阅读说明：本技术 用于操作能够至少部分电驱动的机动车的驾驶员辅助系统以驱控四个车轮的方法、驾驶员辅助系统以及机动车 (Method for operating a driver assistance system of a motor vehicle that can be driven at least partially electrically for controlling four wheels, driver assistance system, and motor vehicle ) 是由 J·克内普 于 2020-03-19 设计创作，主要内容包括：本发明涉及一种用于操作能够至少部分电驱动的机动车(10)的驾驶员辅助系统(20)的方法,其中,彼此独立地驱动第一车轮(12)、第二车轮(14)、第三车轮(16)以及第四车轮(18),根据四个驱控信号(A1,A2,A3,A4)为该机动车(10)提供至少一个第一驾驶模式(F1),还提供至少一个第二驾驶模式(F2),所述第一驾驶模式(F1)或第二驾驶模式(F2)借助该驾驶员辅助系统(20)的操作装置(22)通过唯一的用户输入来调设,并且所述四个驱控信号(A1,A2,A3,A4)根据用户输入借助该驾驶员辅助系统(20)的电子计算装置(24)来产生,以便依据所调设的驾驶模式(F1,F2,F3)来驱控所述四个车轮(12,14,16,18)。本发明还涉及一种驾驶员辅助系统(20)和一种机动车(10)。(The invention relates to a method for operating a driver assistance system (20) of a motor vehicle (10) that can be driven at least partially electrically, wherein a first wheel (12), a second wheel (14), a third wheel (16) and a fourth wheel (18) are driven independently of one another, wherein at least one first driving mode (F1) and at least one second driving mode (F2) are provided for the motor vehicle (10) as a function of four actuation signals (A1, A2, A3, A4), wherein the first driving mode (F1) or the second driving mode (F2) is set by means of a single user input by means of an operating device (22) of the driver assistance system (20), and wherein the four actuation signals (A1, A2, A3, A4) are generated as a function of the user input by means of an electronic computing device (24) of the driver assistance system (20) in order to generate the driving mode (F1) that is set, f2, F3) to actuate the four wheels (12,14,16, 18). The invention also relates to a driver assistance system (20) and to a motor vehicle (10).)

1. A method for operating a driver assistance system (20) of a motor vehicle (10) that can be driven at least partially electrically, wherein a first wheel (12) of the motor vehicle (10) is driven by means of a first control signal (A1), a second wheel (14) of the motor vehicle (10) is driven by means of a second control signal (A2), a third wheel (16) of the motor vehicle (10) is driven by means of a third control signal (A3), and a fourth wheel (18) of the motor vehicle (10) is driven by means of a fourth control signal (A4) in an independent manner from one another, wherein at least one first driving mode (F1) is provided for the motor vehicle (10) as a function of the four control signals (A1, A2, A3, A4),

it is characterized in that the utility model is characterized in that,

at least one second driving mode (F2) is also provided as a function of the four control signals (a1, a2, A3, a4), wherein the first driving mode (F1) or the second driving mode (F2) is set by means of a single user input by means of an operating device (22) of the driver assistance system (20), and the four control signals (a1, a2, A3, a4) are generated as a function of the user input by means of an electronic computing device (24) of the driver assistance system (20) in order to control the four wheels (12,14,16,18) as a function of the set driving mode (F1, F2, F3).

2. Method according to claim 1, characterized in that the respective rotational speeds and/or torques and/or directions of movement of the four wheels (12,14,16,18) which differ from one another are set by means of the four control signals (A1, A2, A3, A4).

3. Method according to claim 1 or 2, characterized in that the respective wheel (12,14,16,18) is driven by means of a respective electric motor (26,28,30,32) assigned to the wheel (12,14,16, 18).

4. Method according to one of the preceding claims, characterized in that a first turning maneuver of the motor vehicle (10) is set to a first driving mode (F1) and a second turning maneuver of the motor vehicle (10) different from the first turning maneuver is set to a second driving mode (F2).

5. Method according to one of the preceding claims, characterized in that a parking action for parking the motor vehicle (10) is also provided as a third driving mode (F3) by means of the driver assistance system (20).

6. Method according to one of the preceding claims, characterized in that at least the first or second driving mode (F1, F2) is set as a corresponding operating device (22) by means of a touch-sensitive display device (34) of the driver assistance system (20) and/or by means of a steering device of the motor vehicle (10) and/or by means of a gear shifting device of the motor vehicle (10) and/or by means of a voice input device.

7. Method according to one of the preceding claims, characterized in that the motor vehicle (10) is operated at least partially autonomously, in particular fully autonomously, by means of the driver assistance system (20) at least during the first driving mode (F1) and/or the second driving mode (F2).

8. Method according to one of the preceding claims, characterized in that the motor vehicle (10) is provided as a motor vehicle (10) which operates at least partially off-road.

9. Method according to one of the preceding claims, characterized in that the steering angle of the steering device of the motor vehicle (10) and/or the inclination of the motor vehicle (10) relative to the ground on which the motor vehicle (10) is located are taken into account in the generation of the four actuation signals (A1, A2, A3, A4).

10. Method according to one of the preceding claims, characterized in that the surroundings (U) of the motor vehicle (10) are detected by means of a detection device (40) of the motor vehicle (10), and the detected surroundings (U) are taken into account when generating the four control signals (A1, A2, A3, A4).

