Trailer maneuvering assistance system and procedures

Abstract

The invention relates to a trailer maneuvering assistance system (1) for a reversing maneuver of a trailer, comprising a vehicle combination with at least one vehicle and the trailer, wherein the trailer is connected to the vehicle by means of a drawbar, wherein at least the vehicle has various sensors and peripheral sensors and actuators, wherein the trailer maneuvering assistance system (1) has a trailer maneuvering assistance system architecture (3), wherein the trailer maneuvering assistance system architecture (3) has several subsystems which host different modules, wherein the modules access each other.

Description

[0001] The invention relates to a trailer maneuvering assistance system for a reversing maneuver of a trailer, comprising a combination with at least one vehicle and the trailer, wherein the trailer is connected to the vehicle by means of a drawbar, wherein the trailer maneuvering assistance system comprises a trailer maneuvering assistance system architecture, a method and a vehicle.

[0002] Reversing a vehicle with a trailer can be challenging for many drivers, especially those who don't tow trailers frequently. Often, a driver needs to perform a reversing maneuver to reach a parking space. To simplify reversing and parking with a trailer, trailer maneuvering assistance systems have been developed.

[0003] These systems, in a simplified version for example, can monitor the vehicle's surroundings and perform various actions depending on the information. For instance, they can issue warnings to alert the driver to hazards or suggest ways to maneuver the vehicle. Furthermore, trailer maneuvering assistance systems are also known that actively intervene in the vehicle's steering, for example, by at least partially taking over longitudinal and / or lateral control.

[0004] DE102019201806A1 discloses a method for reversing a vehicle combination into a parking space, wherein the vehicle combination comprises a towing vehicle and a trailer, with the steps: emitting light radiation through the trailer, capturing the emitted light radiation with a capturing device arranged on the towing vehicle, capturing geometric information about the parking space with the capturing device arranged on the towing vehicle, and deriving a relative position of the trailer to the parking space from the captured light radiation and the captured geometric information.

[0005] It is therefore an object of the invention to provide an improved trailer maneuvering assistance system, an improved method, and a vehicle.

[0006] The problem is solved by a trailer maneuvering assistance system with the features of claim 1 as well as a method with the features of claim 11 and a vehicle with the features of claim 14.

[0007] Advantageous embodiments of the invention are the subject of the dependent claims.

[0008] The problem is solved by a trailer maneuvering assistance system for a reversing maneuver of a trailer, comprising a vehicle combination with at least one vehicle and the trailer, wherein the trailer is connected to the vehicle by means of a drawbar, wherein at least the vehicle has various sensors and peripheral sensors and actuators, wherein the trailer maneuvering assistance system has a trailer maneuvering assistance system architecture, wherein the trailer maneuvering assistance system architecture has at least a first subsystem with an input data module for receiving and recognizing driver inputs, wherein the driver inputs include at least setting a switch lever to detect a switch lever position, furthermore an input as an activation request for the trailer maneuvering assistance system, and furthermore at least an acceleration input to accomplish acceleration, a brake input to accomplish braking.a direction of travel input to accomplish a direction of travel of the trailer and settings relating to the trailer maneuvering assistance system, and wherein the input data module is configured to generate, based on the received driver inputs, a switch lever position signal, an activation request signal, a brake input signal, an acceleration input signal, a setting signal, and a direction of travel signal, a fifth subsystem with a management module, which is designed to receive at least the activation request signal as well as the setting signal and a speed signal as well as a peripheral signal, which at least in each case indicates measured values ​​and a status of the peripheral sensors and peripheral actuators, and which is designed to check, based on the received signals, whether the trailer is calibrated with regard to trailer-relevant parameters, and to terminate the trailer maneuvering assistance system if no calibration is present, and to determine, based on the received signals an activation signal, given a calibration, which causes further modules to be activated in a predetermined sequence, an eighth subsystem with a scene provisioning module for generating an overall view of the vehicle's surroundings based on a received parking object signal, which at least shows the parked objects, A tenth subsystem with a motion planning module, which is configured to receive the activation signal generated by the management module, as well as the acceleration input signal, brake input signal, switch lever position signal, direction of travel signal, and a detected speed, yaw rate, and acceleration, and is further configured to plan braking as a brake data signal, acceleration as an acceleration data signal, and steering as a control signal based on the received signals and to send them to an actuator module for consideration during the execution of the reversing maneuver. transmit an eleventh subsystem with a target trajectory module, which is designed to receive the activation signal as well as a speed and acceleration as well as a speed limit, an orientation limit and a position limit, and is designed to plan a target trajectory for the vehicle based on the limits and signals and to transmit this to the actuator module for consideration during the execution of the reversing maneuver.

[0009] Modules can be implemented as software that performs a specific function, or as hardware, for example, a chip, SoC, etc., with a corresponding software component. The modules can, for example, be located within the same computer system.

[0010] The individual subsystems can serve as hosts for the corresponding modules; the subsystems can be executed in ascending order. If no value generated by another subsystem exists, a temporary default value can be used.

[0011] In this process, one signal can be received and others can be requested. According to the invention, the individual subsystems access all other subsystems directly or indirectly and thus process the outputs or provide input signals.

[0012] The management module governs the overall system behavior of the architecture, i.e., which behaviors, such as which actuators / sensors in the modules are activated by executing the modules in a specific sequence and under which conditions and circumstances this occurs. Furthermore, it determines the settings via the setting signal.

[0013] The trailer maneuvering assistance system according to the invention ensures compliance with the guidelines for model-based systems engineering (MBSE). Furthermore, the trailer maneuvering assistance system is guaranteed to be free of warnings and errors. In addition, it can be simulated, which has the advantage of ensuring the flawless execution of the logical sequence and the absence of deadlocks (closed loops).

[0014] The trailer maneuvering assistance system according to the invention is also characterized by a reduction in costs and risks, as well as a generalization of requirements, standardization of the system description, optimization of development effort, increased product quality, and a shorter time-to-market. It also facilitates the compatibility of products with each other through the standardization of interfaces.

