DE102015207038A1 - Method and brake assist system for automatically braking a motor vehicle when parking or maneuvering - Google Patents

Method and brake assist system for automatically braking a motor vehicle when parking or maneuvering

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Publication number
DE102015207038A1
DE102015207038A1 DE102015207038.7A DE102015207038A DE102015207038A1 DE 102015207038 A1 DE102015207038 A1 DE 102015207038A1 DE 102015207038 A DE102015207038 A DE 102015207038A DE 102015207038 A1 DE102015207038 A1 DE 102015207038A1
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DE
Germany
Prior art keywords
vehicle
accelerator pedal
obstacle
actuated
brake
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
DE102015207038.7A
Other languages
German (de)
Inventor
Mario Schwarze
Ulrich Roemmer
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Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Priority to DE102015207038.7A priority Critical patent/DE102015207038A1/en
Publication of DE102015207038A1 publication Critical patent/DE102015207038A1/en
Pending legal-status Critical Current

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00Brake-action initiating means
    • B60T7/12Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/16Anti-collision systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02Active or adaptive cruise control system; Distance control
    • B60T2201/022Collision avoidance systems

Abstract

One aspect of the invention relates to a method for automatically braking a motor vehicle when parking or maneuvering. The vehicle comprises an accelerator pedal for controlling the drive torque of the drive motor of the motor vehicle and an automatically releasable service brake. According to the method, an obstacle in the surroundings of the motor vehicle is detected by means of an environment detection sensor system, for example by means of an ultrasonic sensor system on the front of the vehicle and on the rear of the vehicle. It is checked whether there is a need for a brake release in view of the obstacle. The method according to the invention is characterized in that it is checked whether the accelerator pedal is actuated or not. The result of this test, whether the accelerator pedal is actuated or not, according to the invention is considered in the release of the brake: In the case of a need for a brake release and not actuated accelerator pedal, the vehicle is braked automatically by means of the service brake to a standstill. In the case of a need for a brake release with the accelerator pedal pressed, however, the vehicle is not automatically braked to a standstill. For example, the vehicle is only braked by means of the service brake.

