EP1827951A2 - Procede pour diriger un vehicule dans une place de parking, et dispositif d'aide au stationnement - Google Patents

Procede pour diriger un vehicule dans une place de parking, et dispositif d'aide au stationnement

Info

Publication number
EP1827951A2
EP1827951A2 EP05850494A EP05850494A EP1827951A2 EP 1827951 A2 EP1827951 A2 EP 1827951A2 EP 05850494 A EP05850494 A EP 05850494A EP 05850494 A EP05850494 A EP 05850494A EP 1827951 A2 EP1827951 A2 EP 1827951A2
Authority
EP
European Patent Office
Prior art keywords
parking
vehicle
determined
parking space
steering angle
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.)
Withdrawn
Application number
EP05850494A
Other languages
German (de)
English (en)
Inventor
Stefan LÜKE
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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 Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1827951A2 publication Critical patent/EP1827951A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/027—Parking aids, e.g. instruction means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/027—Parking aids, e.g. instruction means
    • B62D15/028—Guided parking by providing commands to the driver, e.g. acoustically or optically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/027—Parking aids, e.g. instruction means
    • B62D15/0285—Parking performed automatically
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/161—Decentralised systems, e.g. inter-vehicle communication

Definitions

  • the invention relates to a method for steering a vehicle to be parked backwards into a parking space, in which a desired parking path of the vehicle is determined by means of a control unit and in which a steering angle of steerable wheels of the vehicle to be set for driving the parking space is determined on the basis of the desired parking path ,
  • the invention relates to a parking aid device suitable for carrying out the method.
  • the desired path is usually given in the form of polynomials or as a sequence of circular and clothoid arcs, as disclosed, for example, in German Offenlegungsschrift DE 199 400 07 A1.
  • a calculation of the parameters of the intended path is usually carried out.
  • a very high computational effort is required in order to determine the setpoint path, for example on the basis of a higher-order polynomial, in such a way that a comfortable entry into the parking space is ensured.
  • This has the disadvantage that in vehicles for calculating a comfortable desired course very complex and powerful computing units must be used. It is therefore an object of the present invention to reduce the calculation effort for determining the desired path for parking a vehicle.
  • this object is achieved by a method having the features of patent claim 1 and by a parking aid device having the features of patent claim 31.
  • a method of the type mentioned above is carried out so that the target parking path is determined in accordance with a position of the vehicle from at least two reference tracks, wherein the reference trains are Einparkbahnen that different starting points of the Vehicle included.
  • a parking assistance device for steering a vehicle to be parked backwards into a parking space comprising a control unit by means of which a desired parking path of the vehicle and a steering angle of steerable wheels of the vehicle to be set for driving the parking space can be determined is configured such that the desired parking path can be determined in accordance with a position of the vehicle from two reference tracks, the reference tracks representing parking tracks for parking starting from different starting points.
  • the invention thus includes the idea of determining the desired parking path on which the vehicle or a predefined reference point of the vehicle is controlled into the parking space on the basis of two reference paths.
  • the Einparkbahn must therefore not be completely recalculated during each parking process, but it can be used with each parking the same reference paths. These are in accordance with the existing conditions, such as in particular the present position of the vehicle to a desired parking path for the
  • a position of the vehicle is understood in the context of the invention, in particular the position of a predetermined Aufalls of the vehicle.
  • the reference paths correspond to parking paths which contain starting points with different lateral distances from the parking space.
  • a lateral distance of a point from the parking space is understood to be the distance between the point and the parking space measured in the transverse direction of the parking space.
  • An expedient embodiment of the method according to the invention and of the device according to the invention is characterized in that the desired parking path is determined from the reference paths such that one point of the desired parking path corresponds to the position of a predetermined Aufalls of the vehicle.
  • the reference tracks are stored in the control unit.
  • the reference tracks in relation to the parking are stored in a parking space with the smallest possible longitudinal extent for trafficability, and that an adaptation of at least one reference track to the present parking space takes place.
  • the memory requirements for the storage of the reference tracks in the control unit can be minimized, since only the reference tracks must be stored, which relate to the parking space with the smallest sufficient for drivability longitudinal extent.
