Patent Application
20070146164
The present invention relates to a parking assistance system and a parking assistance method for outputting parking instructions to the driver of a vehicle.
Increasing traffic density and increased construction on free surfaces are continuously restricting traffic space, in particular in population centers. Available parking space is limited and the search for a suitable parking space is an additional burden on the driver besides the ever-increasing traffic. Therefore, semiautonomous parking assistance systems (SPA) have been developed that are intended to assist the driver in parking. This relieves the driver of the decision as to whether a given parking space is sufficient for a parking maneuver.
A number of different of parking assistance systems are known, including, for example, parking assistance systems having a “parking space measurement” function (PSM) using sensors mounted on the side of the vehicle to measure a parking space as the vehicle drives by. If the system detects a parking space large enough for the vehicle, this is signaled to the driver. In the subsequent parking maneuver, the system provides the driver with instructions or warning signals for parking.
German Published Patent Application No. 198 47 013 describes such a parking assistance system having a parking space measurement function in which an analyzer unit compares a distance signal output by a sensor device with a distance limit value and a warning signal transducer generates a warning signal that corresponds to the remaining routing distance. The remaining distance from an obstacle (e.g., a parked vehicle, edge of the curb or the like) may thus be signaled to the driver.
One problem with this parking assistance system, however, is the great inertia in outputting the warning signal under some circumstances. In other words, since the parking assistance system operates based on distance, it may happen that the driver receives a warning just before coming in contact with an obstacle. This is the case when parking is done at a relatively high speed in particular, because the stopping distance may be greater than the remaining distance from the obstacle.
This problem occurs to an increased extent with “semiautonomous parking assistance systems having steering intervention.” With such a system, the driver is relieved of the steering maneuver during the operation of parking the vehicle. The vehicle is steered automatically, so it automatically performs the steering intervention measures required for the parking maneuvers so that the driver need only accelerate and brake. However, experience has shown that such a facilitated parking maneuver results in the driver parking at a much higher speed because he is relying on a correct automatic turning of the steering wheel by the system and the associated collision avoidance. However, the stopping distance is much longer at a higher speed, so the inertia of the parking assistance system has an even more serious effect and the risk of collisions in the parking direction increases.
Another problem with many parking assistance systems is that under certain conditions the parking limit is not perceived by the parking assistance system. This may be the case in particular when the detection range of the sensors in the parking direction is too small, if the sensors are inactive or if there is some other external disturbance. In such a case, for lack of detection of the parking limit, it is impossible to calculate the distance remaining until collision, so there may not be a collision warning, which greatly increases the risk of a collision because the driver usually relies on such a warning.
Therefore, this parking assistance system for a vehicle, in particular for a motor vehicle, is provided for outputting parking instructions:
A corresponding parking assistance method for outputting parking instructions for a vehicle includes the following steps:
The idea on which the present invention is based is to utilize the information available from the parking space measurement for the collision warning. An important advantage derived from the system and the method according to the present invention is that such a parking assistance system need no longer rely exclusively on the collision warning using distance sensors which indicate the instantaneously measured distance from the parking space limit, but instead may still output a collision warning even if these instantaneous distance sensors are inactive or defective.
According to an advantageous refinement of the present invention, a memory device is provided in which the parking space information generated by the sensor device may be stored. Thus a completely model-based collision warning is possible, so that a collision warning may be output even if the distance sensors are inactive or defective (e.g., temporarily).
It is advantageous that a vehicle speed sensor linked to the program-controlled device is provided, measuring the instantaneous speed of the vehicle and outputting a vehicle speed signal corresponding to the instantaneous vehicle speed, and the program-controlled device for calculating the time to collision additionally takes into account the vehicle speed signal output by the vehicle speed sensor.
According to a preferred refinement of the present invention, a sensor device is provided for measuring the actual distance from the vehicle to a parking space limit. Thus a distance-based collision warning is also possible in addition to a speed-based collision warning.
