Vehicle remaining distance control method

Abstract

The present invention relates to a method for controlling the remaining distance of a vehicle (1) in order to stop the vehicle (1) at a predetermined stopping position, the remaining distance control being selectively performed in a comfort mode or in a high-precision mode. According to the present invention, the method is applied in an operation in which the vehicle (1) is guided to a predetermined stopping position in a number of predetermined operating steps, each of which ends at a target position (POS1, POS2, ZPOS) at which the vehicle (1) is stopped, and a current situation is determined taking into account at least one operating step already performed. Depending on the determined current situation, it is selected in which mode the vehicle (1) should be operated, either in the comfort mode or in the high-precision mode, the selection being based on a comparison of the current situation with a list of predefined situations, in which it is set out for each predefined situation whether the remaining distance control should be performed in the comfort mode or in the high-precision mode.

Description

[Technical Field]

[0001] The present invention relates to a method for controlling a remaining distance of a vehicle to stop the vehicle at a predetermined stop position. [Background technology]

[0002] German Patent Application No. DE 10 2021 005 088 A1 discloses a method for adjusting or controlling the longitudinal movement of a vehicle according to a target trajectory that is planned depending on the detected surroundings. In order to accurately stop the vehicle at a stopping position specified by the target trajectory, the system switches from acceleration control to distance adjustment or distance control before the vehicle is started to stop. In order to accurately stop the vehicle at a stopping position specified by the target trajectory, the system switches from acceleration control to distance adjustment or distance control before the vehicle is started to stop once the speed drops below a certain speed threshold.

[0003] From DE 10 2016 006 213 A1, a method is known for carrying out an automated driving maneuver in which a vehicle is brought to a controlled stop at a predetermined stopping point, the controlled stopping being carried out either in a speed mode designed for comfort or in a more precise acceleration mode, the mode selection being carried out depending on the remaining distance to the stopping point.

[0004] German Patent Application No. DE 10 2014 215 259 A1 discloses a method and a device for automatically selecting a driving mode in a vehicle traveling along a route, whereby route-related information ahead of the vehicle is detected predictively and a driving mode is selected based on the predictively detected information.

[0005] From DE 10 2018 207 964 A1, a method and a device are known for controlling a vehicle to a target position, in which the orientation of the vehicle at the target position is determined and a trajectory to the target position is determined taking into account the orientation of the vehicle at the target position and the direction from the actual position to the target position.

[0006] German Patent Application Publication No. DE 10 2020 201921 A1 discloses a method and a device for controlling the longitudinal speed of a vehicle during an automatically executed driving maneuver, in which a target point is specified and the target speed of the vehicle is determined based on the remaining distance from the current vehicle position to the target point. Summary of the Invention [Problem to be solved by the invention]

[0007] SUMMARY OF THE INVENTION An object of the present invention is to provide a novel method for controlling the remaining distance of a vehicle in order to stop the vehicle at a predetermined stopping position.

[0008] This object is achieved according to the invention by a method having the features of claim 1.

[0009] Advantageous embodiments of the invention are the subject matter of the dependent claims.

[0010] Vehicle remaining distance control to stop the vehicle at a predetermined stopping position of In the method, the remaining distance control is selectively performed in one of two modes, one of which is a comfort mode, i.e., a mode designed for comfort, and the other is a high-precision mode, i.e., a mode designed for high precision. In other words, the mode in which the remaining distance control is performed is determined selectively, i.e., based on a selection, so that the mode can be selectively (arbitrarily) switched between the comfort mode and the high-precision mode. In this method, the vehicle In automated parking It is used in multi-step maneuvers where a vehicle is guided to a predetermined stopping position in several maneuvering steps. Each maneuvering step ends with a target position where the vehicle is stopped. The current situation is , small At least one operation step The vehicle's status after this is determined as the current status., and is determined taking into account the accuracy of the operation execution of at least one operation step that has already been executed. Depending on the current situation, a selection is made as to which of two modes the remaining distance control should be executed, i.e., whether the remaining distance control should be executed in the comfort mode or in the high accuracy mode. This selection is made based on the current situation and the predefined traffic It is based on a comparison with a list of predefined situations. traffic For each situation, the mode in which the remaining distance control should be performed is set in advance. traffic In which situations should the remaining distance control be performed in comfort mode? traffic In which of the situations, the remaining distance control should be executed in the high accuracy mode is set in advance.

