GB2481885A - Parking assistance system with automatic steering function - Google Patents

Parking assistance system with automatic steering function Download PDF

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Publication number
GB2481885A
GB2481885A GB1110264.7A GB201110264A GB2481885A GB 2481885 A GB2481885 A GB 2481885A GB 201110264 A GB201110264 A GB 201110264A GB 2481885 A GB2481885 A GB 2481885A
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United Kingdom
Prior art keywords
steering
tolerance range
predetermined tolerance
driver
procedure
Prior art date
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Granted
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GB1110264.7A
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GB201110264D0 (en
GB2481885B (en
Inventor
Volker Niemz
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of GB201110264D0 publication Critical patent/GB201110264D0/en
Publication of GB2481885A publication Critical patent/GB2481885A/en
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Publication of GB2481885B publication Critical patent/GB2481885B/en
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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
    • B62D15/0285—Parking performed automatically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/24—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted
    • B62D1/28—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted non-mechanical, e.g. following a line or other known markers
    • B62D1/286—Systems for interrupting non-mechanical steering due to driver intervention
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems
    • B60W2510/202—Steering torque
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

A parking assistance system with automatic steering function for a vehicle 1 comprises a sensor system. Sensors measure distance data between the vehicle 1 and its surroundings and a processing unit determines a parking space 2 and a trajectory 3 to be passed through during the parking procedure with the aid of the measured distance data. Vehicle systems are controlled to provide automatic steering according to the calculated trajectory in an activated automatic parking mode. To prevent undesired interruption of the automatic parking mode, which can result, for example, from the driver using the steering wheel for support during a reverse driving movement so that he can turn more easily to the rear, the processing unit is designed so that an activated automatic parking mode is only interrupted when a steering intervention by the driver exceeds a predetermined tolerance range. A parking assistance process corresponding to the system is also provided.

Description

Description Title
Par4jg Assistance System with Automatic Steering Function The present invention relates to a parking assistance system with automatic steering function for a vehicle, and a parking assistance process for a vehicle.
Prior art
There are parking assistance systems, in particular parallel parking assistance systems, with which the driver is aided during the procedure of parallel parking in a longitudinal or transverse parking space by steering instructions or by an automatic steering wheel control.
Parking assistance systems of this type are described for example in publications wo 2008/05567 Al, US 2004/0020699 Al, US 2007/0282502 Al and US 2007/0282499Al.
In parking assistance systems with an automatic steering wheel control, the steering wheel control takes over the steering procedure so that the driver then only has the task of pressing the accelerator and the brake. However, the driver is not accustomed to transferring the execution of the steering procedure to the steering wheel control. As a safety measure against unauthorised. system interventions and to prevent accidents, the automatic parking mode in some of these parking assistance systems is interrupted when the driver intervenes in the movement of the steering wheel (Hands-on-protection) . However, in the case of drivers who are not accustomed to this type of interaction, this often leads to interruptions of the automatic parking mode which seem senseless to the driver.
Disclosure of the Invention
The subject matter of the present invention is a parking assistance system with automatic steering function for a vehicle, in particular a motor vehicle. According to the invention, the parking assistance system comprises -a sensor system consisting of a plurality of sensors for measuring distance data between the vehicle arid its surroundings and -a processing unit for determining a parking space and a trajectory to be passed through during the parking procedure with the aid of the measured distance data and for controlling vehicle systems in order to automatically steer the vehicle according to the calculated trajectory in an activated automatic parking mode; wherein the processing unit is designed in such a way that an activated automatic parking mode is (only) interrupted/deactivated when a steering intervention by the driver exceeds a predetermined tolerance range.