Description

  • The invention relates to a method and a brake assist system for automatic braking of a motor vehicle when parking or maneuvering according to the preamble of claim 1 or claim 16.
  • Today's motor vehicles often include a parking aid for manual parking, in which the distance to an obstacle in front of the vehicle or behind the vehicle is determined by means of an ultrasonic sensor and depending on the distance a visual and / or audible warning is issued to the driver.
  • Furthermore, advanced parking aids with automatic brake intervention are known for avoiding collisions during manual parking or maneuvering at low speed (eg v <10 km / h). These use an environmental sensor system, for example an ultrasonic sensor and / or a laser scanner, to detect obstacles in the vehicle environment. To avoid a collision with a detected obstacle in the vehicle environment, such a system can not only warn the driver, but also intervene by braking the vehicle, especially to a standstill.
  • These systems typically do not accommodate the driver's desire and brake the vehicle when the obstacle is detected during manual parking or maneuvering regardless of the driver's desire. For example, if the obstacle is not a critical obstacle, such as a flexible obstacle (eg, grasses or flexible branches), the system may stall the vehicle on an obstacle detected by the system, contrary to the driver's desire a bush, a hedge or a tree) or a drivable obstacle (eg a sufficiently low curb). In contrast to the assistance system in such a situation, the driver often knows that the detected obstacle is not critical, for example because the driver has already parked at this point in the past or can see the obstacle directly; nevertheless, the vehicle is braked contrary to the desire of the driver.
  • It is an object of the invention to provide an improved method and a corresponding brake assist system for automatic braking of the motor vehicle, in which the driver-side understanding of the current obstacle situation and the resulting driver request are taken into account.
  • The object is solved by the features of the independent claims. Advantageous embodiments are described in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim without the features of the independent claim or only in combination with a subset of the features of the independent claim may form a separate invention independent of the combination of all features of the independent claim, the subject of an independent claim or a divisional application.
  • A first aspect of the invention relates to a method for automatically braking a motor vehicle (in particular a passenger car) when parking or maneuvering. When parking or maneuvering, preferably both the transverse guide and the longitudinal guidance of the vehicle are manually controlled by the driver, i. H. There is no automated parking or maneuvering with a parking assistance system.
  • The vehicle comprises an accelerator pedal for controlling the drive torque of the drive motor of the motor vehicle and an automatically releasable service brake. According to the method, an obstacle in the surroundings of the motor vehicle is detected by means of an environment detection sensor system, for example by means of an ultrasonic sensor system on the vehicle front and on the vehicle rear. It is checked whether there is a need for a brake release in view of the obstacle. For this purpose, for example, it is checked whether a criterion with respect to the distance to the impact (DTC - Distance to Collision) or the time to impact (TTC - Time to Collision) is met.
  • The inventive method is characterized in that it is checked whether the accelerator pedal is actuated or not, and this information is taken into account in the braking intervention. For example, an accelerator pedal signal characteristic for the position of the accelerator pedal (for example an accelerator pedal signal with a value range of 0% to 100% accelerator pedal actuation) is compared with a (low) accelerator pedal threshold value (eg 1%). The accelerator pedal is judged not actuated when the accelerator pedal signal is less than or less than the accelerator pedal threshold value.
  • The accelerator pedal, however, is considered actuated when the accelerator pedal signal is greater than or equal to the accelerator pedal threshold.
  • The result of this test, whether the accelerator pedal is actuated or not, according to the invention is taken into account in the release of the brake: In the case of a need for a brake release and not actuated accelerator pedal, the vehicle is braked automatically by means of the service brake in the sense of an emergency stop to a standstill.
  • In the case of a need for a brake release with the accelerator pedal pressed, however, the vehicle is not automatically braked to a standstill.
  • For example, in this case the vehicle is only braked by means of the service brake, for example only for a short duration (eg shorter than 1 s), which leads to a speed reduction. The driver is warned by the resulting jerk, preferably in front of the obstacle. But it does not come to a mandatory braking to a standstill. It could also be provided in an alternative embodiment that in the case of a need for a brake release when the accelerator pedal is actuated, the vehicle is not automatically braked at all and there is no speed reduction. The service brake could then only be preconditioned or not activated at all. If the service brake is preconditioned, the brake can be decelerated faster in the event of a later automatic deceleration to a standstill than without pre-conditioning of the service brake.
