EP3416872A1 - Assistance system and method for assisting the driver of a motor vehicle when positioning the motor vehicle at a predefined target position - Google Patents
Assistance system and method for assisting the driver of a motor vehicle when positioning the motor vehicle at a predefined target positionInfo
- Publication number
- EP3416872A1 EP3416872A1 EP17701494.1A EP17701494A EP3416872A1 EP 3416872 A1 EP3416872 A1 EP 3416872A1 EP 17701494 A EP17701494 A EP 17701494A EP 3416872 A1 EP3416872 A1 EP 3416872A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- vehicle
- assistance system
- target position
- driver
- positioning
- 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
Links
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Classifications
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- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/12—Limiting control by the driver depending on vehicle state, e.g. interlocking means for the control input for preventing unsafe operation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/30—Constructional details of charging stations
- B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
- B60L53/38—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles specially adapted for charging by inductive energy transfer
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering 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
- B60W30/06—Automatic manoeuvring for parking
-
- 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
-
- 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
- B60W2540/12—Brake 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
- B60W2540/18—Steering angle
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/18—Braking system
-
- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/20—Steering systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/12—Electric charging stations
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Definitions
- the invention relates to an assistance system for assisting the driver of a motor vehicle when positioning the motor vehicle at a predetermined target position.
- Position target position For example, systems for wireless, in particular inductive, charging of electrically powered vehicles (for example, electric vehicles or hybrid vehicles) with electrical energy are known in which the vehicle at a predetermined
- Target position (loading position) must be positioned so that in this
- Charging position can be a wireless transmission of electrical energy.
- an inductive element In a frequently occurring variant of an inductive element
- Charging system is a primary coil arranged on the ground while a Secondary coil is arranged on the vehicle underbody. The energy transfer takes place via a magnetic coupling of
- Secondary coil is aligned as precisely as possible on the motor vehicle over the primary coil.
- Measured primary coil to the secondary coil via a suitable method and issued based on this position information driver information to the driver to assist the driver in positioning. For example, in the vehicle cockpit the driver can be visually displayed as the vehicle is relative to the bottom coil and whether the
- Target position has been achieved with sufficient accuracy.
- the driver can also be given specific steering instructions. The positioning of the vehicle is thus done manually by the driver, the driver is supported by appropriate driver information during positioning.
- ground contours that are based on wheels of the motor vehicle act, for example, arranged transversely to the direction of travel
- Crawl mode in which the vehicle rolls slowly when the brake pedal and the brake pedal is not depressed, a frequent operation change between the brake pedal and the brake pedal is required for manual longitudinal guidance. This is the case, for example, with many electric vehicles and makes it more difficult to stop at the correct position.
- the accuracy with respect to reaching the given target position depends very much on the skills and also on the current performance of the driver;
- the accuracy is usually lower than with an automatic positioning assistance system.
- the positioning accuracy has a great influence on the charging efficiency.
- a low positioning accuracy can be at least partially compensated by a correspondingly complex design of the components of the charging system.
- the fully automatic positioning with automatic longitudinal and transverse guidance generally requires a position measurement already from a large distance (eg 5m) to the loading position, so that the vehicle has the opportunity, sufficiently early, a suitable driving trajectory to reach the target position.
- a suitable driving trajectory to reach the target position.
- suitable complex safety functions must be provided.
- an explicit transfer of the driver task from the driver to the driver is always carried out
- a parking assistance system for providing guidance during parking is known in which the accelerator pedal and the brake pedal are calibrated to guide a driver into a parking lot.
- the accelerator pedal may be modulated or controlled to throttle position
- the document DE 10 2005 008 875 A1 describes a method for assisting a driver in the control of a target position, in which the driver by a haptic Feedback is conveyed, whether he is along a predetermined target trajectory to achieve the target position of the current
- Claim can form its own and independent of the combination of all features of the independent claim invention, the subject of an independent claim, a
- a first aspect of the invention relates to an assistance system for
- the target position is preferably a charging position for wireless charging, in particular inductive charging, of the motor vehicle.