In other words, a steering intervention with a steering intervention value (i.e. a value of a physical size which is characteristic for the degree of steering intervention, for example by actuating a steering device, in particular a steering wheel, e.g. a steering wheel rotation through a degree value and/or the exertion of a torque on the steering wheel) in a predetermined, for example percentage, tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%, is tolerated or permitted. The activated automated parking mode is therefore not interrupted in this case (in the case of a steering intervention by the driver in the predetermined tolerance range) . On the other hand, if the steering intervention by the driver exceeds the predetermined tolerance range, the automatic parking mode is interrupted. An activated automatic parking mode is thus only interrupted when the steering intervention by the driver -for example because the driver intentionally counter-steers -exceeds the predetermined tolerance range.
Therefore the control is not already transferred to the driver in the event of an unintentional steering intervention by the driver, but only when the driver deliberately intervenes in the steering, which constitutes a safety-relevant aspect.
The parking assistance system according to the invention and the process according to the invention, which is explained later, are particularly advantageous in sustained reverse driving movements, for example in multi-point transverse parking manoeuvres. In these driving movements, drivers namely frequently hold the steering wheel firmly or even use the steering wheel for support so that they can turn more easily to the rear to monitor the parking procedure, resulting in a slight torque being exerted on the steering wheel which, in parking assistance systems without a tolerance range, leads to an undesired interruption of the automatic parking procedure. However, in the parking assistance system according to the invention, the tolerance range can be predetermined in such a way that slight torques of this type do not cause the automatic parking procedure to be interrupted. Thus, interruptions which seem senseless to the driver can be advantageously prevented and the robustness of the parking assistance system can be improved.
The parking assistance system according to the invention and the parking assistance process explained later can be designed for parking in transverse parking spaces (parking spaces which are transverse to the road) and/or for parking in longitudinal parking spaces (parking spaces which are parallel to the road). In particular, the parking assistance system and process according to the invention can be a parallel parking system or parallel parking assistance process with an automatic parallel parking mode for parallel parking in a parking space.
Within the scope of one embodiment, the processing unit is designed in such a way that an activated automatic parking mode is interrupted/deactivated when a steering intervention carried out by the driver within a static (circular arc) or dynamic (clothoid) steering Procedure/driving manoeuvre/steering movement of the vehicle exceeds a predetermined tolerance range for the steering procedure. Particularly when parking in transverse parking spaces, reverse driving movements with static steering procedures often take place in the course of which the driver touches the steering wheel for the reasons mentioned above. The processing unit is therefore preferably designed in such a way that an activated automatic parking mode is (only) interrupted/deactivated when a steering intervention carried out by the driver within a static steering procedure exceeds a predetermined tolerance range for a static steering procedure.
Within the scope of a further embodiment, the processing unit is designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant trajectory/course deviates from the calculated trajectory/course by more than a predetermined tolerance range, in particular a percentage tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%, for example in relation to the end of the trajectory/course and/or in relation to the end of a trajectory/course segment, e.g. a static or dynamic trajectory/course segment, particularly a static trajectory/course segment, and/or in relation to a tolerance window at the end of the trajectory/course and/or in relation to a tolerance window at the end of a trajectory/course segment, e.g. a static or dynamic trajectory/course segment, particularly a static trajectory/course segment. For example, the processing unit can be designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering in such a way that the resultant trajectory deviates from the calculated trajectory by more than 5%, in particular by more than 10%, in relation to the end of the trajectory and/or in relation to the end of a trajectory segment, for example a static or dynamic trajectory segment, Particularly a static trajectory segment, and/or in relation to a tolerance window at the end of the trajectory and/or in relation to a tolerance window at the end of a trajectory segment, for example a static or dynamic trajectory segment, particularly a static trajectory segment. The deviation here can be calculated in particular by a position estimating unit. t
Within the scope of a further embodiment, the processing unit is designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant driving radius or the resultant curve deviates from the calculated driving radius or the calculated curve by more than a predetermined tolerance range, particularly a percentage tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%. For example, the processing unit can be designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering in such a way that the resultant driving radius or the resultant curve deviates from the calculated driving radius or the calculated curve by more than 5%, Particularly by more than 10%. The deviation here can likewise be calculated by a position estimating unit.
