WO1999029531A1 - Verfahren und vorrichtung zum manövrieren von kraftfahrzeugen - Google Patents

Verfahren und vorrichtung zum manövrieren von kraftfahrzeugen Download PDF

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Publication number
WO1999029531A1
WO1999029531A1 PCT/EP1998/007860 EP9807860W WO9929531A1 WO 1999029531 A1 WO1999029531 A1 WO 1999029531A1 EP 9807860 W EP9807860 W EP 9807860W WO 9929531 A1 WO9929531 A1 WO 9929531A1
Authority
WO
WIPO (PCT)
Prior art keywords
maneuvering
accelerator pedal
vehicle
speed
ref
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.)
Ceased
Application number
PCT/EP1998/007860
Other languages
German (de)
English (en)
French (fr)
Inventor
Alfred Eckert
Jürgen DIEBOLD
Stefan A. Drumm
Thomas Berthold
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
Priority to EP98964483A priority Critical patent/EP1037763B1/de
Priority to JP2000524151A priority patent/JP4435976B2/ja
Priority to DE59813796T priority patent/DE59813796D1/de
Priority to US09/555,676 priority patent/US6302823B1/en
Publication of WO1999029531A1 publication Critical patent/WO1999029531A1/de
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
    • B60Q9/002—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling for parking purposes, e.g. for warning the driver that his vehicle has contacted or is about to contact an obstacle
    • B60Q9/004—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling for parking purposes, e.g. for warning the driver that his vehicle has contacted or is about to contact an obstacle using wave sensors
    • B60Q9/006—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling for parking purposes, e.g. for warning the driver that his vehicle has contacted or is about to contact an obstacle using wave sensors using a distance sensor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE 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
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18063—Creeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/10—Automatic or semi-automatic parking aid systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/06—Automatic manoeuvring for parking

