AUTOMATIC SELECTION OF ONE OF A PLURALITY OF PARKING ASSISTANCE FUNCTIONS IN A MOTOR VEHICLE

Description

[0001] The invention relates to a method for operating a motor vehicle and to a motor vehicle, wherein a selection can be made automatically between a plurality of parking assistance functions. The motor vehicle is preferably a passenger car or a truck.

[0002] It is known to provide a vehicle driver with parking assistance functions to assist them during parking maneuvers. The parking maneuvers can include parking and / or reversing. They can also include maneuvering, e.g., in narrow spaces, on the way to a parking space (i.e., when approaching the parking space) and / or with a trailer. The parking assistance function can generally pursue the goal of relieving the driver of the often difficult task of maneuvering the vehicle into or out of the confined space of a parking space by selecting suitable steering angles and / or turning points.

[0003] Currently known parking assistance functions are characterized by varying degrees of functionality and, in particular, the actions that can be performed autonomously (i.e., automatically) by the driver. For example, DE 10 2006 052 575 A1 discloses a parking assistance function in the form of a so-called park steering assistant, in which a vehicle can be parked automatically without any steering intervention from the driver. In such cases, where the steering angle is adjusted autonomously by the driver, one can speak of automatic lateral guidance of the vehicle.

[0004] Driver-autonomous longitudinal guidance systems are also known, in which vehicle acceleration can be selected autonomously by the driver, if necessary by selecting the gear or direction of travel.

[0005] Further technological background can be found in DE 10 2012 221 036 A1 and DE 10 2012 101 686 A1.

[0006] Depending on the personal preferences of a vehicle driver, particularly in light of the current parking situation, a varying degree of assistance during the parking process may be desired. A first insight of the invention is therefore that a driver should be provided with different types of parking assistance functions, from which the driver can choose. These parking assistance functions can be configured according to any of the examples described above, i.e., they can be characterized by varying degrees of autonomously executable actions, particularly with regard to lateral and / or longitudinal guidance.

[0007] Furthermore, any parking assistance function mentioned herein can be used in at least one of the following contexts or for at least one of the following purposes: support during parking operations with the driver in the vehicle, in particular support (or assistance) with or taking over longitudinal and / or lateral guidance, in particular only support or taking over lateral guidance can also take place; driver-autonomous parking without the driver being in the vehicle (so-called Remote Park Assist); support during (and / or driver-autonomous execution of) maneuvering operations, for example in narrow spaces, during turning maneuvers, on trained routes, with or when coupling a trailer.

[0008] To select from a corresponding multitude of existing parking assistance functions, an operator must currently make a non-intuitive input using separate control elements, for example, by pressing a push button on the steering wheel and / or a virtually displayed control element or a virtual selection option, e.g., on a central vehicle touchscreen. From the driver's perspective, this is not very convenient, potentially error-prone, and also poses a safety risk, as the driver then has to search for the input option to select a currently preferred parking assistance function after finding a suitable parking space in moving traffic, for example. This can distract the driver from the traffic.

[0009] From EP 3 421 328 A1, a generic method for operating a motor vehicle for carrying out a parking operation is known, wherein the motor vehicle has at least a first parking assistance function and a second parking assistance function, which are selectively selectable, wherein the method comprises: Detecting a gripping state of a steering handle of the motor vehicle by a driver and automatically selecting the first or second parking assistance function depending on the gripping state.

[0010] A similar process is known from JP 2004 2033 15 A.

[0011] DE 10 2018 132 456 A1 discloses a method where releasing the steering wheel is part of a start sequence of an automated parking process.

[0012] US 2007 / 282502 A1 discloses a parking assistance function in which the driver is given at least temporarily effective moments as steering advice.

[0013] From DE 10 2018 105 649 A1 a method is known in which a parking mode is preselected, whereby the user can also change the preselected parking mode during the parking process.

[0014] The invention therefore has the object of improving the selection of a suitable parking assistance function, in particular with regard to operating comfort and / or operational safety of the motor vehicle.

[0015] This object is achieved by the subject matter of the appended independent claims. Advantageous further developments are specified in the dependent claims. All of the above explanations and definitions may also apply to the features of the present solution or be valid for them, unless otherwise stated or apparent.