11. Method according to one of the preceding claims, characterized in that at least one parameter characterizing the set driving mode (F1, F2, F3) is displayed on the display device (34) by means of a display device (34) of the driver assistance system (20).

12. Method according to claim 11, characterized in that the centre of rotation (36) and/or the driving mode speed and/or the radius of rotation (38) are displayed as parameters characterizing the set driving mode (F1, F2, F3), wherein in particular the parameters characterizing the set driving mode (F1, F2, F3) are set by the user.

13. Method according to one of the preceding claims, characterized in that at least the first driving mode (F1) and/or at least the second driving mode (F2) are interrupted on the basis of an interruption criterion.

14. Driver assistance system (20) for a motor vehicle (10) which can be driven at least partially electrically, having an operating device (22) and at least one electronic computing device (24), wherein the driver assistance system (20) is designed to carry out a method according to one of claims 1 to 13.

15. A motor vehicle (10) having a driver assistance system (20) according to claim 14 and four wheels (12,14,16,18) which can be driven independently of one another.

Technical Field

The invention relates to a method for operating a driver assistance system of an at least partially electrically drivable motor vehicle, wherein a first wheel of the motor vehicle is driven by means of a first drive signal, a second wheel of the motor vehicle is driven by means of a second drive signal, a third wheel of the motor vehicle is driven by means of a third drive signal and a fourth wheel of the motor vehicle is driven by means of a fourth drive signal in an independent manner from one another, wherein at least one first driving mode is provided for the motor vehicle as a function of the four drive signals. The invention also relates to a driver assistance system and to a motor vehicle.

Background

It is known from the prior art that the respective wheels of a motor vehicle can be individually driven. This may also be referred to as four-wheel all-drive in particular. Furthermore, it is known, for example, that in tracked vehicles, for example in excavators, the respective chain can be driven individually, wherein two user inputs are required for moving the chains, in turn, for each chain individually, in order to be able to move the respective chain.

For example, DE 4005356 a1 discloses a vehicle which is equipped with a plurality of running gears whose axles are adjustable relative to one another, so that each running gear has at least two drivable wheels and a corresponding electric motor. Ideally, it is also possible to design each wheel of the chain with a respective individually controllable reversible electric machine. This allows the vehicle to be controlled and steered or pivoted without moving the load, for which purpose the drive speed and the drive direction of the electric motor need only be set by means of a corresponding programmable device. The vehicle can be operated independently by a program or by means of a remote control.

Furthermore, EP 1186514 a2 discloses a pivot-capable vehicle with a very small turning radius, as specified, for example, in lawnmowers and windrowers. They typically have idler wheels and incorporate individual wheel control of the active wheels for steering. This arrangement is difficult to maneuver, especially when traveling over ridged terrain, and therefore can limit vehicle availability. A steering device is proposed which provides corresponding steering characteristics without the use of a mechanical force booster.

DE 19646559 a1 also discloses an electronic parking assist system for motor vehicles, which has a device for detecting and displaying obstacles or available parking spaces. A steering angle sensor and an electronic computer and control system are also provided, which calculate the parking driving process on the basis of the data collected about the empty parking area, the current vehicle attitude and the current steering angle and present the parking driving process to the vehicle driver by setting the desired driving steering action by means of an optical or acoustic display device.

Disclosure of Invention

The object of the present invention is to provide a method, a driver assistance system and a motor vehicle, by means of which a better flexible handling of the motor vehicle is possible.

This object is achieved by a method, a driver assistance system and a motor vehicle according to the independent claims. Advantageous embodiments of the invention are specified in the dependent claims.

One aspect of the invention relates to a method for operating a driver assistance system of an at least partially electrically drivable motor vehicle, in which a first wheel of the motor vehicle is driven by means of a first drive signal, a second wheel of the motor vehicle is driven by means of a second drive signal, a third wheel of the motor vehicle is driven by means of a third drive signal and a fourth wheel of the motor vehicle is driven by means of a fourth drive signal independently of one another, wherein at least one first driving mode is provided for the motor vehicle as a function of the four drive signals.

Provision is made for at least one second driving mode to be provided as a function of the four actuation signals, wherein the first driving mode or the second driving mode is set by means of a single user input by means of the operating device of the driver assistance system, and the four actuation signals are generated as a function of the user input by means of the electronic computing device of the driver assistance system in order to actuate the four wheels as a function of the set driving mode.

Thereby allowing the four wheels to be driven independently of each other and relative to each other, respectively. This makes it possible to achieve better handling of the motor vehicle, in particular in open-field environments, which may also be referred to as off-road environments, and also on the road. In this way, it is also possible to allow the motor vehicle to turn or to turn by means of a steering angle at the motor vehicle steering device, but additionally or solely by turning the wheels relative to one another, wherein this is effected in particular between two wheels on one side of the motor vehicle.

The first driving mode and the second driving mode are in particular the respective driving actions, i.e. the movement of the motor vehicle. The motor vehicle is in particular a four-wheel drive motor vehicle.