[0015] Such a trailer maneuvering assistance system enables a shared understanding with customers to facilitate agreements and serves as a basis for SoTIF analysis (Safety of Intended Functionality). The trailer maneuvering assistance system according to the invention, through its inventive architecture, incorporates all necessary inputs and outputs required for reversing maneuvers. Furthermore, this trailer maneuvering assistance system architecture is logic-driven with the aid of key decision nodes and control flows.

[0016] According to the invention, a first subsystem with an input data module for receiving and recognizing driver inputs is provided. These driver inputs include a gearshift lever position (gear lever position) determined by adjusting the gearshift lever. Based on the gearshift lever position, the system can detect whether reverse gear / park is engaged, for example, in an automatic transmission. This ensures that the vehicle is in reverse gear for parking. Furthermore, shifting from first to second gear at higher speeds is also necessary when in reverse.

[0017] Furthermore, driver input includes activation via an input device, such as a touchscreen, pressing a switch, etc., as an activation request for the trailer maneuvering assistance system. Activation can, for example, only occur when reverse gear / parking is detected. Based on this, the input data module generates the activation request signal, which then prompts the trailer maneuvering assistance system to activate.

[0018] Furthermore, driver inputs include acceleration and braking. This can be done, for example, via an accelerator pedal and brake pedal as an acceleration / brake pedal input, and contains information such as whether and with what force the accelerator / brake pedal was pressed or released by the driver, i.e., the desired target acceleration / braking value. Driver inputs also include settings, at least regarding the vehicle combination, such as warning / alarm tone settings, articulation angle protection or a maximum articulation angle, or the selection of a view.

[0019] The input data module is designed to generate a setting signal based on the inputs, which carries the selected settings. These settings can be entered, for example, via a touchscreen. This allows for the consideration of vehicle dimensions in advance, such as a critical articulation angle, which must be pre-entered into the trailer maneuvering assistance system. A critical articulation angle is the angle at which the vehicle, including the trailer, can just barely maintain a desired trajectory through steering inputs without reversing the vehicle's direction. Additional geometric information about a currently attached trailer can also be included, as well as other settings.

[0020] Furthermore, the trailer's direction of travel must be specified. This can be done by entering the direction of travel or the desired maneuver on a touchscreen displaying the vehicle combination, for example by selecting / tapping or setting a desired articulation angle.

[0021] The trailer's direction of travel or the desired maneuver can also be entered using a mirror adjustment switch. This can thus be used as a kind of joystick to maneuver the trailer in the desired direction.

[0022] There is also a management module that is designed to generate an activation signal, which causes further modules to be activated in a predetermined sequence.

[0023] The management module oversees the entire system behavior of the architecture, meaning which behaviors occur in which sequence and under which conditions and circumstances. The management module is designed to detect the technical status of required sensors and / or actuators, at least with regard to functional safety, reliability, and / or availability. The management module generates the activation signal, which carries this information and is forwarded to the corresponding modules. This ensures that the sequence of signals and the individual modules / functions to be addressed are known. The management module can also generate an active signal that indicates the activation of the trailer maneuvering assistance system on a primary output module.

[0024] The management module also checks whether the trailer is calibrated with regard to trailer-related parameters. This means that the management module knows, for example, the critical articulation angle, the type of trailer, or whether an existing trailer sensor is coupled with the corresponding vehicle sensors. Calibration / adjustment of other trailer-related parameters may also be necessary.

[0025] If the settings or trailer-related parameters, such as maximum articulation angle or drawbar length, are present, the management module generates an activation signal. If the settings are not present, the management module deactivates the trailer maneuvering assistance system by not generating an activation signal. This information can be incorporated into an informational signal. For example, a warning such as "not executable," "inactive," or "enter settings" might be displayed on a dashboard / display. Furthermore, the management module uses the received signals to check for other errors, such as those related to a sensor / actuator.

[0026] In a preferred embodiment, a second, third, and fourth subsystem are also present. The second subsystem includes an energy module that provides the necessary supply voltage for required submodules with actuators and sensors, as well as a capacity module that calculates at least the battery voltage, current, and temperature of an existing battery, and detects battery errors and operating modes and forwards this information to the management module, for example, to generate a corresponding information signal in the event of a detected error.

[0027] Based on the activation signal, the scene deployment module generates an overview of the vehicle's surroundings using a received parking object signal, which at least indicates the parked objects. This means that the vehicle, its surroundings, and any objects parked within them are displayed in the overview. This overview can then be displayed, for example, on a second output module.

[0028] Furthermore, a motion planning module is included, which is designed to plan braking (as a brake data signal), acceleration (as an acceleration data signal), and steering (as a control signal) based on the received signals and transmit these to an actuator module for consideration during the execution of the reversing maneuver. A target trajectory module is also included for generating a target trajectory for the vehicle.

[0029] Similarly, additional modules and subsystems may be present.

[0030] The trailer maneuvering assist system helps the driver when parking a trailer. The driver simply needs to engage reverse gear or park, for example by pressing the parking assist button to activate it, and specify the direction the trailer should move. The vehicle then automatically steers with the trailer. However, the driver remains responsible for shifting gears, accelerating, and braking.

[0031] According to the invention, the trailer maneuvering assistance system interacts with the driver and the infrastructure. The driver sends and receives information physically or digitally to the trailer maneuvering assistance system and receives information from it, while the trailer maneuvering assistance system steers the vehicle accordingly, i.e., translates the physical movement of the vehicle in the lateral and longitudinal directions onto the road.

[0032] Furthermore, the overall view is returned to the driver. This can be done via an output module. Additionally, the "Active" or "Error" status is returned, which can be displayed via another output module.

[0033] The vehicle / sensors / actuators can also exist in virtual form, as can the trailer maneuvering assistance system as a simulation.

[0034] In a further embodiment, a thirteenth subsystem with an actuator module is provided. This module is configured to generate an actuator setting signal based on the received brake data signal, the received acceleration data signal, the received control signal, and the target trajectory. This signal is used to adjust the necessary actuators for implementing the desired reversing maneuver and is then transmitted to an implementation module, which executes the received actuator setting signal. This transmits the desired reverse movement—that is, the generated longitudinal and lateral movement, including acceleration or braking—to the road.