  • An expedient embodiment of the method according to the invention and the parking aid device according to the invention is characterized in that the adaptation takes place by using a scaling factor by stretching the reference track in the direction of the longitudinal extent of the parking space.
  • an advantageous development of the method according to the invention and the parking aid device according to the invention is characterized in that the scaling factor is determined from a ratio of the longitudinal extent of the present parking space to the longitudinal extent of the parking space with the smallest possible longitudinal extent for a passability.
  • the scaling factor is predetermined as a function of the longitudinal extent of the present parking space.
  • an advantageous embodiment of the method according to the invention and the Einpark Anlagenein- device according to the invention is characterized in that the reference path, which contains the starting point with the greatest lateral distance to the parking space is taken without stretching, while the other reference tracks by using the scale factor by stretching adapted to the existing parking space.
  • a preferred development of the method according to the invention and of the parking aid device according to the invention provides that the desired parking path results from an addition of the reference paths multiplied by in each case one factor.
  • a particularly preferred embodiment of the method according to the invention and the parking aid device according to the invention is characterized in that the desired parking path y B (x) in the form
  • YB (X) Fy Up by (x) + (1-F) -Vloudfx) is calculated from a first reference trajectory yupp e r (x) and a second reference trajectory yLower (x), where x is a coordinate on a longitudinal direction of the Parking space directed coordinate axis and F is an interpolation factor.
  • the y-coordinate is a coordinate on a directed in the transverse direction of the parking space coordinate axis.
  • the desired parking path is advantageously determined by an interpolation method from the reference paths.
  • an advantageous embodiment of the method according to the invention and the parking aid device according to the invention is characterized in that the reference paths consist of several sections, wherein the last four sections in the direction of travel to a clothoid section, a circular arc section, another clothoid section and a another arc section is.
  • a desired parking track can be determined, which ensures a particularly comfortable parking with not too large maximum steering angles and steering angular velocities.
  • it can be avoided on the basis of such reference paths that, when the target parking path is being traveled, steering angle changes occur which make it necessary to stop the vehicle during the parking process.
  • An expedient embodiment of the method according to the invention and of the parking aid device according to the invention is additionally characterized in that the reference tracks are composed of five sections, wherein the in Driving direction first section is about a straight line section.
  • a preferred embodiment of the method according to the invention and the parking aid device according to the invention provides that points of the desired parking track are each assigned a desired yaw angle of the vehicle.
  • a yaw angle is stored in the control unit to points of the reference paths, and that the desired yaw angle, which is assigned to the desired parking path, from the yaw angles is determined, which are stored to points of the reference orbits.
  • a further preferred embodiment of the method according to the invention and the parking aid device according to the invention provides that points of the desired parking path are each assigned a desired steering angle.
  • a steering angle is stored in the control unit for points of the reference paths, and that the desired steering angle, which is assigned to the desired parking path, is determined from the steering angles which are stored to points of the reference orbits.
  • a preferred embodiment of the method according to the invention and the parking aid device according to the invention is characterized in that the for driving on the Parking space to be set steering angle in the control unit is determined based on a feedforward control, wherein a proportion of the steering angle in response to one of the actual position of the vehicle on the target parking path after a predetermined distance subsequent point of the target parking path and assigned to this point Target yaw angle is determined.
  • the feedforward control is combined with a position control, wherein a proportion of the set for driving the parking space steering angle in dependence on a deviation between the actual position of the vehicle and the desired parking path is determined.
  • the feedforward control is combined with a yaw angle control, a proportion of the steering angle being dependent on a deviation between the actual yaw angle of the vehicle and the desired yaw angle which corresponds to one of the actual yaw angles.
  • Position of the vehicle is assigned to the adjacent point of SoIl- Einparkbahn, is determined.
  • a yaw angle control also possible inaccuracies in the feedforward control can be corrected.
  • the values of the state variables of the vehicle, in particular of the yaw angle and of the steering angle, set in a driver-selected starting position for the parking operation do not correspond to the values predefined for the desired parking path, so that the vehicle usually does not respond as required the initial position determined desired parking track can be controlled in the parking space.
