Should I Get Bad Farts With The Flu

Kalbsrahmschnitzel of potato gratin

My mother had to once again undergo surgery on the knee.

The partial denture was probably not really used to my mom;. O)

colander I spoil from my father and with his "favorite dishes"

He says of course, always, that it for themselves can cook, but I think he enjoys

"to prepare food for" the

morning we can bring my mother back home * happy *

Most Common Women's Clothing Sizes In Japan

Procedures for placing an automated drive train



publication number DE102010024931 (A1)
Release date: 2011-01-20
Inventor: WERNER SCHMITT [DE]; OLIVER WINKLER [DE] + (SCHMITT, WERNER; WINKLER, OLIVER)
Applicant: LUK clutch makers BLADES & [ DE] + (LUK FINS and clutch BETEILIGUNGS KG)
Classification:

International: B60W10/02; B60W10/10; B60W30/00; B60W50/00
European:
Application number: 20,100,624 DE201010024931
Priority number (s): DE201010024931 20,100,624; DE200910033841 20,090,716

The EPA is not responsible for the accuracy of data from other caused authorities than the EPO, and thus in particular not liable for its completeness, timeliness or fitness for a particular purpose. Information, please refer to the respective patent authorities.
this text translated description of DE 102010024931 (A1)

[0001] The present invention relates to a process for the commissioning of an automated drive train of a motor vehicle with at least one gear with at least one switchable gear stage and at least one arranged between the gear and a drive unit, automatically actuated friction clutch, wherein the at least one switching stage and / or the at least one friction clutch by means of at least one Actuator can be operated to and during the start-transmitted in a control unit type of construction specified mechanical quantities of the at least one actuator physical interdependencies of the control of the at least one actuator by means of an arranged outside of the vehicle starting device, the corresponding operation commands to the controller and feedback of the controller on the success of the commissioning receives will be assigned.

[0002] For vehicles with automatic transmissions or automatic friction clutches such as the procedures for placing an initial operation in the factory or re-starting in a garage, according to a Repair are known in which by a commissioning device, such as a diagnostic tool or tester operation signals to the control unit of the motor vehicle for the clutch and forward / or transmission control, so that will be triggered in the motor vehicle appropriate commissioning process, in which the mechanical parameters of actuators physical interdependencies associated . For example, automated with a clutch actuator operated by a friction clutch of the clutch actuator Aktorweg the transmissible through the friction clutch moment in the form of a coupling characteristic, wherein, for example, the touch point of the friction clutch is determined at which the friction clutch begins to transfer torque. At the touch point of the corresponding physical Aktorweg active context in the form of the transmitted torque is assigned. In the case of an automated transmission, the transmission actuator, for example, certain mechanical parameters such as dial-run and / or circuit paths that physical interactions of thresholds such as synchronization, Gangendlagen and the like are allocated. A plurality of separately operated actuators for a friction clutch and the gear can be provided or a single actuator to control several or all functions can be provided. Furthermore, such a start-up procedure for a motor vehicle, for example, with only automated Friction clutch, a motor vehicle for an automated manual transmission with automated friction clutch or a dual-clutch gearbox automated with two actuated part powertrain and two associated with these friction clutches such as in the UK revealed 10 2005 000 888 A1, are proposed.

[0003] In such process, the startup commands, such as for starting up and acquire some clutch or Getriebaktorwege, to the respective controller output, which records the signal responses of sensor devices as mechanical parameters and maps the physical interdependencies in order to obtain a calibration . Here, the success or Failure of the operation documented in the diagnostic device and displayed to the operator when an operation such as by exceeding the permitted limits was not successful. This information is available to the commissioning body and goes in the car later than lost if the vehicle separate from the commissioning body, separated a possibly existing telemetry or the vehicle is stopped. It can therefore draw no conclusions in the motor vehicle for a future misconduct or a failure of the friction clutch or the transmission.

[0004] The invention provides a process for the Commissioning of a friction clutch and / or transmission of a drive train in a motor vehicle to propose in which essential information of the operation in the motor vehicle available.

[0005] The invention provides a process for the commissioning of an automated drive train of a motor vehicle with at least one gear with at least one switchable gear stage and at least one arranged between the gear and a drive unit automatically actuated friction clutch, wherein the at least one switching stage and / or at least one friction clutch by means of at least one actuator can be operated during startup and in a control unit type of construction specified mechanical are sizes of the at least one actuator interdependencies physical assigned shall transmit to the control of the at least one actuator by means of an arranged outside of the vehicle starting device, the corresponding operation commands to the controller and feedback of the controller on receiving the success of the operation, assigned to solve, and in during the commissioning control unit in addition to storing the relationship between the mechanical parameters and the physical interdependencies of the public filings with the commissioning body Rückmeldun gene stored in a permanent memory. By storing the responses in the control unit is a reliable assessment of the commissioning of the friction clutch (s) and / or the transmission or receive at least one actuator possible. In this example directly from the control device such as a reporting defective components such as actuators, friction clutches and / or transmission is possible.

[0006] Here, according caches the inventive concept, the feedback received during the operation in the control unit and before switching off the control device, such as a closure of the motor vehicle and / or separation from the commissioning body in a permanent memory permanently. The permanent memory is made in an advantageous way a non-volatile memory chip such as EEPROM (electrically erasable programmable read only memory reod) was formed.

[0007] Here, a single line of a memory chip to store the necessary feedback may be sufficient. It has, however, especially to keep a possibly required documentation of a history of commissioning carried out proved to be advantageous when multiple responses are stored in a multi-line memory register. Here, the responses are stored sequentially, for example, on a first-in-first-out method, so replace the current feedback from the oldest feedback. Furthermore, for efficient Use of space be provided to assess the feedback regarding its content and only accept messages that are aimed at striking faults or running start operations, are stored.

[0008] Here, the feedback to create a history can be indexed for example by means of a counter, so that successively stored feedback regarding their memory order can be distinguished.

[0009] Further, added to the feedback from other information such as activities, sub-activities or parameters of the routine operation or linked to this be. For example, the feedback is added with the Confirmation conditional mechanical parameters and / or physical operational contexts or to be linked with the feedback. Other parameters such as information on the commissioning implementing agency, will be the date where appropriate, time, identification of the operators, environmental parameters such as temperature and the like, parameters of the vehicle such as mileage, operating and other vehicle assessment criteria such as driver adaptations and the like.

[0010] In a preferred embodiment, the storage of several "negative" feedback to diagnostic requirements in the form of a ring buffer to run, so the real interesting thing is not overwritten by subsequent tests.

QUOTES INCLUDED IN THE DESCRIPTION

[0011] This list of references cited by the applicant was automatically generated and is intended solely to improve the reader's included. The list is not part of the German patent or utility model. The DPMA is not responsible for any errors or omissions.

cited patent literature

[0012]
- DE 102 005 000 888 A1 [0002]

process for the commissioning of an automated drive train




Technical and scientific translations

What Is The Cost For Catering

METHOD FOR CONTROLLING A HYBRID VEHICLE

publication number DE102010025335 (A1)
Release date: 2011-02-03
Inventor: STOP RALF [DE]; BOGNER MICHAEL [DE] + (STOP, RALF; BOGNER, MICHAEL)
Applicant: LUK clutch makers BLADES & [DE] + (LUK FINS and clutch BETEILIGUNGS KG)
Classification:

International: B60W10/06; B60W10/08; B60W10/26; B60W20 / 00; F02D45/00
European: B60K6/46; B60W10/06; B60W20/00
Application number: DE201010025335 20,100,628
Priority number (s): DE201010025335 20,100,628; DE200910034809 20,090,727

The EPA is not responsible for the accuracy of data originating from other authorities than the EPO, and liable therefore in particular not for the completeness, timeliness or fitness for a particular purpose. Information, please refer to the respective patent authorities.
translate this text description of DE 102010025335 (A1)

[0001] The present invention relates to a method for controlling a motor vehicle with a hybrid's electric motor, powered by an electric battery and a generator to charge the battery effectively associated internal combustion engine and a control unit for its control.

[0002] are known vehicles powered solely by electricity, in which an electric motor to drive at least one axis of the vehicle and is powered by a rechargeable battery that is charged to a wall outlet again.

[0003] Such vehicles have a relatively short range and are not particularly predictable, profile not fail-safe.

[0004] It is therefore the generic type, proposed the so-called series hybrid vehicles, which are arranged in series with the electric motor, an internal combustion engine is coupled in the first place with a generator is (RAE, range extender unit), who can charge the battery while driving, and, if the electric motor in driving the motor vehicle. The control of the internal combustion engine is dependent on the charge of the battery by the engine is started in bad state of charge and this by the driven by the internal combustion engine generator will be charged with electrical energy. It has been found that the sole control of the internal combustion engine as a function of charge state on the one hand, an uncomfortable and can cause to the other, both for the internal combustion engine as well as for the battery, malicious operation.

[0005] It is therefore control the task of controlling an internal combustion engine in a generic series hybrid car to a comfortable, continuous operation of the accumulator and the internal combustion engine is possible.

[0006] The invention provides a method for controlling a hybrid's motor vehicle with an electric motor, an electric battery-powered and a dependent with a generator to charge the battery effectively associated internal combustion engine and a control unit for controlling the drive unit, in particular the internal combustion engine of a charge state of the battery solved the internal combustion engine controlled at least dependent on any of the following parameters is:
- a retrieved continuous output of the accumulator,
- a temperature of the battery pack
- by vibrations from the motor vehicle,
- a down time of the internal combustion engine.

[0007] The inclusion of parameters that protect the battery and / or the engine from harmful or uncomfortable operating conditions, the comfort and durability generic series hybrid vehicles will be increased.

