Method for Operating a Motor Vehicle during an Autonomous Parking Process, Computer Program, Electrical Storage Medium and Open-Loop and Closed-Loop Control Device for a Motor Vehicle

Abstract

In a method for operating a motor vehicle during an autonomous parking process it is proposed that during the autonomous parking process a first braking torque is applied automatically to at least a first wheel, and a second braking torque is applied automatically to at least a second wheel, that a slip of one of the wheels is inferred from a comparison of the rotational speed of the first wheel to which the first braking torque is applied with the rotational speed of the second wheel to which the second braking torque is applied, and that if a variable characterizing the slip reaches or exceeds a limiting value, an action is automatically triggered.

Claims

1. A method for operating a motor vehicle during an autonomous parking process, the method comprising: automatically applying, during the autonomous parking process, a first braking torque to at least a first wheel of the motor vehicle and a second braking torque to at least a second wheel of the motor vehicle; determining a slip of one of the first wheel and the second wheel based on a comparison of a rotational speed of the first wheel to which the first braking torque is applied with a rotational speed of the second wheel to which the second braking torque is applied; and automatically triggering an action in response to a variable characterizing the slip one of reaching and exceeding a limiting value.

2. The method as claimed in claim 1, wherein the first wheel and the second wheel are wheels of a same axle of the motor vehicle, the same axle being one of driven and non-driven.

3. The method as recited in claim 1, wherein the first wheel is of a first axle of the motor vehicle and the second wheel is of a second axle of the motor vehicle, one of the first axle and the second axle being driven and another of the first axle and the second axle being non-driven.

4. The method as claimed in claim 1, wherein the first braking torque and the second braking torque are identical.

5. The method as claimed in claim 1, wherein the first braking torque and the second braking torque are different.

6. The method as claimed in claim 5, wherein the second braking torque is equal to zero.

7. The method as claimed in claim 1, the automatically applying further comprising: applying at least one of the first braking torque and the second braking torque discontinuously.

8. The method as claimed in claim 7, the automatically applying further comprising: applying the at least one of the first braking torque and the second braking torque cyclically, each cycle time of the cyclical application corresponding to a time it takes for the motor vehicle to cover a certain distance.

9. The method as claimed in claim 1, the automatically triggering the action further comprising at least one of: outputting a piece of information to a driver; interrupting the autonomous parking process; driving the motor vehicle in reverse until it is detected that the variable characterizing the slip falls below the limiting value; and driving the motor vehicle in reverse into a starting position.

10. The method as claimed in claim 1, wherein at least one of an intensity of the first braking torque and an intensity of the second braking torque depends on at least one parameter, the at least one parameter including at least one of (i) an inclination of a surface on which the motor vehicle is located, (ii) a parking situation of the motor vehicle, (iii) an ambient temperature, (iv) a time of year, and (v) a precipitation.

11. The method as claimed in claim 1, wherein the method is carried out by a computer program.

12. An non-transitory electrical storage medium for a controller of a motor vehicle, the controller being at least one of an open-loop controller and closed-loop controller, the non-transitory electrical storage medium storing a computer program that, when executed by the controller, during an autonomous parking process, causes the controller to: automatically apply, during the autonomous parking process, a first braking torque to at least a first wheel of the motor vehicle and a second braking torque to at least a second wheel of the motor vehicle; determine a slip of one of the first wheel and the second wheel based on a comparison of a rotational speed of the first wheel to which the first braking torque is applied with a rotational speed of the second wheel to which the second braking torque is applied; and automatically trigger an action in response to a variable characterizing the slip one of reaching and exceeding a limiting value.

13. A controller for a motor vehicle, the controller being at least one of an open-loop controller and closed-loop controller the controller comprising: a processor; and an electrical storage medium, wherein the processor is configured to, during an autonomous parking process: automatically apply, during the autonomous parking process, a first braking torque to at least a first wheel of the motor vehicle and a second braking torque to at least a second wheel of the motor vehicle; determine a slip of one of the first wheel and the second wheel based on a comparison of a rotational speed of the first wheel to which the first braking torque is applied with a rotational speed of the second wheel to which the second braking torque is applied; and automatically trigger an action in response to a variable characterizing the slip one of reaching and exceeding a limiting value.