The sole user input is in particular that, as a user input, the user selects only the driving mode and generates the corresponding control signals for the wheels by selecting the driving mode. Therefore, the user only needs to select the driving mode, and the control is independently carried out by the electronic computing device. Thus, as in the prior art, two user inputs are not required to perform a motor vehicle maneuver, in particular a motor vehicle turn. This results in a higher driving comfort for the user with a higher mobility of the motor vehicle.

In particular, it can be provided that the method according to the invention can be installed in a motor vehicle as a steering assistance device for a long period of time. Alternatively, it can also be activated only under certain conditions and, for example, in the sense of "agile steering" to assist and improve the driving behavior of the motor vehicle with a so-called torque vector. In particular, however, it can be provided that the respective different or independent control of the wheels is effected only in the special driving mode, in this case in the first and second driving modes, so that the first and second driving modes differ from the normal driving operation of the motor vehicle.

In particular, according to the invention, the curve and curve paths of the motor vehicle can be improved thereby.

In particular, it can be provided that the motor vehicle is a motor vehicle which operates at least at times off-road. This makes it possible, for example, to turn or bend the motor vehicle in the field with as little space requirement as possible.

According to one advantageous embodiment, the four drive signals are used to set the respective mutually different speeds and/or torques and/or directions of movement of the four wheels. In other words, the rotational speed and/or the torque and/or the direction of movement of the respective wheel is set by means of the actuation signal. Thereby enabling the wheels to move or be moved relative to each other. This allows a high degree of flexibility of the vehicle, so that the vehicle can be turned or turned in a manner that requires little space. This increases the mobility of the motor vehicle.

It has also proven to be advantageous if the wheels are driven by means of respective electric motors assigned to the wheels. In particular, an all-wheel drive is thereby provided, wherein each wheel is driven by its own controllable electric motor. This can be done, for example, by an electric motor close to the wheel, either individually for the respective wheel, or by a respective in-wheel motor in each wheel. In this way, a free driving power is allocated to each wheel by means of the electric motor, so that a free torque, a rotational speed and a direction of movement can be allocated to each wheel. This improves the maneuverability of the vehicle.

In a further advantageous embodiment, a first turning maneuver of the motor vehicle is set as the first driving mode, and a second turning maneuver of the motor vehicle, which is different from the first turning maneuver, is set as the second driving mode. The first turning manoeuvre may be, for example, a so-called off-road turning, i.e. a field turning manoeuvre. When the automobile turns in the field, the right wheel and the left wheel of the automobile are oppositely steered. A left turn can be realized here in that the left side is turned backwards and the right side is turned forwards. A right turn may be achieved in that the right turns backwards and the left turns forwards. In particular, this makes it possible to achieve a high degree of cornering capability in the field of the motor vehicle. This makes it possible to perform a turning maneuver and a one-time turn with a low space requirement. The axis of rotation of the motor vehicle, i.e. the center of rotation, is in this case exactly at the intersection of the wheel links with equal traction forces. The wheels here in particular rotate at the same speed as one another. The front wheel is in particular straight ahead. In other words, the front wheels have no steering angle.

In particular, it can be provided that off-road cornering cannot be achieved on the road, since the axis of rotation is located in the middle of the lane. In particular, this is the context in which, in the event of sufficient space for a successful turning maneuver, the motor vehicle is then situated in the wrong attitude on the lane. It may be specified that the action is only allowed in the field. For example, it may also be provided that the action is only allowed when no trailer is present on the motor vehicle. Furthermore, it can be determined, for example, by positioning by means of a global navigation satellite system (global navigation satellite system, GNSS), such as GPS, whether the motor vehicle is located in the field or on the road. A speed threshold of less than 3 km/h, for example, may also be predetermined, only then allowing off-road turns. Furthermore, the action can only be allowed if other opening conditions are fulfilled, for example with regard to the on-board network, functional safety, product liability or user interface.

As the second turning action, for example, a so-called road turning, that is, a turning operation on a road, may be provided. It is thus a turning action for roads, similar to off-road turning. In a street turn, the wheels on one side of the vehicle rotate at a higher speed than the wheels on the other side of the vehicle, but the two sides do not rotate in opposite directions. According to the invention, the motor vehicle side is in particular the left side of the motor vehicle and the right side of the motor vehicle, viewed in the main direction of travel and in the longitudinal direction of the motor vehicle. In particular, the respective side refers to the wheel arranged on that side. A left turn may be achieved in that the left side turns more slowly or does not turn than the right side. The right turn may be achieved in that the right turn is slower than the left turn. For turning on the road, the direction of rotation then also depends on whether the country driving to the left or the country driving to the right. In general, the function may represent two directions of rotation, and thus a rotation in the direction desired by the driver, or a rotation in the corresponding direction of rotation automatically by means of position data, country and traffic condition identification and environment recognition for a turn on the road.

In particular, it is also possible to realize that the maneuver can also be driven backwards compared to off-road cornering. In this way, it is also possible for the motor vehicle to make a turn in road traffic, in which case, in particular, improved maneuverability is achieved, but also the smaller space required for the motor vehicle during a turn. The turning center of the motor vehicle is in this case in particular outside the motor vehicle. This makes it possible, for example, to carry out a single turning maneuver into the oncoming traffic lane. In particular, it is also possible to achieve slight tire wear since the wheels do not move relative to one another or come to a standstill on one side, but rather only a slight co-rotation of the tires is possible, as a result of which small turning radii and slight wear can be achieved.