Within the scope of a further embodiment, the processing unit is designed in such a way that an activated automatic parking mode iS interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant yaw angle progression deviates from the calculated yaw angle progression by more than a predetermined tolerance range, particularly a percentage tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%. For example, the processing unit can be designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering in such a way that the resultant yaw angle progression deviates from the calculated yaw angle progression by more than 5%, particularly by more than 10%.
Within the scope of a further embodiment, the processing unit is designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant steering rack path deviates from the calculated steering rack path by more than a predetermined tolerance range, particularly a percentage tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%. For example, the processing unit can be designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering in such a way that the resultant steering rack path deviates from the calculated steering rack path by more than 5%, particularly by more than 10%.
Within the scope of a further embodiment, the processing unit is designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant wheel steering angle deviates from the calculated wheel steering angle by more than a predetermined tolerance range, particularly a percentage tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%. For example, the processing unit can be designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering in such a way that the resultant wheel steering angle deviates from the calculated wheel steering angle by more than 5%, Particularly by more than 10%.
Within the scope of a further embodiment, the processing unit is designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant individual wheel path(s) deviate(s) from the calculated individual wheel path(s) by more than a predetermined tolerance range, particularly a percentage tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%. For example, the processing unit can be designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering in such a way that the resultant individual wheel path(s) deviate(s) from the calculated individual wheel path(s) by more than 5%, particularly by more than 10%.
The processing unit can moreover be designed in such a way that an activated automatic parking mode is interrupted! deactivated when, starting from the rotational angle before the steering intervention, the driver alters the rotational angle of the steering wheel within a static steering procedure by more than a predetermined tolerance range, in particular a percentage tolerance range, e.g. from »= 0% to «= 10% and/or, within a dynamic steering procedure, by more than a predetermined tolerance range, in particular a percentage tolerance range, e.g. from »= 0% to «= 5%. For example, the processing unit can be designed in such a way that an activated automatic parking mode is interrupted/ deactivated when, starting from the rotational angle before the steering intervention, the driver alters the rotational angle of the steering wheel within a static steering procedure by more than 10% and/or, within a dynamic steering procedure, by more than 5%.
Within the scope of a further embodiment, the processing unit is designed in such a way that an activated automatic parking mode IS interrupted/deactivated when, starting from the steering wheel position directly before the steering intervention, the driver rotates the steering wheel within a static steering procedure through a rotational angle which is greater than a predetermined tolerance range, for example from »= 0 degrees to «= 20 degrees and/or, within a dynamic steering procedure, through a rotational angle which is greater than a predetermined tolerance range, e.g. from »= 0 degrees to «= 20 degrees. For example, the processing unit can be designed in such a way that an activated automatic parking mode is interrupted/deactivated when, starting from the steering wheel position directly before the steering intervention, the driver rotates the steering wheel within a static steering procedure through a rotational angle which is greater than 20 degrees and/or, within a dynamic steering procedure, though a rotational angle which is greater than 10 degrees or 15 degrees. Here, the term rotational angle refers in particular to the rotational angle measured directly at the steering wheel.
For example, this angle can be measured at the steering column switch module.
Within the scope of a further embodiment, the processing unit is designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver exerts a torque on the steering wheel within a static steering procedure which is greater than a predetermined tolerance range, for example from »= 0 Nm to «= 4 Nm or from »= 0 Nm to «= 6 Nm and/or a torque within a dynamic steering procedure which is greater than a predetermined tolerance range, for example from »= 0 Nm to «= 2 Nm or from »= 0 Nm to «= 4 Nm. For example, the processing unit can be designed in such a way that an activated automatic parking mode is interrupted/deactivated when the driver exerts a torque of more than 4 Nm or more than 6 Nm on the steering wheel within a static steering procedure and/or a torque of more than 2 Nm or more than 4 Nm within a dynamic steering procedure.