[0016] According to the invention, a method for operating a motor vehicle for performing a parking operation is proposed, wherein the motor vehicle has at least a first parking assistance function and a second parking assistance function (or is operable according to a first and a second parking assistance function). The parking assistance functions are different from one another, selectively selectable and / or selectively activatable, and the method comprises: Detecting a gripping state of a steering handle of the motor vehicle by a driver; automatically selecting the first or second parking assistance function depending on the gripping state.

[0017] The parking assistance functions can be provided by at least one control unit and / or be software functions that can be executed by at least one control unit of the motor vehicle. In a manner known per se, they can control other components of the motor vehicle and / or receive information therefrom, in particular sensor signals.

[0018] The steering handle can be a steering wheel. The gripping state can be either non-gripping or gripping of the steering handle. Intermediate states can also be detectable, for example, gripping with only one hand or merely touching the steering wheel at specific points with individual fingers. These can optionally be classified as gripping or non-gripping of the steering wheel. Alternatively, assistance functions can also be assigned to such intermediate states. For example, at least a third assistance function can be assigned to a detectable intermediate state. In general, for safety reasons, only a two-handed gripping of the steering handle can preferably be classified and recorded as actual gripping.

[0019] The gripping state can be detected using known and previously mentioned sensor devices, such as those based on capacitive sensor principles. Alternatively, optical detection, such as an interior camera, can be considered.

[0020] The first and second parking assistance functions are each configured to generate driver-autonomous forces and / or torques in a steering system of the motor vehicle. These forces and / or torques can be used to perform lateral vehicle guidance autonomously, and / or to signal a preferred steering direction and / or a turning point to the driver. In the latter case, complete lateral guidance cannot be performed autonomously, but rather the driver can be encouraged to adjust a suitable steering angle by merely temporarily generating a torque.

[0021] In both cases, the parking assistance functions can access at least one actuator (in particular an electric motor) in a steering system of the motor vehicle and / or control it to generate corresponding forces or torques. In the case of an electromechanical steering system with a maintained mechanical coupling between the steering handle and a steering gear, this can be an actuator acting on the steering gear (for example, an actuator acting on a rack). In the case of a steer-by-wire steering system without a corresponding mechanical coupling, this can be the reaction force actuator coupled to the steering handle.

[0022] The first parking assistance function is configured to generate at least temporarily effective torques on a steering handle as a steering cue for the driver. This torque can be generated, for example, in the form of a jerk to prompt the driver to turn more sharply. However, it can also be an additional steering torque that can reduce steering resistance in at least one direction. This can also be perceived by the driver as a steering cue.

[0023] The steering torques of the first parking assistance function are preferably lower than those of the second. They may not be sufficient to steer the vehicle laterally fully autonomously.

[0024] Such a parking assistance function can assist the parking process, but cannot perform it automatically without manual intervention. As an alternative to at least temporarily generating torque, the first parking assistance function can provide, for example, visual and / or audible steering instructions.

[0025] The second parking assistance function, on the other hand, is configured to generate the steering torque required for parking autonomously, and preferably completely autonomously, by the driver. In other words, it can perform and / or initiate driver-autonomous lateral guidance of the vehicle. Additionally or alternatively, driver-autonomous longitudinal guidance can also be provided according to conventional variants.

[0026] As mentioned, if the gripping state changes, the system can switch to the corresponding one of the first and second parking functions. Thus, after automatically selecting the first and second parking assistance functions, the gripping state can be continuously monitored and then switched between the first and second parking functions, possibly multiple times if changes occur repeatedly.

[0027] In this context, it can be provided, in particular, that a switch is made from the first to the second parking assistance function if the gripping state indicates that the driver has not gripped the steering handle (e.g. has released it). This variant is particularly advantageous if the first parking assistance function merely provides steering instructions in the manner described above. The driver is then expected to implement the given steering instruction independently or manually. However, if the driver does not grip the steering handle or releases it, it is advantageous to automatically switch to another (in particular the second) parking assistance function with which a higher level of autonomy can be achieved and / or with which less intervention by the driver is required. One difference between the parking assistance functions is therefore preferably whether the driver can control the steering (and, if applicable, theaccelerator and brake) are operated (first parking assistance function) or whether the vehicle carries this out automatically under driver supervision (second parking assistance function).