The respective calculation of the speed ratio on each side of the vehicle, i.e. the wheels on one side of the vehicle, can be determined in particular by means of an electronic calculation device. In particular, this can be determined for cornering maneuvers by determining the axle point as a perpendicular distance from the center of the tire on one side, using the lane width and the vehicle width. The wheel speed can then also be determined from the determined position of the motor vehicle relative to the lane. As a result, in the case of a narrow lane and a vehicle located close to the center line, the axle point should be located rather close to the midpoint between the tires on one side. The rotation of the inner wheel should be minimized and thus only used to protect the tire.

In particular, in road cornering, it can also be provided that the front wheels do not have to be set to a neutral position, unlike off-road cornering. If the front wheel is not directed straight ahead, but is directed toward the center of the lane, the inner circle diameter or the radius of the lane is shortened, and the value of the outer circle of the wheel is also reduced. Such turning control is a desirable effect under a narrow road and is therefore allowable.

When identifying the vehicle position on the road, the driver assistance system may make a direction suggestion. If, for example, no road condition detection is present, a definable steering angle or an existing steering angle can also be used as a direction indication. The steering device then sets the inner side with its wheels turning at most 15% of the outer wheel speed, for example. When the steering angle exceeds a prescribed turning angle, there is a clear direction indication. In the case of values between the two, the vehicle user can alternatively prescribe the direction of the turn by means of suitable indications, such as, for example, the actuation of a turn signal lever (flash), other steering wheel switches, touch-sensitive inputs or voice inputs in the desired direction.

The inner side, in particular when cornering, is the lower side, which has a smaller distance to the steering center than the outer side.

In particular, the road is only allowed to turn when the vehicle is without a trailer and the vehicle speed is below a specified value, such as below 3 km/h.

In a further advantageous embodiment, a parking operation for parking the motor vehicle can also be provided as a third driving mode by means of the driver assistance system. Furthermore, a so-called swing mode may be provided as an additional driving mode. The swing mode is in particular a so-called "limp-home driving mode". In this case, it is an action that allows the vehicle to swing out of the way, for example from a silted ground, especially in the field, by a slight movement. This can be achieved, for example, by a slight back and forth movement of the wheels to regain traction. This can also be achieved by a short counter-rotation of the wheels to obtain traction resources again.

The parking action may be, for example, so-called agile parking. In particular, when parking automatically, the parking trajectory is changed by the different wheel speeds or torques on the respective sides of the motor vehicle. This allows parking in one single pass, while in other cases multiple movements are necessary to enter the parking space. For this purpose, it can be provided, for example, that the electronic computing device determines a travel path into the parking space, i.e., a parking trajectory, with which the parking maneuver can be performed in one go. In the event that the movement path cannot be traveled further by the normal steering, the different wheel speeds on both sides of the vehicle always contribute to enabling the motor vehicle to be deflected further inward. In particular, for this purpose, it can be provided, for example, that the parking algorithm is based on the superposition of two functions. For example, the normal control of the motor vehicle can be carried out on the basis of the steering of the front wheels, wherein an additional steering can be carried out by means of different wheel speeds on both sides of the vehicle.

It has also proven to be advantageous if, as a corresponding operating device, at least the first or the second driving mode can be set by means of a touch-sensitive display device of the driver assistance system and/or by means of a motor vehicle steering device and/or by means of a motor vehicle shifting device and/or by means of a voice input device. In other words, the user of the driver assistance system may select the first driving mode or the second driving mode by means of different operating means. This may be achieved, for example, by touching the touch-sensitive display device. The respective driving mode can also be selected by means of a steering device, which can be realized, for example, by a steering wheel of a motor vehicle. This can be achieved, for example, by specifying the direction by means of a steering wheel. The turning direction can be determined in particular as a function of the steering angle. It can also be provided that the respective driving mode is set by means of a shifting device on the steering wheel, which is provided, for example, as a shift lever. Furthermore, the user can select the respective driving mode, for example, by voice input by means of a voice input device. Alternatively, it is also possible to set the first driving mode or at least the second driving mode by means of a button selection. The speed regulation can be effected, for example, by adjusting an accelerator pedal or by means of a brake. This allows the first or second driving mode to be executed without additional components in the motor vehicle.

It is also advantageous if the motor vehicle is operated at least partially, in particular completely, autonomously in at least a first driving mode and in at least a second driving mode by means of the driver assistance system. Parking, for example, can be performed completely autonomously. Furthermore, steering may be achieved automatically and speed adjustments may be achieved using an accelerator pedal. For the first driving mode "off-road cornering", the actuation can also be carried out without depressing the accelerator pedal, for example by the driving mode being carried out only by the steering wheel rotation or the angle of rotation in overcoming the tactile resistance. The force exerted by the user or the steering angle deflection magnitude can then be assigned to the vehicle speed accordingly. For example, the vehicle may be turned more quickly by increasing the force applied against the tactile resistance or the steering angle. In this case, a small steering angle on the steering wheel is sufficient, so that the steering wheel only has to be turned to a minimum, and depending on the design of the vehicle, only a small steering angle of the wheels is then achieved, or, for example, no turning of the wheels themselves can take place at all with a steer-by-wire function. This allows, in particular, a motor vehicle operation that is as comfortable as possible with the aid of the driver assistance system.

