Method and device for remotely controlling an automated driving maneuver

Abstract

A user device is described for remotely controlling an automated driving maneuver of a motor vehicle. The user device is designed such that, during the automated driving maneuver, on the basis of a user input on the user device, it determines that the automated driving maneuver is to be interrupted and an automatic deceleration process of the motor vehicle to a standstill is to be initiated, and it determines whether the user input for interrupting the automated driving maneuver is a first user input or a second user input, wherein the first user input is simpler and / or shorter in time than the second user input. The user device is also designed to send a control signal to the motor vehicle in order to prompt the motor vehicle to carry out the automatic deceleration process with a first predefined deceleration profile if the user input is the first user input, and with a second predefined deceleration profile if the user input is the second user input; wherein the automatic deceleration process with the first deceleration profile has a shorter braking distance than the automatic deceleration process with the second deceleration profile.

Description

[0001] Method and device for remote control of an automated driving maneuver

[0002] The invention relates to a method and a corresponding device, each aimed at the remote control of a driving maneuver of a (motor) vehicle.

[0003] A vehicle can be equipped to perform a driving maneuver, particularly a parking maneuver, automatically, especially with automated longitudinal and lateral control. The vehicle's user may be positioned outside the vehicle during the automated execution of the maneuver. Furthermore, the vehicle's user may be able to start or stop the maneuver by inputting a command on a mobile device, such as a smartphone. It may be necessary for the vehicle's user to continuously operate a specific control element on the device during the maneuver to ensure monitoring its execution.

[0004] This document addresses the technical task of achieving a particularly safe and convenient remote-controlled interruption of the execution of an automated driving maneuver.

[0005] The problem is solved by each of the independent claims. Advantageous embodiments are described, inter alia, in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim, without the features of the independent claim itself or only in combination with a subset of the features of the independent claim, can constitute a separate invention independent of the combination of all features of the independent claim, which can be made the subject of an independent claim, a divisional application, or a subsequent application. This applies equally to technical teachings described in the description, which can constitute an invention independent of the features of the independent claims.

[0006] According to one aspect, a user device for remotely controlling an automated driving maneuver of a motor vehicle is described. The user device can be a smartphone or, more generally, a smart device. The user device can have a touchscreen. A user interface with one or more (virtual) controls can be provided via the screen. Alternatively or additionally, the user device can have one or more mechanical controls. Alternatively or additionally, the user device can include one or more sensors, in particular motion sensors. User input can be detected at the screen and / or via the one or more sensors.

[0007] The user device is configured to determine, based on user input on the user device, that the automated driving maneuver should be interrupted during the automated driving maneuver and an automatic

[0008] The deceleration process is intended to bring the motor vehicle to a standstill.

[0009] During automated driving maneuvers, it may be necessary for a user of the device to (continuously) touch and / or operate a control element, in particular a mechanical control element and / or a control element displayed on the screen of the user device. The user input to interrupt the automated driving maneuver may include releasing the control element. Alternatively or additionally, during automated driving maneuvers, it may be necessary for the user device to be positioned in an inclined position, deviating from a base position (e.g., a horizontal position). This can be detected based on sensor data from a sensor, in particular a motion sensor, of the user device. The user input may include returning the user device from the inclined position to its base position.

[0010] It should be noted that the base position and / or the inclined position typically each exhibit a large number of different individual layers.

[0011] For example, the base layer can consist of a multitude of individual layers, each with an inclination angle less than a certain inclination threshold. The inclined layer can consist of a multitude of individual layers, each with an inclination angle greater than a certain inclination threshold.

[0012] The user device can also be configured to determine, based on user input, whether a first predefined deceleration profile or a second predefined deceleration profile should be used for the automatic deceleration process. In particular, the user device can be configured to determine whether the user input to interrupt the automated driving maneuver is a first user input (for the first deceleration profile) or a second user input (for the second deceleration profile). The first user input is typically shorter in duration and / or simpler than the second user input.

[0013] A user input can involve one or more user actions. Examples of user actions include:

[0014] • the actuation and / or release of a control element;

[0015] • moving and / or shifting a control element;

[0016] • moving, in particular tilting, the user device; and / or

[0017] • Performing a gesture with the user device.

[0018] The one or more user actions required for the first user input are preferably designed to be easier and / or faster to perform than the one or more user actions required for the second user input. In particular, the first user input may involve fewer user actions than the second. Alternatively or additionally, the time required to perform the one or more user actions for the first user input may be shorter than the time required to perform the one or more user actions for the second user input. Alternatively or additionally, the complexity of the one or more user actions for the first user input may be lower than the complexity of the one or more user actions for the second user input.