  • the state variables of the vehicle must therefore be adapted to the state variables specified for a desired parking path. This is preferably done by means of a controller, without stopping the vehicle thereby, so that a comfortable parking is guaranteed.
  • the vehicle is initially controlled starting from a starting point on the basis of a predictive control to the desired parking path, and that subsequently the feedforward control is made.
  • a predictive controller is used to drive the vehicle onto a possible desired parking path.
  • An advantageous embodiment of the method according to the invention and the parking aid device according to the invention provides in that the steering angle to be set for driving the parking space is monitored by the control unit on the basis of a predictive control as a function of a deviation between a driving distance of a given distance from an actual position of the vehicle assuming a constant steering angle during the driving of the distance expected position of the vehicle and a provisional target Einparkbahn is determined.
  • the control behavior largely corresponds to that of the driver.
  • the vehicle control during the parking process for the driver is easy to understand, whereby the comfort for the driver is further increased.
  • An advantageous embodiment of the method and the parking aid device according to the invention is characterized in that the deviation corresponds to a measured in the transverse direction of the parking space distance between the expected position of the predetermined Aufalls of the vehicle and the desired parking path.
  • the provisional desired parking path is determined from the reference paths in accordance with the actual position of the vehicle.
  • An advantageous embodiment of the method according to the invention and the parking aid device according to the invention further provides that the vehicle used for driving through the parking space can be used.
  • control unit operates intermittently and that in each clock step a desired parking path is determined in accordance with the current actual position of the vehicle from the reference paths.
  • the feedforward control is made after it has been determined that the deviation between the expected after driving the predetermined distance position of the vehicle and the provisional desired parking path is smaller than is a predetermined threshold.
  • the feedforward control is made after it has been determined that a deviation between the after driving the predetermined distance expected yaw angle of the vehicle and a target yaw angle, which is assigned to one of the expected after the driving of the predetermined distance position of the vehicle point of the provisional target Einparkbahn, is smaller than a predetermined threshold.
  • the precontrol is carried out after the control unit has determined that the deviation between the actual steering angle of the vehicle and a desired steering angle which corresponds to one of after the vehicle has traveled past the predetermined distance expected position of the vehicle adjacent point of the provisional target parking path is smaller than a predetermined threshold.
  • a particularly advantageous embodiment of the method according to the invention and the parking aid device according to the invention is characterized in that the desired parking path corresponds to the provisional desired parking path determined immediately before the switching to the pilot control.
  • Advantageous embodiments of the invention thus include the idea of controlling the vehicle based on the predictive control with a predetermined yaw angle and a predetermined steering angle to a desired parking path and subsequently make a feedforward, in which the vehicle is controlled in this parking path in the parking space ,
  • preliminary provisional parking paths are successively determined as part of the predictive control.
  • the real one Desired parking track corresponds to the provisional desired parking track for which only a small expected position deviation only small expected deviations between the target yaw angle and the yaw angle of the vehicle and the target steering angle and the steering angle are determined at the steerable wheels of the vehicle.
  • the vehicle is controlled on the basis of the predictive control with "matching" yaw and steering angle to a desired parking path.
  • FIG. 1 is a schematic representation of a suitable for carrying out the invention motor vehicle
  • FIG. 2 is a schematic representation of a desired parking path for a parking operation and two reference paths, from which the desired parking path is determined in the context of the invention and
  • Fig. 3 is a schematic representation of a desired parking path for a parking operation and two maps that limit a valid range of possible starting points for the parking operation.
  • the motor vehicle shown schematically in Figure 1, which is designated as a whole by the reference numeral 1, has four wheels 2a, ..., 2d, which each have a wheel speed sensor 3a, ..., 3d, which is signal-wise connected to a control unit (ECU) 4.
  • the vehicle 1 has at least two steerable wheels, which in the illustrated embodiment of the invention are the front wheels 2a, 2b.
  • the front wheels 2 a, 2 b are connected via a steering line to a steering actuating means, not shown in FIG. 1, with which the driver of the vehicle 1 can set a steering angle at the front wheels 2 a, 2 b.