[0011] The current situation and the predefined traffic The comparison with the list of situations is preferably performed depending on the current situation, and includes comparing the list of situations with a predefined list of situations corresponding to the current situation. traffic This is done by identifying a situation from the list and selecting a preset mode for this situation for the execution of the remaining distance control. traffic It is determined which of the conditions best suits the current situation, and the mode set for this condition is selected as the mode for performing the remaining distance control.

[0012] In principle, actual remaining distance control has variations throughout the entire chain of effects, and this variation can result in unpleasant or incomprehensible operation for the vehicle user. In particular, the target braking follows a standard distribution. The method advantageously enables situation-adapted remaining distance control by switching between a comfort mode and a high-precision mode, minimizing the number of unnecessary sudden or unpleasant braking operations of the vehicle during multi-stage operation. In this case, for example, in an automated vehicle parking process, the assistance function of the remaining distance control, which is guided in the forward and backward directions, can be made closer to human driving behavior, resulting in a significant improvement in comfort. This significantly improves the user experience when operating the vehicle with the assistance function.

[0013] In a possible embodiment of the method, the current situation, in particular the accuracy of the execution of the operation on which the current situation is determined, is determined by: Already implemented The stopping accuracy with which the vehicle reaches each target position by at least one operation step is taken into consideration.

[0014] In a further possible embodiment of the method, the current situation, in particular the accuracy of the execution of the operation on which the current situation is determined, is terminated at an early stopping point before reaching the respective target position. , already executed It is identified taking into account at least one operational step.

[0015] In a further possible embodiment of the method, the current situation, in particular the operation execution accuracy on which the current situation is determined, is determined taking into account at least one operation step, during or after the execution of which the remaining distance to the respective target position does not reach a specified value.

[0016] In a further possible embodiment of the method, the variability of the stopping accuracy of all executed maneuvering steps is determined, saved, and taken into account when determining the current situation. This variability therefore influences the mode selection and is taken into account in the continuation of each subsequent maneuvering step. This makes it possible, for example, to incorporate the variability of the remaining distance control into the trajectory control or remaining distance setting on the interface between the trajectory control device and a higher-level or lower-level control device. This allows for further improvement in the imitation of human operating behavior.

[0017] In a further possible embodiment of the method, the current situation is determined taking into account the gradient of the vehicle's driving surface and / or the space between the vehicle and at least one obstacle. This allows for a particularly advantageous, simple and reliable assessment and determination of the situation. The remaining distance control and switching that takes the space into account can frequently achieve high comfort for the vehicle user depending on the situation. Taking into account the gradient of the driving surface allows for a faster start of the vehicle during maneuvering.

[0018] In a further embodiment of the method, in the comfort mode, compared to the high accuracy mode: - the remaining distance does not reach the specified value during or after execution, the number of permitted operation steps for the vehicle is set to a higher number, and / or - a larger number of permitted maneuver steps for vehicles ending at an early stopping point, and / or - Multiple Operation steps At least one of The earliest possible start of the process is permitted, and / or - Braking process to target position indicates the smoothness of the deceleration change in The target uniformity is set higher, and / or - The vehicle is allowed to roll back during the starting process on a slope and / or when climbing a curb, and / or -A greater tolerance is allowed for exceeding the vehicle's maximum speed limit, and / or - Multiple Operation steps At least oneA reduction in reproducibility is permitted (tolerated), and / or - Multiple Operation steps At least one Acceleration of the starting process is permitted (allowed) while respecting the total duration, and acceleration to reach the maximum speed is permitted (allowed) and the target position is reached. against Braking process the goal The uniformity is set higher.

[0019] The comfort mode thus created and implemented makes it possible to optimize the comfort of the vehicle user.

[0020] In a further embodiment of the method, in the high accuracy mode, compared to the comfort mode, - the remaining distance does not reach the specified value during or after execution, the number of permitted (allowed) operating steps of the vehicle is set to a lower value, and / or -Continuation of a vehicle maneuver step that ends at an earlier stopping point is permitted (tolerated), and / or - Multiple Operation steps At least one of A later start process is permitted in - Braking process to target position The target uniformity indicates the smoothness of the change in deceleration in Lower To do is permitted (tolerated), and / or - The vehicle is allowed to roll back during the starting process on a slope and / or when climbing a curb. Not yet and / or - A smaller tolerance is allowed (permitted) for exceeding the vehicle's maximum speed limit, and / or - Multiple Operation steps At least one Reproducibility improvements are established and / or - Multiple Operation steps At least one It is permitted (tolerated) to give lower priority to compliance with respect to total duration.