[0019] The first and second deceleration profiles are typically different, particularly with regard to the vehicle's deceleration. The first deceleration profile may exhibit a vehicle deceleration that is greater in magnitude (especially on average over time) than the vehicle deceleration of the second deceleration profile. For example, the deceleration of the first deceleration profile may be greater in magnitude by 10% or more, or by 20% or more, than the deceleration of the second deceleration profile. Alternatively or additionally, the deceleration profiles may be configured such that the automatic deceleration process with the first deceleration profile results in a shorter braking distance than the automatic deceleration process with the second deceleration profile. The braking distance of the automatic deceleration process with the second deceleration profile may, for example, be...be 10% or more, or 20% or more longer than the braking distance of the automatic deceleration process with the first deceleration profile.

[0020] The automatic deceleration process with the first deceleration profile can correspond to an emergency braking maneuver of the vehicle. On the other hand, the automatic deceleration process with the second deceleration profile can correspond to a comfort braking maneuver of the vehicle, which, compared to emergency braking, exhibits a reduced jolt and / or is slower.

[0021] The user device is configured to initiate the automatic deceleration of the vehicle using either the determined first or second deceleration profile. Specifically, it can be configured to initiate the automatic deceleration of the vehicle using the first deceleration profile if the user input is the first user input, or to initiate the automatic deceleration of the vehicle using the second deceleration profile if the user input is the second user input. For this purpose, a control signal can be sent from the user device to the vehicle.

[0022] The application device can be configured to send a first control signal to the vehicle via a (wireless) communication link to cause the vehicle to initiate and execute the automatic deceleration process using the first deceleration profile. This first control signal can include a predefined first code to identify the first deceleration profile stored in the vehicle's memory unit. Furthermore, the application device can be configured to send a second control signal to the vehicle via the communication link to cause the vehicle to initiate and execute the automatic deceleration process using the second deceleration profile. This second control signal can include a predefined second code to identify the second deceleration profile stored in the vehicle's memory unit.

[0023] Thus, different predefined deceleration profiles are stored for executing an automated driving maneuver (e.g., a parking maneuver), which can be reliably selected based on different user inputs. A relatively short and / or simple user input is preferentially associated with a relatively abrupt and / or a relatively strong deceleration profile. Conversely, a relatively long and / or complex user input is preferentially associated with a relatively slow and / or a relatively weak deceleration profile. This allows for a particularly smooth and safe interruption of the automated driving maneuver.

[0024] The user device can be configured to determine timing information, specifically how quickly the user releases the control element (which may be displayed on the user device's screen). This timing information can be determined based on sensor data from one or more sensors on the user device. For example, the timing information can indicate how quickly the pressure applied by the user to the control element is reduced.

[0025] Based on the timing information, it can be determined whether the user input to interrupt the automated driving maneuver is the first or the second user input. Specifically, it can be determined that the user input is the first if the time it takes to release the control is less than a certain time threshold. Conversely, it can be determined that the user input is the second if the time it takes to release the control is greater than the time threshold.

[0026] Alternatively or additionally, the user device can be configured to determine whether the control element was moved to a defined position (e.g., a neutral position) or to a defined position range (e.g., a neutral area) on the screen before being released, and only released at that defined position or position range. It can be determined that the user input is the first user input if it is determined that the control element was not moved to the defined position or position range on the screen before being released. Conversely, it can be determined that the user input is the second user input if it is determined that the control element was moved to the defined position or position range on the screen before being released.

[0027] The on-screen control can be moved, in particular, by the user continuously touching the control displayed on the screen (with a finger) and moving the finger from one position on the screen to another. The displayed control then moves accordingly, along with the finger, from its starting position to the other position. This is known as a "drag" operation, allowing the user to move the control displayed on the screen.

[0028] As previously explained, the user device can include a motion sensor. The user device can be configured to capture user input based on sensor data from the motion sensor. In particular, the user device can be configured to determine, based on the motion sensor data, whether the user device was moved into its home position before the control element was released. It can be determined that the user input is the first input if it is determined that the control element was released while the user device was in the tilted position. Conversely, it can be determined that the user input is the second input if it is determined that the control element was released while the user device was in its home position.

[0029] In another example, the first user input could involve releasing the control (at a specific base position on the screen). Conversely, the second user input could involve moving the control (starting from the specified base position) in a specific direction and / or to a specific position or range on the screen (possibly without releasing the control).

[0030] By using one or more of the above indicators to distinguish between the first and second user input, a particularly reliable remote control of the interruption of the automated driving maneuver can be achieved.

[0031] According to another aspect, a control device (for a motor vehicle) for carrying out an automated driving maneuver of the motor vehicle is described. The automated driving maneuver can be designed to guide the motor vehicle along a defined driving trajectory with automated longitudinal and lateral guidance to a final position.