  • the steering column preferably contains an electromechanical adjusting device 5, which also allows adjusting a steering angle or a steering torque that can be felt by the driver, independently of the driver's specification.
  • the control commands for adjusting the steering angle or the steering torque receives the adjusting device 5 from the control unit 4.
  • the adjusting device 5 is a steering angle adjusting device which receives control commands for setting a steering angle ⁇ soii from the control unit 4 and implements.
  • the steering line includes a steering angle sensor 6 which is signal-wise connected to the control unit 4.
  • the control unit 4 From the signals of the wheel speed sensors 3 a, 3 b, 3 b, it is possible in particular to determine in the control unit 4 the distance which the vehicle 1 traveled from a certain point.
  • the direction of the vehicle movement can be determined based on the signal of the steering angle sensor 6.
  • the current position of the vehicle can be determined relative to a reference point, such as the corner of a parking space.
  • the yaw angle ⁇ of the vehicle can be determined from the wheel speed and the steering angle signal, the yaw angle ⁇ being understood to mean the angle between the vehicle longitudinal axis and the longitudinal axis of the parking space to be traveled, ie the x axis of the coordinate system illustrated in FIG ,
  • the vehicle 1 may have a yaw rate sensor 8 or a yaw rate sensor likewise connected in a signal-wise manner with the control unit 4. These sensors can serve to check or check the plausibility of the yaw angle ⁇ of the vehicle 1 calculated from the wheel speed and steering angle signals.
  • the vehicle 1 has at least one signal sensor connected to the control unit 4 environment sensor 7, with the distances between the vehicle 1 and laterally located from the vehicle 1 objects can be determined.
  • the surroundings sensor 7 can be embodied, for example, as a radar, lidar, ultrasound or infrared sensor.
  • the surroundings sensor 7 can also be a camera which provides images of the vehicle surroundings, from which in particular the distance between the vehicle 1 and objects located laterally from the vehicle 1 can be determined.
  • a parking function is performed, in which a parking space is automatically measured and the vehicle 1 is automatically parked in a parking space.
  • the vehicle 1 during the parking process on the basis of control commands of the tax unit 4 is directed by means of the adjusting device 5, that the longitudinal guidance of the vehicle 1, that is, the acceleration and deceleration, but automatically by the driver of the vehicle 1 is made.
  • the size of the parking space and its position relative to the vehicle 1 are determined by means of the environment sensor 7. For this purpose, for example, the distance between the vehicle 1 and objects located laterally from the vehicle 1 is determined while driving past the parking space. The section on which this distance is greater than on the remaining sections corresponds to the lateral boundary of the parking space.
  • the position of the vehicle 1 is detected continuously in a reference system fixedly connected to the starting point. Knowing the position of the vehicle 1 and based on the distance signals of the environment sensor while the position of the parking space can be determined in the coordinate system.
  • the location of the parking space is known relative to a position of the vehicle 1 behind the parking space in which the vehicle 1 has been stopped by the driver.
  • the stopping of the vehicle 1 can take place, for example, as a result of a triggered by the control unit 4 signal indicating to the driver that a parking space of sufficient size has been determined.
  • the position assumed is the initial position for the controlled by the control unit 14 parking.
  • FIG. 1 shows schematically a parking space 9, the longitudinal extent (expansion in the x direction) of two vehicles 10, 11 is limited. This may be, for example, two vehicles 10, 11 parked on the roadside.
  • the parking space 9 can be limited by other obstacles.
  • the vehicle 1 is shown in Figure 2 in the starting position for the parking operation.
  • the determination of a desired parking path y B (x) takes place within the scope of the invention using two reference paths V L0 - who (x) and yupper (x) • These are parking paths on which the parking starting from starting points with different lateral distances (ie distances in the y-direction) of the Aufiss A from the parking space 9 would take place.
  • the reference trajectory yL owe r (x) describes a parking path for parking starting from a smaller lateral distance than the reference trajectory yupper (x).