In a further advantageous embodiment, the motor vehicle is provided as an at least partially off-road motor vehicle. Especially in the field, turning in narrow spaces is required. Thus, particularly by means of the method according to the invention, better cornering can be achieved in the field, and therefore better operation of the motor vehicle, particularly at least partially off-road, can be achieved.

According to a further advantageous embodiment, the steering angle of the motor vehicle steering device and/or the inclination of the motor vehicle relative to the ground on which the motor vehicle is located can be taken into account when generating the four actuation signals. In particular, the current steering angle of the motor vehicle, which has been deflected by the user, can be considered. Furthermore, it is also conceivable whether, for example, active inward turning of the two front wheels is used by means of the driver assistance system during a parking maneuver, in order to be able to achieve a corresponding turning radius. This allows a motor vehicle with greater mobility to be provided.

It can also be provided that the surroundings of the motor vehicle are detected by means of a detection device of the motor vehicle and the detected surroundings are taken into account when generating the four actuation signals. In particular, the surroundings of the motor vehicle can be detected by means of a camera device as a detection device. This makes it possible, for example, to identify or detect the road side and the road width on which the motor vehicle is located, from which the center of rotation of the curve can then be determined. In particular, the center of rotation is thus better determined in a 180 ° u-turn maneuver. Furthermore, the monitoring of the surroundings can be carried out by means of the detection device, so that if it is determined that the turning circle leads to a possible collision of the motor vehicle, the turning process can optionally be warned or stopped. In particular, the surroundings can be displayed, for example, on a display device, wherein in particular a so-called bird's eye view, comprising the motor vehicle and the respective center of rotation and movement path, can be displayed.

It is also advantageous if at least one parameter which characterizes the set driving mode is displayed on a display device of the driver assistance system. Thus, especially the driving mode can be displayed together with the 360 ° camera view or the different setting conditions of the individual driving mode. This allows the user to comfortably operate the motor vehicle.

It is also advantageous if the center of rotation and/or the driving mode speed and/or the radius of rotation are displayed as parameters which characterize the set driving mode, wherein in particular the parameters which characterize the set driving mode are set by the user. For example, the speed of the driving mode may be set by the user. In particular, the center of rotation is displayed on a display device so that the user knows by means of the display how the vehicle is positioned according to the driving pattern, for example with respect to the road. Thereby allowing the user to plan the driving pattern. Furthermore, the user can, for example, observe the surroundings accordingly and, for example, determine the time at which the driving mode can be initiated without compromising road traffic safety. In particular, for this purpose, the current and/or desired center of rotation associated with the motor vehicle can be displayed, most preferably in a bird's eye view, together with the surroundings. In particular, the setting can be changed accordingly in such a way that, for example, a displacement of the center of rotation is performed by the user.

It is also advantageous if at least the first driving mode and/or at least the second driving mode is interrupted as a function of an interruption criterion. In other words, it can be provided that the driving mode is interrupted if the respective interruption criterion is fulfilled. For example, if the motor vehicle is likely to collide due to a narrow turning radius, the corresponding driving mode may be interrupted. In addition, individual driving patterns should be provided only in the respective surroundings, for example off-road cornering should be allowed only in the field, while parking action can be taken in the event of a detected parking space. For example, "only providing a sway mode in the field" may be considered as other interruption criteria.

A further aspect of the invention relates to a driver assistance system for an at least partially electrically drivable motor vehicle, having an operating device and at least one electronic computing device, wherein the driver assistance system is designed to carry out the method according to the preceding aspect. The method is carried out in particular by means of a driver assistance system.

A further aspect of the invention relates to a motor vehicle having a driver assistance system according to the preceding aspect and four wheels which can be driven independently of one another. The motor vehicle is designed, in particular, at least partially as an off-road vehicle and is at least partially electrically drivable.

Advantageous embodiments of the method are to be regarded as advantageous embodiments of the driver assistance system and of the motor vehicle. The driver assistance system and the motor vehicle have the subject features for this purpose that allow the method or advantageous embodiments thereof to be carried out.

Drawings

Other advantages, features and details of the present invention will become apparent from the following description of the preferred embodiments, taken in conjunction with the accompanying drawings. The features and feature combinations mentioned above in the description and the features and feature combinations mentioned below in the description of the figures and/or shown in the figures individually can be used not only in the respectively indicated combination but also in other combinations or alone without going beyond the scope of the present invention, in which:

fig. 1 shows a schematic plan view of an embodiment of a motor vehicle in a first driving mode;

fig. 2 shows a further schematic top view of the motor vehicle embodiment in a second driving mode;

fig. 3 shows a further schematic plan view of the motor vehicle embodiment in the third driving mode.

In the figures, identical or functionally identical components are provided with the same reference symbols.

Detailed Description

Fig. 1 shows a schematic plan view of an embodiment of a motor vehicle 10. The motor vehicle 10 is provided in particular as a motor vehicle 10 which is operated at least partially off-road.

The motor vehicle 10 has a first wheel 12 and a second wheel 14 that together form the front wheels 12 and 14. Furthermore, the motor vehicle 10 has a third wheel 16 and a fourth wheel 18, wherein the third wheel 16 and the fourth wheel 18 form the rear wheels 16, 18.

