, i.e. as quickly as the respective data-technically processed components of the system allow.

In a further preferred embodiment of the invention, a vehicle is provided, which comprises the above-described parking system.

The advantages mentioned before also apply to the proposed vehicle, as long as it is reusable.

Other preferred embodiments of the invention result from the remaining features mentioned in the application.

In a further preferred embodiment of the invention, it is therefore provided that a comparison between the first optimal landing trajectory calculated by means of the first means and the second current landing trajectory calculated by means of the second means can be carried out in particular.

Therefore, it is specified that an optimal theoretical trajectory can be calculated. However, the parking process alone should not be used as a basis for an optimal parking process, which can be caused by the system completely and autonomously.

Instead of adjusting the calculated optimal trajectory completely into the vehicle, it should be compared with the current trajectory sought by the driver. If there is a deviation, the decoupled steering movement explained above can be brought about, so that the vehicle can thus be guided to an optimum final position without noticeable external effects on the vehicle.

The trajectory caused by the driver as a result of the manual parking procedure introduced hitherto can therefore be influenced continuously and in real time by means of the system, so that a correction of the manual parking procedure can be carried out at least partially in real time. Sudden movements of the vehicle can thus be avoided, so that technical support based on the proposed system can lead to improved driving comfort.

In a further preferred embodiment of the invention, it is also provided that the degree of correction of the respective steering movement that has already been induced can be set.

Since the user of the proposed system expects the provided correction to be effective, but not noticeable here by others, adjustability in the degree of correction is provided in the system. This may be performed through a common preset menu or the like. For example, the inquiry function can be provided when the system is first put into operation, and then the preferred setting possibilities can be made.

Presets may also already be given, which can then first be used as standard settings. Depending on the result of the comparison, the respective degree can be set or adjusted, for example. If, for example, two trajectories are far from each other and it is not desirable to be able to bring about a particularly pronounced correction, a change of the trajectory with respect to the manual parking process can be brought about, for example, by means of the system, which change is merely a marginal (margin) improvement toward the path identified as optimal. In other words, with the proposed system it is possible to preset a degree stepwise or steplessly in such a way that an improvement that is barely perceptible from the outside can be achieved in real time, which improvement is nevertheless deemed sufficient, so that, for example, serious vehicle body damage or the like can be avoided. Based on the two calculated differences, a corresponding adjustment of the steering transmission can be envisaged, for example, wherein the steering transmission can be applied to the steering device in a decoupled manner. In other words, the driver causes the steering angle, for example by means of a steering wheel or the like. Decoupled from this, a further steering movement is then caused by means of the system on the basis of the two calculated differences identified. The adjustment possibilities can be provided along characteristic curves, wherein the respective selected characteristic curve presets the decoupled steering movement as a function of the difference. In this way, not only the respective correction of the desired smoothing can be brought about in real time at each instant, but also a correspondingly more pronounced correction in the case of particularly large differences. This is necessary in the case of particularly large differences, since damage during the respective parking process can thereby be reliably avoided.

In a further preferred embodiment of the invention, it is provided that the first component and the second component are at least partially identical. To some extent, the same components may be shared for both devices. This may be, for example, a special sensor device or also a camera device or the like. It is also conceivable that a common control unit with respectively complementary or independent implementation programs can be provided. The system described is thus flexible and can be adapted to individual needs, depending on the vehicle.

In a further preferred embodiment of the invention, it is provided that the first means and the second means are at least partially identical and can be provided at least partially by a component of the vehicle. To some extent, the same components may be shared for both devices. This may be, for example, a special sensor device or also a camera device or the like. It is also conceivable that a common control unit with respectively complementary or independent implementation programs can be provided. The system described is thus flexible and can be adapted to individual needs, depending on the vehicle. In addition, components of the vehicle itself can also be integrated into the described functions of the system. These supplements are thus used, for example, for correspondingly more detailed calculations, so that an improved comparison can be made for a better docking procedure.