[0028] Additionally or alternatively, it can be provided that the system switches from the second to the first parking assistance function when the gripping state indicates that the driver is gripping the steering handle. This can signal that the driver wishes to take over lateral steering, so that the driver-autonomous generation of steering torques should advantageously be limited.

[0029] The method further provides for an initial selection of one of the first and second parking assistance functions. This occurs based on at least one configuration specification. The method then further comprises: selecting and thereby switching to the corresponding other of the first and second parking assistance functions based on the detected gripping state. This can occur at least when the gripping state indicates another preferred parking assistance function or is associated with such a function. As long as the initial function corresponds to the gripping state (e.g., is assigned to it), it can be retained. The configuration specification can be a specification that can be configured by the vehicle manufacturer and / or a vehicle owner.This can specify, for example, based on the state conditions explained below and / or fixed or flexible criteria, in which situations the first or second parking assistance function should initially be selected. This makes it possible to provide the driver with a situation-appropriate parking assistance function from the outset or to automatically set this initially as preferred. If this selection proves to be inappropriate from the driver's perspective, the driver can switch to a preferred parking assistance function by changing the gripping state. A more situation-appropriate parking assistance function can then be activated autonomously, taking into account the changed gripping state.

[0030] According to the invention, the configuration specification defines at least one state condition that must be met for the initial selection of the first or second parking assistance function. The state binding can, for example, describe the state of the driver, the vehicle, and / or the vehicle environment, in particular the parking situation.

[0031] For example, if the vehicle is near a defined location where, for example, parking maneuvers occur frequently and / or where fully automatic parking maneuvers have previously been trained as part of a parking assistance function, a parking assistance function with a correspondingly high level of autonomy can be activated. In this case, the state condition relates to the location of the vehicle or the proximity to a location with a correspondingly trained parking maneuver. Furthermore, the presence of a trailer can be detected as a state condition and then, for example, a suitably adapted parking assistance function with a preferably high level of autonomy can be activated. Likewise, if the driver's seat belt buckle is or has been released, a trailer coupling assistant can be activated as a parking assistance function, as described, for example, in DE 10 2017 220 459 A1 by the applicant.Furthermore, when the seat belt buckle is released, a Remote Park Assist of the type mentioned above can be activated, whereby the driver monitors the parking process of the vehicle while he is near the vehicle (but not in the vehicle).

[0032] As a further general aspect of this disclosure, it may be provided to prompt the driver to confirm the parking assistance function selected for activation before the actual activation of a parking assistance function (i.e., actual execution thereof, e.g., by a control unit). For example, a correspondingly selected parking assistance function can be communicated to a driver visually or via audio output, and the driver can be asked to confirm and / or approve the actual activation or implementation of this parking assistance function. This variant is particularly advantageous when initially selecting a parking assistance function, as discussed above, in order to avoid incorrect selections. Alternatively, however, any parking assistance function automatically selected herein can also be directly activated or implemented automatically (i.e., can in particular begin to generate forces / torques autonomously by the driver).This applies in particular to parking assistance functions that are selected during an ongoing parking maneuver, for example as a result of a changing gripping state.

[0033] A preferred embodiment provides that the behavior of the vehicle or a control unit thereof is configurable in response to a changing gripping state. In particular, a driver can configure, preferably flexibly and / or reversibly, whether they desire an automatic switch to another parking assistance function when the gripping state changes and / or whether all parking assistance functions should then be terminated. They can also define conditions or states of the type described above, according to which switching between preferably specifically specified parking assistance functions should only occur when certain changes in the gripping state occur.

[0034] The state conditions for determining initially selected parking assistance functions can also be configured by the driver. For this purpose, the driver can, in particular, specify logical links that describe the state condition and the action to be performed if this state condition is met. Furthermore, an alternative can also be specified that defines the action to be performed if the state condition is not met. Such logical links can be referred to as IF-THEN-ELSE relationships or links.