[0021] The high precision mode thus configured allows the assisting maneuvers to be carried out particularly precisely and reliably.

[0022] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. [Brief explanation of the drawings]

[0023] [Figure 1] FIG. 1 is a schematic diagram of a traffic situation seen from above. [Figure 2] FIG. 1 is a schematic diagram of a traffic situation seen from above. [Figure 3] FIG. 10 is a schematic diagram showing the probability of a remaining distance occurring after target braking of a vehicle is performed. [Figure 4] FIG. 2 is a schematic diagram of the dependencies of various parameters of the remaining distance control. [Figure 5] FIG. 6 is a schematic diagram of the dependency shown in FIG. 5, in which the parameters of the remaining distance control are weighted. [Figure 6] FIG. 6 is a schematic diagram of the dependency shown in FIG. 5 with additional weighting of the parameters of the remaining distance control. [Figure 7] 1 is a schematic block diagram of a system for vehicle remaining distance control; [Figure 8] 5 is a schematic diagram showing changes in remaining distance and vehicle speed over time. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0024] In all the drawings, the same reference numerals are used to designate corresponding parts.

[0025] 1 is a top view of a traffic situation in which there is a vehicle 1 and multiple objects O1 to O5. In this case, the object O1 is a wall, and the objects O2 to O5 are vehicles.

[0026] In the traffic situation shown, the space R between the vehicle 1 and the objects O1-O5 is relatively large, and the objects O1-O5 become obstacles to the vehicle 1 during the parking maneuver of the vehicle 1.

[0027] The vehicle 1 performs an automatic parking maneuver in two operating steps. The target position POS1 of the first operating step is on the road, and to reach the target position POS1, the vehicle 1 starts from the initial position (start position) shown and moves backward while steering to the left. The target position ZPOS of the entire parking maneuver, i.e. the target position ZPOS after the end of the second operating step, is in the parking area adjacent to the object O5 and in front of the object O1, which is configured as a wall. Starting from the target position POS1 of the first operating step, the vehicle 1 reaches this target position ZPOS by moving forward and steering to the right.

[0028] 2 is a top view of a traffic situation in which a vehicle 1 and a plurality of objects O1 to O10 are present. In this example, the objects O1 to O10 are vehicles.

[0029] In the traffic situation shown, the space R between the vehicle 1 and the objects O1-O10 is relatively narrow (small), and the objects O1-O10 become obstacles for the vehicle 1 during a parking maneuver.

[0030] Due to the relatively narrow space R, the vehicle 1 performs the automatic parking operation in three operating steps. The target position POS1 of the first operating step is on the road, and to reach the target position POS1, the vehicle 1 starts from the initial position shown in the figure and moves backward while steering to the left. The target position POS2 of the second operating step is also on the road, and to reach this target position POS2, the vehicle 1 starts from the target position POS1 of the initial position of the first operating step and moves forward while steering to the right. The target position ZPOS of the entire parking operation, i.e., the target position ZPOS after the end of the third operating step, is located in the parking area adjacent to the object O10. Starting from the target position POS2 of the second operating step, the vehicle 1 reaches this target position ZPOS by moving backward and steering to the left.

[0031] In the case of such a short-distance assistance system such as parking assistance, target braking and speed control during forward and backward operation are subject to variations (fluctuations, fluctuations). Such physically unavoidable variations depend on the current situation in which the vehicle 1 is operating, and are taken into consideration in the remaining distance control in terms of whether the remaining distance control is performed in a comfortable mode or a high-precision mode depending on the situation. The main features of the trajectory management performed at this time are: -Various control capabilities (control performance) for high-precision or comfortable forward / rearward control; taking into account the space R between the vehicle 1 and the obstacles around it, such as objects O1 to O10, - taking into account the gradient of the surface on which the vehicle 1 is running, - taking into account operational steps of the vehicle 1 that end at an early stopping point, and / or Considering an operation step of the vehicle 1 that ends when the remaining distance s (shown in FIG. 8) does not reach a predetermined value during or after the operation step, i.e., when the remaining distance is exceeded. is.

