DE102014226887A1 - Driver assistance device for parking a vehicle - Google Patents

Abstract

Driving assistance device for parking a vehicle in a free parking area with a computing device and a navigation device that the position of at least one free parking space based on a vehicle-to-vehicle and / or a vehicle-to-infrastructure communication based on the current position of the vehicle calculated by the computing device and the calculated position of the free parking space is then transmitted to a navigation device of the vehicle, the driving assistance device additional transmitting, receiving and storage means to those already present for performing a vehicle-to-vehicle and / or a vehicle-to-infrastructure Communication, by means of which the driving assistance device is designed as a modular memory-based relay station (vehicle IRS) for vehicle-to-vehicle and / or a vehicle-to-infrastructure communication.

Description

The present invention relates to a driver assistance device for parking a vehicle.

From the US Pat. No. 6,690,291 B1 it is known that notification of a dangerous situation by a vehicle such. As police, ambulance, fire, school bus, in a dangerous and confusing place, such as accident sites, school is issued.

The DE 10 2012 029 419 A1 Applicant discloses that vehicles are awakened from sleep mode by a request message from a vehicle to identify empty parking lots and return a response.

The US 2009 0 323 579 A1 discloses that a vehicle stores a received message and decides to resend depending on whether the message is received a second time within a certain period of time.

Vehicle-to-X communication or Vehicle-to-X-Communication (V2X) or Car-to-X-Communication (C2X), especially based on IEEE 802.11p, is the state of research or pre-development and is located currently in standardization.

Cooperative systems such as V2X always have the problem that the communication network has to be built up first and the penetration rate or equipment rate at the beginning of the market launch is very low and may be too low for interesting functions. Furthermore, there are in cities z.T. Shading problems due to building, trees, large vehicles, such. B. trucks.

At the beginning of the launch of C2X, only a few equipped vehicles will produce messages that can not be used by any recipient vehicles due to low field coverage. The use of IRS (Intelligent Traffic Systems (ITS) Road Side Stations) as an infrastructure element can remedy this situation. The cost of investing in IRS is likely to be slow and focused as it involves very high infrastructure costs.

The object of the invention is to provide a driver assistance system which makes it possible to achieve high coverage of the availability of the vehicle-to-X communication or vehicle-to-X communication (V2X) and / or vehicle-to-X communication. To achieve Car-to-X Communication (C2X).

The object is solved by the features of claim 1.

A parking vehicle equipped with C2X technology functions as a mobile IRS, hereinafter referred to as a vehicle IRS. Advantageously, the vehicle IRS can be used mobile, if z. As vehicles of the public order or the police at traffic engineering difficult places, such as construction sites, intersections, failed traffic lights are used. Basically, the vehicle IRS works by allowing messages from passing C2X vehicles to be received and cached to be sent periodically. A later passing C2X vehicle can receive these buffered messages. The data processing unit of the C2X module that is not involved in the function of the vehicle IRS could be turned off. The device is in standby mode.

In a first advantageous refinement, the driver assistance device for parking a vehicle in a free parking area is characterized in that it is equipped with a computing device and a navigation device which determines the position of at least one free parking space based on a vehicle-to-vehicle and / or vehicle a calculated vehicle-to-infrastructure communication based on the current position of the vehicle by the computing device and the calculated position of the free parking space is then transmitted to a navigation device of the vehicle.Furthermore, the driving assistance device is in addition to transmitting, receiving and storage means to the already existing transmitting, receiving and storage means for carrying out a vehicle-to-vehicle and / or a vehicle-to-infrastructure communication equipped by means of which the driving assistance device as a modular memory-based relay station (vehicle IRS) zus is constructed suddenly to the vehicle-to-vehicle and / or a vehicle-to-infrastructure communications.

A further advantageous embodiment is characterized in that the Modular memory-based relay station (vehicle IRS) for vehicle-to-vehicle and / or a vehicle-to-infrastructure communication from the vehicle as a unit is portable and after porting from the driver assistance system through a dual architecture continue as a vehicle to vehicle and / or a vehicle-to-infrastructure communication is operable.