It is advantageous that the program-controlled device has a comparator device that compares the parking space information generated with the information measured by the sensor device for measuring the actual distance of the vehicle from a parking space limit and, depending on the results, outputs a comparative signal indicating whether the sensor device for measuring the actual distance from a parking space limit is active or inactive. It is advantageous in particular that a status signal transducer is provided, which outputs a sensor status signal if the signal output by the comparator device indicates that the sensor device is not active. An inactive sensor device is understood here to refer to a sensor device which does not output suitable measurement signals. This may be the case, for example, if the sensor device is defective or if it is soiled or if there is other external interference, e.g., interference signals.
According to another advantageous embodiment, the warning signal transducer includes a display which outputs a visual warning signal having at least two levels of urgency and/or a loudspeaker which outputs an acoustic warning signal having at least two levels of urgency. Such acoustic and/or visual warning signals may also be output by devices already installed in the vehicle, e.g., a navigation device or loudspeakers. Various levels of urgency may signal to the driver how critical the parking situation is, i.e., how urgently braking should be performed.
It is advantageous in particular if the program-controlled device includes
In this case, the program-controlled device ascertains (a) the time to collision on the basis of the parking space information generated by the sensor device for performing a parking space measurement and (b) the distance to collision on the basis of the distance measured by the sensor device for measuring the actual distance from the parking space limit. The program-controlled device then causes a perceptible signal to be generated by the warning signal transducer, its urgency level depending on whether the program-controlled device considers the time to collision or distance to collision thereby ascertained as being more critical.
This has the advantage that both speed-based collision warnings and distance-based collision warnings may be output.
The sensor device for implementing a parking space measurement typically includes near-range sensors, in particular ultrasonic sensors, for measuring the lateral distance of the vehicle from the parking space limit.
It is also advantageous that the program-controlled device includes a limit value determination device which determines the first limit value, taking into account the driver's response time and a speed-dependent stopping time. Such a dynamic determination of limit value makes it possible to take into account individual differences between response times of different drivers as well as the speed-dependent stopping time.
FIGS. 3(A) and 3(B) show diagrams which illustrate how the parking assistance system determines the warning level according to an embodiment of the present invention.
Furthermore, program-controlled device 11 is designed to ascertain a suitable parking space and determine a driving trajectory into this parking space. It also preferably determines outputs to the driver. For the purpose of this output, program-controlled device 11 is connected to a warning signal transducer, which may be designed as a display 12 and/or as a loudspeaker 13. Display 12 is in particular designed as a screen of a navigation display in the vehicle. Furthermore, instructions may also be output via a display in a combination instrument, via a heads-up display or LED displays, which are to be additionally mounted on the dashboard. In the present embodiment, the warning signal transducer is designed to be capable of outputting warning signals having three levels of urgency. Signals of different levels of urgency may be displayed on display 12 by warning bars of different colors. A warning signal of the lowest urgency level 3 may be represented by a green bar, for example, a warning signal of the next higher urgency level 2 may be represented by an additional yellow bar and a warning signal of the highest urgency level 1 may be represented by a red bar. In outputting the warning signals via loudspeaker 13, the various warning signals may be implemented by different loudness levels, by different frequencies of the signal tone, or by different intervals in the case of a pulsed tone.
To ascertain a movement of the vehicle, program-controlled device 11 is preferably connected to at least one speed sensor 15 via a data bus 14, in particular a CAN bus. In a preferred embodiment, speed sensor 15 is a wheel rpm sensor that measures a wheel movement of the vehicle. If a wheel movement is detected, the instantaneous speed of the vehicle is determined on the basis of the wheel rotation and the wheel circumference as well as the period of time. The distance traveled may be determined from the instantaneous speed of the vehicle in combination with the period of time. To be able to ascertain the direction of travel as well, program-controlled device 11 is also connected to a steering angle sensor 16 which may analyze the instantaneous steering direction of the vehicle. Whether the vehicle is traveling forward or is backing up may be ascertained in particular from a gear level position or from a setting of a transmission by a gear sensor 17.