- the longitudinal movement of the vehicle can be controlled manually via one or more operating elements that can be actuated by the driver (eg accelerator pedal, brake pedal).
- the assistance system supports the manual
- the assistance system is set up to repeatedly determine position information relative to the relative position of the vehicle relative to the target position during the positioning. It is thus determined how the vehicle and the target position lie with respect to one another. For example, starting from a vehicle reference point (eg, center of the rear axle), the distance x to the target position in the direction of
- the assistance system is set up to influence the manual longitudinal control, i. H. the resulting vehicle longitudinal movement in response to the manual driver default is influenced by the assistance system.
- influencing the manual longitudinal control is on the part of the assistance system - at least for some relative positions - in
- the accelerator pedal characteristic which indicates the relationship between the accelerator pedal position and the resulting driver desired torque, so that at the same accelerator pedal position a much lower driver's desired torque
- a braking torque can be set automatically via the service brake, which counteracts the drive torque predefined via the accelerator pedal.
- Brake torque increased brake torque is adjusted in response to the position information to bring the vehicle at the target position to a halt.
- Vehicle movement is limited: influencing the manual
- Longitudinal control preferably also acts for certain relative positions in the direction of the vehicle movement, so that the vehicle thereby experiences an additional acceleration, for example, if the vehicle would come to a standstill without influencing the manual longitudinal control before the target position.
- the assistance system according to the invention is an assistance system engaging in the vehicle longitudinal guidance, which assists the driver in reaching the target position.
- Assistance system designed so that the driver always remains in the acting role and is corrected only by the assistance system.
- an existing actuator eg a drive motor or a vehicle brake.
- the manipulation of the manual longitudinal control by the assistance system simulates a virtual (i.e., non-existent) contour of the ground.
- the ground contour acts on one or more wheels of a vehicle axle (eg, the front axle) and, at least at certain positions, constitutes an obstacle preventing or at least hindering the progression.
- the ground contour is a virtual barrier arranged substantially transversely to the vehicle movement or a virtual trough lying essentially transversely to the vehicle movement, which assists in stopping at the target position.
- Such ground contours knows the driver from everyday driving situations. The driver will therefore intuitively react correctly, so that the vehicle comes to a halt, at least in the longitudinal direction, in the correct position.
- the characteristic of influencing the manual longitudinal guidance in particular the characteristic of a simulated virtual ground contour as described above, can be dynamically the current one
- Driving situation to be adjusted The characteristic depends, for example, on the vehicle speed and / or the direction of travel. For example, if the vehicle moves too fast toward the target position, the vehicle is automatically delayed, for example, ahead of the target position by the assistance system. For this purpose, for example, a slope having a positive gradient can be simulated with an upper small trough. On the other hand, if the vehicle is moving too slowly toward the target position, the vehicle is preferably automatically accelerated by the assistance system before the target position. For this purpose, for example, a slope having a negative incline can be simulated with the trough below. The amount of slope of the ramp and the depth of the trough may depend on the driving situation, in particular on the vehicle speed.
- the assistance system can be set up such that, in the event that the vehicle movement in the direction of travel of the engaged driving gear (eg.
- Target position comes to a standstill.
- the vehicle then automatically rolls back to the target position.
- the assistance system is set up such that, when the vehicle movement in the direction of travel of the engaged driving position ends before the target position, the vehicle automatically rolls in the direction of travel of the engaged driving position toward the target position, wherein the vehicle preferably comes to a standstill in the target position.
- the vehicle may thus preferably additionally perform a movement after stopping, for example rolling back to the lowest point of a simulated trough if the driver has gone too far, or continue to roll forward to this point of the simulated trough.
- the assistance system is preferably set up, the manual
- an additional torque acting in the direction of travel of the engaged driving stage can optionally be generated for accelerating the vehicle.
- an additional torque acting in the direction of travel of the engaged driving stage can optionally be generated for accelerating the vehicle.
- Acceleration or deceleration in particular via an electric drive machine a moment in or against the direction of travel to be impressed. This moment is preferably so low that it can be overridden by the driver at any time.