[0032] Generally, when the remaining distance control only has information about its (estimated) self-motion and no further feedback from the vehicle's surroundings is available, the remaining distance control must be supplied with information about the necessary guidance of vehicle 1 that the remaining distance control must perform for the current operating step.

[0033] There are several possible operating scenarios; Figures 1 and 2 show only two possible examples of an operating scenario for parking the vehicle 1 into a parking space. There are also several further user functions, whereby such operating scenarios are executed as part of the automated operation of the vehicle 1, as well as special functions, such as, for example, a remote-controlled parking function (remote parking), so-called memory parking, so-called automated valet parking or so-called pilot parking. Even if there are very similar settings for the individual operating scenarios, the sequence of the respective assistance functions must be derived anew for each execution, since many different influencing factors may arise, such as, for example, perceptual deviations, dynamic objects O1-O10, different road conditions, the presence of curbs and stops, user interactions, etc.

[0034] FIG. 3 is a schematic diagram showing the probability p of the remaining distance s occurring after the target braking of the vehicle 1 is performed.

[0035] In most cases (shown in region B1) where the remaining distance control stops the vehicle 1 too early, i.e., the remaining distance s has a positive value and exceeds the specified value, causing the vehicle 1 to stop early, this is acceptable if the remaining distance s is small and does not affect the destination and duration of the entire operation. In contrast, in a narrow scene where there is little space R between the vehicle 1 and the obstacle, it is almost essential to make maximum use of the available space R when performing each operation step in order to achieve the planned number of operation steps.

[0036] However, at the same time, it is also necessary to minimize the occurrence of strong braking (sudden braking, hard braking) and exceeding the specified value of the remaining distance s (shown in area B2). This can be done by adjusting the accuracy of the remaining distance control, or by indicating that there is no need to expand / extend / increase the target braking when the remaining distance s is exceeded. These various procedures or capabilities are communicated to the remaining distance control. In principle, a remaining distance control unit that calculates the target acceleration or target torque, for example the target braking, from the remaining distance to be traveled needs to increase the braking torque requirement if the remaining distance setting is negative. This is because it is likely that one of the following events is occurring within the control, i.e., in one or more feedback variables: - Errors in the disturbance measurements (if any) such as gradient, friction coefficient, load, etc. - Error / variance of actual acceleration, -Hydraulic / mechanical system errors (failures), -Controller application (controller application, control application)

[0037] The controller application is designed to be more tolerant here, so that such scaling can be prevented in comfort mode.

[0038] FIG. 4 shows a diagram of the dependencies of various parameters P1 to P5 of the remaining distance control.

[0039] In this case, the first parameter P1 is related, for example, to starting and stopping comfort, the second parameter P2 is related, for example, to robustness against external disturbances, the third parameter is related to stability and repeatability, the fourth parameter P4 is related to the total duration of the operating step, and the fifth parameter P5 is related to stopping accuracy.

[0040] Since these parameters P1 to P5 are designed to be at least partially in conflict with each other, a compromise must be selected between the parameters P1 to P5 by the remaining distance control during the operation. Appropriate rules for setting such a compromise are already included (stored) in the design of the remaining distance control.

[0041] To perform the remaining distance control, the remaining distance setting trajectory planner (trajectory controller) is designed (configured) to request various performance characteristics from the higher-level and / or lower-level controller (controller), which results in changes in the compromises.

[0042] Figures 5 and 6 show dependency diagrams with different weightings of parameters P1-P5 for high accuracy mode (Figure 5) and comfort mode (Figure 6), illustrating examples of how tradeoffs can be made between parameters P1-P5 for two different performance characteristics. The weighting of parameters P1-P5 depends on what the vehicle user perceives as comfortable and is therefore at least partially influenced by subjective evaluation. It is also possible to configure multiple functions beyond the two illustrated performance characteristics (high accuracy mode and comfort mode), such as exploit stroke (maximizing remaining distance settings). These parameters can also be assigned stopping accuracy, with the aim of avoiding readjustments (premature target braking followed by repeated starts in the same direction), which can be very unpleasant from a customer perspective. The remaining distance control can also be adjusted to avoid this readjustment as frequently as possible, which effectively results in a leftward shift and / or compression of the standard distribution of target braking. In comfort mode, this parameter can be maximized or the trajectory control can accept an early stop. High accuracy mode can assume that this parameter will be achieved in all cases, but stricter controls may frequently bring the vehicle to an early stop.