Description

[0023] An embodiment of the invention is explained in the following with reference to the attached drawing. In the drawing:

[0024] FIG. 1 shows a side view of a motor vehicle on a surface, wherein the motor vehicle includes an open-loop and/or closed-loop control device;

[0025] FIG. 2 shows a top view of the motor vehicle from FIG. 1 during an autonomous parking process; and

[0026] FIG. 3 shows a flow chart of a method for operating the motor vehicle from FIGS. 1 and 2 during the autonomous parking process.

[0027] A motor vehicle is labeled overall with reference numeral 10 in FIGS. 1 and 2. It includes an open-loop and closed-loop control device 12, which, overall, controls the operation of the motor vehicle 10 by way of an open-loop and/or closed-loop system. It is understood that the open-loop and closed-loop control device 12 can be made up of different electronic devices, which communicate with each other and which are situated at different locations within the motor vehicle 10. The open-loop and closed-loop control device 12 includes at least one processor 14 and at least one electrical storage medium 16. Stored thereon is, among other things, a computer program for carrying out a method, which runs during an autonomous parking process and which is explained in greater detail further below.

[0028] The motor vehicle 10 is located, in the present case, on a surface 18, for example, a roadway, which is slanted at an angle 20 with respect to the horizontal. Moreover, the motor vehicle includes a front axle 22 and a rear axle 24. In the present case and merely by way of example, the front axle 22 is driven, whereas the rear axle 24 is non-driven. The two wheels of the front axle 22 are labeled with the reference numerals 26a and 26b, and the two wheels of the rear axle 24 are labeled with the reference numerals 28a and 28b (FIG. 2). Moreover, in the top view of FIG. 2, the movement direction of the motor vehicle is indicated by an arrow 30, and an area of the surface 18 located directly ahead of the motor vehicle 10, viewed in the movement direction 30, which is comparatively slippery (“low μ”) as compared to the rest of the surface 18, is labeled with the reference numeral 32. A parking space 34 is located laterally with respect to the surface 18, into which the motor vehicle 10 is to park autonomously, i.e., without any intervention by a driver. For this purpose, the motor vehicle 10 includes a number of sensors, for example, cameras, which are not represented. By means of these sensors, the general geometric parking situation is detected and the vehicle is automatically and autonomously parked in the parking space 34.

[0029] In order to increase the safety during the automatic parking process, an investigation is carried out during the parking process by means of a method described in the following, in order to determine whether the surface 18 has sufficiently good grip for the safe implementation of the parking process. For this purpose, reference is now made to FIG. 3, which describes one of several possible specific embodiment variants, only by way of example, however.

[0030] The method starts in a block 36 during the autonomous parking process, i.e., during an autonomously implemented movement of the motor vehicle 10 in the movement direction 30 with the objective of automatically maneuvering the motor vehicle 10 from the surface 18 onto the parking space 34. In a subsequent block 38, a first braking torque is applied to the left front wheel 26a of the front axle 22 and a second braking torque is applied to the right front wheel 26b of the front axle 22. The two braking torques are not equal to zero, although they are different. In the present case, by way of example, the second braking torque, which is applied to the right front wheel 26b, is greater than the first braking torque, which is applied to the left front wheel 26a.

[0031] Now, in a block 40, a comparison is carried out of the rotational speed of the left front wheel 26a to which the first braking torque is applied with the rotational speed of the right front wheel 26b to which the second braking torque is applied. For this purpose, rotational speed sensors (not shown in the drawing) are utilized, which deliver appropriate signals to the open-loop and closed-loop control device 12. It is apparent from FIG. 2 that the right front wheel 26b is located on the slippery area 32 (low μ situation), whereas the left front wheel 26a is located outside the slippery area 32 (high μ situation).