[0035] In a further development stage, the target trajectory module is configured to provide the target trajectory by generating a target steering angle, target yaw rate, target position, target radius of curvature, and target angular velocity. These signals, along with the brake data signal, the acceleration data signal, and the control signal, are transmitted to the actuator module for consideration during the execution of the reversing maneuver. Based on these signals, the actuator module determines an actuator setting signal for adjusting actuators / control elements and control systems.

[0036] Furthermore, the actuator module is configured to generate the actuator setting signal based on actuator settings regarding a desired force, a desired angle of rotation, and a desired rate of rotation. The thirteenth subsystem can also include a feedback module, which can be configured to record feedback on the actual force applied, the actual angle of rotation (as the current angle of rotation), and the actual rate of rotation (as the current rate). Based on this, it generates a feedback signal and transmits it to the actuator module for consideration when the actuator module re-determines the actuator setting signal. This allows previous errors to be compensated for.

[0037] Further training includes at least one output module, which comprises a display device for showing the overall / 360° view. This display device can be a screen, and it can be part of a multimedia system.

[0038] Further training includes settings that can be entered to define a maximum articulation angle. This prevents the trailer from buckling.

[0039] In a further embodiment, at least one input device includes a mirror adjustment switch for entering the desired direction of travel of the trailer or the desired maneuver. The mirror adjustment switch can, for example, be used like a joystick to input the direction of travel, thus enabling simple and precise input of the trailer's direction of travel.

[0040] In a further embodiment, at least one input device can be designed as a touchscreen for entering the trailer's direction of travel. For example, the vehicle with trailer can be displayed at various articulation angles. This allows for the determination of a simple reverse maneuver.

[0041] Furthermore, the problem is solved by a method for performing a reversing maneuver of a vehicle combination comprising a vehicle and a trailer, wherein the vehicle is connected to the trailer by means of a drawbar, wherein a trailer maneuvering assistance system with a trailer maneuvering assistance system architecture is provided for carrying out the maneuver, comprising the steps of: - Provision of a first subsystem with an input data module for receiving and recognizing driver inputs, wherein the driver inputs comprise at least an adjustment of a switch lever to detect a switch lever position, furthermore an input as an activation request for the trailer maneuvering assistance system, and furthermore at least an acceleration input to effect acceleration, a brake input to effect braking, a direction input to effect a direction of travel of the trailer, and settings relating to the trailer maneuvering assistance system, and wherein the input data module generates, based on the received driver inputs, a switch lever position signal, an activation request signal, a brake input signal, an acceleration input signal, a setting signal, and a direction signal. - Provision of a fifth subsystem with a management module, which is designed to receive at least the activation request signal as well as the setting signal and a speed as well as a peripheral signal, which at least in each case indicates measured values ​​and a status of the peripheral sensors and peripheral actuators, and which checks on the basis of the received signals whether the trailer is calibrated with regard to trailer-relevant parameters, and which terminates the trailer maneuvering assistance system if no calibration is present, and which, if calibration is present, determines an activation signal on the basis of the received signals, which causes the activation of further modules in a predetermined sequence, - Provision of an eighth subsystem with a scene delivery module for generating an overall view of the vehicle's surroundings based on a received parking object signal, which at least shows the parked objects, - Provision of a tenth subsystem with a motion planning module, which is designed to receive the activation signal generated by the management module as well as the acceleration input signal generated by the input data module, the brake input signal, the switch lever position signal, the direction of travel signal as well as a detected speed and a detected yaw rate and an acceleration, and furthermore, based on the received signals, plans a braking action as a brake data signal, an acceleration action as an acceleration data signal, a steering action as a control signal and transmits it to an actuator module for consideration during the execution of the reversing maneuver. - Provision of an eleventh subsystem with a target trajectory module, which, based on a received activation signal, the detected speed and acceleration, as well as a speed limit, an orientation limit and a position limit, plans a target trajectory for the vehicle and transmits this to the actuator module for consideration during the execution of the reversing maneuver.

[0042] The advantages and beneficial features of the trailer maneuvering assistance system can be transferred to the procedure. In particular, the procedure can be designed to be executed on the trailer maneuvering assistance system.

[0043] Furthermore, the task is solved by a vehicle with a procedure as described above and / or a trailer maneuvering assistance system as described above.

[0044] The vehicle may include a deactivation module for receiving a deactivation signal as a driver input, wherein the deactivation module is configured to generate a deactivation output signal that deactivates the procedure and / or the trailer maneuvering assistance system. The deactivation module may be located within the architecture, particularly in the management module.

[0045] Further features and advantages of the present invention will become apparent from the following description with reference to the accompanying figures. These show: Fig. 1: a trailer maneuvering assistance system for a vehicle with a trailer maneuvering assistance system architecture, Fig. 2: a vehicle equipped with such a trailer maneuvering assistance system, Fig. 3: the trailer maneuvering assistance system architecture with deactivation module.

[0046] Fig. Figure 1 shows a trailer maneuvering assistance system 1 for a vehicle combination consisting of at least one vehicle with a connected trailer, the trailer being connected to the vehicle by means of a drawbar. The trailer maneuvering assistance system has a trailer maneuvering assistance system architecture 3.

[0047] The trailer maneuvering assistance system 1 has several modules, which are arranged in subsystems C1 to C13.

[0048] These modules can be implemented as software that performs the corresponding function, or as hardware, for example, a chip, SoC, etc., with a corresponding software component. The modules can, for example, be located within the same computer system.

[0049] The individual subsystems C1 to C13 can serve as hosts for the corresponding modules; the subsystems C1 to C13 can be executed in ascending order. If no value exists that has been generated by another subsystem C1 to C13 or its modules, a temporary default value can be used.

[0050] In this process, one signal can be received and others can be requested. According to the invention, the individual subsystems C1 to C13 access all other subsystems C1 to C13 directly or indirectly and thus process the outputs or provide input signals.

[0051] In order for the trailer maneuvering assistance system 1 to be activated, it must receive driver input.

[0052] According to the invention, a first subsystem C1 with an input data module EM for receiving and recognizing driver inputs is provided.