[0008] In a specific embodiment, the internal combustion engine at an optimal operating point used exclusively to power the generator, an additional kinetic drive for support the electric motor drive can be omitted, so that the internal combustion engine in accordance with low-power, which is sized to provide the of the generated by the internal combustion engine driven generator maximum charge sufficient energy can be interpreted. In other embodiments, the internal combustion engine to support the electric motor drive. An interpretation of the performance can take place so that maximum performance of the motor vehicle during an operation in a hybrid's electric motor and can be obtained from the internal combustion engine combined drive unit. can

[0009] In a conventional manner of operation of the internal combustion engine depends on charging the battery , Carried by the internal combustion engine is started below a predetermined value for the charge of the battery. In a parallel control routine of the module can be dependent on the internal combustion engine of a continuous output of the drive unit acting as the electric motor, for example by the internal combustion engine depends on a predefined value of a duration of a continuous load of the accumulator is started. Here, the charging of the accumulator will be forced at a high load on the battery at high power the electric motor, started by the internal combustion engine and in the loading operation by driving the generator and not or only by a subordinate power in driving support for the kinetic the electric motor is used. This value can be determined the duration of the continuous load above a predetermined value for an electrical size of the accumulator, for example, drawn by the electric motor current flowing through the electric motor to the battery caused voltage drop by the electric motor is called power or the like. The accumulator, a conventional lead-acid battery, a lithium ion battery, a serial and / or parallel connection of several units of these or other electrochemically working batteries or another, be rechargeable electrical storage again, such as a super capacitor or a combined several of these.

[0010] A start of the internal combustion engine and thus charge the battery by the generator or a closure of the electric motor and thus a stop the discharge of the battery with a sole operation of the motor vehicle by means of the internal combustion engine in a control routine can the controller be provided when the accumulator is not within a predetermined temperature range that corresponds to a preferred operating temperature of the battery pack could be used. The accumulator is therefore not unloaded or loaded, when its temperature is not the preferred operating temperature corresponds. In this way the life of the battery is extended in an advantageous way.

[0011] According to Another inventive concept may be the battery by cooling or warming by the operation of the internal combustion engine, especially in connection with the operation of the internal combustion engine that is controlled according to how this started or shut down, kept in the specified temperature range. Here, the wind or for example a Peltier element for cooling and an electric heater powered by electrical energy used to heat the battery.

[0012] It has also been found that impact to the vehicle acting vibrations, such as by driving on poorly paved roads or the like in particular to the negative shut down the engine. May occur, for example bearing damage. To detect the force acting on the vehicle vibration can be one or more acceleration sensors. The evaluation of the detected signals may be in the control unit. Also, the signals to other parts of the motor vehicle is inserted and, if an evaluated acceleration sensors are used by the appropriate use on a data bus such as CAN-Bus data held are. In an appropriate routine when a predetermined value of the vehicle, preferably to start the engine acting vibrations, the internal combustion engine.

[0013] Furthermore, the internal combustion engine Damaged if it is not operated for a long time. For example, this will fail to start, for example by their optimal operating temperature is not maintained with the desired comfort. Furthermore, corrosion caused by condensation and other similar factors make a negative impact. There is therefore provided by the inventive idea to restart the engine within a predetermined value of a downtime this. It has proven to be advantageous if the engine is held after start of operation in a given operation. Takes place in existing or harmful vibrations or for other reasons Start the engine with a sufficient state of charge of the battery can, in a serial arrangement of the internal combustion engine to electric motor on a support or sole driving the motor vehicle made to the internal combustion engine and / or it can heat a supercooled passenger compartment electrically by driving the generator or cool an overheated cabin by adding a Peltier element operated by the generator or an air compressor is driven kinetically by the internal combustion engine.

[0014] It has further proved advantageous if the car is controlled as a function of detection devices to a selected route, according to the route by the electric motor and / or the internal combustion engine track typical modes are subjected. The detection devices can thereby be a navigation system, a traffic information system, a weather forecasting device and / or the like, so that a route can be modeled and calculated in advance before departure and, where necessary, updated during the trip. For example, depending on the determined in this way journey time intervals for the purely electric motor, pure internal combustion engine and / or hybrid's drive of the vehicle at start of the control unit are set using prior uphill grades, the engine runs the generator and thus electrical energy stored, operated on recuperating slopes of the generator, the motor vehicle at low speed, city driving or stuck in traffic is electrically operated and / or driving during breaks, the engine generator to charge the at least partially discharged battery.

[0015] Furthermore, through the control unit different operating conditions set, providing for a pure electric motor driving state, an exclusive driving condition by the internal combustion engine and / or a hybrid's driving condition with a drive through the electric motor and means of the internal combustion engine. For example, in a low state of charge of the rechargeable battery, a combined charging the battery through the internal combustion engine and a supportive running state are elected by the internal combustion engine. This means that the vehicle is running while charging the battery. The same approach can at high continuous output of the accumulator can be provided by a combined operation, charging of the battery through the internal combustion engine and a driving state, such as hybrid, purely electric motor or exclusively selected by the internal combustion engine.

[0016] The exclusive operation of the internal combustion engine to drive the generator, the electric motor is the only drive. the engine when the electric motor drive support is generated by the internal combustion engine performance primarily for the Driving condition and also produced electrical energy to charge the battery used.

[0017] In a driving state in which only drives the electric motor, and at a predetermined outside an operating temperature of the battery lying temperature of the battery can only choose one by the generator provided electricity for the operation of the motor vehicle and started a charge process time if the battery is put back within the specified operating temperature. If due to an overrun in the motor vehicle occurring vibration-started the engine, the generator can be operated only in the charging state. In due exceeded an idle time-started the engine, the generator can also be operated exclusively in the state of charge.

[0018] The invention is based on the detail in the 1 and 2, exemplary embodiments. This shows

[0019] 1 is a routine for operating a motor vehicle with an electric motor at an optimum operating point, steady-burn internal combustion engine and

[0020] 2, a routine for operating a motor vehicle with an electric motor at several operating point of stationary internal combustion engine operated.

[0021] 1 1 shows a routine for controlling an internal combustion engine in a motor vehicle with a electric motor drive unit. In the blocks 2, 3, 4, 5, 6, 7, 8, the conditions B1, B2, B3, B4, B5, B6, B7 for starting the internal combustion engine in block 11 tested predetermined and whose presence in the decision field. If the corresponding condition B1, B2, B3, B4, B5, B6, B7, starts the engine. The conditions are:
B1 charge of the battery is too low,
B2 continuous power or peak power of the battery is too high,
B3 operating temperature of the battery is too high,
B4 operating temperature of the battery too low to have
B5 in the motor vehicle registered vibrations too high , B6
downtime of the engine too high, B7
temperature of the passenger compartment is too low.

[0022] In block 10 are different conditions along one before leaving on a trip and updated as necessary during the journey, route-specific conditions prior to B8, leading to a direct start of the internal combustion engine in block 11.

[0023] 2 shows the routine 1a as a flow diagram in which the blocks 12, 13, 14, 15, 16, 17, the conditions B1, B2, B3, B4, B5, formed B6, which follows in detail as
B1 charge of the battery is too low,
B2 continuous power or peak power of the battery to high operating temperature of the battery B3
too high: are
B4 operating temperature of the battery is too low,
B5 in the motor vehicle registered vibrations are too high,
B6 defined downtime of the engine too high and in the decision boxes 18, 19, 20 tested for their performance or existence is. Provided that the conditions B1, B2, B3, B4, B5, B6, respectively, different driving conditions such as operating conditions BZ1, BZ2, BZ3 in blocks 21, 22, set 23rd For example, if at least one of the conditions B1 and B2 with a too low charge of the battery and / or excessive duration of performance is met, the operating state, a start of the internal combustion engine with a BZ1 charging of the accumulator by the generator and a driving mode, in which part of the the generated by the internal combustion engine driven electrical power generator to the electric motor to drive the motor vehicle is provided. Is one of the conditions B3, B4, complying with a too high or to define low operating temperature of the battery pack is in operation BZ2 started the engine and that of the driven by the internal combustion engine generator electric energy produced exclusively by the electric motor for driving the motor vehicle provided . Are registered to the vehicle vibration condition B5 is too high and / or the downtime of the engine in condition B6 too high, the operating state BZ3 the engine started and the engine, driven by this generator, the energy produced only charging the battery available.

numeral list
1: Routine
1a: Routine
2: Block
3: Block
4: Block
5: Block
6: Block
7: Block
8: Block
9: Decision Field
10: Block
11: Block
12: Block
13: Block
14: Block
15: Block
16: Block
17: Block
18: Decision Field
19: Decision Field
20: Decision field
21: Block
22: Block
23: Block
B1: B2
condition: Condition
B3: Condition
B4: Condition
B5: Condition
B6: Condition
B7: Condition
B8: Condition
BZ1: Status
BZ2: Status
BZ3: Status

METHOD FOR CONTROLLING A HYBRID VEHICLE




Technical and scientific translations

Pc Richards Wireless Routers

laser-based method for Reibwertklassifikation in vehicles

publication number DE102010027647 (A1)
Release date: 2011-01-20
Inventor: STEPHEN Groitzsch [DE]; SCHORN Matthias [DE]; DANIEL FISCHER [DE]; STÖLZLE STEFAN [DE] + (Groitzsch, STEPHAN; SCHORN, MATTHIAS; FISCHER, DANIEL; STÖLZLE, STEFAN)
Applicant: CONTINENTAL ENGINEERING SERVICES GMBH [DE]; CONTINENTAL TEVES AG & CO. OHG [DE] + (CONTINENTAL ENGINEERING SERVICES GMBH; CONTINENTAL TEVES AG & CO . OHG)
Classification:

International: B60W40/06; G01L5/18; G01N19/02
European: B60W40/06B; G01N21/47F
Application number: 20,100,719 DE201010027647
Priority number (s): DE201010027647 20,100,719; DE200910033745 20,090,717

The EPA is not responsible for the accuracy of data originating from other authorities than the EPO, and thus particularly liable not for the completeness, timeliness or fitness for a particular purpose. Information, please refer to the respective patent authorities.
translate this text description of DE 102010027647 (A1)

[0001] The present invention relates to a sensor arrangement according to the preamble of claim 1 and a method according to the preamble of claim 11

[0002] Modern electronic driver assistance and vehicle dynamics systems are often dependent on access to information on the adhesion coefficient between road and tire, or at least to make assumptions. By way of example, a driver assistance system is called to prevent accidents. In such a System, it is very important to know the adhesion coefficient and included in the calculation of warning and action points in time. If the adhesion coefficient assumed to be too low, the system would warn or intervene too early, and patronize this way the driver. Appropriately designed systems would be accepted by drivers is difficult. If the adhesion coefficient assumed to be high, and warns the system uses too late, for example, that a collision may not be prevented.