A further refinement is characterized in that, after recognition and completed parking operation by means of the driver assistance system, a check is made as to whether passing vehicles transmit more than x times per time unit over a defined period of time y, so that the transmitting and receiving unit and modular memory-based relay station (vehicle IRS) for vehicle-to-vehicle and / or vehicle-to-infrastructure communication can automatically decide to resend (if the surrounding V2X communication is below a defined threshold) or to turn off when the surrounding V2X communication over a defined time interval is above a defined threshold.

A further embodiment of the driver assistance device according to the invention is characterized in that after detection and completed parking operation by means of the driver assistance system, the modular memory-based relay station (vehicle IRS) after a certain period of time from the standby mode is switched to the complete shutdown.

In a further advantageous refinement of the driving assistance device, the energy state of the supply battery is checked after detection and completed parking operation by means of the driver assistance system and the modular memory-based relay station (vehicle IRS) is switched off in the presence of an energy condition that is too low.

A further embodiment of the driver assistance device according to the invention is characterized in that after detection and completed parking by means of the driver assistance system by checking the communication of the modular memory-based relay station (vehicle IRS) is determined whether more parked vehicles a modular memory-based relay station (vehicle IRS) with active communication (sending V2X messages) and in the presence of periodically generated and identical messages, the in-vehicle modular memory-based relay station (vehicle IRS) can be disabled. The periodic and identical messages sent by vehicles at a standstill are received in dBm at a constant received signal strength, which can be evaluated and additionally indicates adjacent vehicle IRS.

The driving assistance device according to the invention is particularly advantageous in that after detection and completed parking operation by means of the driver assistance system, when the modular memory-based relay station (vehicle IRS) is in standby mode, the periodicity with which the received messages are sent back, is lowered ,

There will be described in detail below five embodiments of the invention.

C2C / C2X communication between active communication partners is known. According to the invention, the use of primarily passive communication partners, such. B. parked vehicles proposed for news distribution.

1. 'Modular memory-based relay station (vehicle IRS) in official vehicles'

In the case of positioning the mobile vehicle IRS at a danger location, e.g. As accident, jam end, construction site, the vehicle IRS is used to warn traffic about this danger point and the messages are generated by the 'official' vehicle itself, as the information refers to the known danger point and therefore receive no messages from passing vehicles, stored and periodically forwarded.

If one uses the vehicle with the driver assistance device as in the case described at intersections, then it serves as a relay station to mediate messages between currently located in the crossing area vehicles or to increase the communication range of vehicles in the intersection area. Here it is not necessary to carry out a buffering of the messages, since the messages only need to be exchanged once between the vehicles. Particularly advantageous is this consideration, with limited use, such. B. construction work with shading of the communication area by z. As building containers, stored building materials or overburden, construction vehicles. In the case of shadowing issues, a vehicle IRS can ensure the transmission of vehicle A to vehicle B (which is currently in the radio shadow) via the vehicle IRS (which may not be in the radio shadow). This application could just in the crossing area for applications such. Cross Traffic Assistants / Crossing Assist / Left Turn Assist or Site Warning.

In both cases, the driver assistance device will be permanently active and not operated in a stand-by mode.

2. Standby mode

To operate the communication devices of vehicles in standby mode or sleep mode and wake them up when needed is known from the applicant's 10 2012 029 419 A1.

Advantageously, the decision is made in this invention, when changed to sleep mode and how long it is maintained. The beginnings of fixed standby times and the reduction the transmission frequency with decreasing battery capacity or the shutdown when reaching a certain residual capacity are parameterized optimized.

• a) Die Sendehäufigkeit vorüberfahrender Fahrzeuge wird überprüft und bei häufigem Empfang von Nachrichten wird die Abdeckung als ausreichend erachtet und das System abgeschaltet.
• b) Die periodischen Nachrichten fester Sender (parkende Fahrzeuge) in der Nähe werden überprüft und basierend darauf die Kommunikationsabdeckung als ausreichend erachtet und abgeschaltet.