Definitions

  • the invention relates to a maneuvering aid for motor vehicles and a method for maneuvering motor vehicles, which enable load-independent, safe and problem-free movement of the vehicle.
  • the invention relates to a parking aid.
  • Parking and maneuvering vehicles equipped with powerful engines and automatic transmissions can be difficult depending on the incline / slope or engine characteristics. For example, when parking a vehicle backwards on a downhill road, it is often difficult for the driver to set a speed using the accelerator pedal which enables safe and problem-free parking. Often you have to operate with the accelerator and brake pedal pressed at the same time in order to manage the parking process. This can often lead to undesirable vehicle reactions that overwhelm the driver or at least make maneuvering more difficult.
  • An object of the invention is to provide a maneuvering aid for motor vehicles and a method for maneuvering motor vehicles, which enable load-independent, safe and problem-free movement of the vehicle in a low-speed range.
  • the maneuvering aid for motor vehicles can have an accelerator pedal sensor for detecting an accelerator pedal position ⁇ . Furthermore, it can have a device for detecting a vehicle speed v ref and it can have a
  • Control unit can be provided which receives the accelerator pedal position ⁇ and the vehicle speed v ref .
  • the control unit can either infer from the detected accelerator pedal position ⁇ and the vehicle speed v ref whether the vehicle is in a maneuvering state, or the control unit can receive such information via an additional input actuated by the driver, for example.
  • the above-mentioned input information can also be combined in order to conclude that there is a maneuvering state. If the control unit has detected a maneuvering state, a drive unit and / or a brake control system can actuate the vehicle in such a way that it is moved at a maneuvering speed.
  • the maneuvering aid according to the invention can then conclude that there is a maneuvering state if the accelerator pedal position ⁇ is less than or equal to a limit value when a first derivative. * the accelerator pedal position a is less than or equal to a limit ⁇ limit and / or if the
  • Vehicle speed v ref less than or equal to one
  • the control unit can consult that a second derivative ⁇ of the accelerator pedal position ⁇ is less than or equal to a limit value ⁇ limit .
  • LSM low speed maneuvering
  • the driver can thus only control the parking process by actuating the accelerator pedal, the vehicle braking automatically when the driver releases the accelerator pedal and, in addition, the parking brake is automatically activated when the vehicle is stationary.
  • the maneuvering speed can be kept constant, regardless of which accelerator pedal position is selected by the driver (naturally within the aforementioned limits between 0 ⁇ ⁇ limit .
  • Another variant would be to adapt the maneuvering speed to the degree of depression of the accelerator pedal using a corresponding function. However, this would also only take place within the above limits (0 ⁇ ⁇ limit ).
  • a detected operation of the accelerator pedal corresponds to the setting of an acceleration of the vehicle
  • a non-operation of the accelerator pedal and a brake pedal corresponds to keeping the maneuvering speed constant
  • both the single-pedal operation and the two-pedal operation allow effective and simple control of the parking process, with a final actuation of the parking brake when the parking process is complete.
  • the entire parking process is completely load-independent. This means that when there is a steep gradient (positive and / or negative gradient, with a high vehicle weight, etc.), the same parking speed is set by the LSM controller as in flat terrain and a completely unladen vehicle. This provides the driver with an auxiliary module which enables him to maneuver and / or park safely in any situation.
  • the maneuvering characteristic of the vehicle can increase with increasing vehicle speeds v ref , with larger ones
  • Accelerator pedal positions ⁇ and / or in the case of faster accelerator pedal operations a are approximated to a normal characteristic which corresponds to today's vehicle behavior.
  • a further degree of freedom has been introduced, which realizes additional adjustment options for the maneuvering characteristics.
  • the vehicle reaction is understood to be a reaction of the vehicle caused by driver inputs.
  • a selection device for selecting a maneuvering start state can be provided.
  • a selection device would be, for example, a switch, a push button or the like, which is actuated by the driver when he wants to maneuver the vehicle.
  • the maneuvering state desired by the driver can then be detected by the control unit and an LSM process can be carried out. If the vehicle is now in such an LSM state, the driver could also fully depress the accelerator pedal and the vehicle would park at the selected maneuvering speed.
  • the maneuvering speed between a low accelerator pedal position and the maximum accelerator pedal position could also be adapted, the maximum predetermined maneuvering speed being set at the maximum accelerator pedal position.
  • a distance sensor can be provided according to the invention, which brakes the vehicle when a minimum distance to an obstacle, for example another vehicle, is reached, the parking brakes then being activated automatically.
  • Fig. 1 is a schematic representation of a motor vehicle
  • Fig. 4 is a graphical representation of the maneuvering characteristics of the vehicle for a two-pedal operation.
  • the brake lines can be hydraulic brake lines 2 or, for example, also electrical signal lines for actuating corresponding actuators to achieve a braking effect.