- the motor vehicle comprises an electric machine for the longitudinal movement of the vehicle; this additional moment is generated in this case via the electric machine.
- the predetermined by the driver via the controls is preferably also
- the torque specified by the driver via the operating elements is generated by other actuators, for example via another electric machine or one Combustion engine (for acceleration) in conjunction with a
- a positive (i.e., accelerating) or negative (i.e., decelerating) torque may be applied via the electric machine.
- Electrical machines often have the advantage that these are different than
- a specification for an additional torque that delays or accelerates the vehicle is determined, from which the above-described moment results.
- a moment is read from a memory as a function of the current position information.
- a torque desired by the driver is determined as a function of the accelerator pedal position of an accelerator pedal.
- the moment desired by the driver and the specification for the additional moment are superimposed and a superimposed moment is thus determined.
- the longitudinal guidance of the vehicle then takes place as a function of the superposed torque. For example, depending on the superimposed torque, an electric machine is actuated, the vehicle depending on
- the positioning assistance described above is preferably activated only in the vicinity of the target position.
- a distance measure is repeated (for example, the Euclidean distance in the two dimensions of the top view or the distance in
- the starting point of the distance measure is, for example, the middle of the secondary coil.
- the distance measure is less than or equal to less than a first threshold for the distance measure.
- the first threshold is for example in the range of 0.2 m to 4.0 m,
- the first threshold value for activating the assistance can be dependent on the driving situation and be, for example, dependent on the speed and / or direction of travel.
- Support for positioning is only activated if the distance measure is less than or less than the threshold value.
- the activation of the support may be dependent on the driver confirming an activation proposed by the system, for example by actuating an operating element in the vehicle cockpit, eg. B. by pressing a multi-functional Drehd Wegstellers in the center console.
- the distance measure becomes too large again, for example greater than or equal to a second one
- Threshold support is disabled again.
- the first threshold value is preferably lower than the second threshold value in the sense of a hysteresis.
- the first threshold and the second threshold may also be identical.
- an additional steering torque (to the left or right) can be additionally applied via an example, electric steering support to support the manual lateral control by an actuator.
- a target trajectory for reaching the target position is determined.
- the target trajectory is preferably updated continuously during the startup of the target position.
- a measure for the deviation from the target trajectory is repeatedly determined by the assistance system.
- the manual lateral control of the vehicle is influenced by an additional steering torque.
- the additional steering torque is preferably so low that the driver can overcome it at any time.
- the ruts may be static in position during positioning or, alternatively, dynamically adjusted in position as they deviate from the desired trajectory (eg, when the deviation exceeds a certain level).
- a second aspect of the invention relates to a method for assisting the driver of a motor vehicle when positioning the motor vehicle at a predetermined target position.
- the method during the Positioning repeatedly determines position information relative to the relative position of the vehicle to the target position.
- the manual longitudinal control of the vehicle is influenced by an influence counteracting the vehicle movement, at least for certain relative positions, as a function of the respective position information, with the aim that the vehicle substantially comes to a stop at the target position.
- FIG. 1 shows an exemplary inductive charging system
- FIG. 2 shows an exemplary virtual ground contour in the form of a virtual trough lying essentially transversely to the vehicle longitudinal direction;
- FIG. Figure 3 shows the virtual trough with the front wheel in three different
- FIG. 5 shows an exemplary simple virtual barrier
- FIG. 6 shows an exemplary vehicle-direction-dependent virtual ground contour
- FIG. Fig. 7 is an exemplary state diagram of the assistance system
- FIG. 9 shows exemplary virtual ruts in plan view
- Fig. 10 exemplary virtual Ruts in cross section.
- a conventional inductive charging system for charging a motor vehicle 1 which comprises a primary coil 2, which is arranged at the bottom, and a secondary coil 3, which is integrated on the underbody of the vehicle.
- the primary coil 2 and the secondary coil 3 are aligned one above the other; the vehicle is in the loading position.
- the upper drawing Fig. 1 a) shows the front view of the vehicle 1
- the lower drawing Fig. 1 b) shows the side view of the vehicle. 1
- the transmission of electrical energy is via a magnetic
- Reference numeral 4 marks the distance between the front axle and the center of the secondary spool 3.