For this purpose, the recognition of the transmission landscape takes place:

• a) The transmission frequency of passing vehicles is checked and with frequent receipt of messages, the coverage is considered sufficient and the system is turned off.
• b) The periodic messages of fixed transmitters (parked vehicles) in the vicinity are checked and based on that the communication coverage is considered sufficient and switched off.

Both concepts basically use the idea of redundancy avoidance - when receiving identical messages / messages within a certain period of time, the message does not need to be forwarded and the start to switch off the vehicle IRS completely.

It is advantageous in addition to a punctual control and continuous monitoring of the broadcasting landscape. For example, C2X messages can arrive very frequently in commuter traffic, but an hour later a so-called "radio silence" arise. Or an adjacent parked vehicle sends periodically, but leaves 10 minutes later and then stops sending. This condition could go undetected, leading to it not being recognized and the potential vehicle IRS being turned off and its potential not being exhausted. In order to recognize this condition, it is envisaged that a regular wakeup and review of the broadcasting landscape will be performed, such as: B. every 15 to 20 minutes, the intervals of waking meaningful way are getting bigger

3. Vehicle IRS as information point:

Especially in the thin C2X network, the vehicle IRS serves to transmit messages between vehicles that are not in mutual communication range. The message of the sending vehicle is first stored in the vehicle itself, as long as no communication partner is present, to whom you could pass the message, then passed on reaching the vehicle IRS to this and stored there and transmitted from here to the next passing vehicle.

Here, the vehicle IRS can work as a simple relay station and simply transmit all messages to all vehicles. It is envisaged to have the vehicle IRS act intelligently and to send the messages depending on the type of message and the direction of travel of the sending / receiving vehicles.

Example:

The vehicle IRS stands at an intersection with roads A, B, C and D.

Vehicle 1 comes from direction A and sends a message about an accident on the road A - then it continues in direction B.

Vehicle 2 comes from direction B - since vehicle 1 has driven in direction B, vehicle 2 may already have received the message from vehicle 1 => no transmission of the message vehicle 3 comes from direction C - this vehicle can not have received the message from vehicle 1 => possibly transmitting the message - but first: Checking the destination direction Vehicle 3 continues in direction A - the accident on road A is relevant => transmission of the message Vehicle 3 continues in direction D - the accident on road A is not relevant > no transmission of the message - except perhaps in the following special case:

In the direction of D is a police station - vehicle 3 could 'take' the message there => submit the message

For this intelligent approach, the vehicle IRS has knowledge of the road network on the already mentioned in the preamble of the claim navigation system that can be addressed via a mobile or hard-wired data bus, and the ability to determine the direction of travel from the message itself. For this, the vehicle IRS performs compute-intensive steps. This embodiment is optimized for the driver assistance device by intelligent energy management of the vehicle, so that an optimum is achieved with the available energy for the standby approach, since this approach aims at a long availability, for which the energy reserves must be used sparingly.

4. Periodically repeating the message

If a vehicle IRS has received a message and now sends it periodically, it must also be thought about the termination of the transmission, since a too short repetition, especially with a thin C2X network can cause the message does not reach another receiver, as the repetition is terminated before a receiver passes by. On the other hand, a too long repetition period can lead to a message that has since become obsolete being sent on and on. This is especially useful when receiving messages that are more distant Events relate to the driver assistance device based on the timestamps in the data packets the ability to reliably check the timeliness of the messages.

5. Vehicle IRS as 'backup transmitter' for accident vehicles

If a vehicle crashes within the vehicle IRS reception range, it may send an accident message (eg, triggered by the deployment of an airbag) that is received by the vehicle IRS at the moment of the accident. This message is i.d.R. from the crashed vehicle after the accident repeated to warn other vehicles. Due to the repeated reception, the vehicle IRS recognizes that it is not needed as a transmitter.

If the vehicle has been damaged in such a way that the message is not repeated after the accident, the vehicle IRS will pick up and start to send instead of the vehicle that has been injured.