  • Preferably, it is also continuously checked whether there is a need for an audible and / or visual warning in view of the obstacle (for example, because the distance to an obstacle meets a certain criterion), and if there is a need for a warning, a corresponding warning message in front of the obstacle the driver is issued. During the parking or maneuvering process, the driver thus receives additional acoustic and / or visual warnings, which are preferably issued when approaching an obstacle before the automatic brake release.
  • According to the invention, only a mandatory braking to a standstill upon detection of a critical obstacle occurs when it is determined that the accelerator pedal is not actuated. Otherwise, for example, it only comes to a brief braking to warn the driver in front of the obstacle. The invention is based on the idea that, when the accelerator pedal is actuated, the driver frequently assesses the obstacle situation differently than when he does not or no longer actuates the accelerator pedal. Namely, if the driver has already stopped operating the accelerator pedal (in particular due to an audible or visual warning of the obstacle), the driver is more likely to immobilize the vehicle than if he continues to operate the accelerator pedal despite an audible or visual warning. If the driver continues to operate the accelerator pedal despite an audible or visual warning, the driver may not wish to decelerate the vehicle to a standstill because it does not rate the obstacle as critical (eg, in the case of a flexible obstacle or override obstacle).
  • It can be provided, for example, that it is first determined that the accelerator pedal is actuated, and in the case of a need for a brake release in the face of an obstacle, the vehicle is braked automatically by means of the service brake. If it is then determined that the accelerator pedal is no longer actuated (for example, because the driver was warned by the braking and now would like to shift the foot from the accelerator pedal to the brake pedal for braking), in the event of a need for a brake release in the face of the same obstacle means the service brake is automatically braked to a standstill.
  • Preferably, an automatic braking of the vehicle takes place (braking to a standstill and possibly braking) only at a vehicle speed less than or equal to a predetermined speed threshold (for example, 5 km / h).
  • For example, when the accelerator pedal is depressed and when an obstacle occurs, the brake is preconditioned and the brake is slightly applied as a warning to the driver. When the accelerator pedal is not actuated and the distance to the obstacle is very short, it is braked to a standstill in order to avoid a collision or at least to reduce the damage.
  • The test criterion for a brake release preferably differs for the case of the non-actuated accelerator pedal (and a then to be carried out braking to a stop) and in the case of an actuated accelerator pedal: In the case of a non-actuated accelerator pedal, it is checked whether a first criterion with respect to the distance to to collision (DTC - Distance to Collision) or time to collision (TTC - Time to Collision) is met. In the case of an actuated accelerator pedal, it is checked whether a second criterion, which differs from the first criterion, with regard to the distance up to the impact or the time until the impact is met. Preferably, the second criterion is already met at a greater distance to the impact or even at a greater time to impact than the first criterion. For example, in the case of a non-actuated accelerator pedal, it is checked if the time to impact is less than a first threshold TTI max, 1 , and if so, then deceleration is initiated, and in the case of an actuated accelerator pedal checked whether the time to impact is less than a second threshold TTI max, 2 with TTI max, 2 > TTI max, is 1 , and if so, then the warning braking is triggered.
  • In order to check whether there is a need for a brake release, a distance to the impact is determined, for example, via the surroundings detection. Furthermore, a stopping distance is determined as a function of one or more parameters, for example as a function of the current vehicle speed. It can then be checked whether the distance to the impact meets a criterion dependent on the stopping distance or not. For example, it may be checked whether the distance DTC to impact is less than or less than the stopping distance s plus an additional distance Δs (eg, Δs = 5 cm), that is, ΔS = 5 cm. H. DTC <s + Δs or DTC ≤ s + Δs. If this is the case, for example, a deceleration is triggered to a standstill, unless the accelerator pedal is depressed. The additional distance Δs then indicates the typical remaining distance after passing through the stopping distance, i. H. the vehicle comes to a standstill Δs before the collision.
  • For example, deceleration to a stop is triggered when the distance DTC to impact is less than or equal to the stopping distance s plus a first additional distance Δs 1 and the accelerator pedal is not operated, whereas braking is triggered as warning braking when the distance DTC until impact is less than or less than the stopping distance s plus a second additional distance Δs 2 with Δs 2 ≥ Δs 1 (eg Δs 1 = 5 cm and Δs 2 = 20 cm) and the accelerator pedal is depressed. In this case, the braking as warning braking when the accelerator pedal is actuated already at a greater distance DTC to the impact is triggered as the braking to a stop when the accelerator pedal is not actuated.