  • the reference paths can be the two parking paths with the smallest and the largest lateral distance from the parking space 9, on which a sufficiently comfortable drive into the parking space 9 is possible. Basically, however, the reference tracks can be chosen arbitrarily.
  • the reference trajectories each consist of several
  • Rail sections together starting from the parking space at least two circular arcs (Kr) are provided with opposite curvature and a straight line (G).
  • the vehicle in order to pass through two circular arcs of opposite curvature, the vehicle must travel at the turning point, i. the point at which the circular arcs connect to each other, are stopped.
  • the vehicle 1 and its steering are heavily loaded in such a train.
  • a Doppelklothoidbogen is inserted between the two circular arcs at the deflection point.
  • Another clothoid bow is preferably inserted between the second circular arc and the straight line to match the curvature of the web to the yaw angle of the vehicle 1.
  • the reference paths thus have five track sections starting from the parking space 9, the first track section being a circular arc (Kr), the second track section being a clothoid arc (Kl), wherein the third track section to another arc (Kr), in the fourth track section to another Klothoidbogen (Kl) and the fifth track section is a straight line (G).
  • the reference trajectories are calculated offline-for example as part of a simulation of the parking process-and are stored in the control unit 4.
  • the reference trajectories are calculated offline-for example as part of a simulation of the parking process-and are stored in the control unit 4.
  • Control unit 4 are stored.
  • the position of the vehicle 1 determined in a certain coordinate system can be transformed by a shift into the system used to define the reference paths.
  • the reference tracks are transformed by a shift in the coordinate system used for the parking operation.
  • the reference tracks stored in the control unit 4 are related to the smallest possible parking space, ie the parking space with the smallest extension in the x-direction, at which parking is just possible. If there is a parking space 9 with a greater longitudinal extent, the reference paths are stretched in the x direction on the basis of a function which is determined by the longitudinal extent of the present parking space.
  • the function specifies a scaling factor for the reference paths, wherein the scaling factor does not have to be specified uniformly by the function for an entire path.
  • Such a scaling corresponds to an extension of the reference paths in the x-direction, which could in principle also be dispensed with.
  • the extension however, has the consequence that the maximum steering angle occurring during the parking process and the maximum steering angle speed are reduced, so that the parking operation is more comfortable for the driver.
  • the valid starting range between the reference path with the greatest lateral distance to the parking space and the reference path with the smallest lateral distance from the parking space is increased.
  • the minimum distance between the front right corner of the vehicle 1 to be parked and the rear left corner of the front parking space boundary ie, the vehicle 11
  • the minimum distance between the front left corner of the vehicle to be parked and rear right corner of the front parking space boundary when parking to the left due to the scaling over the parking in the smallest possible parking space changed by the corresponding desired parking path. If it is found that this minimum distance decreases, a larger scaling factor is used.
  • the function indicating the scaling factor is preferably calculated offline for different parking space lengths and stored within the control unit 4 as a function of the longitudinal extent of the present parking space.
  • the reference tracks described below are thus preferably in the manner previously described scaled tracks.
  • interpolation points 4 of the reference tracks yi, ower (x) and yupper (x) are stored within a memory of the control unit 4.
  • y Lo _ wer (x) are additionally a target yaw angle ⁇ LoW er (x) and a target steering angle ⁇ Lower (x) and for the nodes of the upper reference track yupp e r (x) respectively a desired yaw angle ⁇ upper (x) and a target steering angle ⁇ Up per (x) stored. Due to the scaling of the reference paths, an adjustment of the desired yaw angle and the desired steering angle takes place in relation to the present parking space.
  • the desired parking path for parking is determined within the control unit 4 by an interpolation method from the two reference tracks.
  • the following applies to the desired parking path: y B (X) F - y Upper (X) + (I -F) - y Lower (x) (1)
  • the interpolated desired parking path Y B (X) satisfies the required secondary conditions, in particular the requirements for a steady steering angle progression, if the maximum steering angle and maximum steering angle speed are not exceeded and if there are no collisions, if the state variables yaw angle and Steering angle when traveling the web have the predetermined values.