[0003] In addition to the above example, there are several other driver assistance and vehicle dynamics systems, the system behavior by an information on the adhesion coefficient could be improved. Furthermore, the driver can be informed about a bad road-tire contact to adapt their driving style accordingly can.

[0004] The following approaches are currently used in electronic brake systems, in order to give the coefficient of adhesion as well as determination:
- Adoption of a fixed value for the adhesion coefficient
- Indirect determination of the coefficient of adhesion by means of mathematical methods from others in the vehicle (directly) measured sizes . In estimating the coefficient of adhesion, for example, non-linear state estimator or Kalman filters are used.

[0005] The former approach by adopting a firm adhesion coefficient is used in some systems to applications, including driver assistance systems to avoid accidents. Is generally accepted as such in the calculations of the warning and / or intervention time points an ideal adhesion between tire and road surface. This can lead to warning on low-adhesion to late / intervention is - a collision can not be prevented.

[0006] The procedure is referred to as the second example, dynamic control systems application. In this case, is performed on the basis of directly measured vessel sizes to estimate the unused adhesion. Unless dynamic driving situations, can be relatively good results. If the vehicle is in a driving situation, but with only small accelerations, so these approaches not necessarily lead to the desired success, since the adhesion coefficient is exploited in this case considerably smaller than the real one.

[0007] The present invention, the task has been to propose a sensor array and a method by which a relatively precise determination of a coefficient information of the road surface is made possible, especially in uniform driving conditions of the motor vehicle.

[0008] This object is achieved by the sensor arrangement according to claim 1 and by the method according to claim 11

[0009] In the information-preferably a friction coefficient of adhesion is understood.

[0010] It is preferred that the electronic evaluation circuit is designed so that the intensity values or dependent variables that upon detection of the reflected or scattered radiation by the at least one radiation emitter unit and / or one or more additional sensor units be provided in a classified Klassifikatoreinheit, with the coefficient of friction Klassifikatoreinheit information, as friction or Reibwerttyp or Reibwertintervall, calculated and in particular at least provides a quality information that an information contains over the validity and / or reliability of the information friction.

[0011] The Klassifikatoreinheit the electronic evaluation circuit is conveniently designed so that they moved into a frequency analysis of the radiation detection output signals of the at least one radiation-emitting unit and / or one or more additional sensor units performs and especially after the frequency analysis, an energy distribution pattern defined on one or more frequency ranges and / or related to energy levels in defined frequency bands detects and / or recorded and the energy distribution pattern in the light of reference criteria and / or distribution patterns, the reference energy Friction information maps.

[0012] In the radiation detection output signals, preferably the output signals of at least one radiation-emitting unit and / or one or understood the more additional sensor units dependent covered by the reflected or scattered radiation or this code or the corresponding detected intensity of this radiation code. The radiation detection output signals are particularly digital signals or sequences of values.

[0013] The Klassifikatoreinheit the electronic evaluation circuit is conveniently designed so that a function of the variance and / or standard deviation, in particular by means of a fuzzy logic weighted, the radiation detection output signals of the at least one radiation-emitting unit and / or one or more additional sensor units determine the quality of the information.

[0014] The Klassifikatoreinheit the electronic evaluation circuit is preferably designed so that they help determine the quality information more parameters to check the plausibility of the friction coefficient information, such as, or at least one of the following parameters, a temperature information and / or a rain sensor information and / or a time / date taken into account.

[0015] It is preferred that the sensor array has a plurality of radiation emitter units which are defined to each other by a Distance away, based on a parallel with the road surface, are arranged in the vehicle with this radiation emitter units are all directed primarily to a common point or a common destination of the road surface.

[0016] Alternatively, preferably, the sensor arrangement of a plurality of radiation emitting units in a common cluster integrated unit, said radiation emitter units are each directed to different points of the road surface.

[0017] It is preferred that one or more radiation emitting units, each comprising one or a laser element which emits radiation, and particularly to a photovoltaic cell, which reflected and / or scattered radiation detected.

[0018] It is desirable that the photovoltaic cell is formed as a photodiode, and in particular the one or more radiation emitting units or any radiation emitter unit as Vertical Cavity Surface Emitting Laser, "Vertical Cavity Surface Emitting Laser" designed with integrated photodiode.

[0019] Alternatively, preferably includes one or more of the radiation emitter units on and one laser element that emits radiation both sensed or detected, in particular by superimposing the laser given by the radiation emitter unit comprises preferably at no additional sensor element.

[0020] The sensor arrangement is preferably such that they additionally reflected from the road surface radiation in at least one speed, especially the vehicle longitudinal speed of the motor vehicle is determined relative to the road surface and / or the distance of the vehicle chassis to the road surface determined, preferably this same radiation emitter unit and the same electronic evaluation circuit used. Most preferably, the sensor system is both designed to detect a vehicle speed and the distance of the vehicle chassis to the road surface, wherein each switch between these observations.

[0021] The electronic evaluation circuit is preferred to determine the friction coefficient information and / or quality information to a central electronic control unit, in particular a motor vehicle control system or motor vehicle braking system, combined.

[0022] The input side Klassifikatoreinheit comprises preferably a low pass.

[0023] The sensor arrangement preferably detected the reflected and the scattered radiation substantially in separate units, particularly in radiation emitter units and additional sensor units that are added to this in relation to a road surface parallel to each other or spaced apart.

[0024] The Klassifikatoreinheit is conveniently designed so that they are essentially the radiation detection output signals of the units, which record mostly the reflected radiation, and particularly preferably from the same unit or the same units, which emit the radiation emitted / or arranged in close proximity to the emitting unit / s, and the units, which cover mainly the scattered radiation and are arranged preferably in a defined distance from the emitting unit and the units emit, processed separately, at least pre-processed separately, after which the coefficient of friction together information and / or the quality of information is determined.

[0025] The at least one radiation emitter unit is preferably a laser, which monochromatic, continuous, infrared laser light emitted.

[0026] The present invention preferably an exemplary sensor assembly and an exemplary method by which to get a better estimate of the coefficient of adhesion, so make that even in non-dynamic driving situations, a reliable and robust classification of adhesion between the road and tires leaves. That procedure can be used to determine the adhesion between tire and road surface and to estimate a Kraftschlussbeiwertklasse based on the reflection and absorption properties of the condition of the road surface in conjunction with an intermediate medium be applied (eg water). To obtain a higher robustness can already existing estimation and / or methods of measurement by said input information to be added.

[0027] As specific embodiment, the sensor arrangement is preferably configured and at least one radiation emitter unit is arranged and oriented to the road surface is scanned in front of the vehicle, so as to obtain a prediction for the coming adhesion coefficient. In this way it can be more responsive to changes in adhesion.

[0028] Suitably, the at least one radiation emitter unit both emitter and receiver or sensor. In this Case is due to the relative motion between the emitter and the road surface in the beam direction, a frequency shift of the reflected light, which is also called "Doppler effect". This measuring method is characterized in that the laser emitter is used simultaneously as a measuring cell and interfere there photons emitted and received ("self-mixing"). For example, by means of frequency analysis is determined from the interference signal, the frequency difference between emitted and reflected photons. From the amplitude of the spectrum frequencies present a statement can be derived on the reflectivity of the background. Such "self-mixing" laser system, for example, a vertical-cavity surface-laser.

[0029] The advantages of the proposed procedure and an example of the exemplary sensor assembly over other optical methods include:
- The used IR light is not visible to people and thus can not interfere with other traffic.
- Transmitted and reflected photons are in a precise phase relationship to each other (coherent laser light), so other sources, even with the same frequency, are not covered by the cell.
- The described technology is now available in a highly integrated, allowing for cost implementation and easy integration into the vehicle.
- The fact that transmission and measurement unit are integrated in one component, reduces costs and increases accuracy.
- The power radiated by the laser can be as low in this technology that occurred with a direct exposure to the human eye (eg, mechanics) no damage.
- The small diameter of the focused laser beam requires only small "exit window", which read itself, the system easy to protect against contamination.
- Due to the low-cost, miniaturized design of the VCSEL can be integrated in a single component multiple lasers, allowing multiple and / or redundant measurement directions can be detected.

[0030] preferred over a suitable geometric arrangement several lasers, the back scattering and reflection are recorded in different angles of incidence. This allows a back-scattering profile as a function of the angle of incidence can be generated, which is characteristic of the nature of any road surface. While it is expected, for example, on rough surfaces a nearly homogeneous reflection profile (similar backscatter at all angles), shown with smooth surfaces blunt pointed impact angles less backscatter than (ideally mirror backscatter or reflection with only normal incidence of laser beam on track ).

[0031] Based on the different rates of backscattering among the angles of incidence, is measured under such a provision is liable to the prevailing combination of reflexivity / roughness of the surface and is possible on the road be located intermediate medium. With this information, an inference to be drawn on the predominant use of conventional air in tire traction between tire and road surface.