- the manual longitudinal control is influenced to assist the driver in positioning the vehicle at the loading position support.
- the influence of the manual longitudinal control is based on natural conditions, for example, the influence on the manual longitudinal control corresponds to a virtual ground contour.
- FIG. 2 shows a virtual bottom contour 5 in the form of a virtual trough lying essentially transversely to the vehicle longitudinal direction.
- the horizontal line corresponds to the actual contour of the floor.
- the virtual trough 5 is placed so that the lowest point of the trough in the
- the virtual trough 5 is shown with the front wheel 6 in three different vehicle relative positions. It is assumed that the vehicle 1 approaches the loading position in the forward direction from right to left in the direction of the arrow.
- the solid shown front wheel 6 corresponds to the position p2 of the front wheel upon reaching the loading position; the dashed wheel corresponds to the position pi, p3 of the same front wheel before reaching the loading position or after
- Vehicle is preferably influenced so that the wheel 6 comes to a stop at the illustrated ideal position p2.
- the slope of the illustrated virtual ground contour 5 at a position pi corresponds to an additional depending on the slope sign positive or negative force on the vehicle 1 at the respective vehicle relative position pi, which is caused by the influence of the manual longitudinal control.
- the additional force corresponds to the Deriving the illustrated bottom contour (when considering the bottom contour 5 as a function whose independent position variable in Fig. 3 increases from left to right).
- a negative (in the case of viewing from left to right) in the region 8 corresponds to an additional force acting counter to the direction of travel (ie an additional torque applied counter to the direction of travel), ie at the position p3 the vehicle is opposite to the direction of travel
- a positive slope (viewed from left to right) in region 9 corresponds to an additional force acting in the direction of travel (i.e., an additional moment applied in the direction of travel), d. H. at the position pi the vehicle is accelerated by the additional force.
- a virtual ramp may be provided as part of the floor contour 5 in order to decelerate or additionally accelerate the vehicle.
- the positive or negative forces additionally impressed depending on the relative position pi and thus also the virtual ground contour 5 are preferably dynamically adapted to the situation, in particular to the current vehicle speed.
- a virtual ramp is provided as part of the bottom contour 5 before reaching the target position.
- the sign of the slope of the ramp depends on the driving speed.
- the vehicle speed is too high, and the vehicle 2 is decelerated by a decelerating torque in the region 10 of the rising ramp, so that the vehicle 2 does not have the Target position overshoots.
- Fig. 4 b) is the
- Moment can be provided, which corresponds to a simple virtual barrier, in which, unlike the virtual trough before the target position no acting in the direction of the engaged gear additional torque is impressed to the vehicle towards the target position
- a dashed line 12 for the virtual ground contour shown in FIG. 6 results when a drive step (eg D drive step) for the forward direction is engaged and the wheel 6 approaches the bottom contour 6 from right to left, and a dashed line 13 for the virtual ground contour, when a gear (eg R- gear) is engaged for the reverse direction and the wheel 6 approaches the bottom contour 6 from left to right.
- FIG. 7 shows an exemplary state diagram for an exemplary embodiment of the assistance system according to the invention, which shows
- the system states are divided into the driving states 20-24 and the
- Radio unit Approximately at target position is a radio unit, which has a
- Radio signal can wake the on-board assistance system.
- the distance d between the vehicle and the loading position decreases (eg, d ⁇ 20 m)
- the radio signal is received on the vehicle side and the
- Assistance system in a state 21 changes.
- the assistance system outputs optical or acoustic driver information to the driver in order to assist him in the positioning, for example as a visual display on a screen or a head-up display.
- the assistance system changes to the state 22 in which positioning can be assisted by engaging in the longitudinal control, as described above. If the distance d again becomes greater than the threshold value d s , 2 (with d s , 2> ds, i), the system returns from state 22 back to state 21.
- the distance d to the target position is continuously updated and it is checked whether both the distance d is already less than or equal to a threshold ds, 3, and the
- Vehicle speed v is already substantially zero. If both are the case, the system changes to state 23: the target position is reached.