  • ⁇ B (x) F ⁇ Upper (x) + ⁇ 1 F ⁇ ⁇ Lower (x) (5) where F is again the interpolation factor determined in the calculation of the desired parking path.
  • a combination of a pre-control and a yaw angle and position control is performed.
  • the pilot control is performed by means of a pilot control unit in the control unit 4.
  • the feedforward control is combined with a position and
  • Yaw rate control Due to the position control, a further portion of the desired steering angle is determined as a function of a deviation between the current position of the vehicle 1 and the desired parking curve.
  • the position control is based on the deviation of the y-coordinate of the position (x A , y A ) of the Auf matters A of the vehicle 1 from the point (x A , y B (x A )) of the desired parking path.
  • a proportion of the desired steering angle is determined as a function of the deviation between the current yaw angle of the vehicle 1 and the desired yaw angle, which is assigned to the point of the desired parking path which corresponds to the current position of the point A of the Vehicle 1 is adjacent, ie the point of the desired parking path with the same x-coordinate as the current position of the point A of the vehicle 1.
  • P or PI controller are preferably used.
  • the various portions of the desired steering angle are then arbitrarily arbitrated, for example by summing, to obtain the manipulated variable ⁇ So n.
  • the steering angle ⁇ s o ii is then by means of the adjusting device. 5 set. In this way, the vehicle 1 is then controlled to a position in the parking space 9.
  • the actual values of the steering angle and the yaw angle present in the initial position do not correspond to the predefined setpoint values.
  • the steering angle ⁇ So n determines that causes the values of the relevant state variables of the vehicle 1 to approach the intended parking for a target parking, without having to stop the vehicle after the start of the parking operation.
  • a so-called predictive controller (Preview Controller) is used, whose control behavior is closely based on that of the driver.
  • Preview Controller a so-called predictive controller
  • the control interventions are plausible and pleasant for the driver.
  • the control parameters "foresight" and “amplification” are easy to apply, since their effects for the application engineer are generally known from their own driving experience.
  • the control unit preferably operates in cycles. In each clocking step, it determines a provisional desired parking path in accordance with the actual position of the point A of the vehicle 1 in the manner described above.
  • each timing step it determines the deviation of the actual position of the point A from the provisional desired parking track, which, assuming a constant steering angle kels after a distance l pre is to be expected.
  • the yaw angle is calculated, which is expected after the distance l pre , ie the yaw angle ⁇ pre , the vehicle 1 after the distance l pre when driving at a constant steering angle at the point (x A + dx, y A + dy) having.
  • the deviation between the yaw angle ⁇ pre and the target yaw rate ⁇ B (x) provided for the point (x A + dx, y B (x A + dx)) of the provisional sole parking trajectory is determined.
  • a steering angle deviation between the present steering angle ⁇ and that provided for the point (x A + dx, y B (x A + dx)) of the provisional target Einparkbahn Target steering angle determined.
  • the amounts of the deviations ⁇ Y, ⁇ and ⁇ are then compared with a predetermined threshold value. If one of the amounts is greater than the corresponding threshold value, the control variable ⁇ So ii is calculated in accordance with the control law (6) within the control unit 4 by means of the control unit.
  • Kprev i ew is the gain of the look-ahead controller.
  • the steering angle ⁇ So ii is adjusted or adjusted by means of the adjusting unit 5 on the steerable wheels 2a, 2b.
  • the magnitude of the variable Kpr e vi ew ' ⁇ Y is limited at the beginning of the parking process and that the possible values are increased with increasing distance traveled during the parking process, until after a predetermined distance there is no limitation.
  • the maximum values of the amount are predetermined as a function of the traveled distance in the form of a ramp function.
  • the provisional desired parking path is recalculated in each clock step of the control unit 4 based on the current position (x A , y A ) of the Auf matterss A of the vehicle 1 from the reference tracks yL owe r and Yupper, if the difference y Up per (x A ) - YLower (x A ) is not less than a threshold. If this is the case, the provisional desired parking path y B (x) is preferably not recalculated. This can avoid numerical problems. Further, the amounts of the deviations ⁇ Y, ⁇ and ⁇ in each clocking step are compared with their associated threshold values. If one of these amounts is greater than the corresponding threshold value, the steering angle control is carried out as described above on the basis of the control law specified in equation 6.