[0043] In the high accuracy mode, for example, parameter P3 relating to stability and repeatability of operation and parameter P5 relating to stopping accuracy are weighted more heavily than the other parameters P1, P2, P4.

[0044] In the comfort mode, for example, parameter P1 related to starting and stopping comfort, parameter P2 related to robustness against disturbances, and parameter P4 related to compliance with the total duration of the operating steps are weighted more heavily than the other parameters P3 and P5.

[0045] In particular, in the high precision mode compared to the comfort mode, within the framework of the setting of the parameter P1 related to the starting and stopping comfort, the point in time of the starting process in the operating step can be delayed and the target uniformity of the braking process to the target positions POS1, POS2, ZPOS can be reduced.

[0046] In particular, the high accuracy mode, compared to the comfort mode, is implemented in such a way that, further within the framework of the setting of parameter P2 relating to robustness against disturbances, the influence of the surface properties of the vehicle 1's driving surface on the accuracy is minimized and that the vehicle 1 is not allowed to move backward during the starting process on a slope and / or when climbing over a curb. In particular, the permission (release of control) of the vehicle 1 to move towards (against) the set driving position is selected depending on the space R and depending on whether the remaining distance s has been exceeded in a previous operating step, for example during heavy braking.

[0047] In particular, in the high precision mode compared to the comfort mode, it is further assumed that in setting the parameter P3 related to the stability and repeatability of operation, stability and repeatability are essential conditions for high precision, and the tolerance for exceeding the maximum speed of the vehicle 1 is minimal.

[0048] In particular, in the high precision mode compared to the comfort mode, furthermore, within the framework of the setting of parameter P4 related to the total duration of the operating step, the operation continues to be performed in such a way that compliance with the total duration of the operating step has a lower priority.

[0049] In particular, in the high precision mode compared to the comfort mode, within the framework of the setting of the parameter P5 related to stopping accuracy, the number of permitted operating steps of the vehicle 1 during or after which the remaining distance s does not reach a specified value is reduced, a smaller standard deviation is tolerated, and operating steps of the vehicle 1 that end at an early stopping point are avoided and continued (continued) if necessary.

[0050] The high-precision mode is activated, for example, when there is little space R in the driving direction to each of the target positions POS1, POS2, and ZPOS. It also minimizes the number of maneuver steps by avoiding the unused remaining distance s and thus avoiding additional maneuver steps. If early target braking occurs, the maneuver steps are permitted to continue after the vehicle 1 has stopped. Furthermore, the high-precision mode is also activated in particularly narrow situations, for example, when the current target positions POS1, POS2, and ZPOS provide sufficient space R, but the entire maneuver is performed in a narrow environment, such as a one-way street, and all maneuver steps must be performed with high precision. Furthermore, the high-precision mode is especially activated when there is a nearby obstacle, preventing the vehicle from overshooting the target positions POS1, POS2, and ZPOS when traveling toward the obstacle. Furthermore, the high-precision mode is especially activated when there is a nearby dynamic obstacle. In this case, the collision avoidance algorithm can request a strict limit on the vehicle 1's maximum speed, thereby ensuring collision avoidance in the current scene.

[0051] In contrast to this, in the comfort mode, compared to the high precision mode, within the framework of the setting of the parameter P1 related to starting and stopping comfort, the point in time of the starting process in the operating step can be made particularly earlier, and the target uniformity of the braking process to the target positions POS1, POS2, ZPOS can be made higher.

[0052] In particular, the comfort mode, compared to the high precision mode, is implemented in such a way that, within the framework of the setting of the parameter P2 related to the robustness against disturbances, the vehicle 1 is allowed to move backward during the starting process on a slope and / or when climbing over a curb. In particular, the permission (release of control) of the vehicle 1 to move against (towards) the set driving position is selected depending on the space R and depending on whether the remaining distance s has been exceeded during a previous operating step, for example during heavy braking.