[0032] The control device is designed to ensure that the motor vehicle is automatically guided longitudinally and laterally to perform the automated driving maneuver. Furthermore, the control device is designed to receive a control signal via a (wireless) communication link, the control signal being sent by a user device for remote control of the automated driving maneuver.

[0033] Based on the control signal, it can be determined that the automated driving maneuver should be interrupted and an automatic deceleration process of the vehicle to a standstill should be initiated. Furthermore, the control signal can be used to determine whether the first or the second predefined deceleration profile should be used for the automatic deceleration process. The control signal can include a predefined code to identify the deceleration profile to be used. The control device can be configured to determine, based on the predefined code, whether the first or the second deceleration profile should be used for the automatic deceleration process. The automatic deceleration process with the first deceleration profile typically results in a shorter braking distance than the automatic deceleration process with the second deceleration profile.

[0034] The control device is further configured to ensure that the vehicle's automatic deceleration process is carried out using the determined first or second deceleration profile. The first and second deceleration profiles may be stored in a memory unit of the vehicle. The control device may be configured to read the deceleration profile specified by the code from the vehicle's memory unit in order to ensure that the vehicle's automatic deceleration process is carried out using the determined first or second deceleration profile.

[0035] By using different predefined deceleration profiles, a particularly convenient and safe remote interruption of an automated driving maneuver can be achieved. The control device can be configured to ensure that the vehicle's automatic deceleration process is carried out along a straight trajectory using the first deceleration profile. Alternatively, the control device can be configured to ensure that the vehicle's automatic deceleration process is carried out along the defined trajectory using the second deceleration profile. This further enhances the convenience and safety of interrupting an automated driving maneuver.

[0036] According to another aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described that includes the control device described in this document.

[0037] According to another aspect, a method for remotely controlling an automated driving maneuver of a motor vehicle is described. The method includes determining, during the automated driving maneuver and based on user input, that the automated driving maneuver should be interrupted and an automatic deceleration process of the motor vehicle to a standstill should be initiated. Furthermore, the method includes determining, based on the user input, whether a first predefined deceleration profile or a second predefined deceleration profile should be used for the automatic deceleration process. The method can, in particular, include determining whether the user input to interrupt the automated driving maneuver is a first or a second user input. It can then be determined that the first deceleration profile should be used if the user input is the first user input.On the other hand, it can be determined that the second deceleration profile is to be used if the user input is the second user input. Furthermore, the procedure can include causing the vehicle's automatic deceleration process to be carried out using the determined first or second deceleration profile. In particular, a control signal can be sent to the vehicle to cause it to carry out the automatic deceleration process using the first predefined deceleration profile if the user input is the first user input, and using the second predefined deceleration profile if the user input is the second user input.

[0038] According to another aspect, a method for performing an automated driving maneuver of a motor vehicle is described. The method includes causing the motor vehicle to be guided automatically longitudinally and laterally to perform the automated driving maneuver. Furthermore, the method includes receiving a control signal via a communication link. The method also includes determining, based on the control signal, whether to interrupt the automated driving maneuver and initiate an automatic deceleration process to bring the motor vehicle to a standstill, as well as determining, based on the control signal, whether to use a first predefined deceleration profile or a second predefined deceleration profile for the automatic deceleration process.Furthermore, the procedure includes causing the automatic deceleration process of the motor vehicle to be carried out with the determined first or second deceleration profile.

[0039] It should be noted that the aspects described in connection with the user device or the apparatus, in particular the claims described in connection with the user device or the apparatus, are also to be applied to the method as corresponding process features.

[0040] According to another aspect, a software (SW) program is described.

[0041] The software program can be configured to run on a processor and thereby perform one of the procedures described in this document.

[0042] According to another aspect, a storage medium is described. The storage medium can contain a software program that is configured to run on a processor and thereby execute one of the procedures described in this document.

[0043] It should be noted that the methods, devices, and systems described in this document can be used both alone and in combination with other methods, devices, and systems described in this document. Furthermore, any aspect of the methods, devices, and systems described in this document can be combined with one another in a variety of ways. In particular, the features of the claims can be combined with one another in a variety of ways. Features listed in parentheses are to be understood as optional features.