[0035] In addition or alternatively to monitoring changes in the gripping state, at least one other interaction of the driver with the vehicle can also be monitored and / or recorded during the ongoing parking maneuver. In particular, the actuation of an accelerator pedal, brake pedal, clutch pedal or gearshift can be detected. This can be interpreted as the driver's desire to switch from a parking assistance function with a high level of autonomy (in particular the second parking assistance function) to a parking assistance function with a low level of autonomy (in particular the first parking assistance function). Alternatively, upon detection of such an actuation, a currently selected parking assistance function can be deactivated and no other parking assistance function can be activated, i.e. the driver can regain full manual control of the vehicle.

[0036] Additionally or alternatively, it can be provided that, particularly when a parking assistance function with autonomous longitudinal guidance is selected, at least one activation condition is checked before the parking assistance function is actually activated or implemented. This can include, for example, a check to see whether the driver is sitting in their seat, for example using seat sensors. Additionally or alternatively, the driver's attention can be checked, for example by detecting their viewing angle, to ensure that they are monitoring the parking process and can intervene reliably. A specific action by the driver can also be requested as an activation criterion, e.g. a brake application, which at least indirectly signals that the driver is able to monitor the parking process.

[0037] The invention also relates to a motor vehicle comprising: a steering handle; a sensor device for determining a gripping state of the steering handle by a vehicle driver; a control unit configured to select between a first and a second parking assistance function depending on the determined gripping state.

[0038] In general, the motor vehicle and in particular the control unit are configured to execute a method according to any of the aspects described herein. In principle, the motor vehicle and in particular the control unit can comprise any further feature and / or any further function to provide all of the procedural measures, interactions, and effects described herein. All explanations of and further developments of procedural features can also apply to or be provided for identical features of the motor vehicle and in particular of the control unit.

[0039] The control unit can have at least one processor device and / or one memory device. Program instructions can be stored on the memory device which, when executed by the processor device, cause the control unit to carry out all of the measures and, in particular, method steps described herein. The control unit can be connected to the sensor device for data transmission, for example, via a communications bus. The parking assistance functions can be executed by the control unit if they are activated after a corresponding selection (or are automatically activated by the selection). For this purpose, the control unit can control an actuator of the steering system and preferably an actuator coupled to the steering handle in a manner known per se.

[0040] Embodiments of the invention are explained below with reference to the accompanying schematic figures. The same reference numerals may be used throughout the figures for features of the same function or type. Fig. 1 shows a motor vehicle according to an embodiment of the invention, which is configured to carry out methods according to the invention. Fig. 2 shows a flowchart of a method according to a first embodiment, which is carried out by the vehicle Fig. 1 Fig. 3 shows a flow chart of a method according to a second embodiment, which can be carried out by the vehicle Fig. 1 is executable.

[0041] In Fig. 1 A highly simplified representation of a motor vehicle 10 is shown. The view corresponds to a side view, but vehicle doors are omitted and individual components of the motor vehicle 10 that are not visible from the outside are shown for illustrative purposes.

[0042] The motor vehicle 10 is a passenger car. It comprises a steering handle in the form of a steering wheel 12. This is coupled to a steering system 16 via a steering rod 14. The steering system 16 comprises a steering gear 18, which is mechanically connected to the front wheels 20. The steering gear 18 is depicted in a highly simplified manner. A steering actuator 22 is also coupled to the steering gear 18. This actuator can act in particular on a rack in a known manner and thereby deflect the steering gear 18 or the front wheels 20 coupled thereto autonomously by the driver. However, since the steering handle 12 is coupled to the steering gear 18 via the steering rod 14, torques are also transmitted to the steering handle 12. In other words, the actuator 22 can therefore also generate effective torques on the steering wheel 12, but at the same time can also deflect the front wheels 20 autonomously by the driver.

[0043] A sensor device 24 is arranged on the steering handle 12. This is a known hands-free driving sensor device or hands-off detection device. This is designed to detect whether the driver grasps or does not grasp the steering handle 12.

[0044] The motor vehicle 10 further comprises a control unit 26. As indicated by dashed data connections, this is connected to the sensor device 24. It can therefore receive information from the sensor device 24 about the current gripping state (gripping or non-gripping) of the steering handle 12 or can receive information from the sensor device 24 in order to determine this information.