In the method for operating the driver assistance system 20 of the at least partially electrically drivable motor vehicle 10, the first wheel 12 is driven by means of a first drive signal a1, the second wheel 14 is driven by means of a second drive signal a2, the third wheel 16 is driven by means of a third drive signal A3 and the fourth wheel 18 is driven by means of a fourth drive signal a 4. The motor vehicle 10 is provided with a first driving mode F1 as a function of the four actuation signals a1, a2, A3, a 4.

Provision is made for at least one second driving mode F2 (fig. 2) to be provided as a function of four control signals a1, a2, A3, a4, wherein the first driving mode F1 or the second driving mode F2 is set by means of a single user input by means of the operating device 22 of the driver assistance system 20, and for four control signals a1, a2, A3, a4 to be generated as a function of the user input by means of the electronic computing device 24 of the driver assistance system 20 in order to control the four wheels 12,14,16,18 as a function of the set driving modes F1, F2.

The first driving mode F1 and the second driving mode F2 refer in particular to corresponding driving actions, i.e. movements of the motor vehicle 10.

In particular, it can be provided that the respective mutually different speeds and/or torques and/or directions of movement of the four wheels 12,14,16,18 are set by means of the four actuation signals a1, a2, A3, a 4. It can also be provided that the respective wheel 12,14,16,18 is driven by means of a respective electric motor 26,28,30,32 assigned to the wheel 12,14,16, 18. In particular, according to fig. 1, the first wheel 12 is driven by a first electric motor 26. The second wheel 14 is driven by a second electric motor 28. The third wheel 16 is driven by a third motor 30. The fourth wheel 18 is driven by a fourth motor 32.

It can also be provided that at least the first or second driving mode F1, F2 is set as a corresponding operating device 22 by means of a touch-sensitive display device 34 of the driver assistance system 20 and/or by means of a steering device of the motor vehicle 10 and/or by means of a shifting device of the motor vehicle 10 and/or by means of a voice input device.

Furthermore, it can be provided that, at least in the first driving mode F1 and/or at least in the second driving mode F2, the motor vehicle can be operated at least partially autonomously, in particular completely autonomously, by means of the driver assistance system 20.

It can also be provided that at least one parameter characterizing the set driving mode F1, F2 is displayed on the display device 34 by means of the display device 34 of the driver assistance system 20. In particular, the centre of rotation 36 and/or the driving mode speed and/or the radius of rotation 38 may be displayed as parameters characterizing the set driving mode F1, F2, wherein in particular the parameters characterizing the set driving mode F1, F2 are set by the user.

Fig. 1 shows that, in particular, as the first driving mode F1, a first turning maneuver of the motor vehicle 10 can be provided. The first turning maneuver may be, in particular, a field turn of the motor vehicle 10. The first driving mode F1 may also be referred to as off-road cornering. In an off-road turn, the first wheel 12 and the third wheel 16 rotate in a first direction, while the second wheel 14 and the fourth wheel 18 rotate in an opposite direction. Thus, for example, a left turn of the motor vehicle 10 can be achieved in that the left wheels 12, 16 of the motor vehicle 10, in particular the left wheels, are turned backwards, as viewed in the longitudinal direction of the motor vehicle 10 and in the main travel direction of the motor vehicle 10, while the right wheels 14, 18, in particular the right wheels, are turned forwards. Right-hand turning may be achieved, for example, by turning the right-hand side backwards and the left-hand side forwards. This makes it possible to achieve a highly flexible off-road mobility, in particular in the case of low floor space requirements. The axis of rotation, i.e. the center of rotation 36, is located in this case exactly at the intersection of the connecting lines of all wheels 12,14,16,18, with the tractive forces being equal to one another. In particular, all wheels 12,14,16,18 rotate at the same speed as each other. The front wheels 12,14 face straight ahead. In particular, it may be provided that the first driving mode F1 is not applicable to the road 42 (fig. 2), since the center of rotation 36 would be located at the center of the lane 44 (fig. 2). The vehicle 10 will then be located in the wrong lane even if the area is large enough to allow a successful turn. It is therefore provided that the action is only allowed in the open.

The first driving mode F1 may be activated, for example, by a key press, once the respective conditions are satisfied. For example, it can be provided that the trailer is not to be hung on the motor vehicle 10 and/or that the motor vehicle 10 is to be recognized by means of a navigation device of the motor vehicle 10 if it is located in the field. If the vehicle 10 is located outdoors, a first driving mode F1 may be implemented. In addition, the speed of the automobile 10 may be lower than a prescribed value, and thus the first driving mode F1 may be executed. If these conditions are not met, then: the operation cannot be performed. Other opening conditions may relate to, for example, an in-vehicle network, functional security, product responsibility or a user interface. If all conditions are met, there is a function open for activating the action.