[0044] In this document, the term "automated driving" refers to driving with automated longitudinal and / or lateral control. Automated driving can, for example, involve extended periods of driving on the highway or time-limited driving during parking maneuvers. The term "automated driving" encompasses automated driving at any level of automation. Examples of automation levels include assisted, semi-automated, highly automated, fully automated, and autonomous driving (each with an increasing degree of automation). The five automation levels mentioned above correspond to SAE Levels 1 to 5 of the SAE J3016 standard (SAE - Society of Automotive Engineering). In assisted driving (SAE Level 1), the system performs longitudinal or lateral control in specific driving situations.In partially automated driving (SAE Level 2), the system takes over longitudinal and lateral control in certain driving situations, although the driver must continuously monitor the system, as with assisted driving. In highly automated driving (SAE Level 3), the system takes over longitudinal and lateral control in certain driving situations without the driver needing to continuously monitor the system; however, the driver must be able to take over vehicle control within a certain timeframe if requested by the system. In fully automated driving (SAE Level 4), the system takes over vehicle control in certain driving situations, even if the driver does not respond to a request to intervene, thus eliminating the driver as a fallback option. In autonomous driving (SAE Level 5), the system can perform all aspects of the dynamic driving task under any road and environmental conditions that a human driver can also handle.The aspects described in this document relate specifically to a system according to SAE Level 2 or SAE Level 3 or higher.

[0045] The invention will now be described in more detail using exemplary embodiments.

[0046] Figure 1a shows exemplary components of a vehicle;

[0047] Figure 1b shows an exemplary driving trajectory for an automated driving maneuver; Figure 1c shows an exemplary user interface for remote control of the execution of an automated driving maneuver;

[0048] Figure 2 shows exemplary speed profiles for decelerating a vehicle; Figures 3a and 3b show exemplary user interfaces for remote control of an automated driving maneuver.

[0049] Figure 3c shows the tilt angle of an inclined user device;

[0050] Figure 3d shows exemplary temporal profiles of the contact pressure on the screen of a user device;

[0051] Figure 4 shows a flowchart of an exemplary procedure for remote control of an automated driving maneuver; and

[0052] Figure 5 shows a flowchart of an exemplary procedure for performing an automated driving maneuver. As stated at the outset, this document deals with increasing the comfort and / or safety of performing a remotely controlled automated driving maneuver. In this context, Fig. 1a shows an exemplary vehicle 100 with one or more environmental sensors 102, each configured to acquire sensor data (also referred to as environmental data) relating to the vehicle 100's surroundings. Exemplary environmental sensors 102 include a camera, a radar sensor, a lidar sensor, an ultrasonic sensor, etc.

[0053] A (control) device 101 of the vehicle 100 can be configured to evaluate environmental data, e.g., to detect one or more objects (e.g., other vehicles) in the vicinity of the vehicle 100. The device 101 can further be configured to effect automated longitudinal and / or lateral control of the vehicle 100 based on the environmental data, in particular based on the one or more detected objects. For this purpose, one or more longitudinal and / or lateral control actuators 103 (e.g., a drive motor, a braking device, and / or a steering device) of the vehicle can be controlled.

[0054] The vehicle 100 can be configured to perform a driving maneuver, in particular a parking maneuver, automatically (especially with automated longitudinal and lateral guidance). The driving trajectory for the maneuver can be pre-recorded and / or determined (based on environmental data). Fig. 1b shows an example of a driving maneuver in which the vehicle 100 is guided from a starting position 131 along a driving trajectory 130 to an end position 132 in a parking space 120. The longitudinal and lateral guidance of the vehicle 100 can be automated.

[0055] A user of the vehicle 100 can be enabled to control the execution of an automated driving maneuver via a user interface 104 of the vehicle 100, in particular to start and, if necessary, stop it. Furthermore, remote control of an automated driving maneuver can be enabled. For this purpose, the vehicle 100 can have a communication unit 105 configured to communicate with an external user device 110, e.g., a smartphone, via a (wireless) communication link 111. The communication link 111 can, for example, be a Bluetooth Low Energy (BLE) communication link.

[0056] Fig. 1c shows an exemplary user device 110 with a touch-sensitive screen 140. A (virtual) control element 141 is displayed on the screen 140. The control element 141 can be touched by the user of the vehicle 100 to initiate the automated driving maneuver. Furthermore, it may be necessary for the user to continuously hold the control element 141 during the automated driving maneuver to ensure that the maneuver is monitored by the user.

[0057] As soon as it is detected that the control element 141 is no longer being actuated (and has therefore been released), the automated driving maneuver can be interrupted. In particular, an emergency stop of the vehicle 100 can be initiated. This ensures a particularly safe execution of the automated driving maneuver. On the other hand, an emergency stop is typically associated with a relatively strong jolt and / or relatively loud (braking) noises. This can be perceived as uncomfortable by the user, especially if the emergency stop was not initiated due to an emergency situation (e.g., a suddenly appearing obstacle).