  • the steering angle control switches from the forward-looking control to the previously described combination of precontrol, yaw angle and position control.
  • the previously calculated provisional desired parking path y B (x) is no longer changed, but this path is used in the pre-control as a target parking path basis. On this target parking the vehicle is then controlled in the parking space.
  • the driver is informed continuously after passing through the parking space whether the vehicle 1 is in a position from which the parking space is passable. If the driver recognizes on the basis of this message that the vehicle 1 assumes such a position, he can stop the vehicle 1 and start the parking procedure.
  • the navigability of the parking space 9 is determined in a preferred embodiment of the invention with reference to two maps Ymin ( ⁇ , ⁇ , x A ) and ymax ( ⁇ , ⁇ , x A ).
  • the map y-min ( ⁇ , ⁇ , x A ) indicates the lower limit and the map y-m a ⁇ ( ⁇ , ⁇ , x A ) the upper limit for the y-coordinate of the point A of the vehicle 1, for parking at a given steering angle ⁇ and a given yaw angle ⁇ of
  • Vehicle 1 and a given x-coordinate of the Aufuss A of the vehicle 1 is possible.
  • the maps y min ( ⁇ , ⁇ , x A ) and y max ( ⁇ , ⁇ , x A ) are stored in the control unit 4, wherein for different combinations of discrete values for the steering angle ⁇ , the yaw angle ⁇ and the x-coordinate of the Aufuss A of the vehicle 1 each have a value y m in and y max is stored.
  • the maps stored in the control unit 4 again relate to the smallest possible parking space. If there is a parking space with a greater longitudinal extent, the maps are scaled in the same way as the scaling of the reference paths in their x-coordinate.
  • the scaling factor is in turn given as a function of the longitudinal extent of the present parking space 9, wherein, as with the scaling of the reference paths, it may be provided that the scaling can be carried out in different ways based on the function in different regions of the x-coordinates of the maps ,
  • determined position of the vehicle 1 and the Point A is transformed by a scaling of the x-coordinate of the Aufuss A in the coordinate system in which the maps and reference trajectories are defined. Furthermore, the determined yaw angle of the vehicle is also transformed into this coordinate system in the manner already explained. The scaling factor for scaling the x-coordinates is determined in the manner described above.
  • Ymin ( ⁇ , ⁇ , X A ) ⁇ y A ⁇ Ym a x ( ⁇ , ⁇ , X A ) is satisfied. If this is the case, the trafficability of the parking space 9 is detected and signaled to the driver. If the condition is not met, then it is determined that the parking space is not passable starting from the present position of the vehicle 1.
  • the present value triplet ( ⁇ , ⁇ , x A ) will not match one of the value triples stored in the control unit 4.
  • the determination of the value triples to be used for the check stored in the control unit 4 takes place in the context of the invention in a secure approach, wherein for a value triplet ( ⁇ , ⁇ , x A ) with the present in the current state of the vehicle 1 values the "least favorable" stored in the control unit 4 adjacent value triplet is determined.
  • the adjacent value triples are first determined, ie the value triplets whose individual values are adjacent to the present values of the corresponding quantities. Then the values assigned to the determined value triplets y m i n and y max are determined. Subsequently, it is checked whether the present y-coordinates of the Aufuss A of the vehicle 1 is smaller than one of the determined y min values or greater than one of the determined y max values. If this is the case, it is determined that the parking space is not passable. If this is not the case, it is determined that the parking space can be driven on the basis of the present position of the vehicle 1.
  • the starting space with the possible starting position for a parking process is discretized, ie a grid of
  • any characteristic diagrams Zi, min (z 2 , Z 3 , Z 4 ) and Zi, max (z 2 , Z 3 , Z 4 ) can be determined with pairwise different numbers ⁇ 5,0, X A , YA ⁇ , which for given sets (z 2 , Z 3 , Z 4 ) of values of first vehicle quantities specify a minimum value Zi, min or a maximum value zi, max of a second vehicle size Zi.