[0053] The driver input includes a gearshift lever position, determined by adjusting the lever. This lever position allows the system to detect whether a forward or reverse gear / park position is engaged, for example, in an automatic transmission. The input data module (EM) is designed to recognize the forward or reverse gear / park position based on the detected lever position and generate a gearshift lever position signal containing this information.

[0054] Furthermore, the driver inputs include activation via an input device as an activation request for the trailer maneuvering assistance system 1. Activation can occur, for example, only when reverse gear / parking position is detected. An activation request for the trailer maneuvering assistance system 1 can be made, for example, by manually pressing a switch / button. Other activation methods are also conceivable, such as illuminating a corresponding switch. Based on this, the input data module EM is designed to generate a digital activation request signal (Scenario Activation Request), which requests activation of the trailer maneuvering assistance system 1.

[0055] Furthermore, the driver inputs include an acceleration input, i.e., information about a desired target acceleration. This can be provided, for example, via an accelerator pedal as an accelerator pedal input, and contains information such as whether and with what force the accelerator pedal was pressed or released by the driver, i.e., the desired target acceleration value. Based on this, the input data module EM generates an acceleration pedal input signal with the corresponding information.

[0056] Furthermore, driver inputs include braking inputs, for example, via a brake pedal module, a brake switch, or another braking device that can initiate braking. This generates a brake input. This is a converted digital signal containing information about whether the brake pedal / brake switch has been pressed or released by the driver. When the brake is pressed or released, the input data module EM generates a corresponding brake input signal (Brake Pedal Input), which carries this braking information as well as at least a braking force signal. Additional braking data can also be recorded, such as the speed of the applied brakes, etc.

[0057] Furthermore, the driver inputs include settings related to the vehicle combination, such as warning / warning tones, articulation angle protection, a maximum articulation angle, or the selection of a view. The input data module EM is designed to generate a settings signal (Scenario Settings Input) based on these inputs, which carries the selected settings. These settings can be entered via an input device, such as a touchscreen.

[0058] Furthermore, driver input includes the direction of travel or a maneuver of the trailer. For example, when a trailer is coupled, the driver is shown an image of the trailer and the vehicle on the touchscreen, and the driver enters the trailer's direction of travel, such as an articulation angle, via a touchscreen or a mirror adjustment switch. In this way, for instance, an angle can be entered that the trailer should have relative to the vehicle, thus specifying the direction the trailer should turn. The articulation angle is defined as the angle at the coupling point between two consecutive vehicle components, i.e., the vehicle and the coupled trailer, the limbs of which are formed by the longitudinal axes of the vehicle components, corresponding to a single-track model.Based on the inputs, the input data module EM generates a turn lever input signal which represents the direction of travel of the trailer, for example as the trailer's articulation angle input.

[0059] Thus, the input data module EM generates the acceleration pedal input signal, the scenario activation request signal, the gear lever position input signal, the scenario settings input signal, the brake pedal input signal, and the turn lever input signal. For this purpose, the input data module EM receives a corresponding voltage as an energy signal from an energy module EngM.

[0060] Furthermore, a second subsystem C2 (energy management system) is present. This includes an energy module EngM, which provides electrical energy as a supply voltage for the required vehicle dynamics modules with actuators and sensors, and generates an electrical energy signal that carries the electrical energy for the requested sensors / actuators / modules as voltage.

[0061] Furthermore, the second subsystem C2 (energy management system) includes a capacity module KP, which detects the various battery modes present in an electric vehicle, including fault and operating modes. The capacity module KP also generates a battery mode signal. This signal indicates the different battery modes of the electric vehicle, including fault and operating modes. This battery mode signal allows the driver to be informed of any detected faults. To do this, the capacity module KP measures the battery voltage, current, and temperature, calculates the energy from these measurements, and transmits this information to other subsystems.

[0062] Similarly, a third subsystem, C3, includes a peripheral module, PM. This module uses a voltage received from the energy module, EngM, to determine the measured values ​​(values / measurements) of all peripheral sensors and their status, as well as the status of all peripheral actuators.

[0063] The peripheral sensors are primarily motion-irrelevant, such as a rain sensor, internal and external thermometers, a seatbelt sensor, a seat sensor, etc. This means that the measured values ​​of peripheral sensors, which are irrelevant to vehicle movement, are recorded. An external peripheral object is any sensor or actuator that does not cause vehicle movement in the x, y, or z directions and is located outside the passenger compartment. The status of the peripheral sensors and external peripheral actuators is also recorded, such as availability, error, offline, etc.

[0064] Furthermore, the PM peripheral module is designed to generate a peripheral signal (External Peripherals State) which carries the measured values ​​of the peripheral sensors as well as their status (online / off...) and the status of the peripheral actuators as information.

[0065] Furthermore, a fourth subsystem, C4 (self-motion subsystem), with a motion module EgoM, is present. This module is designed to detect the vehicle speed as a signal using suitable sensors. Acceleration is also detected as a signal. Acceleration is defined as the rate of change of the vehicle's speed over time. This acceleration data is used for behavior planning and motion control. Additionally, a yaw rate is determined, which is equal to the rate of change of the vehicle's heading.

[0066] The yaw rate can be defined as the speed of a vehicle's rotation around a vertical axis. The motion module EgoM receives a voltage from the energy module EngM.

[0067] A management module (VM) is also provided in a fifth subsystem (C5) (administration subsystem), which is configured to receive the activation request signal (Scenario Activation Request) as well as the settings signal (Scenario Settings Input). Furthermore, the management module (VM) receives the battery mode signal.

[0068] The VM management module also receives the speed and the peripheral signal (External Peripherals State).

[0069] Based on the received signals, the VM management module can, for example, generate an information signal (information) when an error or an offline state of a sensor is detected.

[0070] Similarly, the VM management module generates an activation signal (Scenario Activation Command) based on the received signal to activate the other modules for executing the trailer maneuvering assistance system 1. The VM management module manages the entire system behavior of the architecture, i.e., which behaviors occur in which sequence and under which conditions and circumstances. The VM management module is designed to detect the technical status of required sensors and / or actuators, at least with regard to functional safety, reliability, and / or availability.