  • the brake lines are controlled via a brake control system 3.
  • the brake control system 3 may include an ABS control function and output the vehicle speed v ref .
  • the vehicle speed v ref is recorded by a control unit 4.
  • the control unit 4 can contain an LSM controller and an ABS / ASR function.
  • the brake control system 3, the The LSM controller and the ABS / ASR controller can be combined in one control unit or each can be designed separately.
  • the LSM controller can receive a signal from a gas pedal sensor 5 about the position of the gas pedal.
  • the LSM controller can also output a control signal A to a motor 6.
  • This control signal A could, for example, cause the engine 6 to accelerate the vehicle 1 or decelerate the vehicle 1 (by reducing the engine power).
  • the LSM controller can also output a control signal B to the brake control system 3 in order to directly brake the motor vehicle 1 via the service brakes.
  • a parking brake not shown, can also be activated via control signal B.
  • the parking brake could be activated, for example, by actuating two brakes (for example the two front wheel brakes).
  • the engine torque can be adjusted with the ASR interface, for example.
  • the engine torque that arises on the drive axle can, if necessary, be further reduced with a brake intervention (booster and / or parking brake). If the vehicle is stationary, the parking brake would definitely be activated (will be described in more detail below).
  • the current accelerator pedal position ⁇ and the current vehicle speed v ref are read in in a step 101.
  • the current vehicle speed v ref can be tapped, for example, by the ABS controller.
  • Accelerator pedal position determined. In this step, if necessary, the second derivative of the accelerator pedal position can also be determined (not shown).
  • a query is made as to whether the accelerator pedal position ⁇ detected is less than a limit value ⁇ gren2 . If this is not the case, the process branches back between step 100 and step 101. If the accelerator pedal position is smaller than the limit value ⁇ limit, a branch is made to a step 104, in which a query is made as to whether the accelerator pedal depression speed ⁇ is lower than the limit value ⁇ limit .
  • step 100 the accelerator pedal depression speed ⁇ is less than the limit value ⁇ limit
  • step 105 a branch is made to a step 105, in which a query is made as to whether the vehicle speed v ref is less than a limit value v ref limit . If this is not the case, the system branches back between steps 100 and 101. If the vehicle speed v ref is less than that
  • Step 106 activated.
  • the driver can influence the LSM control via a single-pedal operation (accelerator pedal) as speed input and / or via a two-pedal operation (accelerator pedal / brake pedal) as acceleration input.
  • ⁇ constant means a constant vehicle speed v ref and the release of the accelerator pedal means "stopping".
  • the changed characteristic approaches the normal characteristic, just as with fast accelerator pedal actuations or larger angles ⁇ (see FIG. 3).
  • This enables the driver to operate at a constant speed regardless of the boundary conditions (e.g. gradient, load, etc.). Since the control mostly works under the normal driver input for engine management (E-gas), the engine management can be regulated with the ASR interface.
  • Actuating the brake acts directly as a delay.
  • the changed characteristic can approach the normal characteristic, just as with fast accelerator pedal actuations or larger angles ⁇ (see FIG. 4).
  • FIG. 3 represents the accelerator pedal position ⁇ as the abscissa and the vehicle speed v ref as the ordinate.
  • the vehicle creeps, which is dependent on the torque converter Engine power, the gradient, etc. Now there is, for example, a speed v ref that is less than that
  • the LSM characteristic is represented by the solid line and the normal characteristic by the dashed line. As shown, the LSM characteristic approaches v ref and that depending on the vehicle speed
  • Accelerator pedal depression speed ⁇ of the normal characteristic There is an ASR interface effective range between the LSM characteristic and the normal characteristic, in which the motor is correspondingly regulated in order to set the desired maneuvering speed.
  • the LSM characteristic is shown in this graph as a solid line and the normal characteristic as a dashed line. As in FIG. 3, the LSM characteristic approaches depending on the vehicle speed v ref and the accelerator pedal depression speed ⁇
  • the LSM characteristic can be adapted to the normal characteristic with changing boundary conditions.
  • the LSM characteristic can also approach the normal characteristic depending on a.
  • the approximation of the characteristic can also depend on any combination of the values v ref , ⁇ and / or ⁇ .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)
  • Controls For Constant Speed Travelling (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
PCT/EP1998/007860 1997-12-04 1998-12-03 Verfahren und vorrichtung zum manövrieren von kraftfahrzeugen Ceased WO1999029531A1 (de)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP98964483A EP1037763B1 (de) 1997-12-04 1998-12-03 Verfahren und vorrichtung zum manövrieren von kraftfahrzeugen
JP2000524151A JP4435976B2 (ja) 1997-12-04 1998-12-03 自動車の操縦補助方法と装置
DE59813796T DE59813796D1 (de) 1997-12-04 1998-12-03 Verfahren und vorrichtung zum manövrieren von kraftfahrzeugen
US09/555,676 US6302823B1 (en) 1997-12-04 1998-12-03 Method and device for maneuvering motor vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19753764.2 1997-12-04
DE19753764A DE19753764A1 (de) 1997-12-04 1997-12-04 Verfahren und Vorrichtung zum Manövrieren von Kraftfahrzeugen