In a first step, it can be provided that each wheel 12,14,16,18 is locked and the motor vehicle 10 is stopped. The confirmation can then be made by a function LED and a combined message containing a designation for the next step. Then, the demonstration of the first driving mode F1 may be performed on the display device 34, for example. In particular, a 360 ° viewing angle can be provided by means of the detection device 40 (fig. 2), which can be designed in particular as a camera, so that a bird's eye view representation of the driving pattern F1 can be displayed. The steering wheel is turned to the null position and simultaneously the front wheels 12,14 are turned straight ahead. In particular, it can be provided that the angular speed of rotation of the wheels 12,14,16,18 is increased or decreased in a ramp-like manner, so that the user feels a gentle start and end of rotation. Once the zero position is reached, a request for direction setting of the first driving mode F1 is displayed in the instrument cluster and in particular on the display device 34. The direction setting can then be carried out, for example, by means of a steering wheel of the motor vehicle 10 or a driving direction indicator (also referred to as an indicator switch/turn light switch) of the motor vehicle 10. In the case of a steering wheel, for example, the electric power steering system may recognize the force for turning the steering wheel from the 12 o' clock position to the set direction. The pressure is to be resisted from a defined threshold torque, so that a defined maximum angular change can be set, such that the increased torque acts as a steering resistance. Thereby enabling tactile feedback to the user. The identification direction setting will be applied as long as the force required to maintain the threshold torque is applied. In this case, feedback can be provided on the display device 34 with the demonstration of the direction selection. Thus, a message indicating that the direction setting can be complied with can be seen on the display device 34. The accelerator pedal may be depressed to initiate the first drive mode F1. It is also possible, depending on the system design, to combine the steering direction setting with a force-sensitive measurement of the torque or the turning angle on the steering wheel beforehand as setting conditions for activation and starting of the action. When the torque threshold is undershot, a message about the direction setting is displayed in the instrument cluster before the previously function-on state above the threshold is reached again.

Alternatively, the direction to be steered may be indicated by operating a travel direction indicator. Feedback may be provided via the display device 34 in conjunction with the demonstration of the first driving maneuver F1. There is also a function for the next step that is turned on as long as the running direction indicator is placed at the position of the running direction setting. The operation may also be performed by the touch sensitive display device 34. By selecting the mechanism option on the display device 34, the direction to be traveled can be indicated instead of by operation of the steering wheel. As long as the selection is not deselected, there is still a function open for the next step. The demonstration accompanying the first driving maneuver F1 may be fed back on the display device 34. In particular, a notification then arises that "the respective device should be operated to perform the driving action", so that, for example, if the execution of the method for driving action involves "pressing the accelerator pedal", the accelerator pedal should be pressed. Alternatively, the selection may be made by means of a voice input device, as long as the selection is active, the voice manipulation reacts to a command (e.g. "right" or "left"), and the setting may be confirmed. As long as the selection is not deselected, there is still a function open for the next step.

Alternatively, the direction setting can also be performed by a shifting device, in particular a shift paddle, i.e. a shift lever, in particular on the steering wheel.

Thus, the first driving mode F1 may be executed using the accelerator pedal. The first driving mode F1 may thus be initiated ultimately with the accelerator pedal. The accelerator pedal position can be assigned to a correspondingly defined rotational speed by operating a ramp function. For example, if the user should no longer step on the accelerator pedal, a gentle deceleration of the vehicle 10 may be initiated and energy recovered to reduce freewheeling. With the accelerator pedal moved again, the vehicle 10 can be moved further as long as the opening condition of this step still exists. From the basic position, a soft, gradual start is again performed. The opening step should in particular be carried out in cascade. Deleting one of the steps does not interrupt the entire action, but rather performs a reactivation of that step. But in particular in any case interrupts the first driving mode F1 by pressing the dedicated action key again. The first driving mode F1 should be actively ended, in particular, by pressing the key belonging to the first driving mode F1 again, in order to be able to select another driving mode F1, F2 (fig. 2), F3 (fig. 3). In particular, it can be provided that, as soon as the maneuver request/control request is withdrawn by a corresponding input, the steering is no longer locked and the motor vehicle 10 reacts normally, for example for normal driving operation of the motor vehicle 10. Alternatively, instead of the accelerator pedal operation, the operation may be performed by force-sensitive evaluation of the steering torque. This variant then comprises, for example, the following steps: direction setting and action start.

It may also be provided, for example, that the first driving mode F1 is stopped if the precondition for the first driving mode F1 is not fulfilled. This can be achieved, for example, if the direction setting is no longer present or the accelerator pedal is no longer depressed. Further, if the switch state is interrupted by pressing the switch again, the interruption of the first driving mode F1 can also be performed. The functional LED will then go out. In addition, the following can be input by voice instructions: the first driving mode F1 is to be interrupted. For this purpose, the driver assistance system 20 may then be designed, for example, to give the user a feedback that the first driving mode F1 has been interrupted.

Fig. 2 shows the motor vehicle 10 in a top view in a schematic view during the second driving mode F2. The second driving mode F2 is in particular a turning maneuver which differs from the first turning maneuver, i.e. from an off-road turn. It is particularly the cornering action of the motor vehicle 10 on the road 42. Here, the roadway 42 has a first lane 44 on which the motor vehicle 10 is currently located, and a second lane 46, which may be referred to as an oncoming lane. In the second driving mode F2, the steering angle of the steering device of the motor vehicle 10 and/or the inclination of the motor vehicle 10 relative to the ground on which the motor vehicle 10 is located are taken into account in particular when generating the four control signals a1, a2, A3, a 4. Fig. 2 also shows that the surroundings U of the motor vehicle 10 are detected by means of the detection device 40 of the motor vehicle 10, and that the detected surroundings U are taken into account when generating the four actuation signals a1, a2, A3, a 4. The second driving mode F2 describing turning on the road 42 may also be referred to as street turning, among others.