[0071] Furthermore, the VM management module checks whether the trailer is calibrated with regard to trailer-related parameters. This means that the vehicle combination has been calibrated with respect to, for example, the critical articulation angle, or, if sensors are present, whether they are linked to the vehicle or the trailer itself has been selected, for example, if the drawbar length is known. Exceeding a maximum articulation angle can lead to the trailer buckling unless braking or forward movement is initiated in time. The kinematic and dynamic behavior of a trailer during maneuvering, especially its buckling behavior when reversing, depends on the distance between the ball of the trailer hitch or the drawbar's coupling head and the trailer's axle, i.e., the drawbar length. These values ​​can be stored and automatically loaded into the trailer maneuvering assistance system 1, for example, when a trailer is selected.Calibration / adjustment of other trailer-related parameters, such as weight, length, etc., may also be necessary.

[0072] If the settings or trailer-related parameters, such as maximum articulation angle or drawbar length, are available, the management module VM generates an activation signal (Scenario Activation Command) based on the received signals carrying this information, for forwarding to the corresponding modules in a predefined sequence. This ensures that the sequence of signals and the individual modules to be addressed are known.

[0073] An active signal (Active) can also be generated, which indicates the activation of the trailer maneuvering assistance system 1.

[0074] Furthermore, the first subsystem C1 has a first output module AusM, which is designed to receive the active signal (Active) as well as the information signal (Information) and to display it to the driver as information, for example via a display / light.

[0075] The first output module (AusM) can, for example, include an HMI interface, such as a multimedia touchscreen, for output. Furthermore, multiple output modules (AusM) can be present. The information signal / active signal (Active) can be output, for example, visually, audibly, or haptically, as information, such as when a fault is detected or the trailer maneuvering assistance system 1 is activated. No driver status monitoring is required to generate the activation signal (Scenario Activation Command).

[0076] If no calibration is present, the management module VM terminates the trailer maneuvering assistance system 1 by not generating an activation signal. This information can be incorporated into the information signal. For example, a warning such as "not executable," "inactive," or "Enter calibration" may be displayed on a dashboard / display.

[0077] Furthermore, a sixth subsystem, C6 (environmental perception subsystem), is present, comprising a sensor module, SM. This module is configured to receive the energy signal (energy module, EngM) and to acquire raw sensor data within the vehicle's near and mid-range detection areas using existing sensors. It then generates a sensor signal (mid-range detection data, short-range detection data) that carries this raw data. The sensor module SM thus scans the environment, specifically the predefined near and mid-range detection areas, and provides this data for perception. The sensor module SM delivers raw sensor data within the predefined near and mid-range detection areas of the vehicle's environment using sensors such as cameras, radar, ultrasonic sensors, etc.The raw sensor data will be processed later.

[0078] The near-range / mid-range detection area can be predefined by the detection range of the sensors used. For example, short-range radar sensors are used for distances up to 50 meters, and video sensors for distances up to 160 meters. Other sensor ranges and definitions are possible.

[0079] Furthermore, a seventh subsystem, C7 (Localization), is present, featuring an extended Ego Position module, Ego-PosM. This Ego Position module is designed to determine the vehicle's absolute current position relative to the global coordinate system. If an absolute current position cannot yet be determined, the Ego Position module can provide a preliminary position. Additionally, the Ego Position module Ego-PosM detects the vehicle's orientation in terms of yaw, pitch, and roll, and generates a vehicle orientation signal based on this data, which carries the vehicle's current yaw, pitch, and roll information.

[0080] The Ego-PosM positioning module can be configured to receive GNSS and map data, specifically data on the current traffic route. GNSS data consists of position and time data transmitted from a global navigation satellite system (GNSS) to a GNSS receiver. This data can be used for location determination.

[0081] Furthermore, an eighth subsystem C8 (perception subsystem) contains a processing module POV, which is designed to receive the sensor signal (subsystem C6, SM) and the absolute position and vehicle orientation signal (subsystem C7, Ego-PosM) as digital signals.

[0082] Similarly, the POV processing module is designed to recognize dynamic traffic participants, such as cars, trucks, bicycles, pedestrians, and relevant information in the vehicle's near and mid-range detection areas, based on the sensor signal, absolute position, and vehicle orientation signal, and to provide the recognized traffic participants and the captured information, such as pedestrians and cars, as processed environmental data, and to generate an environmental data signal (Dynamic Traffic Participants) that carries the processed environmental data as a signal.Furthermore, the POV processing module is designed to recognize and classify parked static objects in the near detection range as well as the medium detection range of the vehicle, based on the sensor signal, the absolute position and the vehicle orientation signal, for example vehicle, motorcycle and the captured information as Parked Objects signals.

[0083] Furthermore, the POV processing module is designed to detect and classify other static objects, such as fixed stakes or posts, in the near detection range as well as the medium detection range of the vehicle, based on the sensor signal, the absolute position and the vehicle orientation signal, and to make the detected classified static objects available as a (static) fixed object signal (Miscellaneous Objects).

[0084] By generating the miscellaneous object signal, the parked object signal and the dynamic traffic participant signal, the entire environment in the near detection range as well as the medium detection range, which is provided by the sensor signal, is considered with regard to possible obstacles.

[0085] The POV processing module thus serves to recognize dynamic objects, parked objects, and other static objects within the vehicle's environment. These are important for subsequent processing steps. Furthermore, the POV processing module provides these as processed signals. In a further embodiment, a ninth subsystem (motion planning) includes a hypothesis module HM (subsystem C9), which generates a hypothetical maneuver for the vehicle based on hypothetical driving behavior in a lateral and longitudinal direction. Based on this generation, the hypothesis module HM creates a hypothesis signal (longitudinal hypothesis, lateral hypothesis) that carries the information as a signal.

[0086] The hypothesis module HM thus generates a hypothetical maneuver for the vehicle. This maneuver can trigger reactions from other road users that must be anticipated. For example, a lane change can force another road user approaching in that lane to brake dangerously. The hypothesis module HM can generate several maneuver hypotheses before making a decision.

[0087] Based on the information, the hypothesis module HM generates the hypothesis signal (longitudinal hypothesis, lateral hypothesis), which carries the information as a signal.

[0088] The hypothesis signal (longitudinal hypothesis, lateral hypothesis) thus carries information about a maneuver hypothesis in the lateral and longitudinal direction of the vehicle.