  • the trafficability of the parking space 9 is determined when the following applies for the value of zi for given values of Z 2 , Z 3 and Z 4 :
  • a concrete example of further possible maps are the maps ⁇ m in ( ⁇ , x A , Y A ) and ⁇ ma ⁇ ( ⁇ , x A , Y A ), which for predetermined value triples ( ⁇ , X A , YA) each have a minimum value ⁇ min ( ⁇ , x A , YA) and a maximum value ⁇ ma ⁇ indicate ( ⁇ , x A , YA) for the yaw angle ⁇ of the vehicle 1.
  • the cycle time is preferably chosen so that a quasi-continuous check the passability of the parking space 9 is made.
  • the driver is - after the vehicle 1 has entered the valid range - after leaving this area not indicated that the parking space 9 is not passable. Rather, the driver can start the parking process outside the valid range.
  • the vehicle 1 is then controlled back on the basis of the stored track points and the associated steering angle by means of the control unit 4 in the valid range.
  • the control unit 4 transmits setting commands to the setting device 5, with which the steering angle previously stored for this path point is set at each path point. After the vehicle 1 on this Way has come back into the valid range, the parking operation can be carried out in the manner described above.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un procédé pour diriger un véhicule à garer en marche arrière sur une place de parking, procédé consistant à déterminer une trajectoire de stationnement prescrite dudit véhicule au moyen d'une unité de commande, et à déterminer, au moyen de ladite trajectoire de stationnement prescrite, un angle de braquage des roues directrices du véhicule à régler pour se garer dans la place de parking. Le procédé selon l'invention est caractérisé en ce que la trajectoire de stationnement prescrite (Y<SUB>B</SUB>(X)) est calculée en se basant sur une position du véhicule fonction de deux trajectoires de référence (y<SUB>inférieur</SUB>(x) ; Y<SUB>supérieur</SUB>(x)), et en ce que les trajectoires de référence (y<SUB>inférieur</SUB>(x) ; Y<SUB>supérieur</SUB>(x)) représentent des trajectoires de manoeuvre de stationnement pour un stationnement basé sur des points de départ différents.
EP05850494A 2004-12-24 2005-12-22 Procede pour diriger un vehicule dans une place de parking, et dispositif d'aide au stationnement Withdrawn EP1827951A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102004062549 2004-12-24
PCT/EP2005/057135 WO2006069976A2 (fr) 2004-12-24 2005-12-22 Procede pour diriger un vehicule dans une place de parking, et dispositif d'aide au stationnement
DE102005062084A DE102005062084A1 (de) 2004-12-24 2005-12-22 Verfahren zum Lenken eines Fahrzeugs in eine Parklücke und Einparkhilfeeinrichtung

Publications (1)

Publication Number Publication Date
EP1827951A2 true EP1827951A2 (fr) 2007-09-05

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05850494A Withdrawn EP1827951A2 (fr) 2004-12-24 2005-12-22 Procede pour diriger un vehicule dans une place de parking, et dispositif d'aide au stationnement

Country Status (5)

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US (1) US8065058B2 (fr)
EP (1) EP1827951A2 (fr)
JP (1) JP4865727B2 (fr)
DE (1) DE102005062084A1 (fr)
WO (1) WO2006069976A2 (fr)

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KR102025519B1 (ko) * 2016-09-13 2019-09-25 닛산 지도우샤 가부시키가이샤 주차 지원 방법 및 장치
JP2018203218A (ja) * 2017-06-09 2018-12-27 アイシン精機株式会社 駐車支援システム
JP6984373B2 (ja) * 2017-12-07 2021-12-17 トヨタ自動車株式会社 駐車支援装置
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Publication number Publication date
JP4865727B2 (ja) 2012-02-01
WO2006069976A2 (fr) 2006-07-06
US20080125939A1 (en) 2008-05-29
US8065058B2 (en) 2011-11-22
WO2006069976A3 (fr) 2006-11-02
DE102005062084A1 (de) 2006-07-13
JP2008525263A (ja) 2008-07-17

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