For this purpose, a reliable detection of the accident is needed. This can be done by the attempt to contact the accident vehicle, no answer, then probably an accident happened. In combination with the monitoring of subsequent messages of other vehicles in the immediate vicinity of the reported accident position can be concluded that a disability in the news information about a z. B. brake warning is encountered.

It is particularly advantageous that the transmission duration of the message can be reliably determined by the proximity of the accident. If rescue vehicles, fire brigades, police, tow trucks equipped with C2X arrive at the scene of the accident and receive the message from the vehicle IRS, they can take over the message and forward it periodically.

The vehicle IRS recognizes the constantly repeated message and ends the transmission mode, alternatively, a 'takeover message' by the C2X of the 'official' vehicles to the vehicle IRS done, which ends the transmission mode. After eliminating the threat, the 'official' vehicle stops broadcasting and no obsolete messages are sent.

According to the invention, it is envisaged that the information in addition to the current scheduled over 5.9 GHz transmission over the frequency of RKE (Remote Keyless Entry) or TPMS (tire pressure monitoring systems / tire pressure system) can be distributed. This is particularly interesting for RKE, as it already has to be operated in standby mode in order to be always available when the driver wants access to the vehicle. This will not further burden the energy budget. Alternatively, the communication via a so-called RKE communication, as described in the application of the applicant in the WO 2009/074655 is described and the description of which is a complete part of this description.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 6690291 B1 [0002]
• DE 102012029419 A1 [0003]
• US 20090323579 A1 [0004]
• WO 2009/074655 [0041]

Claims (7)

Driving assistance device for parking a vehicle in a free parking area with a computing device and a navigation device that the position of at least one free parking space based on a vehicle-to-vehicle and / or a vehicle-to-infrastructure communication based on the current position of the vehicle calculated by the computing device and the calculated position of the free parking space is then transmitted to a navigation device of the vehicle, characterized in that the driving assistance device additional transmit, receive and storage means to those already present for performing a vehicle-to-vehicle and / or a vehicle to-infrastructure communication, by means of which the driving assistance device is designed as a modular memory-based relay station (vehicle IRS) for vehicle-to-vehicle and / or vehicle-to-infrastructure communication. Driving assistance device according to claim 1, characterized in that the modular memory-based relay station (vehicle IRS) for vehicle-to-vehicle and / or a vehicle-to-infrastructure communication from the vehicle as a unit is portable and after the port of the Driver assistance system through a dual architecture continue to operate a vehicle-to-vehicle and / or a vehicle-to-infrastructure communication. Driving assistance device according to claim 1 or 2, characterized in that after detection and completed parking operation by means of the driver assistance system is a check whether passing vehicles more often than x times per unit time over a period y send, with the transmitting and receiving unit and modular memory-based relay station ( Vehicle IRS) for vehicle-to-vehicle and / or a vehicle-to-infrastructure communication automatically switches off. Driver assistance device according to one of claims 1 to 3, characterized in that after detection and completed parking operation by means of the driver assistance system, the modular memory-based relay station (vehicle IRS) after a certain period of time from the standby mode is set to the complete shutdown. Driver assistance device according to one of claims 1 to 4, characterized in that after detection and completed parking operation by means of the driver assistance system, the energy state of the supply battery is checked, and in the presence of too low an energy condition, the modular memory-based relay station (vehicle IRS) is turned off. Driving assistance device according to one of claims 1 to 5, characterized in that after detection and completed parking by means of the driver assistance system by checking the communication of the modular memory-based relay station (vehicle IRS) is determined whether more parked vehicles a modular memory-based relay station (vehicle IRS) communication and in the presence of periodically generated and identical messages, the in-vehicle modular memory-based relay station (vehicle IRS) is switched off. Driver assistance device according to one of claims 1 to 6, characterized in that after detection and completed parking operation by means of the driver assistance system and the modular memory-based relay station (vehicle IRS) is in standby mode, the periodicity with which the received messages are sent back down becomes.