In a further preferred embodiment of the invention, it is also provided that the activation of the docking system can be carried out automatically or manually. Automatic activation provides the advantage that the driver does not have to exert separate attention to the system. Rather, it can be fully and fully dedicated to the safe guidance of the vehicle in which the system is provided. Manual activation provides the following advantages: the driver can decide himself or herself whether assistance is deemed necessary or not, respectively. In the case of parking spaces evaluated as simple by the driver, for example, assistance is therefore accordingly not desired. Thus, the driver may also select activation based on driving ability.

In a further preferred embodiment of the invention, provision is made for automatic activation to be able to be carried out during the manual driving process of the vehicle in the context of an authorized driving scenario or in the context of a recognized parking request or on the basis of a selected driving mode.

The driving scenario that has been validated during the course of a manual driving operation of the vehicle may be, for example, a reverse driving operation with yaw steering. This scenario is considered to be characteristic of the parking process. Other scenarios that occur during a typical docking procedure are contemplated according to this example. This form of automated activation makes it easier for the vehicle driver to focus his attention only on the surrounding environment during the parking process, so that increased driving safety can be achieved as a result. For example, when a child is playing on an adjacent sidewalk, the driver is therefore not distracted by a distracting adjustment process and can therefore be fully dedicated to the task of a safe parking process.

It is also conceivable that the system is designed to recognize the driver's desire to stop in general and to subsequently initiate an automatic activation. This may be, for example, a typical gesture of the driver, such as a simple wiggle observation with or without associated arm movements. The sequence of vehicle operations typical for parking may also be stored in the system for this purpose as a trigger sequence. This may be in the form of, for example, multiple forward and reverse runs of the vehicle, with or without reducing the volume of an infotainment device (e.g., a car radio or the like). If the driver knows the function, the sequence can be executed consciously in order to trigger an automatic activation, so that a conditional activation can be integrated into the flow of the movement sequence without affecting attention.

The selected driving mode can, for example, characterize urban driving in the vehicle, so that the automatic activation is set as permanent activation in this mode during driving according to the standard. This function also ensures that the driver can concentrate completely on the guidance of the vehicle and its surroundings without being distracted by the adjustment process of the system.

In a further preferred embodiment of the invention, it is provided that the manual activation can be performed by means of at least one operating button of the driver, at least one voice command, at least one movement gesture, respectively.

The proposed possibility also ensures that: the driver can concentrate only on the guidance of the vehicle and its surroundings and is not distracted by a complicated adjustment process of the system. For example, the key can be operated quickly without special attention. The voice command may even be preset according to a special code or password or the like so that the activation is not particularly noticeable to outside personnel.

Finally, in a further preferred embodiment of the invention, it is provided that a correction in the form of a steering movement which is induced can be carried out by the parking system only during the movement of the steering device, in particular of the control wheels of the steering device.

Decoupling can be used advantageously here. The steering motions to be corrected can then be converted in a targeted manner by means of the described system into improved steering motions as a function of the settings and, for example, the predetermined dimensions. The rendering function of the system and its rendered components will only take effect when the steering wheel is moved. For external personnel, the driver is therefore given the impression of a nearly perfect or at least sufficiently good parking. Thus, the driver of such a vehicle comprising the system as described does not have to expose himself by transferring control to the machine in an obvious manner.

The proposed system can be used, for example, in all conventional vehicles (or vehicles), in particular in all motor vehicles permitted for road traffic.

The different embodiments of the invention mentioned in the present application can advantageously be combined with one another, unless otherwise stated in individual cases.

Drawings

The invention is explained below in the exemplary embodiments with the aid of the attached figures. In the drawings:

FIG. 1 shows a schematic view of a docking system for a vehicle;

FIG. 2 shows a characteristic diagram of a parking system for a vehicle;

fig. 3 shows a schematic view of a vehicle comprising a docking system according to any of claims 1 to 9.

Detailed Description

Fig. 1 shows a schematic view of a parking system 10 for a vehicle. In this highly simplified illustration, a parking system 10 is shown arranged in a vehicle 12. The parking system 10 is here schematically shown with a first means 14 for calculating an automatic parking process of the vehicle 12 and a second means 16 for calculating a started manual parking process of the vehicle 12. In a variant embodiment, which is not shown in detail, the respective components 14, 16 can be at least partially identical. The devices 14, 16 comprise, for example, any known sensor device and camera device, which are capable of calculating a parking process. The function of GPS assistance is also contemplated herein. It is also conceivable that the information from the illustrated steering device 18 is evaluated by the means 14, 16 accordingly.