In particular, the tolerance range of a static steering procedure can be greater than the tolerance range of a dynamic steering procedure.
As a result of predetermined tolerance ranges of this type, undesired interruptions of the automatic parking mode can be advantageously prevented.
Within the scope of a further embodiment, the processing unit is designed in such a way that, in the case of a transition from a static to a dynamic steering procedure, a driver information device is triggered which indicates to the driver not to touch the steering device, in particular the steering wheel, of the vehicle. For example, the driver can be informed that his hands have to be removed from the steering wheel. This can be implemented for example visually and/or acoustically and/or haptically.
A further subject matter is a parking assistance process for a vehicle, for example a motor vehicle, in particular with a parking assistance system according to the invention, comprising the process steps a) measuring distance data between the vehicle and its surroundings, b) determining a parking space and a trajectory to be passed through during the parking procedure with the aid of the measured distance data, c) activating an automatic parking mode in which the vehicle is steered automatically according to the calculated trajectory, wherein the activated automatic parking mode is (only) interrupted/deactivated when a steering intervention by the driver exceeds a predetermined tolerance range. With this, the process steps b) and c) can be implemented at the same time here.
In other words, a steering intervention with a steering intervention value within the predetermined tolerance range is tolerated or permitted. The activated automatic parking mode is therefore not interrupted in this case. However, if the steering intervention by the driver exceeds the predetermined tolerance range, the automatic parking mode is interrupted. Thus, an activated automatic parking mode is only interrupted when the steering intervention by the driver exceeds the predetermined tolerance range. With regard to the advantages and additional features of the process according to the invention, reference is hereby explicitly made to the explanations in conjunction with the parking assistance system according to the invention.
Within the scope of one embodiment, the activated automatic parking mode is interrupted/deactivated when a steering intervention carried out by the driver within a static or dynamic steering procedure/driving manoeuvre or a static or dynamic steering movement of the vehicle exceeds a predetermined tolerance range for the steering procedure.
The activated automatic parking mode is preferably (only) interrupted when a steering intervention carried out by the driver within a static steering procedure exceeds a predetermined tolerance range for a static steering procedure.
Within the scope of a further embodiment, the activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant trajectory/course deviates from the calculated trajectory/course by more than a predetermined tolerance range, in particular a percentage tolerance range, e.g. from »= 0% to «= 5% or from 0% to «= 10%, for example in relation to the end of the trajectory/course and/or in relation to the end of a trajectory/course segment, e.g. a static or dynamic trajectory/course segment, particularly a static trajectory/course segment, and/or in relation to a tolerance window at the end of the trajectory/course and/or in relation to a tolerance window at the end of a trajectory/course segment, e.g. a static or dynamic trajectory/course segment, particularly a static trajectory/course segment. For example, the activated automatic parking mode can be interrupted/deactivated when the driver intervenes in the steering in such a way that the resultant trajectory deviates from the calculated trajectory by more than 5%, in particular by more than 10%, in relation to the end of the trajectory and/or in relation to the end of a trajectory segment, for example a static or dynamic trajectory segment, particularly a static trajectory segment, and/or in relation to a tolerance window at the end of the trajectory and/or in relation to a tolerance window at the end of a trajectory segment, for example a static or dynamic trajectory segment, particularly a static trajectory segment. The deviation here can be calculated in particular by a position estimating unit.
Within the scope of a further embodiment, the activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant driving radius or the resultant curve deviates from the calculated driving radius or the calculated curve by more than a predetermined tolerance range, particularly a percentage tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%. For example, the activated automatic parking mode can be interrupted/deactivated when the driver intervenes in the steering in such a way that the resultant driving radius or the resultant curve deviates from the calculated driving radius or the calculated curve by more than 5%, particularly by more than 10%. The deviation here can likewise be calculated by a position estimating unit.