[0058] The vehicle 100 can be configured to provide (and store in a memory unit of the vehicle 100) at least two different, predefined deceleration profiles for interrupting an automated driving maneuver. In particular, a first deceleration profile and a second deceleration profile can be provided, the first deceleration profile exhibiting a higher absolute deceleration at least temporarily or always than the second deceleration profile. The first deceleration profile can, for example, initiate emergency braking of the vehicle 100, while the second deceleration profile can initiate comfort braking of the vehicle 100. The braking distance required to bring the vehicle 100 to a standstill is typically shorter when using the first deceleration profile than when using the second deceleration profile.

[0059] Fig. 2 shows exemplary time profiles 201, 202 of the vehicle speed 200 of the vehicle 100 during the execution of an automated driving maneuver. The vehicle 100 is guided longitudinally, for example, at a standard speed 205 along the driving trajectory 130. At a specific time 210 during the journey along the driving trajectory 130, a user input at the user device 110 indicates that the execution of the automated driving maneuver must be interrupted. For example, it may have been detected that the operation of the control element 141 has ended.

[0060] In response, the vehicle can be automatically decelerated to a standstill at 100 km / h. The first deceleration profile can be used for this automatic deceleration to a standstill, resulting in an initial speed profile of 201 km / h with a relatively short braking distance.

[0061] On the other hand, the second deceleration profile can be used for automatic deceleration to a standstill, resulting in a second speed profile 202 with a relatively long braking distance. The braking distance can, particularly when using the second deceleration profile, follow the driving trajectory 130 of the maneuver. The user can be enabled to make an initial user input via the user device 110 to initiate automatic deceleration using the first deceleration profile. The initial user input can, for example, include releasing the control element 141. Furthermore, the user can be enabled to make a second user input via the user device 110 to initiate automatic deceleration using the second deceleration profile.

[0062] Based on the user's input, it can be determined whether the first or second deceleration profile is used for automatic deceleration. Furthermore, automatic deceleration can then be initiated according to the determined (first or second) deceleration profile. This allows for a safe and convenient remote-controlled interruption of the automated driving maneuver of vehicle 100.

[0063] In the example shown in Fig. 3a, the user must continuously operate the (virtual) control element 141 (on the screen 140) of the application device 110 during the execution of the automated driving maneuver. The first user input to interrupt the driving maneuver can be releasing the control element 141. The second user input to interrupt the driving maneuver can consist of the user moving the control element 141 on the screen 140 of the application device 110 in a specific direction 301 (e.g. downwards), e.g. to a specific position 302 on the screen 140 (and possibly subsequently releasing the control element 141).

[0064] In the example shown in Fig. 3b, the user must move and hold the control element 141 on the screen 140 in a specific direction 301 (e.g., up or down) from a neutral position 312 to start and maintain the automated driving maneuver. The first user input to interrupt the driving maneuver can be releasing the control element 141. The second user input to interrupt the driving maneuver can consist of the user moving the control element 141 on the screen 140 of the user device 110 back to the neutral position 312 (and optionally subsequently releasing the control element 141).

[0065] In another example, as shown in Fig. 3d, the speed at which the user releases the control element 141 on the screen 140 of the application device 110 can be evaluated to distinguish between the first and second user inputs. Alternatively or additionally, the time required for the user to release the control element 141 can be evaluated. Pressure information relating to the pressure 330 exerted by the user (with a finger) when actuating the control element 141 can be determined using one or more sensors of the application device 110 (e.g., a force sensor and / or a capacitance sensor). During the execution of the automated driving maneuver, the user can apply a specific base pressure 335.At a certain first point in time 341, the user can begin to remove their finger from the control element 141, which results in a decrease in the pressure 330 of the finger on the control element 141.

[0066] The first user input can consist of the user removing their finger from the control element 141 relatively quickly (within a relatively short time period), so that the pressure 330 decreases relatively quickly (as shown by the first pressure profile 331 in Fig. 3d). The second user input can consist of the user removing their finger from the control element 141 relatively slowly (over a relatively long time period), so that the pressure 330 decreases relatively slowly (as shown by the second pressure profile 332).To distinguish between the first and second user inputs, it can be checked whether the pressure 330 on the control element 141 at a second time point 342, which follows the first time point 341 by a predefined time duration, is greater than a predefined pressure threshold 336 (and thus represents the second user input) or less than the predefined pressure threshold 336 (and thus represents the first user input). Alternatively or additionally, the time duration required (starting from the first time point 341) until the predefined pressure threshold 336 is reached can be determined. If the time duration is less than a time threshold, it is the first user input. If the time duration is greater than the time threshold, it is the second user input. This allows for particularly convenient control of the interruption of an automated driving maneuver.

[0067] Alternatively or additionally, one or more further sensors, in particular an accelerometer and / or an inertial measurement unit (IMU), of the user device 110 can be used to detect a first user input and a second user input. For example, as shown in Fig. 3c, the inclination of the user device 110, in particular the inclination angle 331 relative to a reference plane 320, can be determined and used for different user inputs.