It is also conceivable that the means 14, 16 can be assisted by or designed to be coupled to a corresponding vehicle component, not shown in detail, such as a conventional sensor unit or the like. The devices 14, 16 are shown coupled to a control unit 20. The respective calculations of the devices 14, 16 can be provided to the control unit 20 and can be evaluated by the control unit 20 in comparison terms. For example, the calculated corresponding trajectories are compared. During the driving of the vehicle 12 through the parking space, an automatic parking process can be calculated for future parking maneuvers, for example, so that, in particular, an optimal trajectory can be provided. Therefore, the vehicle 12 should move according to this optimal trajectory in order to achieve the parking process determined to be optimal. If the driver starts moving the vehicle 12 according to a manual parking procedure decided by the driver, the second means 16 identify or calculate to what extent the introduced movement affects the position of the vehicle 12 in the near future. In other words, for example, a path is calculated along which the vehicle 12 will move when the system 10 is not intervening. The manual path may be compared in real-time with previously calculated optimal path guidance. In this case, real-time is to be understood in particular to mean that a further comparison can be made for each further point or each newly occupied position of the vehicle 12. Dynamic processes therefore occur.

The steering device 18 is shown in a greatly simplified manner in the form of a steering wheel symbol, wherein the first double arrow 22 indicates the respective steering direction. Below this steering wheel symbol, the steering shaft 24 with the wheels 26, 28 respectively arranged thereon is shown in a greatly simplified manner. If the steering device 18 is moved in the left or right direction according to the double arrow 22, an action on the steering shaft 24 occurs according to the second and third double arrows 30, 32, respectively. Depending on the setting, a corresponding steering gear ratio is set here, which the driver thus perceives as being associated with the vehicle 12, so that a familiar steering experience is set for him.

The steering device 18 may comprise, for example, a steer-by-wire system or may also comprise a dynamically steered component. In general, a prerequisite for the proposed invention is that the independence of the steering wheel and wheel position is given, as implicitly required by the decoupling already described.

When there is a discrepancy between the two calculations (automatic and manual), the system 10 is designed to apply the matched additional steering angle to the wheels 26, 28, directly and/or through the steering shaft 24, if necessary, so that the current manual trajectory of the vehicle 12 can be at least closer to the optimal trajectory. Thus, at least a partial correction of the current manual docking procedure is adjusted in real time, which cannot be directly perceived by external personnel. The driver hardly notices these improvements and therefore does not consider these corrections made to be disturbing. In a special embodiment, for example, it is provided that the adaptation (or also adaptations carried out several times in succession) is carried out only when the state of movement of the steering wheel or of the steering device is recorded by the system 10. For example, it is conceivable for the adaptation to be carried out decoupled therefrom in that the adaptation can be brought about by changing the steering gear ratio by means of the system 10. Block arrow 34 schematically illustrates the functional relationship between system 10 and steering device 18. For example, if the driver oversteers the calculated "correct" steering wheel position, the steering gear ratio becomes more indirect to avoid further steering the wrong direction. The dashed lines 36 outside the double arrows 30, 32 indicate these effects. The dashed lines 36 are only shown exemplarily at the respective positions. It is conceivable for the second and third double arrows 30, 32 to end earlier and for the dashed line 36 to begin correspondingly earlier, which is synonymously visible for interventions of the system 10. Depending on the difference determined by the comparison, further interventions of the system 10 can therefore be envisaged and can be adjusted first of all in a user-defined manner.