Within the scope of a further embodiment, the activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant yaw angle progression deviates from the calculated yaw angle progression by more than a predetermined tolerance range, particularly a percentage tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%. For example, the activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering in such a way that the resultant yaw angle progression deviates from the calculated yaw angle progression by more than 5%, particularly by more than 10%. t.
Within the scope of a further embodiment, the activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant steering rack path deviates from the calculated steering rack path by more than a predetermined tolerance range, particularly a percentage tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%. For example, the activated automatic parking mode can be interrupted! deactivated when the driver intervenes in the steering in such a way that the resultant steering rack path deviates from the calculated steering rack path by more than 5%, particularly by more than 10%.
Within the scope of a further embodiment, the activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant wheel steering angle deviates from the calculated wheel steering angle by more than a predetermined tolerance range, particularly a percentage tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%. For example, the activated automatic parking mode can be interrupted! deactivated when the driver intervenes in the steering in such a way that the resultant wheel steering angle deviates from the calculated wheel steering angle by more than 5%, particularly by more than 10%.
Within the scope of a further embodiment, the activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering, for example by altering the steering wheel position, in such a way that the resultant individual wheel path(s) deviate(s) from the calculated individual wheel path(s) by more than a predetermined tolerance range, particularly a percentage tolerance range, e.g. from »= 0% to «= 5% or from »= 0% to «= 10%. For example, the activated automatic parking mode can be interrupted/deactivated when the driver intervenes in the steering in such a way that the resultant individual wheel path(s) deviate(s) from the calculated individual wheel path(s) by more than 5%, particularly by more than 10%.
The activated automatic parking mode can moreover be interrupted/deactivated when, starting from the rotational angle before the steering intervention, the driver alters the rotational angle of the steering wheel within a static steering procedure by more than a predetermined tolerance range, in particular a percentage tolerance range, e.g. from »= 0% to «= 10% and/or, within a dynamic steering procedure, by more than a predetermined tolerance range, in particular a percentage tolerance range, e.g. from »= 0% to «= 5%. For example, the activated automatic parking mode can be interrupted/deactivated when, starting from the rotational angle before the steering intervention, the driver alters the rotational angle of the steering wheel within a static steering procedure by more than 10% and/or, within a dynamic steering procedure, by more than 5%.
Within the scope of a further embodiment, the activated automatic parking mode is interrupted/deactivated when, starting from the steering wheel position directly before the steering intervention, the driver rotates the steering wheel within a static steering procedure through a rotational angle which is greater than a predetermined tolerance range, for example from »= 0 degrees to «= 20 degrees and/or, within a dynamic steering procedure, through a rotation angle which is greater than a predetermined tolerance range, e.g. from »= 0 degrees to «= 20 degrees. For example, the activated automatic parking mode can be interrupted/deactivated when, starting from the steering wheel position directly before the steering intervention, the driver rotates the steering wheel within a static steering procedure through a rotational angle which is greater than 20 degrees and/or, within a dynamic steering procedure, though a rotational angle which is greater than 10 degrees or 15 degrees. Here, the term rotational angle refers in particular to the rotational angle measured directly at the steering wheel. For example, this angle can be measured at the steering column switch module.
Within the scope of a further embodiment, the activated automatic parking mode is interrupted/deactivated when the driver exerts a torque on the steering wheel within a static steering procedure which is greater than a predetermined tolerance range, for example from »= 0 Nm to «= 4 Nm or from »= 0 Nm to < 6 Nm and/or, within a dynamic steering procedure, a torque which is greater than a predetermined tolerance range, for example from »= 0 Nm to «= 2 Nm or from »= 0 Nm to «= 4 Nm. For example, the activated automatic parking mode can be interrupted/deactivated when the driver exerts a torque of more than 4 Nm or more than 6 Nm on the steering wheel within a static steering procedure and/or a torque of more than 2 Nm or more than 4 Nm within a dynamic steering procedure.
In particular, the tolerance range of a static steering procedure can be greater than the tolerance range of a dynamic steering procedure.