[0068] For example, a distinction can be made between a (horizontal) base position and an inclined position (with a specific angle of inclination 331). If the control element 141 is released in the inclined position, this can be interpreted as the first user input. If the control element 141 is released in the base position, this can be interpreted as the second user input. In addition to the information "pressed" / "not pressed," the speed of finger lifting can also be recorded and evaluated. The movement of the smartphone can also be evaluated. From the speed of finger lifting and any additionally detected rapid movement of the smartphone, it can be determined whether a first or second user input has occurred, and thus whether emergency braking or comfort braking of the vehicle 100 should be performed.

[0069] For remote control of a driving maneuver, particularly a parking maneuver, a control element 141 can be defined in a software app on a user device 110, especially a smartphone. This control element must be pressed and held for the vehicle 100 to perform the driving maneuver automatically. If the user detects an obstacle and releases the control element 141 relatively quickly and / or abruptly, the vehicle 100 can automatically perform an emergency stop (using the first deceleration profile). Conversely, if the user releases the control element 141 normally and / or relatively slowly, for example, because the user is satisfied with the current parking position, the vehicle 100 can be brought to a relatively gentle stop using a comfort stop (using the second deceleration profile).

[0070] It may be stipulated that, while pressing the touch-sensitive screen 140, the user must move the touched control element 141 in a predefined direction 301 to initiate the vehicle 100's driving maneuver. The control element 141 can be a digital and / or virtual control element (e.g., in the form of a slider displayed on the screen 140). Alternatively or additionally, the movement of the entire user device 110 (e.g., forward or backward in the form of a tilting motion) can be interpreted as user input to initiate the driving maneuver. The distinction between emergency braking and comfort braking can be made based on the timing of the finger lifting from the screen 140.If the user lifts their finger while holding the slider 141 or the user device 110 outside the initial position 312 (at the time the screen 140 is pressed), this can be interpreted as the first user input (to initiate emergency braking). Conversely, if the user moves the slider 141 and / or the user device 110 back to the original position 312 (i.e., the slider 141 is in the initial position 312 or the user device 110 is no longer tilted) and then removes their finger from the screen 140, this can be interpreted as the second user input (to initiate comfort braking).

[0071] If the user can select the direction of travel of the maneuver, the control element 141 can be moved upwards (for a first direction of travel) or downwards (for the opposite second direction of travel), or the user device 110 can be tilted forwards or backwards.

[0072] Fig. 4 shows a flowchart of a (possibly computer-implemented) method 400 for remotely controlling an automated driving maneuver of a motor vehicle 100. The driving maneuver can be a parking or unparking maneuver. The method 400 can be executed by a mobile user device 110, in particular by a smartphone.

[0073] Method 400 comprises determining 401, during the automated driving maneuver (i.e., while the automated driving maneuver is being executed) and based on user input (e.g., made on the user device 110), that the automated driving maneuver should be interrupted and an automatic deceleration process of the motor vehicle 100 should be initiated to bring it to a standstill. Method 400 further comprises determining 402, based on the user input, whether a first predefined deceleration profile or a second predefined deceleration profile should be used for the automatic deceleration process, wherein the first and second deceleration profiles differ (in particular with respect to the deceleration effected in each deceleration profile). The first deceleration profile can effect emergency braking, and the second deceleration profile can effect comfortable braking (compared to emergency braking).

[0074] Procedure 400 may, in particular, include determining 402 whether the user input for interrupting the automated driving maneuver is a first or a second user input. It may then be determined that the first deceleration profile is to be used if the user input is the first user input. Conversely, it may be determined that the second deceleration profile is to be used if the user input is the second user input.

[0075] Furthermore, procedure 400 includes causing 403 the automatic deceleration process of the motor vehicle 100 to be carried out with the determined first or second deceleration profile. For this purpose, a corresponding control signal can be sent to the motor vehicle 100 via a (wireless) communication link 111. Thus, a control signal can be sent to the motor vehicle 100 to cause it to carry out the automatic deceleration process with the first predefined deceleration profile if the user input is the first user input, and with the second predefined deceleration profile if the user input is the second user input.

[0076] Fig. 5 shows a flowchart of a (possibly computer-implemented)

[0077] Method 500 for carrying out an automated driving maneuver of a motor vehicle 100. Method 500 can be executed by a control device 101 of the motor vehicle 100.

[0078] Method 500 comprises the action 501 that causes the motor vehicle 100 to be automatically guided longitudinally and laterally to perform the automated driving maneuver. During the execution of the automated driving maneuver, signals can be repeatedly received (via a communication link 111) from a user device 110 (by which the automated driving maneuver is remotely controlled). The signals can indicate that the automated driving maneuver can be continued (e.g., because the user of the user device 110 operates a specific control element 141).