In the present embodiment, program-controlled device 11 is designed to also determine the driver's response time. It compares in particular how rapidly the driver follows stopping instructions output via display 12 or loudspeaker 13 and ascertains therefrom the driver's response time Tr. It may preferably subdivide drivers into various categories, e.g., slow, normal and fast, and assign response times Tr to the drivers accordingly. However, it is also possible to measure response time Tr directly as time information and store it in memory 18.
In the present embodiment, parking is performed using a semiautonomous parking assistance system having steering intervention, so that the driver need only accelerate and brake on his own after activating the parking assistance system, whereas the vehicle steers automatically. To this end, the program-controlled device 11 determines a driving trajectory 25 from current position 26 of vehicle 1 to parking position 27 into parking space 20 and determines steering angle settings that are automatically set by the parking assistance system while driving along this driving trajectory 25. This driving trajectory 25 is illustrated in
It should be pointed out that for the sake of simplicity
Program-controlled device 11 also determines a collision position 28 in which vehicle 1 will collide with vehicle 21. Collision position 28 is determined by extrapolating driving trajectory 25 from current position 26 to parking position 27 using the steering angle intended for the parking position and the reference point at which there will be a collision between vehicles 1 and 21 is determined.
The driver next initiates the parking operation. To do so, the driver operates the accelerator pedal of vehicle 1 so that the vehicle, steered automatically by the parking assistance system, is maneuvered into the parking space. Based on the measurement of the distance traveled and the measurement of the steering angle via steering angle sensor 16, program-controlled device 11 is aware at that time of which position vehicle 1 has assumed with respect to other vehicles 21, 22 and in particular with respect to parking space 20. Based on the position of vehicle 1, the parking assistance system gives the driver instructions (warning signals) during the parking procedure, instructing the driver to brake and stop the vehicle at a certain point in time.
After parking space (20) has been measured on the basis of parking space limits (24) in a step (not shown here) using distance sensors (9), and parking space information has been generated as a function of the parking space measurement, and driving trajectory (25) has been calculated therefrom, prevailing speed v of vehicle 1 is measured in step S1 and remaining distance to collision Xc to collision position 28 is determined. Prevailing speed v of vehicle 1 is determined using speed sensor 15. Remaining distance to collision Xc corresponds to the distance between current position 26 and collision position 28 on driving trajectory 25.
In step S2, program-controlled device 11 determines time TTC (time to collision) remaining until a collision with an obstacle (vehicle 21 here) occurs on given driving trajectory 25 at prevailing speed v. This time is also referred to below as the time to collision. Time to collision TTC is obtained from prevailing speed v and distance to collision Xc according to equation TTC=Xc/v. In step S2, presumed braking time Th, which depends on the prevailing speed, is also determined. Braking time Th is understood here to refer to the period of time elapsing from the point in time when the braking operation is initiated to the point in time when vehicle 1 is stopped completely. The higher speed v of vehicle 1, the longer is braking time Th. Braking time Th for the prevailing speed may be read from a table stored in memory 18 or calculated by program-controlled device 11 on the basis of a suitable equation as a function of speed v. It is also possible to take into account the instantaneous acceleration in braking time Th.