As a result of predetermined tolerance ranges of this type, undesired interruptions of the automatic parking mode can be advantageously prevented.
Within the scope of a further embodiment, in the case of a transition from a static to a dynamic steering procedure, driver information is generated which indicates to the driver not to touch the steering device, in particular the steering wheel, of the vehicle.
Drawings Further advantages and advantageous designs of the subject matters according to the invention are illustrated by the drawing and explained in the following description. It should be noted here that the drawing is merely descriptive in character and is not intended to restrict the invention in any way. The drawing shows: Fig. 1 a schematic plan view of a vehicle to illustrate a static steering procedure during a reverse driving movement when parallel parking in a transverse parking space.
Figure 1 shows that the vehicle 1 is parallel parked in a transverse parking space 2 between two further vehicles 4, as a result of a reverse driving movement and a static steering procedure. The trajectory 3 in this static steering procedure Corresponds to the form of a circular-.-arc portion. The parking assistance system and process according to the invention has proven particularly advantageous in particular in such parking procedures. In these driving movements, drivers namely frequently hold the steering wheel firmly or even use the steering wheel for support so that they can turn more easily to the rear to monitor the parking procedure, resulting in a slight torque being exerted on the steering wheel. In parking assistance systems and processes according to the invention, the tolerance range can be predetermined in such a way that slight torques of this type do not lead to an interruption of the automated parking procedure. Thus, interruptions which seem senseless to the driver can be advantageously prevented and the robustness of the parking assistance system can be improved.

Claims (12)

  1. Claims 1. A parking assistance system with automatic steering function for a vehicle (1), in particular a motor vehicle, cornp rising -a sensor system consisting of a plurality of sensors for measuring distance data between the vehicle (1) and its surroundings, -a processing unit for determining a parking space (2) and a trajectory (3) to be passed through during the parking procedure with the aid of the measured distance data and for controlling vehicle systems in order to automatically steer the vehicle according to the calculated trajectory in an activated automatic parking mode; wherein the processing unit is designed in such a way that an activated automatic parking mode is interrupted when a steering intervention by the driver exceeds a predetermined tolerance range.
  2. 2. A parking assistance system according to Claim 1, characterised in that the processing unit is designed in such a way that an activated automatic parking mode is interrupted when a steering intervention carried out by the driver within a static or dynamic steering procedure exceeds a predetermined tolerance range for the steering procedure.
  3. 3. A parking assistance system according to Claim 1 or 2, characterised in that the processing unit is designed in such a way that an activated automatic parking mode is interrupted when the driver intervenes in the steering in such a way that -the resultant trajectory deviates from the calculated trajectory by more than a predetermined tolerance range, and/or -the resultant driving radius or the resultant curve deviates from the calculated driving radius or the calculated curve by more than a predetermined tolerance range, and/or -the resultant yaw angle progression deviates from the calculated yaw angle progression by more than a predetermined tolerance range, and/or -the resultant steering rack path deviates from the calculated steering rack path by more than a predetermined tolerance range, and/or -the resultant wheel steering angle deviates from the calculated wheel steering angle by more than a predetermined tolerance range, and/or -the resultant individual wheel paths deviate from the calculated individual wheel paths by more than a predetermined tolerance range.
  4. 4. A parking assistance system according to one of Claims 1 to 3, characterised in that the processing unit is designed in such a way that an activated automatic parking mode is interrupted when -starting from the steering wheel position directly before the steering intervention, the driver rotates the steering wheel within a static steering procedure through a rotational angle which is greater than a predetermined tolerance range and/or, within a dynamic steering procedure, through a rotational angle which is greater than a predetermined tolerance range, and/or -the driver exerts a torque on the steering wheel within a static steering procedure which is greater than a predetermined tolerance range, and/or a torque within a dynamic steering procedure which is greater than a predetermined tolerance range, wherein the tolerance range of the static steering procedure is greater than the tolerance range of the dynamic steering procedure.