[0079] Method 500 further comprises receiving 502, via the communication link 111, a control signal, wherein the control signal is typically sent by the user device 110 for remote control of the automated driving maneuver. Method 500 further comprises determining 503, based on the control signal, that the automated driving maneuver is to be interrupted and an automatic deceleration process of the motor vehicle 100 is to be initiated, bringing it to a standstill. The control signal may also include a code for identifying the deceleration profile to be used for the deceleration process.

[0080] Method 500 includes determining 504, based on the control signal, whether a first predefined deceleration profile or a second predefined deceleration profile is to be used for the automatic deceleration process, wherein the first and the second deceleration profiles are different (in particular with regard to the respective deceleration effected).

[0081] Furthermore, the procedure 500 includes causing 505 the automatic deceleration process of the motor vehicle 100 to be carried out with the determined first or second deceleration profile. For this purpose, the one or more actuators 103 of the motor vehicle 100 can be controlled accordingly.

[0082] The measures described in this document enable a particularly convenient and safe remote-controlled interruption of an automated driving maneuver of a (motor) vehicle 100.

[0083] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and the figures are intended only to illustrate the principle of the proposed methods, devices, and systems by way of example.

Claims

Claims 1) User device (110) for remote control of an automated driving maneuver of a motor vehicle (100); wherein the user device (110) is configured, - during the automated driving maneuver, based on user input on the user device (110), to determine that the automated driving maneuver is to be interrupted and an automatic deceleration process of the motor vehicle (100) is to be effected to bring it to a standstill; - to determine whether the user input to interrupt the automated driving maneuver is a first or a second user input; where the first user input is simpler and / or shorter in time than the second user input; and - to send a control signal to the motor vehicle (100) to cause the motor vehicle (100) to perform the automatic Delay process - to be carried out with an initial predefined delay profile if the user input is the first user input; and - to be carried out with a second predefined deceleration profile if the user input is the second user input; wherein the automatic deceleration process with the first deceleration profile has a shorter braking distance than the automatic deceleration process with the second deceleration profile. 2) User device (110) according to claim 1, wherein the first deceleration profile, in particular on average, has a deceleration of the motor vehicle (100) that is greater in magnitude than a deceleration of the motor vehicle (100) of the second deceleration profile. 3) User device (110) according to one of the preceding claims, wherein - the automatic deceleration process corresponds to the first deceleration profile of an emergency braking of the motor vehicle (100); and - the automatic deceleration process with the second deceleration profile corresponds to a comfort braking of the motor vehicle (100), which has a reduced jerk and / or is slower compared to emergency braking. 4) User device (110) according to one of the preceding claims, wherein the user device (110) is configured, - to send a first control signal via a communication link (111) to the motor vehicle (100) to cause the motor vehicle (100) to start and carry out the automatic deceleration process with the first deceleration profile; wherein the first control signal includes a predefined first code for identifying the first deceleration profile stored in a memory unit of the motor vehicle (100); and - to send a second control signal via the communication link (111) to the motor vehicle (100) to cause the motor vehicle (100) to start and carry out the automatic deceleration process with the second deceleration profile; wherein the second control signal includes a predefined second code for identifying the second deceleration profile stored in the memory unit of the motor vehicle (100). 5) User device (110) according to one of the preceding claims, wherein - a user must touch a control element (141) of the user device (110) during the automated driving maneuver; and - the user input includes releasing the control element (141). 6) User device (110) according to claim 5, wherein - the user device (110) has a touch-sensitive screen (140); and - the control element (141) is displayed on the screen (140). 7) User device (110) according to one of claims 5 to 6, wherein the user device (110) is configured, - To determine timing information regarding how quickly the user releases the control element (141); and - to determine, based on the time information, whether the user input to interrupt the automated driving maneuver is the first or the second user input, in particular in such a way that - is determined to be the first user input if the time to release the control (141) is less than a time threshold; and - is determined to be the second user input if the time to release the control (141) is greater than the time threshold. 8) User device (110) according to one of claims 6 to 7, wherein the user device (110) is configured, - to determine whether the control element (141) was moved to a defined position range (302, 312) on the screen (140) before being released, and was only released at the defined position range (302, 312); - to determine that the user input is the first user input if it is determined that the control element (141) was not moved to the defined position range (302, 312) on the screen (140) before being released; and - to determine that the user input is the second user input if it is determined that the control element (141) was moved to the defined position area (302, 312) on the screen (140) before being released, and only then was it released. 9) User device (110) according to any one of claims 5 to 8, wherein - the user device (110) includes a motion sensor; and - the user device (110) is set up to capture user input based on sensor data from the motion sensor. 