[0032] For more options / preferred method steps for signal evaluation are:
- frequency analysis of the amplitude signal: It is expected that different surfaces have different reflection patterns, which are reflected in the spectrum.
- standard deviation of the amplitude signal: it is to Expect that different surfaces have different standard deviations.
- the use of filters with specific frequency response: It is expected that the friction characteristic information is available in a specific frequency range that is specifically extracted from the amplitude signal.
- The distance signal from a sensor provides information about the roughness of the road. Rough road surfaces have different coefficients of friction, and this could be an indication of loose snow or gravel.
- The amplitude signal can also be used relative: If from another system to the current friction Reibwertschätzung known, and the amplitude signal has a jump may by way of a quick Reibwertsprung be closed.

[0033] It is desirable that the sensor assembly at least one CV-sensor (closing velocity sensor) for detecting road surface has. In a CV-sensor, particularly a sensor is understood to be otherwise mounted for measuring the distance between vehicles in a vehicle used is.

[0034] Other preferred embodiments will become apparent from the following description of embodiments with reference to figures.

[0035] It shows in a schematic representation of exemplary

[0036] 1, a sensor system with three laser sensors, laser 1 - 3, as the radiation emitter units

[0037] 2, a sensor array comprising a cluster unit or a laser sensor clusters,

[0038] 3 signal processing and process flow diagram for Reibwertklassifizierung with an optical sensor,

[0039] 4 classification of different road surfaces with a CV sensor (closing velocity sensor), and

[0040 ] 5 is an exemplary waveform of the Reibwertklassifizierung with an exemplary sensor arrangement in accordance with such a CV-sensor.

[0041] According to example, all laser beams or laser beams of laser 1 - played three meet at a point on the ground as in Figure 1, to obtain the backscatter profile on exactly this point. In an alternative exemplary Embodiment uses a laser sensor cluster (housing) with several laser emitters and sensors, in which the different laser beams are emitted from (approximately) a point illustrated by means of 2, due to the different angle is not, however, impinge at a point on the road. Assuming that the road surface is homogeneous, such effects can be neglected.

[0042] The signal evaluation of a system for Reibwertschätzung is illustrated by way of example 3, where members of the functional blocks Plausibility check and classificatory Intensity of Klassifikatoreinheit the electronic evaluation circuit or part of this circuit. First, there is a plausibility check. In this case, ensure that only measurement values are used where the roadway is actually measured. Does the sensor, for example the speed, then check that the measured speed is in the same range as the speed, for example, measured by wheel speed sensors. For example, the sensor detects the distance, then check that the measured distance in the range of typical sensor-distance road lies.

[0043] In the second step of the plausibility signal, the road situation and thus indirectly classified the coefficient of friction. The main feature is the amplitude dargstellt dar. in Figure 4, amplitude ranges can be assigned to different road conditions. This assignment can take shape through a fuzzy logic module. Each amplitude range is assigned a coefficient of friction, the weighted share in the transition is.

[0044] The description of the effect were measured initially given in 4 road surfaces. The dots each represent the mean and error bars indicate the standard deviation of a measurement, with measurements 1 - represent 4 and 13 x 20 Minauten longer trips. There is a clear distinction of the various roadways seen.

[0045] 5 shows the waveform of the signal or the output of the CV sensor. Also here is a clear and also to detect very fast detection of the different substrates. Especially in the upper diagram itself may be a multiple [mu]-jump can be detected, with the asphalt, only about 5 feet long.

laser-based method for Reibwertklassifikation in vehicles




Technical and scientific translations

Best Place To Go For Senior Week

Transport

publication number DE202010010691 (U1)
Release date: 2010-10-21
Inventor:
Applicant: Magarshak ARKADY [DE] + (Magarshak, ARKADY)
Classification:

International: B60K6/22; B60W10/02; B60W10/04; B60W10/26; B60W20/00
European: B60K6/46; B60W10/06; B60W10/08; B60W10/10; B60W20/00; B60W30 / 18K2
Application number: DE201020010691U 20,100,727
Priority number (s): DE201020010691U takes 20,100,727

The EPA is not responsible for the accuracy of data originating from other authorities than the EPO, and liable therefore in particular not for the completeness, timeliness or fitness for a particular purpose. Information, please refer to the respective patent authorities.
translate this text description to DE 202010010691 (U1)

[0001] At present, car manufacturers are working on an internal combustion engine (HCCI) combustion technology of a stove according to more working low-enriched mixture (without spark) (DE 20 2010 006 911.4).

[0002] The aim of the present invention is to provide an electric drive for a manual transmission without a clutch disc based on the use of a two-stroke HCCI combustion engine with a different compression level (Lotus Engineering) as an energy source for charging the battery.

[0003] Since the engine works to drive the generator in a middle speed range, the use of a four-stroke internal combustion engine, HCCI (Volkswagen) is possible.

[0004] The target set by the features of the invention formula is reached.

[0005] Figure 1 is a schematic diagram of the proposed device is shown.

[0006] (1) position of the internal combustion engine (HCCI) combustion process according to is more of a low-enriched mixture of work (no spark plug), together with engine management. (2) position is the main generator. Position (3), the electric motor-generator (auxiliary generator). Position (4), the gearbox without clutch disc, along with the donor to the number (type) of the engaged gear. Position (5), the accelerator pedal (pedal power) with the compression encoder. Position (6) is the control block (battery management), together with the vertical speed indicator and the donor to the battery level. Position (7) is the battery.

[0007] Said device operates as follows: According
signal generator (6) for the battery level is switched to the HCCI engine (1) to drive the main generator (2). After charging the battery (7) - (donor 6), turns off the engine (1) according to the command control block (6).

[0008] When pressing the gas pedal during startup switches in accordance with signal generator (5) "accelerator" in the mode of first gear (reverse gear) - (donor 4) smoothly the drive motor (3).

[0009] According to the mode of the acceleration in first gear allows the driver releases the accelerator pedal (donor 5) and the electric motor (3) turns off, allowing engagement of the second gear. The up-or downshift after releasing the gas pedal (donor 5) is the same.

[0010] The vertical speed indicator (6) allows the speed smoothly in the range of 0-7 km / h change in the mode of first gear (reverse), without pressing the accelerator.

[0011] During the pauses regulates the control block (6) staged the performance of the drive electric motor (3) in accordance with the number the newly engaged gear (donor 4).

[0012] The third gear is the maximum power for the electric drive motor (3).

[0013] The release of the accelerator pedal (donor 5) while driving leads to a short delay to switch the electric motor (3) in the mode of the auxiliary generator to charge the battery (7), under command of the control block (6) ( donors "charging the battery"), the current of the auxiliary generator (3) depending on the number of the engaged gear (donor 4) gradually regulated - the highest transition corresponds to the maximum charge current for the battery (7).

[0014] The Gennerierungsmodus (brakes with a power generator 3) is stopped when the accelerator (sensor 5 is pressed).

[0015] The transmission (4), a three-speed gearbox with selector lever which is mounted on the steering column, or a sequential three-speed automatic transmission are used.

[0016] The benefits of that invention includes: first
Lack of a second catalyst
Lack of a clutch disc
third Easy to move due taxes at levels of regulatory power for the electric drive motor, vertical speed and mechanical reverse
4th Lowest possible fuel consumption

numeral list
1: internal combustion engine (HCCI) combustion process under multi cooker a low-enriched working mixture (without spark plug), together with engine management
2 main generator
3: Electric motor auxiliary generator
4: Three-speed manual gearbox, with no disk clutch, along with the donor to the number (type) of the engaged gear
5: accelerator (power pedal) with encoder for the compression stage
6: Control block (battery management), together with the vertical speed indicator, the giver of the charge state of batteries
7: Battery

QUOTES INCLUDED IN THE DESCRIPTION

[0017] This list of the applicant's documents listed was automatically generated and is included solely to better inform the reader. The list is not part German patent or utility model. The DPMA is not responsible for any errors or omissions.

cited patent literature

[0018]
- DE 202 010 006 911 [0001]

Transport




Technical and scientific translations

2006 Silverado Rst Bumper

distance warning system

publication number DE202010013761 ( U1)
Release date: 2010-12-02
Inventor:
Applicant: PHILIP LEHMANN [DE] + (LEHMANN, PHILIP)
Classification:

International: B60W30/08; G08G1/16
European:
Application number: 20,100,929 DE201020013761U
Priority number (s): DE201020013761U takes 20,100,929

The EPA is not responsible for the accuracy of data originating from other authorities than the EPO, and thus is not liable for its completeness, timeliness or fitness for a particular purpose. Information, please refer to the respective patent authorities.
translate this text description of DE 202010013761 (U1)

[0001] The present invention relates to a distance warning system for a vehicle, particularly a motor vehicle.

[0002] therefore aware that the road to tailgating a significant risk of an accident carries. Especially on high traffic highway routes is not only the danger of collisions with serious consequences. Instead of tailgating from the preceding vehicle drivers regularly also feel uncomfortable. Often met to tailgating and the offense of coercion.

[0003] In addition to intensive police control measures are not yet known which may avoid to tailgating. It is therefore an object of the invention, a distance warning system for a vehicle to propose, which includes the aforementioned gap in the art. In particular, it should be at a be appropriate to set too close to the driver of a following vehicle ascended from the circumstances which should be proposed and the other system offers the driver the possibility of driving ahead, the driver of the vehicle too close ascended communicate that fact.

[0004] This object is achieved by a distance warning system according to claim 1 Advantageous embodiments of the invention are the subject of the dependent claims.

[0005] An inventive distance warning system for a vehicle includes a sensor unit and an output, the sensor unit is designed to determine a distance rearward of the vehicle to a following vehicle. The output is designed to output as a function of the determined distance from the sensor unit, a signal in the direction of the passenger compartment of the car behind.