- a characteristic based on the virtual ground contour is used for assisting positioning adapted to the changed situation.
- the vehicle reaches the target position despite variable driver request, as long as this change is not so strong that the state 22 is left in the direction of state 24 or 21.
- State 24 can be achieved, for example, by causing the driver to brake the vehicle sharply by actuating the brake pedal, so that the target position is prevented from being reached despite assistance in the positioning.
- the system returns from state 23 (target position reached) or from state 24 (target position not yet reached) to state 22 (assisted positioning) when the speed v becomes non-zero, for example by operating the accelerator pedal or releasing the accelerator pedal
- Charging for example, by the driver or can be started automatically. Checks are typically done before charging starts. In addition to the position check, these include air gap monitoring as well as checking the readiness for charging of the electric vehicle energy storage. This review is supported by wireless communication between the vehicle and the charging infrastructure. If all prerequisites are fulfilled, the charging process is started. This is usually indicated to the driver before leaving the vehicle.
- the driver can shift the vehicle 1 into the state 26 in which the vehicle 1 is not ready to load by inserting the driving step P.
- the vehicle By inserting the speed steps D, R or N in the state 25 or 26, the vehicle can be returned to the state 23 or 24 again.
- FIG. 8 shows an exemplary embodiment for influencing the longitudinal control in the context of the supported positioning in state 22. It is continuously determined in step 100, the manually preset by the driver accelerator pedal position and determined from this in step 1 10 a torque to be set MFW. The moment to be put would be made without further influencing the longitudinal control, for example via an electric drive machine.
- the current relative position p of the vehicle 1 in the state 22 in step 120 is continuously at the
- Target position determined. For example, to determine the
- Relative position p (x, y, ⁇ ) of the distance x to the target position in the direction of the vehicle longitudinal axis, the distance y to the target position orthogonal to the direction of the vehicle longitudinal axis and the angle-related rotation of the primary and secondary coils determines each other.
- the reference point of the relative position is for example the center of the front axle, the middle of the secondary coil, the center of the rear axle or any other reference point on the vehicle.
- Vehicle speed v is continuously determined in step 140, an additional moment Mz by which the torque to be set MFW is to be changed, so that the vehicle comes to a substantial standstill at the target position.
- the additional torque Mz is stored, for example, in a characteristic curve or in a characteristic diagram as a function of the current relative position (in particular only of x) and optionally as a function of the vehicle speed v. Furthermore, further parameters for determining the additional torque M z can be taken into account, for example the
- Accelerator pedal position (see the dashed arrow in Fig. 8), the driver predetermined torque MFW or other characteristic of the accelerator pedal actuation size dependent.
- the torque MFW predetermined by the driver via the accelerator pedal can be taken into account in order to achieve this necessary additional moment M z to determine. For example, it would be possible that with the current accelerator pedal position exactly the target position would be reached. In the same way, optionally one for the
- Characteristic curve or the characteristic diagram can be adapted to the current situation, for example, as a function of a characteristic variable for the actuation of the accelerator pedal or brake pedal.
- a characteristic for the additional moment M z can, for example, in
- Vehicle speed v be adjusted.
- the characteristic curve or the characteristic field results, for example, from the derivation of the ground contours shown in FIGS. 3 to 6.
- the additional moment M z is negative; If the additional moment is to have an accelerating effect, the additional moment M z is positive. If no influence on the manual longitudinal control is to take place, the additional moment M z is equal to zero.
- the additional torque M z independently of the drive torque MFW via an additional actuator (eg a separate electric machine or the service brake). If the additional torque is a merely decelerating torque, this can be done, for example, via the service brake.
- the manual lateral control of the vehicle 1 on the part of the assistance system during positioning can be influenced by an additional steering torque. For example, the influence of the manual actuator
- Orient lateral control to natural conditions Preferably, the manual lateral control is influenced by virtual ones
- FIG. 9 exemplary virtual ruts 15 of the vehicle are shown in plan view, left in Fig. 9 a) in straight approach to the
- a measure of the deviation from the desired trajectory is determined, in particular a transverse deviation.