10) User device (110) according to claim 9, wherein - during the automated driving maneuver, a control element (141), in particular a control element (141) on a touch-sensitive screen (140), of the user device (110) is to be operated, and the user device (110) is to be arranged in an inclined position, deviating from a basic position; and - the user device (110) is set up, - to determine, based on the sensor data of the motion sensor, whether the user device (110) was moved into the base position before the control element (141) was released or not; - to determine that the user input is the first user input when it is determined that the control element (141) was released while the user device (110) was in the inclined position; and - to determine that the user input is the second user input if it is determined that the control element (141) was released while the user device (110) was in the basing position. 11) User device (110) according to any one of claims 5 to 10, wherein - the user device (110) has a touch-sensitive screen (140); - during the automated driving maneuver, a user must touch a control element (141) displayed on the screen (140); - the first user input includes releasing the control element (141); and - the second user input includes moving the control element (141) in a specific direction (301) and / or to a specific position range (302) on the screen (104). 12) Control device (101) for a motor vehicle (100) for carrying out an automated driving maneuver of the motor vehicle (100); wherein the control device (101) is configured, - to cause the motor vehicle (100) to be automatically guided longitudinally and laterally to carry out the automated driving maneuver; - to receive a control signal via a communication link (111); wherein the control signal was sent from a user device (110) for remote control of the automated driving maneuver; - to determine, based on the control signal, that the automated driving maneuver is to be interrupted and an automatic deceleration process of the motor vehicle (100) is to be effected to bring it to a standstill; - to determine, based on the control signal, whether a first predefined deceleration profile or a second predefined deceleration profile should be used for the automatic deceleration process; wherein the automatic deceleration process with the first deceleration profile has a shorter braking distance than the automatic deceleration process with the second deceleration profile; and to cause the automatic deceleration process of the motor vehicle (100) to be carried out with the determined first or second deceleration profile. 13) Control device (101) according to claim 12, wherein - the automated driving maneuver is designed to guide the motor vehicle (100) along a defined driving trajectory (130) with automated longitudinal and lateral guidance to a final position (132); and - the control device (101) is set up to cause that - the automatic deceleration process of the motor vehicle (100) is carried out with the first deceleration profile along a straight driving trajectory; and - the automatic deceleration process of the motor vehicle (100) is carried out with the second deceleration profile along the defined driving trajectory (130). 14) Control device (101) according to one of claims 12 to 13, wherein - the control signal includes a predefined code to identify the delay profile to be used; - the first deceleration profile and the second deceleration profile are stored in a storage unit of the motor vehicle (100); and - the tax device (1Ol) is set up, - to determine, based on the predefined code, whether the first or second delay profile should be used for the automatic delay process; and - to read the deceleration profile specified by the code from the vehicle's memory unit (100) in order to cause the automatic deceleration process of the motor vehicle (100) with the determined first or second deceleration profile is carried out. 15) Method (400) for remote control of an automated driving maneuver of a motor vehicle (100); wherein the method (400) comprises, - Determine (401), during the automated driving maneuver and based on user input, that the automated driving maneuver is to be interrupted and an automatic deceleration process of the motor vehicle (100) is to be effected to bring it to a standstill; - Determine (402) whether the user input to interrupt the automated driving maneuver is a first user input or a second user input; wherein the first user input is simpler and / or shorter in time than the second user input; and - Sending (403) a control signal to the motor vehicle (100) to cause the motor vehicle (100) to perform the automatic Delay process - to be carried out with an initial predefined delay profile if the user input is the first user input; and - to be carried out with a second predefined deceleration profile if the user input is the second user input; wherein the automatic deceleration process with the first deceleration profile has a shorter braking distance than the automatic deceleration process with the second deceleration profile. 16) Method (500) for performing an automated driving maneuver of a motor vehicle (100); wherein the method (500) comprises, - Causing (501) the motor vehicle (100) to be automatically guided longitudinally and laterally to carry out the automated driving maneuver; - Receiving (502) a control signal via a communication link (111), wherein the control signal was sent by an application device (110) for remote control of the automated driving maneuver; - Determine (503), based on the control signal, to interrupt the automated driving maneuver and an automatic The deceleration process of the motor vehicle (100) is to bring it to a standstill; - Determine (504), based on the control signal, whether to use a first predefined deceleration profile or a second predefined deceleration profile for the automatic deceleration process; wherein the first and second deceleration profiles are different; and - Causing (505) the automatic deceleration process of the motor vehicle (100) to be carried out with the determined first or second deceleration profile. 17) Software program that can be set up to run on a processor and thereby execute the method (400, 500) according to any one of claims 15 to 16.

Images