[0006] In a preferred embodiment, the sensor unit on a repeated or continuous distance measurement and output to the output of a signal as a function of a determined approach or removal of the following vehicle is designed. In this embodiment it is therefore not possible to determine the actual distance to the next vehicle, but also the speed with which closely approximates to that of the preceding vehicle. In the case of this embodiment with reference to the additional information obtained, therefore, a further feature of the output can be controlled. If the output from the output of an optical signal, it can, for example, the luminous intensity, color spectrum or another characteristic of a person and his visually perceptible feature of emissive light. Regardless of which can also be used with a system that is designed solely to determine the vehicle distance, the distance depending on the output signal output varies in the aforementioned manner.

[0007] In the preferred embodiment, the intensity of the optical signal and / or extent of an active area of the output of the determined distance, the determined Approach, or the distance determined from the following vehicle. Depending on the determined distance or approach could thus determined the intensity of a light source, which is the output, or the extent of the illuminated area varies this to the driver of the car behind as intuitive to warn of the dangerous situation arising. Example, it could increase depending on distance, more and more decreasing distance of the vehicles or the light intensity of the light active area can be enlarged.

[0008] According to the invention preferably the proposed distance warning system is largely integrated into the vehicle side of existing technology. So it is in embodiments where the signal is an optical, for example, conceivable that the output, a cornering, brake light, a tail lamp, a part of the rear vehicle lighting or any part of the rear vehicle lighting includes. It is conceivable that activated when it falls below a certain minimum distance from the vehicle starting up a stop lamp or one or more of the On-cornering lights are. More preferably, the so-called third brake light as output in the context of the invention is used.

[0009] More preferably, the sensor unit includes, for the determination of the rearward displacement of the vehicle to a following vehicle radar sensors. It is also conceivable that the sensor unit takes advantage of those sensors, which may already be present on the vehicle side, for example, a parking aid.

[0010] In one embodiment, the output on a variety arranged in a surface light emitting diodes, each of which are determined by distance and determined approach enabled more or less.

[0011] Finally, the concept of the invention also includes embodiments in which the light emitted from the output signal is not directly perceived by the driver of the car behind. Rather, the signal from a receiver or sensor in the broadest sense be detected, which at an appropriate point of the trailing vehicle is provided. If it falls below a minimum distance of the sensor of the preceding vehicle determined, and sends the output to a corresponding signal to the passenger compartment of the car behind, it can be detected by the sensor of the following vehicle, so as a display or monitor in the area of to control vehicle cockpits of the following vehicle and issue an appropriate warning to the driver of the car behind. Since it is not absolutely necessary for this embodiment is that the sensor of the following vehicle in the passenger compartment that is disposed, but also for example in the front Bumpers can be integrated, the term "passenger" for this embodiment be construed accordingly far.

[0012] The disclosed in the above description and in the claims of the invention, both individually and in any combination for the realization of the invention be material.

distance warning system




Technical and scientific translations

What Does Cz Mean On Jewelry

method for controlling a rolling or sailing mode of a vehicle

publication number DE102009028242 (A1)
Release date: 2011-02-10
Inventor: SAUTER INGO [DE]; Wuerthner MAIK [DE]; STAUDINGER JOACHIM [DE]; Kemler JOHANNES [DE] + (SAUTER, INGO; Wuerthner, Maik; STAUDINGER, JOACHIM; Kemler, JOHN)
Applicant: GEAR FRIEDRICHSHAFEN [ DE] + (ZF FRIEDRICHSHAFEN AG)
Classification:

International: B60W10/02; B60W10/10; B60W30/18; B60W40/10; F16D48/06
European:
Application number: 20,090,805 DE200910028242
Priority number (s): DE200910028242 20,090,805

The EPA is not responsible for the accuracy of data originating from other authorities than the EPO, and thus in particular not liable for their Completeness, timeliness or fitness for a particular purpose. Information, please refer to the respective patent authorities.
this text translated description of DE 102009028242 (A1)

[0001] The present invention relates to a method for controlling a rolling or sailing mode of a vehicle, for a powertrain with a drive motor, an automatic or automated gearboxes and controllable switching means interruption of the power circuit in the power train, according to the preamble of claim 1

[0002] The energy and cost savings and to reduce the environmental impact vehicles may, in appropriate situations in a roll-or sailing mode temporarily moved its propulsion. In particular, can be operated in a reduced consumption and emissions during idling of a motor vehicle in the roll mode of the internal combustion engine while the vehicle is rolling with an open driveline. If the combustion engine in such a situation driving off in order to increase the savings even more, the vehicle is moving in a so-called sailing mode. These functions are already known. can

[0003] The power circuit interruption, depending on the existing drive train components and gear type, by a circuit of the transmission in neutral and / or by opening a clutch, as soon as a rolling or sailing is possible. It has been shown that the known methods for the detection of suitable situations for the rolling or sailing mode, either due to a more unfiltered account of topography of the route and / or insufficient consideration of the current driving condition, interpret the driving situation is not always accurate or relatively complex and error prone, often unnecessary or undesirable for the driver's discretion and, if counterproductive neutral circuits or power interruptions can result in the final drive train.

[0004] DE 10 2007 001 936 A1 is a method for controlling a clutch of an automatic transmission of a motor vehicle, continuously at the detection of a mountain and a neutral idle control will be evaluated and tested. The process is carried out in order to neutral conditions of the combustion engine, for example when holding at signals or stop-and-go operation, in a neutral position of the gear to save fuel. In addition, should be prevented in a neutral circuit of the gearbox rear wheels of the vehicle on a slope because of too little braking pressure to hold the vehicle.

[0005] For such a neutral idle control, that is a situation controlled neutral circuit, certain entry conditions must be met, including an evaluation of a mountain detection flag and a mountain counter. A mountain-detection flag is set at an appropriate assessment based on the mountain or a mountain detection counter to be increased. This is the case when the transmission is in a forward gear, a transmission output speed is greater than a predetermined output speed limit, a throttle position of the engine is smaller than a predetermined throttle position limit, indicating a braking state that the vehicle brake is applied and the transmission temperature within an acceptable range is.

[0006] A rear roll-free neutral idle circuit can occur if, at a transmission output speed, which is smaller than the predetermined output speed limit, the current count less than a predetermined counter limit is or, for a count above this count limit if the brake pressure exceeds a pre-calculated braking pressure limit or if the brake pressure is not available and the count is greater than the count threshold, if a minor detection flag is set.

[0007] The known method used continuously recorded transmission, engine and brake data of the vehicle which, after a review of a counter reliable signals for expedient neutral circuits of the vehicle. A disadvantage of this is that the use of the procedure rather a stationary or nearly stationary vehicle limited, and therefore not readily transferable to the driving or the operation of the driver accelerator for rolling or sailing on planes or in the gap is. In particular, the triggering of a neutral circuit at such a ride in one is not prevented by the driver rather unfavorable driving conditions.

[0008] DE 102 21 701 A1 is a method for controlling a clutch of a motor vehicle with an automatic transmission is known. The clutch is opened, thereby interrupting the power circuit in the drive train when the engine is running and a minimum speed, an accelerator pedal or brake pedal or are not operated in their effect appropriate control variables. After opening the clutch is switched, the transmission in neutral, so that the vehicle is located in a rolling mode. After pressing the accelerator or the brake pedal or by changing their corresponding effect sizes, the coupling is closed and thus ended the roll mode. Before the closing of the first clutch, a speed of synchronization is the driving engine and a drive shaft of the transmission to stop the roll mode as convenient and fast. Furthermore, it is provided not to open the clutch and thus enable the roll mode when a need is identified by an expected vehicle deceleration. This can, in a quick throttle or when selecting a sports program to be the case.

[0009] A disadvantage of this is that not every time the vehicle is neither down nor drives the gas or brake pedal is pressed, a sailboard or roll mode is useful. In particular, remain in the process of forward-looking topography, traffic-vehicle or situational parameters considered rather inadequate. The speed sync when exiting the roll mode is especially designed for automatic transmissions. In addition, a combined sailing and rolling operation is not an operation of a cruise control or brake control system provided.

[0010] DE 10 2004 017 115 A1 is a method for automatic vehicle speed control- or cruise control and distance control for a vehicle with an automatic or automated transmissions are known in which can vary the speed in a selected set speed. It follows in each case on an acceleration phase, a coasting, in which the power circuit can be interrupted in the drive train in order to save fuel. In the sequence of acceleration and coasting to a navigation device obtained by means of topographic data, data from a monitoring device of the immediate area around the vehicle and / or vehicle parameters into account. The acceleration phases over a addition to an internal combustion engine using existing electric motor are supported.

[0011] The known method uses a sail or roll mode, the speed control within a speed control system in which a driver-specified desired speed is maintained or within an ACC (Adaptive Cruise Control) or ADR (Automatic Distance Regulation) - system, monitored by the sensors on the vehicle's environment is to adjust the distance to the preceding vehicle by automatically closing the throttle or braking means of a brake control system, is suitable. A disadvantage of this is that an independently controllable sail or roll mode is not provided. In particular, the neutral circuits and engine shutdown at the standards for cruise control or coupled with the brake control system. The possibilities of sailing or roll mode are thus limited.

[0012] WO 2003/037672 A1 is a stepped manual transmission, particularly for heavy commercial vehicles, announced that in recognition of a fuel-efficient car in neutral state, is thus connected in a rolling mode. A fuel-efficient driving condition is detected or the neutral position is then switched when a target speed is set and reduce the driving speed without roll mode would. This is especially accepted if neither gas nor brake pedal is pressed, or equivalent quantities change. For security reasons, an additional braking device available which can be requested during the rolling operation. In addition, the current gear is taken into account. A disadvantage of this is that a preliminary assessment of the roll mode is not likely intended, and unfavorable neutral circuits may be triggered.