[0089] Furthermore, a ninth subsystem, C9 (Scene Understanding), is present, containing a restriction module, BesM, which is designed to recognize restrictions on the vehicle's movement based on the driving situation, such as existing guardrails or parked objects. To recognize these restrictions, the BesM receives the vehicle's speed as a signal, as well as the signals for miscellaneous objects, parked objects, and dynamic traffic participants, along with the absolute position and vehicle orientation, which carries information about the vehicle's current yaw, pitch, and roll. The BesM also receives the hypothesis signal (longitudinal hypothesis, lateral hypothesis).

[0090] Based on the received signals, the BesM restriction module generates a restriction signal (Driver Assistance Constraints), which includes limitations for the future driving maneuver, such as braking and maintaining a safe position in the lane. The restrictions can, for example, include the maximum permissible (negative) acceleration. The BesM restriction module thus provides limitations for planned vehicle maneuvers based on the driving conditions. For instance, various driver assistance systems may be prevented from being activated.

[0091] Furthermore, the ninth subsystem C9 includes a constraint module EschM, which provides constraints as signals, at least with regard to speed constraints, orientation constraints (which include restrictions regarding the vehicle's orientation), and position constraints (which include restrictions concerning the vehicle's position, for example, its longitudinal or lateral position). Thus, the EschM constraint module provides constraints for planned vehicle movement, for example, based on the driving scene conditions.

[0092] Furthermore, the ninth subsystem, C9, contains a scene deployment module, Provdata, which is designed to receive the parked object signal. Based on this signal, the Provdata scene deployment module generates an overview / full view of the parked objects, i.e., a 360-degree view including the vehicle itself, showing the driving conditions. This overview can be used to ensure that the vehicle is operating within its limits / parameters.

[0093] Information such as absolute position, map data, or movement data is not required, as the 360° view simply provides the driver with a view showing the detected parked objects. This overall view is provided as a visual signal (information).

[0094] Subsystem 1 includes a second output module, AusM2, which is configured to output the display signal (information), for example, optically on a display / multimedia touchscreen. The first output module, AusM, and the second output module, AusM2, can also be identical.

[0095] Furthermore, a tenth subsystem, C10 (motion planning subsystem), contains a maneuver module MT, which is configured to receive the activation signal generated by the management module VM, as well as the velocity, acceleration, and yaw rate detected by the motion module EgoM. Additionally, the restriction signal (Driver Assistance Constraints), which includes limitations for the future driving maneuver, is received from the restriction module BesM. Based on these signals, the maneuver module MT checks whether planning a target trajectory is possible and transmits the activation signal.

[0096] Furthermore, the tenth subsystem C10 has a motion plan module MovM, which is designed to receive the activation signal (Scenario Activation Command) generated by the management module VM, as well as the acceleration input signal (Acceleration Pedal Input), the brake input signal (Brake Pedal Input), the gear lever position signal (Gear Lever Position Input), the turn lever input signal (Turn Lever Input), and the speed, yaw rate, and acceleration detected by the motion module EgoM.

[0097] Based on these signals, the motion planning module MovM plans a movement that includes planned braking data as a braking data signal (Planned Braking Data). The braking data signal, which is assigned to planned longitudinal movement data, denotes data for braking.

[0098] Furthermore, the planned movement includes planned acceleration data as an acceleration data signal (Planned Acceleration Data). The acceleration data signal, which is assigned to planned longitudinal movement data, denotes data relating to acceleration.

[0099] Furthermore, the planned movement includes planned steering data as a control signal (Planned Steering Data). The control signal, which is assigned to planned lateral movement data, provides information about the steering.

[0100] Furthermore, the motion planning module MovM is designed to transmit the steering signal (Planned Steering Data), the acceleration data signal (Planned Acceleration Data) and the braking data signal (Planned Braking Data) to an actuator module AktM (subsystem C6) for implementation.

[0101] Furthermore, an eleventh subsystem, C11, is provided, which includes a target trajectory module, ZM, configured to receive the activation signal from the motion plan module, MovM. The target trajectory module, ZM, also receives the velocity and acceleration detected by the motion module, EgoM, as signals. Additionally, the target trajectory module, ZM, receives the speed constraints, orientation constraints, and position constraints from the constraint module, EschM.

[0102] Based on the received signals, the target trajectory module ZM plans the required trajectory for the vehicle. The trajectory is specified by a target steering angle (the calculated target steering angle), a target yaw rate, a target position, a target curvature radius, and a target angular velocity.

[0103] Furthermore, the actuator module AktM is present in a twelfth subsystem C12 (motion control). The actuator module AktM receives the target steering angle, target yaw rate, target position, target curvature radius, and target angular velocity from the target trajectory module ZM, as well as the planned steering data, planned acceleration data, and planned braking data from the motion planning module MovM.

[0104] Based on this, the actuator module AktM generates an actuator setting signal. This signal includes actuator settings for a desired effort, which provides information about the force to be generated by the motion actuator; actuator settings for a desired rotation angle, which provides information about the angle to be generated by the motion actuator. The rotation angle of the motion actuator is the amount of rotation, analogous to a linear distance; and actuator settings for a desired rotation rate, which provides information about the rotation rate to be generated by the motion actuator.

[0105] The actuator setting signal is transmitted to actuators / control systems of the vehicle for adjustment in order to achieve the desired trajectory of the trailer.

[0106] Furthermore, a thirteenth subsystem, C13, contains a conversion module, UmsetzungM, for receiving and converting the actuator setting signal based on an energy signal with a corresponding voltage, using the necessary actuators to implement the desired trajectory. The UmsetzungM conversion module can be configured, for example, as a single control element or as a control device.

[0107] The implementation module ImplementationM thus provides as its output the lateral and longitudinal movement, i.e. the physical movement of the vehicle / trailer in the transverse and longitudinal directions, which is delivered to the infrastructure to which the road surface belongs.

[0108] The thirteenth subsystem, C13, also features a feedback module, FeedM, which uses an energy signal with a corresponding voltage to detect feedback on the actual force exerted (Actuator Generated Effort), the actual rotation angle (CV), and the actual rotation rate (CV), and transmits this feedback (signal) to the actuator module, AktM. This feedback can then be taken into account by the actuator module, AktM, when recalculating the actuator setting signal.