  • The stopping distance is determined as a function of one, several or all of the following parameters, namely as a function of the current vehicle speed, the current gradient of the roadway, a parameter indicating the road surface condition (for example a coefficient of friction). In addition, the current vehicle weight can be taken into account in the stopping distance, wherein the vehicle weight varies depending on the load and the number of passengers. The current vehicle weight can be estimated.
  • Before the evaluation of the distance to the impact or the time to impact described above, it can be predicted in advance at which collision point of the outer boundary of the vehicle the obstacle and the vehicle will collide when continuing to test a demand for a brake release. This collision point is preferably determined as a function of a characteristic for the current steering angle information, for example, depending on information about the curvature of the driving tube, in particular the radii of the two circles with the same circle center on which the two steered front wheels move at the current steering angle.
  • It can then be checked whether the collision point of the outer boundary of the vehicle lies in a relevant area of the outer boundary of the vehicle. The relevant area may include the entire perimeter of the vehicle. Preferably, however, the relevant area comprises only a partial area of the outer boundary of the vehicle. For example, the relevant area corresponds to a substantially U-shaped area on the rear of the vehicle and on the sides of the vehicle, which in particular does not extend laterally forward to the front of the vehicle (for example laterally approximately up to the side mirrors). However, the U-shaped area does not include the perimeter of the vehicle on the forward facing vehicle front. The advantage of using a U-shaped area as the relevant area is that, when maneuvering, the driver deliberately approaches the other area with the area recessed from the U-shaped area; This could lead to a frequent release of the brake, which could disturb the driver.
  • For example, if it is determined that the obstacle collides when continuing in a collision point of the outer boundary of the vehicle, which is in the particular U-shaped relevant area, this obstacle is classified as collision critical, for example, and then in the case of a collision critical obstacle for this obstacle the criteria described above and depending on the vehicle braked to a standstill (no accelerator pedal operation) or braked (accelerator pedal operation).
  • Preferably, an automatic braking (braking or braking to a stop) of the motor vehicle only takes place when reversing and not when driving forwards.
  • It is advantageous if, in the case of braking to standstill after reaching standstill, a braking torque is still applied by the service brakes, as long as there is still a need for the brake release in the face of the obstacle. In this case, it is advantageous if, after a deceleration of the vehicle in the standstill of the driver by pressing the accelerator pedal, the vehicle can still accelerate and thus override the service brake, z. B. on high grass or a hedge or when approaching an obstacle.
  • When braking the vehicle to a standstill, the braking torque is initially increased, for example, to a target value of 5000 Nm. It is then preferably continuously checked the entry of the vehicle in the vehicle standstill. When the occurrence of vehicle stall is detected (for example, because the vehicle speed has become equal to or less than a threshold speed of, for example, 0.3 km / h), the braking torque is reduced to a lesser holding torque, and then the holding torque is maintained at standstill (FIG. if there is still a need for brake release in the face of the obstacle). The holding torque is preferably so low that the driver can accelerate the vehicle from standstill in the presence of the holding torque by operating the accelerator pedal (ie the braking intervention is overridden by an acceleration of the vehicle).
  • A second aspect relates to a brake assist system for automatically braking a motor vehicle when parking or maneuvering. The system is arranged to detect an obstacle in the vicinity of the motor vehicle by means of an environment detection sensor system, and to check whether there is a need for a brake release in the face of the obstacle. The system is characterized in that the system is further arranged to check whether the accelerator pedal is operated or not, in the case of a need for a brake release and unsprung accelerator pedal to brake the vehicle automatically by means of the service brake to a standstill and in the case of Need for a brake release and actuated accelerator pedal does not automatically brake the vehicle by means of the service brake to a standstill.
  • The above statements on the method according to the invention according to the first aspect of the invention also apply correspondingly to the brake assist system according to the invention according to the second aspect of the invention. At this point and in the claims not explicitly described advantageous embodiments of the system according to the invention correspond to the advantageous embodiments of the method described above or described in the claims.
  • The invention will be described below with reference to the accompanying drawings with reference to an embodiment. In these show:
  • 1 An embodiment of the inventive method for automatic braking of the motor vehicle;
  • 2 a schematic determination of the collision point;
  • 3 an exemplary braking torque curve when braking the vehicle to a standstill; and
  • 4 an exemplary braking torque curve during braking.
  • In 1 an embodiment of the method according to the invention for the automatic braking of the motor vehicle is shown.