[0013] Against this background, the invention aims to provide a process that allows for a vehicle with an automatic or automated transmissions a fuel-efficient and low-emission driving with an efficient, comfortable and reliable sailing or roll function.

[0014] The solution of this problem arises from the characteristics of the main claim, while advantageous embodiments and developments of the invention, the claims are removable.

[0015] The invention is based on the knowledge suppressed that in a vehicle with an automatic or automated transmission unnecessary neutral circuits when using a rolling or sailing function in driving or suitable conditions to activate these functions can be reliably detected when incidents or are driving state changes continuously registered and evaluated in a counter and, if highly variable slope signals are evaluated gewichtetet in a counter, and a current count is then used to release or blocking of the neutral circuits for the rolling or sailing mode is.

[0016] Accordingly, the invention is based on a method to control a rolling or sailing mode of a vehicle with a drive train with a drive motor, an automatic or automated gearboxes and controllable switching means for interrupting the power circuit in the drive train. To achieve the object, the invention provides that a power circuit interruption is released when the count of a rolling or sailing mode counter a predetermined first threshold value falls below or assumes the value zero, with the rolling or sailing mode counter the presence of at least incremented one in an event table stored event, that is incremented and decremented otherwise, So is counted down, or stopped.

[0017] A roll mode is driving a vehicle with an open drive line, ie a non-driven forward or Schwungnutzfahrt understood when the drive motor. In a sailing mode of operating a vehicle with an open driveline is understood when the drive motor.

[0018] The method according to the invention, the driving condition of the vehicle and the vehicle affecting topography in the way interpreted correctly, that unnecessary neutral circuits, ie neutral circuits without saving effect or without activation of the rolling or sailing mode undesirable for the driver or possibly security Situations can be avoided reliably.

[0019] The control measures may be advantageous over a transmission control unit that outputs the appropriate commands to initiate, conduct or completion of a rolling or sailing operation. Such a control device for this purpose with all sensors and necessity as far as necessity and with other control devices, such as the engine control unit, connected to receive the data and control commands the material forward. Principle be required for vehicles with a speed control system and / or a brake control system does not change the software on the controllers for these systems, which is cost impact.

[0020] Accordingly, in the process, a counter installed, which is incremented on relevant events in each case by a certain amount and is decremented when no such event exists. The increments, so then the individual Hochzählbeträge can be defined differently for different events. It is possible that is incremented once during an acting over time event, the counter when entering the event, or that the meter continuously from the recording of the event timing of a clock of a control unit, preferably the transmission control unit, as long as is incremented as the event is active. Here, the count is preferably limited to a predetermined maximum value.

[0021] The decrement is advantageous in the timing of the clock by a unit value per cycle. When the count has fallen below the decrementing a pre-determined threshold or reach zero, a power circuit interruption in the drive train, such as a shared neutral circuit in the transmission of the vehicle. The power circuit interruption in the drive train can also be done by opening a clutch, but it is irrelevant whether these are arranged separately from the transmission or part of the transmission.

[0022] Where the count however, when incrementing a second predetermined threshold value or the count is greater than the value zero, then a neutral circuit is not released.

[0023] By this counting method, a weighted continuous assessment of the current driving state is achieved, which represents the transmission control unit, a decision criterion for an effective and reliable use of the rolling or sailing function.

[0024] events, which increase the count to the operation of the accelerator pedal operated a neutral circuit of the transmission or an opening of the clutch in to suppress unfavorable situation for the driver are in a Event table stored. For example, the meter when you press the accelerator pedal, depending on the accelerator pedal angle and / or the deflection speed of the throttle or operating the brake pedal, brake pedal, depending on the angle and / or the deflection speed of the brake pedal can be incremented. Furthermore, the counter at an activated motor brake and / or increments for an activated additional braking device such as a hydrodynamic Intarder. In these situations, a neutral shift the driver's wish for a stronger and sustained acceleration or deceleration would be counter to earlier. Accordingly, in a currently detected acceleration or deceleration of the Vehicle, in which a predetermined threshold is exceeded, the circuit is not a neutral sense. Therefore, in this case, the count is increased. can

[0025] Furthermore, the count will be increased if a previously active cruise control or brake control system is switched off. The shutdown of such a device indicates that a traffic situation has changed such that an instantaneous activation of a rolling or sailing mode seems rather less useful. Perhaps that is there is a braking operation or a positive vehicle acceleration imminent.

[0026] In addition to steering movements exceeded a predetermined steering angle as Event parameters can be provided. Where an existing sensor has a relatively strong and / or frequent steering using fixed, the vehicle is likely to be either in city traffic or on a curved path, so that at very short roll would-or sailing phases alternating with braking and acceleration phases in quick succession which also does not make sense.

[0027] The operation of a direction indicator can be used as an additional event parameters, as is expected in this case, a turn or lane change, a rolling operation or sailing operation of the vehicle rather not make sense.

[0028] The operation of a hazard warning system or Hupanlage displays a safety car situation, such as the approach to a traffic jam or a vehicle breakdown or other emergency situation in which at least should be no automatic neutral circuit. Therefore, the counter is incremented in this case expediently.

[0029] The above event parameters represent only a selection of criteria that can be taken into account in the counter function and are stored in the event table. The expert will be able to complete the event table and modify further.

[0030] The sail or roll mode can be activated in principle, if the current road gradient a unpowered or a forward drive Schwungnutzfahrt possible.

[0031] As calculated to or via a conventional sensors in the driving covered slope signals in practice, however, noisy and / or may be masked by unwanted vibrations, is advantageously provided also that the feasibility of a power circuit interruption of the drive train while driving through a analysis of the road topography based on a continuously calculated and / or measured slope degree is assessed, a counter within a given elevation level window, which is defined by a first threshold for a mountain Directions and a second threshold for a downhill is dependent on the current elevation level variable is incremented or decremented, and is placed outside this elevation level window to an initial value.

[0032] Thus, two thresholds are set that represent a boundary slope, one value for slopes, the other value for slope. Within this boundary slopes can run the counter. Below or above the threshold, the count is initialized to a starting value.

[0033] In the counter will depend on the current slope of decrement or increment values different signals are read, which increase or decrease the count, so that the counter in a for the roll- and sailing mode pre-determined preferred maximum incline level quickly runs out. In order for this degree slope deviating strong signal fluctuations in a delay or suspension of a neutral circuit, as a result, irregularities and inaccuracies in the pitch signal, the recognition of the preferred disparities affect less.

[0034] In the transition from a slope into a steep gradient, which is designed for rolling or sailing mode is not more appropriate, since where appropriate, the braking effect of a coupled drive motor is required, could in the transition period in which the slope signal in the area the preferred pitch is just run the counter and cause a neutral shift. To prevent such a falsely identify a suitable for rolling or sailing mode topography sure can also be provided in addition, the gradient of the slope degree is evaluated, and that when exceeding a predetermined threshold for a positive gradient or falls below a specified limit stops for negative gradient of the counter.

[0035] The invention will be described, drawing is attached to an embodiment. This shows

[0036] 1 is a graph to the meter course in the implementation of a novel procedure for opening a roll-or sailing mode at Fahrpedal-/Bremspedalbetätigung,

[0037] 2 is a diagram with an alternative count curve for a gas pedal or brake pedal operation,

[0038] 3 is a diagram for carrying out a rolling or sailing mode when driving with a transition to a steep gradient, and

[0039] 4 is a diagram for carrying out a rolling or sailing mode when driving with a transition to a gentle slope.

[0040] The figures are curves for the invention of relevant driving situations such as in a motor vehicle such as a commercial vehicle with an automatic transmission and a transmission control Neutral occur controllable circuit for a rolling or sailing function.

[0041] An inventive method for controlling a rolling or sailing mode of such a vehicle is mainly due to the fact that a neutral circuit is released when the count of a rolling or sailing mode counter a predetermined first threshold value falls below the value or zero assumes the counter in the presence of at least one of stored in an event table events with each event assigned values is incremented, and that a neutral circuit is suppressed when the count exceeds a second threshold value or greater than zero.

[0042] Accordingly, the vehicle is on the time chart of the first one at a time t0 in a driving state where a relevant event is active. Accordingly, the count of n = 0 and a neutral shift of the transmission or opening a starting clutch is released. If the vehicle at this time in a for the rolling or sailing mode rated as suitable (negative) slope could cause a controller to the neutral circuit.

[0043] At a time t1 is a stored in an event table brake pedal MB with a specific Pedalauslenkwinkel or exceeded this Pedalauslenkwinkels. The count n is incremented once, so that it lies above the zero value. At a subsequent time t2 ends after a period of [Delta] t1, the relevant brake pedal MB, whereupon the counter clocked in time with the control unit is decremented. At a subsequent time t 3 after a period of [Delta] t2, where the count reduced as described, the driver is operating according to the MF signal an accelerator pedal with an event-related Pedalauslenkwinkel. The counter is counted down not more so, but is again increased by a certain increment. At a time t4, the accelerator operation MF ends after a period [Delta] t3, so that active from this time t4 is not a relevant event. The meter reading n is decremented from the next controller cycle and reached after a period of [Delta] t 4 nneutral at a time t5, a lower threshold at which a neutral circuit or opening the clutch is released.

[0044] The 2 shows to alternate meter course in which the counter when an event is active, not a one-time total, but is incremented continuously in computing cycle of the control unit to an event-dependent value, while each event is effective. Accordingly, at a time t1 is again a brake pedal actuation MB, whereupon the count in the period [Delta] t1 is steadily increasing, for example, two Inkrementeinheiten is increased for every 10 msec. For the counter at a continuous operation of the brake pedal does not accept excessively high values, the count n are limited to a Maimalwert. In the following period [Delta] t2, no event is active, the counter is decremented. At time t3, the driver pressed the accelerator again in event-relevant way. As a result, the count in the period [Delta] t3 increasing, for example, a Inkrementeinheit per 10 msec. At time t4 as before ending the accelerator operation and the meter starts running. The additional time-dependent height of the increment of the counter contains the release decision for a neutral or circuit for an opening of the clutch to give greater weight to the duration of an incident.