[0045] Furthermore, the control unit 26 is connected to the actuator 22. As a result, the control unit 26 is configured to control the actuator 22 so that it introduces or transmits torque to the steering gear 18. In this way, on the one hand, a steering-effective wheel steering angle can be set autonomously by the driver (i.e., via actuator 22), i.e., the vehicle 10 can be steered autonomously, and more precisely, guided laterally. On the other hand, due to the described mechanical coupling with the steering handle 12, a feedback torque perceptible at the steering handle 12 can be generated.

[0046] It should be noted that in the case of steer-by-wire steering systems, the torque on the steering handle 12 is preferably generated via a separate actuator, which can also be coupled to the control device 26.

[0047] Furthermore, the control unit 26 is connected to, for example, only two, and preferably significantly more, environmental sensors 30. These sensors can be used to capture environmental information and, for example, to automatically detect parking spaces in a known manner.

[0048] The control unit 26 also includes an indicated processor device 32 and a memory device 34. Various parking assistance functions in the form of programs, software modules, or software applications are stored on the memory device 34. When executed by the processor device 32, the control unit 26 can operate the vehicle 10 in accordance with these parking assistance functions and, for example, control the actuator 22 in accordance with them.

[0049] In this case, only one of the parking assistance functions can be executed at a given time in such a way that it intervenes in lateral guidance (i.e., only one assistance function can intervene in lateral guidance at a given time). Consequently, the actuator 22 cannot be controlled simultaneously by / with different parking assistance functions to intervene in lateral guidance.

[0050] In the example shown, the first parking assistance function is intended for primarily manual parking, and the control unit 26, via the actuator 22, generates only temporarily perceptible torques on the steering handle 12 as steering instructions. As a result, lateral guidance of the vehicle 10 is not carried out entirely autonomously by the driver. In particular, the lateral guidance is not so pronounced that it would be possible to park in or out of a parking space. Instead, the torques generated on the steering handle 12 merely provide a steering instruction to the driver, for example, when the driver has reached a suitable turning point for entering a detected parking space.

[0051] Furthermore, a second parking assistance function is provided, by means of which the motor vehicle 10 is guided laterally and optionally also longitudinally autonomously by the driver. The driver then preferably does not generate any steering-effective moments during a parking maneuver; instead, these are preferably generated exclusively autonomously by the driver.

[0052] The control unit 26 is configured to carry out methods as described below with reference to Fig. 2 and Fig. 3 to be carried out in the manner explained by way of example.

[0053] According to the exemplary procedure from Fig. 2In a step S1, the driver's parking request is first detected. This can be achieved by the driver activating the automatic search for parking spaces and / or generally making a corresponding input via a control element (not shown separately) or an operating option (e.g., via voice command). In a conventional manner, the motor vehicle will then use the environment sensors 30 to detect the vehicle's surroundings and attempt to identify parking spaces.

[0054] In a step S2, it is determined that a parking maneuver is actually to be carried out or is imminent. This can be the case, for example, if a parking space has been detected, this is signaled to the driver (e.g., by outputting visual information or audio output), and the driver then stops the vehicle. In a step S3, the control unit 36 ​​determines a current gripping state by accessing the sensor device 24. If this corresponds to a gripping of the steering handle 12 (arrow I in Fig. 2), in step S4, the described first parking assistance function is automatically selected as an at least initial parking assistance function and automatically activated (ie executed by the control device 20). By gripping the steering handle 12, the driver signals that he wishes to retain at least partial control over the parking process. If, however, in step S3, a non-gripping of the steering handle 12 is determined as the gripping state (see arrow II in Fig. 2 ), the second parking assistance function is selected and activated. Optionally, in a step S6, a change in the gripping state can then be continuously monitored, independent of the activated parking assistance function. If a change is detected (i.e., from initial gripping to non-gripping or vice versa), the system can switch to the corresponding other, initially unselected parking assistance function.

[0055] Alternatively, instead of switching, a current parking assistance function can be deactivated and no new parking assistance function can be activated, thus parking assistance can be completely prevented.