- the lateral control of the vehicle can be influenced by an additional steering torque. If the vehicle is controlled for example from the target trajectory and thus the
- Transverse deviation increases, increases the driver to be applied steering force as when driving on Lssensspurrinnen.
- a steering torque superimposed on the driver's wash which is, for example, proportional to the derivation of the track groove cross section 15, results from the cross section of the contour.
- the range ds, 4 (ie in Fig. 10 half the width of the track groove) of this steering torque with respect to the transverse deviation results from the meaningful range, which allows reaching the target position.
- this range d s , 4 depending on the longitudinal distance to the target position and, for example, with decreasing
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Abstract
Description
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Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102016202460.4A DE102016202460A1 (en) | 2016-02-17 | 2016-02-17 | Assistance to the driver of a motor vehicle when positioning the motor vehicle at a predetermined target position |
PCT/EP2017/051555 WO2017140470A1 (en) | 2016-02-17 | 2017-01-25 | Assistance system and method for assisting the driver of a motor vehicle when positioning the motor vehicle at a predefined target position |
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EP3416872A1 true EP3416872A1 (en) | 2018-12-26 |
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EP17701494.1A Pending EP3416872A1 (en) | 2016-02-17 | 2017-01-25 | Assistance system and method for assisting the driver of a motor vehicle when positioning the motor vehicle at a predefined target position |
Country Status (5)
Country | Link |
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US (1) | US11318956B2 (en) |
EP (1) | EP3416872A1 (en) |
CN (1) | CN108473160B (en) |
DE (1) | DE102016202460A1 (en) |
WO (1) | WO2017140470A1 (en) |
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DE102017216127A1 (en) * | 2017-09-13 | 2019-03-14 | Audi Ag | Method for providing a communication connection between a stationary electrical charging station and a motor vehicle and control device and charging system |
GB2567430A (en) * | 2017-10-09 | 2019-04-17 | Bombardier Primove Gmbh | A system and a method for determining a relative pose between a primary winding structure and a secondary winding structure of a system for inductive power |
CN109955848B (en) * | 2017-12-25 | 2021-06-11 | 郑州宇通客车股份有限公司 | Automatic operation control method and system for vehicle parking |
DE102019105014A1 (en) * | 2019-02-27 | 2020-08-27 | Valeo Schalter Und Sensoren Gmbh | Positioning a vehicle relative to a target position |
DE102020206140A1 (en) | 2020-05-15 | 2021-11-18 | Robert Bosch Gesellschaft mit beschränkter Haftung | Method for operating a motor vehicle, device, motor vehicle |
EP4070983A1 (en) * | 2021-04-09 | 2022-10-12 | BRUSA Elektronik AG | An apparatus for and method of guiding a vehicle |
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DE10336985A1 (en) * | 2003-08-12 | 2005-03-10 | Daimler Chrysler Ag | Method for assisting the driver in driving maneuvers |
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JP4222355B2 (en) * | 2005-09-29 | 2009-02-12 | トヨタ自動車株式会社 | PARKING ASSISTANCE DEVICE AND POWER TRANSFER METHOD BETWEEN VEHICLE AND GROUND EQUIPMENT |
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DE102009047248A1 (en) * | 2009-11-27 | 2011-06-01 | Robert Bosch Gmbh | Method for assisting a driver of a motor vehicle |
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DE102010049586A1 (en) * | 2010-10-26 | 2012-04-26 | Daimler Ag | Method for assisting driver for vehicle during traffic situation, involves communicating haptic feedback to driver in vehicle during driving to target position that is determined in surrounding of vehicle |
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2016
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2017
- 2017-01-25 CN CN201780005547.2A patent/CN108473160B/en active Active
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US11318956B2 (en) | 2022-05-03 |
US20180354528A1 (en) | 2018-12-13 |
CN108473160A (en) | 2018-08-31 |
WO2017140470A1 (en) | 2017-08-24 |
CN108473160B (en) | 2021-06-29 |
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