Publications (1)

Publication Number Publication Date
WO1999029531A1 true WO1999029531A1 (de) 1999-06-17

Family

ID=7850698

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1998/007860 Ceased WO1999029531A1 (de) 1997-12-04 1998-12-03 Verfahren und vorrichtung zum manövrieren von kraftfahrzeugen

Country Status (5)

Country Link
US (1) US6302823B1 (https=)
EP (1) EP1037763B1 (https=)
JP (1) JP4435976B2 (https=)
DE (2) DE19753764A1 (https=)
WO (1) WO1999029531A1 (https=)

Cited By (3)

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US6296326B1 (en) * 1997-10-13 2001-10-02 Daimlerchrysler Ag Method for determining a triggering threshold value for an automatic braking operation
FR2850069A1 (fr) * 2003-01-20 2004-07-23 Renault Sa Dispositif et procede de commande de freinage au cours des phases d'arret et de mise en mouvement d'un vehicule automobile equipe d'un freinage decouple.
CN101987596A (zh) * 2010-11-04 2011-03-23 奇瑞汽车股份有限公司 一种停车辅助系统及其控制方法

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DE19753764A1 (de) * 1997-12-04 1999-06-10 Itt Mfg Enterprises Inc Verfahren und Vorrichtung zum Manövrieren von Kraftfahrzeugen
DE19933321C2 (de) * 1999-07-16 2001-08-23 Bayerische Motoren Werke Ag Verfahren und Vorrichtung in Kraftfahrzeugen zur Ermöglichung eines stabilen Fahrbetriebs bei extrem niedriger Fahrzeuggeschwindigkeit
DE10008167A1 (de) 2000-02-23 2001-08-30 Zahnradfabrik Friedrichshafen Reibkupplung
DE10016582A1 (de) 2000-04-04 2001-10-11 Zahnradfabrik Friedrichshafen Rangiermodus bei Fahrzeugen mit automatisierter Kupplung
FR2833542B1 (fr) * 2001-12-17 2005-04-29 Renault Procede et systeme d'assistance a la conduite pour conducteur de vehicule automobile
JP3755464B2 (ja) * 2002-01-11 2006-03-15 トヨタ自動車株式会社 駐車支援装置
FR2834914B1 (fr) * 2002-01-18 2006-09-08 Berchet Groupe Soc Vehicule pour enfant muni d'un systeme de detection d'obstacles
JP4242115B2 (ja) * 2002-06-18 2009-03-18 トヨタ自動車株式会社 車両走行制御装置
FR2841199B1 (fr) * 2002-06-20 2004-08-27 Renault Sa Dispositif et procede de desserrage automatique du frein de parking automatique au demarrage
JP4039184B2 (ja) * 2002-08-29 2008-01-30 株式会社アドヴィックス クリープ走行制御装置
DE10303923A1 (de) * 2003-01-31 2004-08-12 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verfahren zur Steuerung einer unterhalb einer vorgegebenen Grenzgeschwindigkeit liegenden Fahrzeuggeschwindigkeit sowie Vorrichtung hierfür
FR2853596B1 (fr) * 2003-04-11 2006-04-07 Renault Sa Vehicule automobile comportant un dispositif de regulation de vitesse et procede de commande associe
DE102004047233A1 (de) * 2004-09-29 2006-05-24 Volkswagen Ag Verfahren und Vorrichtung zum Steuern und/oder Regeln der Fahrleistung
DE102004050795A1 (de) * 2004-10-19 2006-04-20 Robert Bosch Gmbh Verfahren zur Unterstützung eines Einparkvorgangs eines Fahrzeugs
US8266982B2 (en) 2005-01-18 2012-09-18 Kongsberg Automotive Holding Asa, Inc. Method and apparatus for pedal hysteresis
JP4687220B2 (ja) * 2005-04-21 2011-05-25 株式会社アドヴィックス 車両用ブレーキ制御装置
DE102005059629A1 (de) * 2005-12-14 2007-06-21 Bayerische Motoren Werke Ag Bremsregelungsanlage für Kraftfahrzeuge
FR2909059B1 (fr) * 2006-11-28 2009-07-17 Peugeot Citroen Automobiles Sa Dispositif d'activation de fonction de marche rampante sur un vehicule a boite de vitesses mecanique pilotee.
AU2007231765B1 (en) * 2007-08-21 2008-07-10 Erland George Olofsson Accelerator Braking Module
DE102008039620A1 (de) * 2008-08-25 2010-03-04 GM Global Technology Operations, Inc., Detroit Kraftfahrzeug mit Bremskraft- und/oder Lastkorrektur
DE102008041681A1 (de) * 2008-08-29 2010-03-04 Robert Bosch Gmbh Steuereinrichtung und Verfahren zur Durchführung eines automatischen Einparkvorgangs
DE102010030486B4 (de) 2010-06-24 2019-09-26 Robert Bosch Gmbh Verfahren zum halbautomatischen Einparken eines Kraftfahrzeuges sowie ein Einparksystem
DE102011081707A1 (de) 2011-08-29 2013-02-28 Robert Bosch Gmbh Verfahren zur Unterstützung eines Fahrers eines Kraftfahrzeugs
JP5825081B2 (ja) * 2011-12-09 2015-12-02 トヨタ自動車株式会社 ハイブリッド車両の制御装置
CN105705393B (zh) 2013-09-10 2018-02-02 沃尔沃建造设备有限公司 用于混合动力操作机械的传感控制的方法和装置
FR3024855A1 (fr) * 2014-08-12 2016-02-19 Peugeot Citroen Automobiles Sa Procede et dispositif de determination du couple de consigne a appliquer aux roues d'un vehicule automobile
DE102016203395A1 (de) * 2016-03-02 2017-09-07 Bayerische Motoren Werke Aktiengesellschaft Pedalsystem für ein zum zumindest teilautomatisierten Fahren ausgebildetes Fahrzeug
WO2018021688A1 (ko) * 2016-07-25 2018-02-01 한승우 차량 구동 장치, 차량 구동 방법 및 이를 포함하는 차량
KR101929288B1 (ko) * 2016-11-09 2019-03-14 엘지전자 주식회사 자동주차 보조장치 및 이를 포함하는 차량
DE102017216457A1 (de) * 2017-09-18 2019-03-21 Robert Bosch Gmbh Verfahren zur Bestimmung einer maximalen Geschwindigkeit eines Fahrzeugs während eines Einparkmanövers
JP6734898B2 (ja) * 2018-09-28 2020-08-05 本田技研工業株式会社 制御装置、制御方法及びプログラム
DE102022110059A1 (de) * 2022-04-26 2023-10-26 Audi Aktiengesellschaft Verfahren zum Betreiben einer Bremsanlage für ein Kraftfahrzeug sowie entsprechende Bremsanlage
FR3166355A1 (fr) * 2024-09-18 2026-03-20 Stellantis Auto Sas Dispositif de correction des oscillations de couple dans une transmission d’un vehicule

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DE59813796D1 (de) 2006-12-21
US6302823B1 (en) 2001-10-16
EP1037763A1 (de) 2000-09-27

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