[0045] In 3 illustrates a scenario in which the vehicle travels on a road that goes from a rise in a steep decline. The upper curve in the diagram shows the measured or calculated slope m = dy / dx represents the average curve has a corresponding gradient m '= dy / dx <2> the slope m and the lower curve has a corresponding counter history n (t).

[0046] According to overcome an initially uniform increase in the vehicle a hill and the slope is negative, ie in a gradient. For released a transitional period [Delta] is tmroll the slope in a range [Delta] mroll, the advance, as the incline level is not in the event table set limits exceeds or falls below, as appropriate for activation of the rolling or sailing function. Accordingly, the count would take place now and at a time tneutral triggered the neutral circuit of the transmission or the opening of the clutch. The gradient m 'm is the slope, however, at this time is exceeded to a m'lim Steigungsgradient limit value, which indicates that a steep gradient, begins with a requirement in the event table limits are exceeded. The rolling or sailing mode would therefore be terminated after a short time. Consequently, the neutral circuit of the transmission or the opening of the clutch is not released, but the counter is stopped NFIX at a counter.

[0047] The 4, however, shows a scenario in which travel on the vehicle is a road that goes from a rise in a gentle slope, in which the vehicle over a relatively long period [Delta] tmroll in the rolling or sailing mode can pass. The count n is tnfix for a short period of time [Delta], during which the slope changes sign and the Grenzgradient is not reached, a constant initialization. Once the slope m and Steigungsgradient are the m 'in a permissible range, the count reduced n and solves the time tneutral the neutral circuit or opening of the starting clutch. The rolling or sailing mode is released shortly after reaching the gentle slope.

numeral list
m: slope
[Delta] mroll: pitch range for roles
m ': Steigungsgradient
m'lim: limit of Steigungsgradienten
n: count
NFIX: Held count
nneutral: count for neutral
MB: brake pedal
MF : accelerator operation
t: time
t1 ... t5: Time
[Delta] t 1 ... [Delta] t 4 : Period
[Delta] tmroll: rolling or sailing mode activation period
[Delta] tnfix: Period with bated count

QUOTES INCLUDED IN THE DESCRIPTION

[0048] This list of the applicant listed documents were automatically created and is exclusively taken to better inform the reader. The list is not part of the German patent or utility model. The DPMA is not responsible for any errors or omissions.

cited patent literature

[0049]
- DE 102 007 001 936 A1 [0004]
- DE 10,221,701 A1 [0008]
- DE 102 004 017 115 A1 [0010]
- WO 2003/037672 A1 [0012]

method for controlling a rolling or sailing mode of a vehicle




Technical and scientific translations

Celebrities Who Have Antisocial

procedures support for parking in a parking space and apparatus therefor

publication number DE102009028251 (A1)
Publication Date: 2011-02 - 10
Inventor: HOFFMANN CHRISTIAN [DE]; SCHNEIDER MARCUS [DE]; SCHOEN Michael [DE]; ALIKADIC MIRZA [DE] + (HOFFMANN, CHRISTIAN; SCHNEIDER, MARCUS; Schönherr, MICHAEL; ALIKADIC, MIRZA)
Applicant : BOSCH GMBH ROBERT [DE] + (ROBERT BOSCH GMBH)
Classification:

International: B60W30/06; G08G1/16
European: B62D15/02H4; B62D15/02H6
Application number: 20,090,805 DE200910028251
Priority number (s): DE200910028251 20,090,805

The EPA is not responsible for the accuracy of data from other authorities than the EPA due, and thus in particular not liable for its completeness, timeliness or fitness for a particular purpose. Information, please refer to the respective patent authorities.
translate this text description of DE 102009028251 (A1)

[0001] The present invention relates to a method of assisted Parking a vehicle in a parking space with a parking assistance device that guides the vehicle along at least one parking trajectory.

[0002] The so-called semi-automatic parking means a parking assistance device to command a vessel permits in a parking space, which can be given to the driver through the parking assistance device either a steering movement or the parking assistance device causes an active steering of the vehicle and the driver only needs the Gas and brake pedal use. The parking space in the vehicle to be parked, can be a parallel parking space, so that the vehicle in the Parkendposition aligned parallel to the roadway where the vehicle drives up to the parking space. If the parking space designed as a diagonal parking space, the vehicle is in the Parkendposition diagonally parked on the roadway, so that the vehicle such as an angle of about 45 [deg.] Includes the road. Depending on the design of the parking space as a parallel parking space or a diagonal parking space are the objects that restrict the parking space, in most cases, parallel or diagonally aligned with the road. The objects usually involve other vehicles, so that the vehicle itself offset parallel or in series in a row between the parked vehicles must be parked already.

[0003] The parking assistance device on the side of the missing Existing vehicle detection means such as via ultrasonic sensors, while a slow forward motion of the objects that restrict the parking space. Using the determined signal pattern that is passed by the detection means to the parking assistance device is detected, if and where there is relative to the vehicle a suitable parking space. If parked in a parking space that was detected by the detection means, this can be done via a Rückwärtszug, and the parking assistance device takes over the steering process, while the driver then only the brake and the accelerator has to operate. The intervention in the steering system of the vehicle through the parking assistance device is done so that the vehicle to park diverted both the parking space to the limiting objects, and that the vehicle at the end of the parking in a parallel parking space parallel to the road boundary, usually the curb is. In another possible variant channel, the driver still himself, but shares the parking assist system with the driver, the driver's steering operation which has to execute. In each case, however, the parking assistance device, a steering motion that is run either automatically or semi-taken over by the driver.

[0004] According to a further stage of development of parking assistance device may be parked in cross-parking spaces, so that the Vehicle at the end of the parking process is perpendicular to the curb of the roadway. Even with these systems, the parking spot position determined by the side of existing on the vehicle detection means, such as ultrasonic sensors. The decision as to whether a parking space is parallel or transverse to the roadway may, for example, by default the driver be in the actuated this a selection button to enter the parking assistance device to know whether the vehicle perpendicular or parallel parked on the road should be.

[0005] In case of incorrect operation, such as when the driver with a real cross-present parking situation with several adjacent free parking accidentally a parallel parking process initiates, the result is merely an undesirable orientation of the car park for violations, but there is no conflict with the parking space defining objects to be expected.

[0006] However, this problem arises when the choice of a parallel parking spot and a diagonal parking space is taken. Diagonal parking spaces can be only very limited reference to the detection means on the passing of the vehicle to the diagonal parking spaces different from cross-parking spaces, so the driver is integrated in the decision process. Runs under the driver in the choice of parking spot type errors, and mistakenly chooses a parallel parking spot instead of a diagonal parking space, it will come with a high probability of collision of the vehicle with the parking space bounding object, usually another vehicle.

[0007] DE 10 2007 027 438 A1 discloses a method for parking a vehicle backed into a parking space with a parking assistance device already known. This acquisition means are used, provided the distances to the parking space defining objects in a set of records to the parking assistance device. Based on these records, a steering movement to be introduced or given. As a result, it can be a vehicle parked in exactly a cross-parking space.

[0008] DE 10 2006 052 575 A1 describes another method of supporting parking a vehicle in a cross-parking space with a parking assistance device, being able to be run automatically with as few operator actions by the driver of the parking process, even if the parking space, for example in terms of depth, measured to the direction of a road, not sufficiently determined. In this case, an automatic Einparkmodus be directly activated without a driver input for operating a parking maneuver, if the detected obstacles and / or open spaces by means of a detection agent in a parking space have been reliably determined. A criterion that can be used to determine whether a parallel Parking or a cross-parking is desired by the driver, an angle is between a longitudinal direction of the vehicle and a front side of the parking space dar. the driver stops the vehicle at an angle to the longitudinal axis relative to the front of the parking space of a so-called release angle exceeded, then assumed that the driver intends a cross-parking. It is also proposed that the driver input is scheduled to be confirmed only if the angle between the longitudinal direction of the vehicle and a front side of the parking space exceeds a predetermined firing angle.

[0009] The known methods can not overcome the risk are that can happen through a mistake by the driver to the parking assistance device in the selection between a parallel parking spot and a diagonal parking space, a collision with the parking space bounding objects.

[0010] It is therefore an object of the present invention to provide a method for assisted parking a vehicle in a parking space with a parking assistance device that overcomes the disadvantages of the above-mentioned prior art and enables collision-free parking in a parking space, as Parallel parking spot can be configured or as a diagonal parking space.

[0011] This object is based on a method supported parking a vehicle in a parking space in accordance with claim 1 and a parking assistance device solved according to claim 9 with the respective characteristic features. Advantageous developments of the invention are set forth in the dependent claims.

[0012] The invention includes the technical teaching that the process at least the steps of guiding the vehicle along a first portion of the parking trajectory intermediate to a point, the intermediate point is determined such that a subsequent parking the vehicle in the parking space is possible, which is designed as a parallel parking space or a diagonal parking space, recognition of the parking space as a parallel parking space or a diagonal parking space, and of guiding the vehicle along a following on the first section the second section of the parking trajectory, which is chosen so that the vehicle is out as a function of the existence of a parallel parking space or a diagonal parking space, comprises.