  • First, in step 100 and step 110 whether the reverse gear is engaged and the vehicle speed is less than or equal to a maximum speed v max (eg, v max = 5 km / h). If the switch-on conditions are met, the brake assist system is switched on and detects new obstacle objects in the environment by means of the ultrasonic sensor system and enters these with the corresponding X / Y coordinates of the respective obstacle object and the object extent of the respective obstacle object in an object map, in which the Obstacle objects in the vicinity of the vehicle are recorded (see step 120 ). According to the movement of the vehicle and the possible movement of the obstacle objects, the object map is continuously updated (not shown). For each obstacle in the object map, it is checked whether it is a collision-critical obstacle object. This will be done in step 130 For each obstacle, it is predicted whether and at which collision point of the perimeter of the vehicle the obstacle and the vehicle will collide. For this purpose, a steering angle information characteristic of the current steering angle is used in order to be able to predict the respective collision point. This is in 2 outlined as an example. For the obstacle 1 becomes a collision point 2 on a vehicle side of the vehicle 3 taking into account the current steering angle information predicts, with the rear steered movement of the vehicle 1 in 2 through the arrow 4 is indicated.
  • According to step 140 is checked for the found collision points of the individual obstacle objects, whether the respective collision point in a U-shaped area 5 the outer vehicle boundary is located, which in 2 is marked by a thick line and the side of the one vehicle side mirror 6 to the rear of the vehicle and from the rear of the vehicle on the other side to the other vehicle side mirror 6 extends.
  • If this is the case, there is a collision-critical obstacle.
  • For each collision critical obstacle is in step 150 the respective distance DTC determined until the impact. Further, in step 160 the stopping distance s for reaching the standstill as a function of the current vehicle speed v determined. In the determination of the stopping distance s, the current gradient of the roadway and the road surface (for example in the form of a coefficient of friction) are also preferably taken into account. In addition, the current vehicle weight can be taken into account in the stopping distance, whereby the current vehicle weight can be estimated.
  • The following will be in step 170 then made a case distinction, namely whether the accelerator pedal is not actuated (accelerator pedal signal FP <FP TH with eg FP TH = 1%) or the accelerator pedal is actuated (accelerator pedal signal FP FP TH ).
  • If no accelerator operation is detected, in step 180 tested whether a first test criterion with respect to the distance DTC is met to the impact, namely DTC ≤ s + Δs 1 with z. B. Δs 1 = 5 cm. If an accelerator pedal operation is detected, it will instead step in 190 tested whether a second test criterion with respect to the distance DTC is met to the impact, namely DTC ≤ s + Δs 2 with Δs 2 > Δs 1 , z. B. Δs 2 = 20 cm.
  • If the first test criterion in step 180 is satisfied in the case of no accelerator pedal operation, the vehicle is automatically braked to a standstill. (see step 200 ). For this purpose, the braking torque of the service brake is increased from 0 to a target value (eg 5000 Nm) within a certain time (eg 100 ms) and is continuously checked as to whether the vehicle has already come to a standstill (see Query 210 ). When the standstill has been reached, the braking torque is reduced to a holding torque (see step 220 ) and retain the holding moment as long as the previous criteria in the queries 140 and 180 are further met to decelerate the vehicle. An exemplary course of the desired braking torque M B for braking the vehicle to a standstill is in 3 outlined. At time t 1 , the braking torque M B is increased to a target value M B, max, 1 (eg 5000 Nm) with a defined ramp. At time t 2 it is determined that the standstill has been reached and the braking torque M B is reduced with a defined ramp to a holding torque M B, H (eg 1000 Nm). This holding torque M B, H is maintained as long as the above-discussed braking criteria are further met. The holding torque M B, H is selected so that the vehicle can be easily accelerated against the braking torque by pressing the accelerator pedal.
  • If the second test criterion in step 190 is met in the case of an accelerator pedal operation, the vehicle is only braked automatically, but not braked to a standstill (see step 200 ). Braking is used to alert the driver and reduce the speed. An exemplary course of the desired braking torque M B during braking is in 4 outlined. At time t 1 , the braking torque M B is increased to a target value M B, max, 2 (eg 5000 Nm) with a certain ramp. After a short period of time, the braking torque M B is reduced to zero again. The duration Δt BB of actuation of the service brake is preferably in the range of less than 1 s, in particular in the range of less than 0.5 s, for example in the range of 0.1 s to 0.4 s. It would also be conceivable that the braking torque M B is not completely reduced to zero, but - as long as the criteria for braking are still met - is kept at a very low value or the service brake is kept in the preconditioned state.
  • After the vehicle has been braked due to an obstacle when the accelerator pedal is actuated, the vehicle can then query in subsequent fulfillment of the criterion 180 be slowed down to standstill, if the driver no longer actuates the accelerator pedal.