In step S3, program-controlled device 11 calculates stopping time Ta actually required for the stopping operation, of the sum of braking time Tb and driver's response time Tr, i.e., Ta=Tr+Tb, as shown in
In step S4 program-controlled device 11 compares the difference between time to collision TTC and stopping time Ta with a predetermined time T1. If the difference between time to collision TTC and stopping time Ta is less than predetermined time T1 (i.e., TTC−Ta<Ti), then in step S5 a warning signal of the (highest) urgency level 1 is output, whereupon the procedure returns to step S1. In the present embodiment, the warning signals are output on display 12 having three warning bars. In steps S5, S7 and S8, the white rectangles correspond to active (i.e., flashing) warning bars and shaded rectangles correspond to inactive (i.e., not flashing) warning bars. As illustrated in
If the difference ascertained in step S4 is not less than predetermined time T1 then the procedure jumps to step S6. In step S6, program-controlled device 11 compares the difference between time to collision TTC and stopping time Ta with a predetermined time T2. If the difference between time to collision TTC and stopping time Ta is less than predetermined time T2 (i.e., TTC−TA<T2), then in step S7, a warning signal of the (medium) urgency level 2 is output whereupon the procedure returns to step S1. As depicted in
If the difference ascertained in step S6 is not less than predetermined time T2, then the procedure jumps to step S8. In step S8, a warning signal of the (lowest) urgency level 3 is output, whereupon the procedure returns to step S1. As depicted in
The method implemented by the parking assistance system of this embodiment has the advantage that even without an additional sensor (i.e., an additional rear end sensor), for example, a very early collision warning is made possible. In particular in parking at a high speed, a prompt collision warning may thus be output.
Another advantage is that a collision warning may also be issued when the sensors (here, i.e., the rear-end sensors and front-end sensors) used for the actual distance measurement are inactive (or defective) or are supplying a signal that is too weak, e.g., because of soiling.
Another advantage is that the output of model-based collision warnings using a parking assistance system of the present embodiment may take place in the same way (i.e., using the same visual or acoustic signals) as in the case of a parking assistance system that outputs collision warnings based on measurement of the current distance. Therefore, no learning phase is necessary for the user (driver).
The flow chart in
If the difference ascertained in step S4 is not less than predetermined time T1, the procedure jumps back to step S4′, where a check of the remaining distance to collision is performed. If remaining distance to collision Xc is less than a predetermined distance X1 in step S4′, the procedure jumps back to step S5 in which a warning signal of the (highest) urgency level 1 is output, after which the procedure jumps back to step S1. As shown in
If in step S4′ distance to collision Xc is greater than predetermined distance X1, then the procedure jumps to step S6, where the comparison described above between time to collision TTC and stopping time Ta is performed.
If the difference ascertained in step S6 is not less than predetermined time T2, the procedure jumps back to step S6′, where a check of the remaining distance to collision is again performed. If the remaining distance to collision Xc in step S6′ is less than a predetermined distance X1, a warning signal of (medium) urgency level 2 is output in step S7, after which the procedure returns to step S1. As depicted in
Finally, in step S8, a warning signal of the (lowest) urgency level 3 is output, whereupon the procedure returns to step S1. As depicted in FIGS. 3(A) and 3(B), this corresponds to the case in which enough clearance remains (namely at least T2 and/or X2) until a collision when a stopping operation is initiated at this point in time.
In addition to the advantages of the first embodiment, the method according to this second embodiment has the advantage that both speed-based collision warnings and distance-based collision warnings may be output. A concrete example of the sequence of this method is that the driver very promptly drives into the parking space so that a warning of urgency level 1 is output on the basis of the TTC calculation, although actual distance Xc to the obstacle (which at this point in time may perhaps not yet be detected by the rear-end sensors) is even greater than distance X2. Based on the warning, the driver brakes, so that a noncritical distance is again displayed by the parking assistance system. The driver then approaches the obstacle at a lower speed and when the distance between the vehicle and the obstacle amounts to only X2 or X1, the parking assistance system outputs warning signals at urgency levels 2 or 1 accordingly.
In the method according to the second embodiment, it is also possible to vary the warning signal (e.g., by varying its tone in the case of an acoustic signal) depending on whether the warning signal is output because of an obstacle detected at this moment (e.g., by rear-end sensors) or on the basis of a “virtual” or model-based obstacle detected during the parking space measurement (e.g., by side sensors). This makes it possible for the driver to evaluate on the basis of which sensors a warning signal is output and optionally whether the warning signal is speed-based or distance based.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2005 050 576.7 | Oct 2005 | DE | national |