[0056] In Fig. 3 a method sequence according to an alternative embodiment is shown. In a step S1, the driver's parking request is again processed analogously to the variant from Fig. 2 In step S2, the calculation is carried out analogously to the variant from Fig. 2determined that the parking process is imminent. In a step S3, which in principle can also be carried out before or parallel to step S2, predetermined configuration specifications stored, for example, in the memory device 34 are then checked to select an initial parking assistance function. In particular, it is checked whether or which parking assistance function is currently (at least initially) to be selected according to these configuration specifications. For this purpose, status conditions of the type explained in the general description section can be detected and / or checked. These conditions can also be independent of a gripping state of the steering handle 12.

[0057] In step S4, an initially selected parking assistance function is activated based on the configuration specification, and the parking process then begins. In step S5, the gripping state is monitored during the parking process. If this changes, a change to another parking assistance function can be made according to arrows I and II. For example, according to arrow I, there can be a change from an initial gripping to a non-gripping state, and the second parking assistance function can then be activated. According to arrow II, however, a change from a non-gripping state to a gripping state can then be made, and the first parking assistance function can then be activated. Subsequent continuous monitoring analogous to step S6 from Fig. 2 is possible. Likewise, any support or parking assistance function can be deactivated if the gripping state changes again.

[0058] The illustrated embodiments can be expanded and / or modified accordingly by all further variants of the general description. For example, after selecting a parking assistance function, in addition to or as an alternative to the gripping state, another predetermined actuation by the driver can be checked, in particular a brake pedal. If this is present, the parking assistance function can be changed or all parking assistance functions can be deactivated. Furthermore, within the framework of the described methods and in particular the one from Fig. 3It should be possible for a driver to flexibly adapt or change the configuration settings for selecting an initially active parking assistance function. For example, they can define situations in which they would prefer to initially activate one of the parking assistance functions automatically, and this can then be implemented accordingly in the future. Preferably, however, the gripping status is then additionally evaluated or monitored during the parking process in order to be able to change the initially selected parking assistance function if necessary. List of reference symbols

[0059] 10Motor vehicle 12Steering handle 14Steering shaft 16Steering system 18Steering gear 20Front wheel 22Actuator 24Sensor device 26Control unit 30Environment sensor 32Processor device 34Storage device

Claims

1. Method for operating a motor vehicle (10) for performing a parking procedure, the motor vehicle (10) having at least a first parking assistance function and a second parking assistance function which are selectively selectable, and the method comprising: - detecting a gripping state of a steering handle (12) of the motor vehicle (10) by a driver; - automatically selecting the first or second parking assistance function depending on the gripping status, characterized in that the first and the second parking assistance function are each configured to generate driver-autonomous forces and / or moments in a steering system (16) of the motor vehicle (10), the first parking assistance function being configured to generate at least temporarily effective moments on a steering handle (12) as a steering instruction for the driver, and the second parking assistance function being configured to generate steering moments required for parking in a driver-autonomous manner, further comprising: - initially selecting one of the first and the second parking assistance function on the basis of at least one configuration specification; and - selecting and thereby switching to the corresponding other of the first and the second parking assistance function on the basis of the detected gripping state, the configuration specification defining at least one state condition that must be met for initially selecting one of the first and / or the second parking assistance function.

2. Method according to claim 1, characterized in that a switch is made from the first to the second parking assistance function when the gripping state indicates that the driver is not gripping the steering handle (12).

3. Method according to claim 1, characterized in that a switch is made from the second to the first parking assistance function when the gripping state indicates that the driver is gripping the steering handle (12).

4. Motor vehicle (10) comprising: - a steering handle (12); - a sensor device (24) for determining a gripping state of the steering handle (12) by a vehicle driver; - a control unit (26) which is configured to select between a first and a second parking assistance function depending on the determined gripping state, wherein the first and the second parking assistance function are each configured to generate driver-autonomous forces and / or moments in a steering system (16) of the motor vehicle (10), wherein the first parking assistance function is configured to generate at least temporarily effective moments on a steering handle (12) as a steering instruction for the driver, and the second parking assistance function is configured to generate steering moments required for parking in a driver-autonomous manner, wherein the control unit (26) is further designed to carry out the following method steps: - initially selecting one of the first and the second parking assistance function on the basis of at least one configuration specification; and - selecting and thereby switching to the corresponding other of the first and the second parking assistance function on the basis of the detected gripping state, the configuration specification defining at least one state condition that must be met for initially selecting one of the first and / or the second parking assistance function.