  5. 5. A parking assistance system according to one of Claims 1 to 4, characterjsed in that the processing unit is designed in such a way that, in the case of a transition from a static to a dynamic steering procedure, a driver information device is triggered which indicates to the driver not to touch the steering device, in particular the steering wheel, of the vehicle.
  6. 6. A parking assistance process for a vehicle (1), for example a motor vehicle, comprising the process steps a) measuring distance data between the vehicle (1) and its surroundings, b) determining a parking space (2) and a trajectory (3) to be passed through during the parking procedure with the aid of the measured distance data, c) activating an automatic parking mode in which the vehicle (1) is steered automatically according to the calculated trajectory, wherein the activated automatic parking mode is interrupted/deactivated when a steering intervention by the driver exceeds a predetermined tolerance range.
  7. 7. A parking assistance process according to Claim 6, characterised in that the activated automatic parking mode is interrupted/deactivated when a steering intervention carried out by the driver within a static or dynamic steering procedure exceeds the predetermined tolerance range for the steering procedure.
  8. 8. A parking assistance process according to Claim 6 or 7, characterised in that the activated automatic parking mode is interrupted/deactivated when the driver intervenes in the steering in such a way that -the resultant trajectory deviates from the calculated trajectory by more than a predetermined tolerance range, and/or -the resultant driving radius or the resultant curve deviates from the calculated driving radius or the calculated curve by more than a predetermined tolerance range, and/or -the resultant yaw angle progression deviates from the calculated yaw angle progression by more than a predetermined tolerance range, and/or -the resultant steering rack path deviates from the calculated steering rack path by more than a predetermined tolerance range, and/or -the resultant wheel steering angle deviates from the calculated wheel steering angle by more than a predetermined tolerance range, and/or -the resultant individual wheel paths deviate from the calculated individual wheel paths by more than a predetermined tolerance range.
  9. 9. A parking assistance process according to one of Claims 6 to 8, characterised in that the activated automatic parking mode is interrupted when -starting from the steering wheel position directly before the steering intervention, the driver rotates the steering wheel within a static steering procedure through a rotational angle which is greater than a predetermined tolerance range and/or, within a dynamic steering procedure, through a rotational angle which is greater than a predetermined tolerance range, and/or -the driver exerts a torque on the steering wheel within a static steering procedure which is greater than a predetermined tolerance range and/or a torque within a dynamic steering procedure which is greater than a predetermined tolerance range, wherein the tolerance range of the static steering procedure is greater than the tolerance range of the dynamic steering procedure.
  10. 10. A parking assistance process according to one of Claims 6 to 9, characterised in that, in the case of a transition from a static to a dynamic steering procedure, driver information is generated which indicates to the driver not to touch the steering device, in particular the steering wheel, of the vehicle.
  11. 11. A parking assistance process substantially as hereinbefore described with reference to and as shown in the accompanying drawings.
  12. 12. A parking assistance system substantially as hereinbefore described with reference to and as shown in the accompanying drawings.
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CN107107956A (en) * 2014-10-07 2017-08-29 宝马股份公司 Accident occurs for the traffic for avoiding and following during automatically stopping to the stopping of horizontal parking space
GB2574388A (en) * 2018-05-31 2019-12-11 Jaguar Land Rover Ltd Apparatus and method for controlling vehicle movement
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US9073576B2 (en) 2011-09-02 2015-07-07 GM Global Technology Operations LLC System and method for smooth steering override transition during automated lane centering
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GB2574388A (en) * 2018-05-31 2019-12-11 Jaguar Land Rover Ltd Apparatus and method for controlling vehicle movement
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GB201110264D0 (en) 2011-08-03
GB2481885B (en) 2016-11-16
FR2961462B1 (en) 2014-10-31
DE102010030164B4 (en) 2020-07-09
DE102010030164A1 (en) 2011-12-22
FR2961462A1 (en) 2011-12-23

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