Claims (16)

  1. Method for automatically braking a motor vehicle ( 3 ) when parking or maneuvering, wherein the motor vehicle ( 3 ) comprises an accelerator pedal for controlling the drive torque of a drive motor and an automatically releasable service brake, comprising the steps of: - detecting an obstacle ( 1 ) in the vicinity of the motor vehicle by means of a Umfeldfassungssensorik; and - checking whether there is a need for a brake release in the light of the obstacle ( 1 ), characterized in that - is checked ( 170 ), whether the accelerator pedal is pressed or not; - in the case of a need for a brake release and not actuated accelerator pedal, the vehicle is automatically braked by means of the service brake to standstill ( 200 ); and - in the case of a need for a brake release and pressed accelerator pedal, the vehicle is not automatically braked by the service brake to a standstill.
  2. Method according to claim 1, wherein in case of a need for a brake release and accelerator pedal actuated the vehicle ( 3 ) is braked automatically by means of the service brake,
  3. The method of claim 2, wherein the step of checking a brake release requirement comprises: - in the case of a non-actuated accelerator pedal, check ( 180 ), whether a first criterion relating to the distance up to the impact or the time to impact is met, - in the case of an actuated accelerator pedal, checking ( 190 ), whether a second criterion with regard to the distance up to the impact or the time until the impact is met, wherein the second criterion is already met at a greater distance to the impact and already at a greater time to the impact than the first criterion.
  4. The method of any one of the preceding claims, wherein the step of checking a brake release requirement comprises: determining ( 150 ) a distance to the impact; - Determine ( 160 ) of a stopping route; and - checking ( 180 . 190 ), whether the distance to the impact meets a criterion dependent on the stopping distance.
  5. The method of claim 4, wherein the stopping distance is determined in dependence on one, several or all of the following parameters: The current vehicle speed, - the current gradient of the road, A parameter indicating the road surface, - the current vehicle weight.
  6. Method according to one of the preceding claims, wherein checking whether there is a need for a brake release in view of the obstacle comprises: - forecasting ( 130 ), at which collision point ( 2 ) of the outer boundary of the vehicle, the obstacle and the vehicle will collide, in particular as a function of a characteristic of the current steering angle steering angle information.
  7. The method of claim 6, wherein the checking for a need for a brake release in the face of the obstacle further comprises: - checking whether the collision point (FIG. 2 ) of the outer boundary of the vehicle in a relevant area ( 5 ) of the outer boundary of the vehicle, the relevant area ( 5 ) is a portion of the outer boundary of the vehicle.
  8. The method of claim 7, wherein the relevant region is a substantially U-shaped region ( 5 ) At the rear of the vehicle and on the sides of the vehicle corresponds, in particular, does not extend laterally forward to the front of the vehicle.
  9. Method according to one of the preceding claims, wherein an automatic braking of the motor vehicle is triggered only when reversing and not when driving forward.
  10. Method according to one of the preceding claims, wherein - initially it is determined that the accelerator pedal is actuated, and in the case of a need for a brake release in the face of an obstacle, the vehicle is braked automatically by means of the service brake ( 190 ), - and after determining that the accelerator pedal is actuated, it is determined that the accelerator pedal is no longer actuated and, in the event of a need for a brake release in the face of the same obstacle, is automatically braked to a standstill by means of the service brake ( 200 ).
  11. Method according to one of the preceding claims, wherein - during automatic braking of the vehicle to a standstill, the braking torque (M B ) is initially increased, and - when the entry into the vehicle standstill has been determined, the braking torque (M B ) to a holding torque (M B , H ) is reduced and then the holding torque (M B, H ) is maintained at a standstill.
  12. The method of claim 11, wherein the holding torque (M B, H ) is so low that the driver can accelerate the vehicle in the presence of the holding torque (M B, H ) by pressing the accelerator pedal from standstill.
  13. Method according to one of the preceding claims, wherein when parking or maneuvering both the transverse guidance and the longitudinal guidance of the vehicle is manually controlled by the driver.
  14. Method according to one of the preceding claims, wherein - it checks whether there is a need for an audible and / or visual warning in the light of the obstacle, and - If there is a need for a warning, an audible and / or visual warning of the obstacle is issued to the driver.
  15. Method according to one of the preceding claims, wherein the step of checking whether the accelerator pedal is actuated or not comprises: - comparing ( 170 ) of a characteristic of the position of the accelerator pedal accelerator pedal signal (FP) with an accelerator pedal threshold value (FP TH ), wherein - the accelerator pedal is considered not actuated ( 180 ) when the accelerator pedal signal is less than or less than the accelerator pedal threshold value, and - the accelerator pedal is judged to be actuated ( 190 ) when the accelerator pedal signal is greater than or greater than the accelerator pedal threshold.
  16. Brake assistance system for automatic braking of a motor vehicle ( 3 ) when parking or maneuvering, wherein the motor vehicle is an accelerator pedal for controlling the drive torque of a drive motor and an automatically releasable service brake, wherein the driver assistance system is set up, - an obstacle ( 1 ) in the surroundings of the motor vehicle by means of an environment detection sensor system and - to check whether there is a need for a brake release in view of the obstacle, characterized in that the driver assistance system is also set up to check - ( 170 ), whether the accelerator pedal is actuated or not, - in the case of a need for a brake release and not actuated accelerator pedal to automatically brake the vehicle by means of the service brake to standstill ( 200 ) and - in the case of a need for a brake release and accelerator pedal pressed the vehicle does not automatically slow down to a stop by means of the service brake.
DE102015207038.7A 2015-04-17 2015-04-17 Method and brake assist system for automatically braking a motor vehicle when parking or maneuvering Pending DE102015207038A1 (en)

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WO2018149536A1 (en) * 2017-02-15 2018-08-23 Robert Bosch Gmbh Method and device for determining a maximum speed for a vehicle and automatic drive system
DE102017216457A1 (en) * 2017-09-18 2019-03-21 Robert Bosch Gmbh Method for determining a maximum speed of a vehicle during a parking maneuver
CN110341698A (en) * 2018-04-02 2019-10-18 长城汽车股份有限公司 A kind of automobile control method and automobile

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