[0053] In particular, compared to the high precision mode, the comfort mode is further designed to allow a greater tolerance for exceeding the maximum speed of the vehicle 1 and / or to allow a reduced reproducibility of the operating steps, within the framework of the setting of the parameter P3 related to the stability and reproducibility of the operation.

[0054] In particular, in the comfort mode, compared to the high precision mode, within the framework of the setting of the parameter P4 related to the total duration of the operating step, acceleration of the starting process is permitted, acceleration to reach the maximum speed of the vehicle 1 is permitted, and the uniformity of the braking process to the target positions POS1, POS2, ZPOS is set to a higher degree, while respecting the total duration of the operating step.

[0055] In particular, in the comfort mode compared to the high precision mode, within the framework of the setting of the parameter P5 related to stopping accuracy, a larger number of permitted maneuver steps of the vehicle during or after which the remaining distance s does not reach a specified value, a larger number of maneuver steps of the vehicle that are allowed to end at an early stopping point, and a larger standard deviation are permitted. It is also possible to interrupt a maneuver step and plan a new one. Maneuver steps at an early stopping point are permitted, for example, when switching from the high precision mode to the comfort mode because a larger space R is available.

[0056] The comfort mode is activated, for example, when a wide space R exists in the travel direction to each of the target positions POS1, POS2, and ZPOS.

[0057] FIG. 7 shows a block diagram of a possible embodiment of a system 2 for remaining distance control of a vehicle 1 .

[0058] System 2 includes a real-world model 2.1, a trajectory management module 2.2, a remaining distance control module 2.3, and a self-motion module 2.4.

[0059] The trajectory management module 2.2, which is formed on-board within the vehicle 1 or within an infrastructure external to the vehicle, receives from the real-world model 2.1 the target positions POS1, POS2, ZPOS for each of the operation steps, and also receives, in particular, stop information SL and information SL about the gradient of the running surface of the vehicle 1 from an egomotion module 2.4, which calculates the egomotion data of the vehicle 1, for example by means of an inertial measurement sensor system, a radar-based sensor system and / or an approach speed detection system.

[0060] According to the target positions POS1, POS2, ZPOS and other ambient and vehicle parameters for each operation step, the trajectory management module 2.2 calculates the current situation and the corresponding control parameters SP in step V2, such as the remaining distance of the vehicle 1 to the obstacle and the maximum speed of the vehicle 1 in the operation step, and transmits them to the remaining distance control module 2.3.

[0061] In step V3, the remaining distance control module 2.3 starts the remaining distance control, which includes the current situation or scene and the execution request for each operation step. The execution request includes the mode in which the remaining distance control is to be performed, i.e., the comfort mode or the high precision mode.

[0062] Furthermore, the remaining distance control module 2.3 calculates, in particular continuously, an estimated stopping distance in step V4 and transmits this to the trajectory management module 2.2.

[0063] In accordance with this estimated stopping distance, the trajectory management module 2.2 calculates in step V5 the space R from the vehicle 1 to the obstacle at each of the target positions POS1, POS2, and ZPOS in the operation step.

[0064] If necessary, the trajectory management module 2.2 requests a change of execution requirement in a further step V6, ie from comfort mode to high precision mode or from high precision mode to comfort mode.

[0065] After the target braking has been performed, the trajectory management module 2.2 receives the results of the target braking in a further step V7 and decides whether the results are acceptable. After each target braking, the trajectory management module 2.2 saves the remaining distance s and decides whether the trajectory needs to be re-planned depending on this remaining distance s, the stopping distance estimated in step V4 and the results of the target braking.

[0066] Then, each next operation step until the corresponding target position POS1, POS2, ZPOS is reached is continued in high precision mode until the target position ZPOS of the entire operation is reached, taking into account the last value of the remaining distance s when the comfort mode was selected.

[0067] FIG. 8 shows the course of the remaining distance s and the vehicle speed v as a function of time t for a maneuver having two maneuvering steps, such as the parking maneuver according to FIG.

[0068] Besides slowing down the vehicle 1, the remaining distance control also accelerates the vehicle 1, performing the complete maneuvering steps from starting to stopping again.