[0109] The Trailer Maneuvering Assistance System 1 assists the driver in parking a trailer by automatically performing steering based on driver inputs, environment sensing and scene data.

[0110] To do this, the driver must activate the trailer maneuvering assistance system 1, select the desired trailer and the corresponding settings, and perform the trailer calibration if this has not already been done. If no calibration is present, the system informs the driver that this must be done before proceeding and then ends the activity.

[0111] If the selected trailer is already calibrated, the trailer maneuvering assistance system 1 activates the parking aid for the trailer and informs the driver.

[0112] The system then begins sensing the surroundings, and Trailer Maneuvering Assistance System 1 provides the driver with various views and displays the parked objects. Trailer Maneuvering Assistance System 1 then executes a steering maneuver based on the direction specified by the driver. However, braking, acceleration, and gear selection remain controlled by the driver. Thus, based on the driver's input, the necessary motion data is calculated and sent to the motion actuator.

[0113] Fig. Figure 2 shows the activation and deactivation of the trailer maneuvering assistance system 1 with a trailer maneuvering assistance system architecture 3 in a vehicle with a trailer.

[0114] In particular, the vehicle is designed as an assisted driving vehicle. It may be equipped with a start module (StM) which is designed to receive instructions from the driver or a user as driver input.

[0115] The StM start module may have a switch lever for adjusting the switch lever position (gear lever position).

[0116] The position of the switch lever can be used to detect whether a forward or reverse gear / park position is engaged, for example in an automatic transmission.

[0117] The StM start module can also include an input device, for example a touchscreen / switch / button, for entering an activation as an activation request for the trailer maneuvering assistance system 1.

[0118] Furthermore, the start module StM may include an accelerator pedal for initiating acceleration and a brake pedal module, brake switch, or other braking device for initiating braking.

[0119] Furthermore, the StM start module can, for example, be a touchscreen for entering settings related to the trailer maneuvering assistance system, such as the maximum articulation angle, warnings / warning tones, etc. Likewise, the start module can include a touchscreen or a mirror adjustment switch for setting the desired direction of travel of the trailer, for example, as an articulation angle setting on the touchscreen or as input via a corresponding movement of the mirror adjustment switch.

[0120] Similarly, an ignition input may be necessary for activation.

[0121] The first output module, AusM, can display a warning or information, for example, a message indicating that the trailer maneuvering assistance system 1 is active or a warning that a malfunction has occurred. The first output module, AusM, can be configured as an HMI interface, specifically as a display labeled "DISPLAY".

[0122] Similarly, a deactivation module (DeM) can be present to receive a deactivation request from the driver (Deactivation Request scenario) for the trailer maneuvering assistance system 1. This module can be part of the management module (VM). Furthermore, when the system is deactivated by the DeM module, corresponding information can be displayed on the screen.

[0123] Fig. Figure 3 shows a further training with a deactivation module DeM for receiving a deactivation as a driver input (Deactivation Request scenario) of the trailer maneuvering assistance system 1. In this case, the start module StM can generate the deactivation signal (Deactivation Request scenario) by pressing a corresponding input field and forward it to the deactivation module DeM.

[0124] The deactivation module DeM is designed to generate a deactivation output signal (Inactive) which indicates that the trailer maneuvering assistance system 1 has been deactivated. This signal is then routed to the output module AusM, which outputs corresponding information about the deactivation, for example, via a display.

[0125] When activated, the trailer maneuvering assistance system 1 provides as output the lateral and longitudinal movement, i.e. the physical movement of the vehicle / trailer in the transverse and longitudinal directions, which is supplied to the infrastructure (infra) which includes the road surface. Reference symbol list 1 Trailer maneuvering assistance system 3 Trailer maneuvering assistance system architecture EM Input Data Module EngM Energy Module KP Capacity Module PM Peripheral Module EgoM movement module VM Management Module From the first output module SM Sensor Module Ego-PosM Ego-Position module. POV Processing Module HM Hypothesis Module BesM Restriction Module EschM Restriction Module Provdata Scene Deployment Module AusM2 second output module MT Maneuver Module MovM Movement Planning Module AktM Actuator Module ZM Target Trajectory Module Implementation Module FeedM feedback module StM Starter Module DeM deactivation module Infrastructure QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 102019201806A1

[0004]