Fig. 2 shows a characteristic diagram of the parking system 10 for a vehicle. In this case, the steering transmission caused by the steering device 18 is plotted on the y-axis in the coordinate system, and the corresponding difference between the two calculated trajectories is plotted on the x-axis. In this case, a corresponding difference is set between the calculated manual parking process and the calculated automatic parking process. In the illustrated coordinate system, the difference is set to the distance value occurring between the two respectively calculated trajectories at a specific point in time, at which the vehicle to be parked is therefore at a specific position during the manual parking process. The future manual park trajectory calculated from the position is compared with the optimal park trajectory that has been calculated before at the determined point in time. The comparison provides unambiguous difference values which can be entered in the coordinate system. The illustrated first characteristic 38 in this case assigns a respective unique steering transmission to these differences. The distribution (optionally stored in system 10) thus causes a decoupled steering movement. Thus, a further steering transmission, which is different from the normally set steering transmission of the vehicle 12, can be implemented as a function of the difference obtained. A corresponding degree of correction is obtained during the manual docking process according to the selected characteristic curve, i.e. according to the user-defined settings of the system 10. It is thus conceivable, for example, that only a marginal change in the applied steering angle is desired in the final effect, so that only a slight approach to the optimum trajectory can be brought about. It is also conceivable to execute the routine again at certain time intervals, so that a series of corrections is set and the vehicle can therefore change from a poor trajectory movement first caused by the driver to an optimum trajectory with little noticeability. It is conceivable that the respective difference values can also be calculated differently in other embodiment variants which are not shown in detail. For example, it is conceivable to compare the respective entire trajectories and then to derive a summed difference therefrom. It is generally conceivable, for example, that the greater the difference between the theoretical trajectory (automatic parking process) and the actual trajectory (manual parking process), the greater the attenuation of the actual steering transmission. The standard settings of the system 10 can be set, for example, according to the illustrated second characteristic curve 40. Here, the steering transmission indicates a set ratio from the steering wheel angle to the wheel angle. The steering gear ratio may be 9:1 or 7:1, for example.

Fig. 3 shows a schematic view of a vehicle 12 comprising a docking system 10 according to any of claims 1 to 9.

List of reference numerals

10. Docking system

12. Vehicle with a steering wheel

14. First device

16. Second device

18. Steering device

20. Control unit

22. First double arrow head

24. Steering shaft

26. First wheel

28. Second wheel

30. Second double arrow head

32. Third double arrow

34. Block arrow head

36. Dotted line

38. First characteristic curve

40. A second characteristic curve.

Claims (10)

1. A parking system (10) for a vehicle, comprising first means (14) for calculating an automatic parking process of the vehicle (12) and second means (16) for calculating an initiated manual parking process of the vehicle (12), the first means (14) being arranged in the vehicle and the second means (16) being arranged in the vehicle, characterized in that during the manual parking process, based on a comparison of the respective calculation processes of the first means (14) and the second means (16), a steering movement of the vehicle (12) at least partially decoupled from a movement state of a steering device (18) of the vehicle (12) can be caused by the parking system (10), so that at least a partial correction of the manual parking process can be performed in real time.

2. Docking system (10) according to claim 1, wherein a comparison between a first optimal docking trajectory calculated by means of the first means (14) and a second current docking trajectory calculated by means of the second means (16) is in particular implementable.

3. A mooring system (10) according to any preceding claim wherein the degree of correction to the respective steering motions that have been induced can be adjusted.

4. A docking system (10) according to any of the preceding claims, wherein the first and second means (14, 16) are at least partially identical.

5. A docking system (10) according to any of the preceding claims, wherein the first and second means (14, 16) are at least partly identical and can be provided at least partly by means of a component of the vehicle (12).

6. Docking system (10) according to one of the preceding claims, wherein the activation of the docking system (10) can be performed automatically or manually.

7. Parking system (10) according to claim 6, wherein the automatic activation can be performed in the context of having an authenticated driving scenario or in the context of having an identified desire to park or on the basis of a selected driving mode during a manual driving process of the vehicle (12).

8. Parking system (10) according to claim 6, wherein the manual activation can be performed by means of at least one operating button, at least one voice command of the respective driver, at least one movement gesture.

9. A mooring system (10) according to any preceding claim, wherein a correction in the form of a steering movement induced by the mooring system (10) can be performed only during movement of the steering device (18), in particular of the control wheels of the steering device (18).

10. A vehicle (12) comprising a docking system (10) according to any one of claims 1 to 9.

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