[0013] core of the invention is a division of the parking trajectory in a first section and a second section. The first section of the parking trajectory is up to the intermediate point here is determined such that both a continuation of the parking in a diagonal to the road parking spaces oriented parallel to the road or into a targeted parking space possible is. If the intermediate point is achieved, a recognition of the parking space as a parallel parking space or a diagonal parking space. If a parallel parking spot is detected, the vehicle along the second portion of the parking trajectory is conducted so that the vehicle is parked parallel to the roadway. Is a diagonal parking space is detected, the second portion is selected so that the vehicle is parked in a diagonal to the driving lane parking position. The second section of the parking trajectory, in particular, is made conditional on how to align the objects have to limit the parking space. The recognition of the parking space as a parallel parking space or a diagonal parking space is preferably based on the recognition of the parking space bounding objects. The procedure follows in principle at an earlier recognition of the parking spot by the parking assistance device, and the parking of the vehicle is preferably a Rückwärtszug along the two-part parking trajectory, but can also be done with a Vorwärtszug.

[0014] To identify the parking space as a parallel parking space or a diagonal parking space is provided detection means, which transmits in the step of recognition of the parking space information of the nature of the parking space in the parking assistance device. The detection means can be used as ultrasonic sensors or radar sensors be fitted to the vehicle by which the parking space is visible and vermessbar. The detection means may be both on the basic recognition of the parking space can be used, such as when the vehicle slowly moved past the parking space, the parking space on the presence of the parking space bounding objects detected by the detection means. Furthermore, the detection means are used to detect after reaching the intermediate point, is according to the nature of the parking space.

[0015] The parking space may be limited by objects that are preferably other parked vehicles. The recognition of the parking space as a parallel parking space or a diagonal parking spot is performed by detecting at least one of the objects with the detection solvent.

[0016] the parking space limiting objects can be vehicles parked diagonally to the ground when the parking space is a diagonal parking space with the cars parked parallel in a row to the road if the parking space is a parallel parking space. Parallel parking space means, therefore, that the vehicles parked parallel to the road, with a diagonal parking space is given by vehicles parked at an angle, preferably 45 [deg.], With the road. can

[0017] The acquisition means a distance between the vehicle and determine at least one of the objects, preferably two detection means in the form of ultrasonic sensors on each side of the vehicle are available. The first section of the parking trajectory is up to the intermediate point is determined such that the vehicle has an orientation in which the vehicle is arranged approximately parallel to a vehicle if that vehicle is aligned diagonally to the road, on approaching the vehicle the parking space. Consequently, the vehicle is diagonal to the road boundary to some extent steered into the parking space until the intermediate point is reached. If the parking space, a parallel parking space, the vehicle is at a diagonal angle to the vehicle, which limit the parallel parking space at front and behind each other.

[0018] By detecting means is above the second section of the parking trajectory then detected a substantially constant distance, if the parking space is a diagonal parking space, so that the second section is essentially run as a straight line reversing. If the first section of the parking trajectory a bow section, the vehicle in a diagonal parking space is parallel to the adjacent vehicle. now is the second part of the parking trajectory running, the vehicle runs only with a Rückwärtseinparkzug parallel to the adjacent vehicle. Therefore will not change the detected by the detection center distance between the vehicle and the adjacent vehicle.

[0019] When the detection by means of the second section of the parking trajectory detects an increasing distance, if the parking space is designed as a parallel parking space, the second section is essentially running as a web cam. This trajectory has an opposite curvature relative to the trajectory, which relates to the first section of the parking trajectory. The measurement of the distance can take place both before reaching the intermediate point and after reaching the intermediate point. Since the parking space limiting vehicles generally known manner comprise a rectangular cross section, the distance between the vehicle to park and the adjacent Vehicle will be minimal if the detection means detects a corner of the vehicle, the distance increases again when the recording medium is moved past the corner of the vehicle. Thus, a parallel parking spot can be detected. Is the vehicle diagonally adjacent to the roadway, the distance between the moving vehicle and the parking space limiting vehicle over the entire second section of the parking trajectory essentially constant.

[0020] The present invention is further directed to a parking assistance device for parking a vehicle backed into a parking space along at least one parking trajectory, with the parking trajectory in a first section and a second section is divided and provided between the sections, an intermediate point and orientation of the vehicle is determined in the intermediate point, such that a subsequent parking is possible in one as a parallel parking space or a diagonal parking spot running parking space, with a recognition of the parking space is made possible, in such that recognition of the parking space as a parallel parking space or a diagonal parking space is. Furthermore, a detection means is provided by means of which the recognition as a parallel parking space or as a diagonal parking space.

[0021] Further measures improving the invention are hereinafter together with the description of a preferred Embodiment of the invention using the figures in greater detail. It shows

[0022] 1a a parking a vehicle in a parking space, which is designed as a diagonal parking space,

[0023] 1b a parking a vehicle in a parking space, which is designed as a parallel parking space,

a [0024] 2 embodiment of a parking trajectory for parking a vehicle in a parallel parking space, the vehicle in both the starting point as is shown in an intermediate point and after the intermediate point, a second section follows the parking trajectory in the parallel parking space,

[0025] 2b, an embodiment a parking trajectory for parking a vehicle in a diagonal parking space, the vehicle in both the starting point as is shown in an intermediate point and after the intermediate point, a second section of parking space the parking trajectory in the diagonal follows

[0026] 3a is a diagram of a distance d between which to park the vehicle and a nearby vehicle to the parking path s, as this is obtained if the parking space is designed as a parallel parking space,

[0027] 3b is a diagram of a distance d between to park the vehicle and a nearby vehicle to the parking path s, as This occurs when the parking space designed as a diagonal parking spot is.

[0028] The 1a and 1b show an embodiment of a parking situation of a vehicle in a parking space a second The parking space 2 is bounded by a first object 7 in the form of a first vehicle 7 and a second object 8 in the form of a second vehicle eighth The cars 7 and 8 are diagonal to the road, so that the parking space 2 is a diagonal parking space. The vehicle 1 is slowly moved past the parking space, 2 against the direction of the arrow shown. On a vehicle detecting means 6a and 6b present, which are designed as ultrasonic sensors detect the parking space and second For detection of the parking space 2, the vehicle 1 slowly moved past the vehicles 7 and 8, so that by the acquisition means 6a and 6b on the first vehicle 7 and 7a, a first marker is detected on the vehicle 8 a second marking point 8a. The relatively inaccurate profile, which is detected by detecting means 6a and 6b, for the detection of a parking space 2 is possible, not the provision of the parking spot as a diagonal parking space or parallel parking space. Therefore, the driver will be given provided the information that a parking space is available, and the vehicle may be opposite to the direction of the arrow is moved back into the starting position.

[0029] The 2a and 2b show the vehicle 1 in both the situation under 1a and 1b and in the position in an intermediate point 4 after passing through a first portion 3 of the parking trajectory. The parking trajectory describes a trajectory that is both to park the vehicle 1 shown in a diagonal parking space 2a and in a parallel parking space suitable according to 2b. While the vehicle 1 is moved to the intermediate point 4 along the first section 3 of the parking trajectory is determined by the detection means 6a and 6b, a distance d, which is in accordance with the present embodiment to park between the vehicle 1 and the measured vehicle 7.

[0030] In 2a, the parking space 2 is formed as a diagonal parking space, so that the cars 7 and 8 are aligned diagonally to the road on which the vehicle is one of the parking spot two approaches. The Vehicle 1 is shown both in the starting position and in the intermediate section 4, again with the detection means 6a and 6b both a first position a distance and a second position b distance is measured from the vehicle 7th The distances d between the detection means 6a and 6b and the first distance and the second position a distance position b are the same size formed, so that the parking space 2 detected by detecting means 6a and 6b as a diagonal parking space. Consequently, the parking assistance device determines the second section 5a of the parking trajectory than just reversing. Along the second portion 5b, the vehicle 1 moves parallel to the parked car to parked car 7 and 8 so that the distance d no further changes.

[0031] 2b 2 shows the parking space as a parallel parking space. Consequently, the vehicles are 7 and 8 parallel to the road, on approaching the vehicle 1 of the parking space second Between the vehicle 1 and the vehicle 7, a distance d is measured. Through the acquisition means 6a and 6b, both in a first position a distance and in a second distance, a distance measured position b, the precipitates of different sizes. If the vehicle is 1 in a position where the detecting means 6b measures the distance d to the first position a distance, the distance d is relatively small. If the vehicle continues to move toward the intermediate point 4, the distance d between the detection means 6a and the second distance to the vehicle position b 7 again. Thus, a parallel parking space are detected and the vehicle 1 is parked along the second portion 5b to the final parking position into the parking space second

[0032] FIGS 3a and 3b in a chart the course of the distance d over the path s, which measures the vehicle to the first section 3 and the second section 5a and 5b of the parking trajectory. On the ordinate the distance d, both the first position a distance and the second position b distance is shown between the detection means 6a and 6b and the vehicle 7th 3a this case shows the course of the distance d when parking in a parallel parking space, so that the distance initially smaller , when approaching the detection means 6a and 6b of the vehicle corner, which is designated with the first position a distance. If the vehicle by another in the parking space increases, the distance again, so that the distance d in the second distance position b is greater than the first distance position a.

[0033] 3b, the distance d shown on a diagonal parking space, so that the distance between the detecting means 6a and 6b and the vehicle 7 stops changing. Consequently, the distance d in the first position a distance as great as in the second position a distance b.

[0034] The invention is not limited in its embodiment to the above-described preferred embodiment. Rather, a number of variants are conceivable that make use of the solution even for basically different configurations. All of the claims, the description or the drawings, the features and / or benefits, including design details, spatial arrangements and process steps may be essential to the invention both individually and in various combinations.

QUOTES INCLUDED IN THE DESCRIPTION

[0035] This list of references cited by the applicant was automatically generated and is intended solely to improve the reader's included. The list is not part of the German Patent and Utility model. The DPMA is not responsible for any errors or omissions.

cited patent literature

[0036]
- DE 102 007 027 438 A1 [0007]
- support DE 102 006 052 575 A1 [0008]

procedures for parking in a parking space and apparatus therefor




Technical and scientific translations