Claims

Trailer maneuvering assistance system (1) for a reversing maneuver of a trailer, comprising a vehicle combination with at least one vehicle and the trailer, wherein the trailer is connected to the vehicle by means of a drawbar, wherein at least the vehicle has various sensors and peripheral sensors and actuators, wherein the trailer maneuvering assistance system (1) has a trailer maneuvering assistance system architecture (3), characterized in that the trailer maneuvering assistance system architecture (3) has at least a first subsystem (C1) with an input data module (EM) for receiving and recognizing driver inputs, wherein the driver inputs include at least an adjustment of a switch lever to detect a switch lever position, furthermore an input as an activation request for the trailer maneuvering assistance system (1) and furthermore at least an acceleration input to effect an acceleration,a brake input to effect braking, a direction input to effect a direction of travel of the trailer and settings relating to the trailer maneuvering assistance system (1), and wherein the input data module (EM) is configured to generate, based on the received driver inputs, a switch lever position signal, an activation request signal, a brake input signal and an acceleration input signal, a setting signal and a direction of travel signal, a fifth subsystem (C5) with a management module (VM) which is configured to receive at least the activation request signal as well as the setting signal as well as a speed as well as a peripheral signal which at least in each case indicates measured values ​​and a status of the peripheral sensors and peripheral actuators, and which is configured to check, based on the received signals,whether the trailer is calibrated with regard to trailer-relevant parameters, and to terminate the trailer maneuvering assistance system (1) if no calibration is present, and to determine, based on the received signals, an activation signal if calibration is present, which causes further modules to be activated in a predefined sequence, an eighth subsystem (C8) with a scene provisioning module (Provdata) for generating an overall view of the vehicle environment based on a received parking object signal, which at least shows the parked objects, a tenth subsystem (C10) with a motion plan module (MovM), which is for receiving the activation signal generated by the management module (VM) as well as the acceleration input signal, the brake input signal, and the switch lever position signal generated by the input data module (EM),an eleventh subsystem (C11) with a target trajectory module (ZM), which is configured to receive the activation signal as well as a detected speed, a detected yaw rate and an acceleration, and is further configured to plan a braking as a brake data signal, an acceleration as an acceleration data signal, a steering as a control signal based on the received signals and to transmit this to an actuator module (AktM) for consideration during the execution of the reversing maneuver; an eleventh subsystem (C11) with a target trajectory module (ZM), which is configured to receive the activation signal as well as a speed and acceleration as well as a speed limit, an orientation limit and a position limit, and is configured to plan a target trajectory for the vehicle based on the limits and signals and to transmit this to the actuator module (AktM) for consideration during the execution of the reversing maneuver. Trailer maneuvering assistance system (1) according to claim 1, characterized in that a thirteenth subsystem (C13) is provided with an actuator module (ActM) which is configured to generate an actuator setting signal, which causes the required actuators to be set for the implementation of the desired reversing maneuver, based on the received brake data signal, the received acceleration data signal, the received control signal and the target trajectory, and to transmit to an implementation module (ImplementationM) which is configured to execute the received actuator setting signal. Trailer maneuvering assistance system (1) according to claim 2 , characterized in that the target trajectory module (ZM) is configured to provide the target trajectory by generating a target steering angle, a target yaw rate, a target position, a target radius of curvature and a target angular velocity. Trailer maneuvering assistance system (1) according to one of the preceding claims 2 or 3, characterized in that the actuator module (ActM) is configured to generate the actuator setting signal based on actuator settings with respect to a desired force effort for the actuators, actuator settings with respect to a desired angle of rotation and actuator settings with respect to a desired rate of rotation. Trailer maneuvering assistance system (1) according to one of the preceding claims 2 to 4, characterized in that the thirteenth subsystem (C13) has a feedback module (FeedM) which is configured to receive feedback on the actual force applied, the actual rotation angle as the current rotation angle and the actual rotation rate as the current rotation rate and to generate a feedback signal based on this and to transmit this to the actuator module (AktM) for consideration in a re-determination of the actuator setting signal by the actuator module (AktM). Trailer maneuvering assistance system (1) according to one of the preceding claims, characterized in that at least a second output module (OutM2) is provided which includes a display device for displaying the overall view. Trailer maneuvering assistance system (1) according to claim 6, characterized in that the display device is designed as a display. Trailer maneuvering assistance system (1) according to one of the preceding claims, characterized in that the settings include at least one maximum articulation angle to be entered. Trailer maneuvering assistance system (1) according to one of the preceding claims, characterized in that the at least one input device comprises, for example, a mirror adjustment switch for entering the desired direction of travel of the trailer or the desired maneuver. Trailer maneuvering assistance system (1) according to one of the preceding claims, characterized in that the at least one input device is designed as a touchscreen for inputting the direction of travel of the trailer. Method for performing a reversing maneuver of a vehicle combination comprising a vehicle and a trailer, wherein the vehicle is connected to the trailer by means of a drawbar, wherein a trailer maneuvering assistance system (1) with a trailer maneuvering assistance system architecture (3) is provided for this purpose, comprising the steps of: - providing a first subsystem (C1) with an input data module (EM) for receiving and recognizing driver inputs, wherein the driver inputs include at least an adjustment of a switch lever to detect a switch lever position, furthermore an input as an activation request for the trailer maneuvering assistance system (1), and furthermore at least an acceleration input to effect acceleration, a braking input to effect braking, a direction input to effect a direction of travel of the trailer, and settings relating to the trailer maneuvering assistance system (1).and wherein the input data module (EM) generates a switch lever position signal, an activation request signal, a brake input signal, an acceleration input signal, a setting signal, and a direction signal based on the received driver inputs;- provision of a fifth subsystem (C5) with a management module (VM) which is configured to receive at least the activation request signal, the setting signal, a speed signal, and a peripheral signal, which at least in each case indicates measured values ​​and a status of the peripheral sensors and peripheral actuators, and which checks, based on the received signals, whether the trailer is calibrated with regard to trailer-relevant parameters, and which terminates the trailer maneuvering assistance system (1) if no calibration is present, and which, if calibration is present, determines an activation signal based on the received signals;which causes further modules to be activated in a predefined sequence,- Provision of an eighth subsystem (C8) with a scene provisioning module (Provdata) for generating an overall view of the vehicle's surroundings based on a received parking object signal, which at least shows the parked objects,- Provision of a tenth subsystem (C10) with a motion plan module (MovM), which is designed to receive the activation signal generated by the management module (VM) as well as the acceleration input signal, brake input signal, switch lever position signal, direction of travel signal, as well as a detected speed and a detected yaw rate and acceleration generated by the input data module (EM), and furthermore, based on the received signals, a braking as a brake data signal, an acceleration as an acceleration data signal,a steering system plans a control signal and transmits it to an actuator module (ActM) for consideration during the execution of the reversing maneuver; - Provision of an eleventh subsystem (C11) with a target trajectory module (ZM), which, based on a received activation signal, the detected speed and acceleration, as well as a speed limit, an orientation limit and a position limit, plans a target trajectory for the vehicle and transmits this to the actuator module (ActM) for consideration during the execution of the reversing maneuver. Method according to claim 11, characterized in that the direction of travel of the trailer or the desired maneuver is entered in a touchscreen displaying the vehicle combination by selecting a desired articulation angle. Method according to claim 11 or 12, characterized in that the direction of travel of the trailer or the desired maneuver is entered by means of a mirror adjustment switch. Vehicle with a method according to one of the preceding claims 11 to 13 and / or a trailer maneuvering assistance system (1) according to one of the preceding claims 1 to 10 . Vehicle according to claim 14, characterized in that a deactivation module (DeM) is provided for receiving a deactivation as driver input, wherein the deactivation module (DeM) is configured to generate a deactivation output signal which causes the deactivation of the method and / or the trailer maneuvering assistance system (1).

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