[0069] Here, the time positions of steps V3 to V6 are shown. [Prior art documents] [Patent documents]

[0070] [Patent Document 1] German Patent Application Publication No. 102021005088 [Patent Document 2] German Patent Application Publication No. 102016006213 [Patent Document 3] German Patent Application Publication No. 102014215259 [Patent Document 4] German Patent Application Publication No. 102018207964 [Patent Document 5] German Patent Application Publication No. 102020201921

Claims

1. A method for controlling a remaining distance of a vehicle (1) to stop the vehicle (1) at a predetermined stopping position, comprising: The remaining distance control is selectively performed in one of two modes, one of which is a comfort mode and the other of which is a high-precision mode; - the vehicle (1) is guided to the predetermined stopping position through a plurality of operation steps in the automatic parking performed by the vehicle (1), and each of the operation steps ends at a target position (POS1, POS2, ZPOS) where the vehicle (1) is stopped; - the situation of the vehicle (1) after at least one of the operating steps has been carried out is determined as the current situation, - in which of the two modes the remaining distance control should be performed is selected depending on the current situation, said selection being based on a comparison of the current situation with a list of predefined traffic situations, in which a mode in which the remaining distance control should be performed is predefined for each of the predefined traffic situations; The comparison between the current situation and the list of predefined traffic situations is performed by identifying a predefined traffic situation corresponding to the current situation from the list of predefined traffic situations according to the current situation, and selecting a mode preset for the identified predefined traffic situation for execution of the remaining distance control. A method characterized by:

2. the current situation is determined taking into account the stopping accuracy with which the vehicle (1) has reached each of the target positions (POS1, POS2, ZPOS) by the at least one operating step already performed; The method of claim 1.

3. 3. The method according to claim 1 or 2, characterized in that the current situation is determined taking into account the at least one already performed operating step that ended at an early stopping point before reaching the respective target position (POS1, POS2, ZPOS).

4. the current situation is determined in consideration of the at least one operation step, and during or after the at least one operation step, a remaining distance (s) to each of the target positions (POS1, POS2, ZPOS) does not reach a specified value.

3. The method according to claim 1 or 2.

5. The variation in stopping accuracy for all the executed operation steps is determined and saved and is taken into account when determining the current situation.

3. The method according to claim 1 or 2.

6. The current situation is as follows: the gradient of the surface on which the vehicle (1) is running and / or the space (R) between said vehicle (1) and at least one obstacle; is determined taking into consideration 3. The method according to claim 1 or 2.

7. In the comfortable mode, compared to the high accuracy mode, - the remaining distance (s) does not reach a predetermined value during or after the execution, the number of permitted possible operating steps of the vehicle (1) is set to a higher number, and / or - a larger number of permitted maneuver steps for the vehicle (1) ending at an early stopping point is set, and / or - in at least one of the operating steps, the earliest possible start of the process is permitted; and / or a higher target uniformity is set, which indicates the smoothness of the change in deceleration during the braking process relative to the target positions (POS1, POS2, ZPOS), and / or - the vehicle (1) is allowed to move backward during the starting process on a slope and / or when climbing a curb, and / or - a greater tolerance is allowed for exceeding the maximum speed of the vehicle (1), and / or - a reduction in the reproducibility of at least one of said operational steps is permitted, and / or - the acceleration of the starting process is permitted, the acceleration to reach a maximum speed is permitted, and the target uniformity of the braking process relative to the target position (POS1, POS2, ZPOS) is set higher, while respecting the total duration of at least one of the operating steps; characterized in that 3. The method according to claim 1 or 2.

8. In the high accuracy mode, compared to the comfort mode, - the remaining distance (s) does not reach a predetermined value during or after the execution, the number of permitted possible operating steps of the vehicle (1) is set to a lower value, and / or - the vehicle (1) is allowed to continue the operation step that ends at an earlier stopping point, and / or - in at least one of the operating steps, a later starting process is permitted, and / or a lower target uniformity is allowed, which indicates the smoothness of the change in deceleration in the braking process relative to the target positions (POS1, POS2, ZPOS), and / or - the vehicle (1) is not allowed to move backward during the starting process on a slope and / or when climbing a curb, and / or - a smaller tolerance is allowed for exceeding the maximum speed of the vehicle (1), and / or - an increase in the reproducibility of at least one of said plurality of operation steps is set, and / or - allowing a lower priority of compliance with the total duration of at least one of said plurality of operational steps; characterized in that 3. The method according to claim 1 or 2.

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