[0032] In conjunction with the two braking torques, different rotational speeds now set in at the two front wheels 26a and 26b. In the present merely exemplary situation, a significant slip sets in at the right front wheel 26b, since this is in the slippery area 32, which is made apparent by the fact that the rotational speed of the right front wheel 26b is lower than the rotational speed of the left front wheel 26a. In the block 40, the difference between the rotational speed of the right front wheel 26b and the rotational speed of the left front wheel 26a is now ascertained, and the absolute value of this difference is compared to a limiting value. If the absolute value of the difference reaches or exceeds the limiting value, an action takes place in the block 42. Thereafter, the method ends in the block 44.

[0033] The action can be that a piece of information, for example, a warning message, is output to the driver. If the driver is still located in the vehicle, he/she can then immediately and directly decide him/herself how to further proceed. Possibly, however, the driver is also located outside the vehicle; in that case, the warning message can be output, for example, at a mobile display device, for example, a smart key or a smartphone.

[0034] It is also possible that the action can be that the parking process is interrupted. The motor vehicle is, for example, stopped, and the driver can then decide how to further proceed. It is also possible that the action is that the motor vehicle is automatically driven in reverse, for example, is brought back to the starting point of the autonomous parking process. It is also possible that the motor vehicle is driven in reverse only until it is detected—by carrying out the above-described method, in which a braking torque is applied and speed differentials are evaluated—that a variable characterizing the slip (for example, the absolute value of the speed differential) falls below a limiting value.

[0035] However, if it is detected in the comparison block 40, above, that the absolute value of the speed differential is less than the limiting value, the application of the braking torques and the evaluation of the wheel rotational speeds is paused, which is implemented by a comparison block 46. In this comparison block 46, the distance covered is initially ascertained on the basis of the speed of the motor vehicle 10. A return to the point upstream from the block 38 takes place, i.e., the braking torques are applied to the front wheels 26a and 26b again, only if the distance covered reaches or exceeds a limiting value. The limiting value is preferably approximately ⅓ to ⅔, more preferably approximately ½, of the distance between the front axle 22 and the rear axle 24. In this way, a discontinuous, in particular cyclical, application of the braking torque or the braking torques is achieved. This saves energy and nevertheless ensures that the wheels of an axle—in the present case, of the rear axle 24, by way of example—are always on a surface 18 having a comparatively good grip. Provided the limiting value has not yet been reached or exceeded, a return to the point upstream from the comparison block 46 takes place.

[0036] The method has been described in a variant, in which the first braking torque and the second braking torque are applied to both wheels 26a and 26b of the same axle, namely the front axle 22. In a method variant that is not represented, the two braking torques could also be applied to the two wheels 28a and 28b of the non-driven rear axle 24. In this case, the right front wheel 26b would rotate faster than the rear wheels 28a and 28b due to the slip of the slippery area 32. In addition, the method could also include that the two braking torques are equal, or that one of the two braking torques is equal to zero. Of course, the method can also be utilized in a motor vehicle 10, in which it is not the front axle 22, but rather the rear axle 24 that is driven. Since, in principle, in each alternative, the presence of a slippery area is detected at a point in time at which at least the wheels of one axle are on a surface having a good grip, no differences result here. The same applies for a change of a steering angle, which also barely has any effect on the method. It should be noted, however, that the wheel on the outside of the curve always rotates slightly faster depending on the steering angle. In this case, an appropriately higher speed differential must be permitted, so that a slip and/or a slippery surface 18 are/is not erroneously detected.

[0037] It is also possible to make the level of the braking torque or both braking torques or even the implementation of the method dependent upon a parameter, for example, the inclination of the surface 18 expressed by the angle 20, a parking situation, an ambient temperature detected by a temperature sensor (not represented), a time of year ascertained via a clock (also not represented) of the motor vehicle 10, and/or a current precipitation, which can be detected, for example, via the operation of windshield wipers (also not represented) of the motor vehicle 10 or, for example, by means of a rain sensor.