The various steps may be performed similarly to off-road cornering. In a street turn, the wheels 12, 16 turn at a first speed and the wheels 14, 18 turn at a second speed, wherein all four wheels 12,14,16,18 move in the same direction. Left turns may be made such that wheels 12, 16 rotate slowly or not at all, while wheels 14, 18 rotate quickly. Right-hand rotation may be achieved with the wheels 14, 18 rotating slowly or not at all, while the wheels 12, 16 rotate rapidly. In this example a forward turn. Alternatively, the vehicle 10 may turn backward. Whereby a high cornering capacity can be achieved in road traffic. If the wheels 12,14,16,18 on one side do not rotate at all, the axis of rotation, i.e. the centre of rotation 36, is located at the intersection of the ground contact surfaces of the two wheels on the non-rotating side. Thereby potentially exacerbating tire wear. It can therefore be provided that the other wheels 12,14,16,18, i.e. in this exemplary embodiment the wheels on the side facing the inside of the roadway, also rotate slightly in a following manner. The relative rotational speed ratio of the tires 12,14,16,18 can be determined in the present embodiment for the maneuver, i.e., the second driving mode F2, in particular by determining the center of rotation 36 as a vertical distance from the center point of the wheels 12, 16. Furthermore, the determination requires in particular a lane width and a known width of the motor vehicle 10. This results in particular in the case of a very narrow road 42 and a position of the motor vehicle 10 in the immediate vicinity of the center line of the lane 42, the center of rotation 36 in this exemplary embodiment is to be located in a relatively close-in manner between the tires 12, 16. The rotation of the inner wheels 12, 16 should be minimized and thus serves in particular only to protect the wheels 12, 16 from wear.

In particular, it can be provided that, as the inner wheels 12, 16 rotate, an inner ring is defined about which the motor vehicle 10 rotates. If the motor vehicle 10 is located furthest to the left in the lane 44 and the lane width is narrowest, the maximum inner ring diameter is taken from the vehicle width so as to be able to start from the wheel landing center point. Unlike off-road cornering, in the second driving mode F2, the front wheels 12,14 may not necessarily be set to null positions, particularly steering angles occur. If the front wheels 12,14 are then not straight ahead, but are offset toward the center of the road, the inner and outer ring diameters both decrease. A smaller range of guidance is desirable and permissible in narrow roads. This effect must be taken into account when identifying the location of the lanes 44, 46 and the vehicle 10. If there is no road condition recognition, the steering angle is used as the direction setting. The steering device presets the inner wheels 12, 16 for example to turn at most 15% of the speed of the outer wheels 14, 18. When the steering angle exceeds a defined turning angle, there is a clear direction indication. For values in between, the user can set the direction of rotation himself. The various steps for performing a road turn are similar to the steps for performing an off-road turn.

In particular, the width of the road 42 and the position of the motor vehicle 10 within the respective lane 44, 46 can be determined by using the detection device 40, in particular by using an on-board camera of the motor vehicle 10. The curve can now be designed such that the motor vehicle 10 is located in the middle of the lane 46 according to the second driving mode F2. By the rotational speed of the inner wheels 12, 16 being specifically determined relative to the outer wheels 14, 18, an inward distance can be traveled along a semicircular path during rotation.

If the motor vehicle 10 is located on the road 42 with a steering angle, it is a superimposed movement which is the combination of the case without a steering angle and the steering circle passed by the steering. Especially so that corrections are required. In particular, the steering angle, slip angle, yaw rate, and slip angle can be taken into consideration for correction.

Or it may be provided that the user himself can specify the centre of rotation 36, for example via the touch-sensitive display device 34. The driver assistance system 20 can determine the movement path occurring in this way, in particular in real time, and accordingly present it to the user and display it, for example, on the display device 34.

Alternatively, a swing mode may be provided as the additional driving mode. The swing mode, which can be carried out in particular in the field and is also referred to as a driving mode for escaping from a sea, for example, is an automatic program which enables a swing escape from a silted ground surface by a slight movement. This can be done, for example, in combination by moving the wheels 12,14,16,18 back and forth in small steps so that the wheels 12,14,16,18 again gain traction. In addition, the wheels 12,14,16,18 may be turned briefly in opposite directions to regain traction.

Fig. 3 shows an embodiment of the motor vehicle 10 in a top view in a third driving mode F3. The third driving mode F3 is used in particular for parking maneuvers for parking the motor vehicle 10.

During a parking operation, which is performed in particular at least partially autonomously, in particular completely autonomously, the parking position is performed with the aid of mutually different wheel speeds on the respective vehicle side, so that the entry angle is changed. It is therefore possible to park in the third driving mode F3 once, while in other cases multiple movements are necessary to park. The motor vehicle 10, in particular the electronic computing device 24, determines a driving route for enabling one-time driving into a parking space in the third driving mode F3. In any case, in which the driving route cannot be traveled further by the normal steering, the electronic computing device 24 always determines the mutually different wheel speeds of the wheels 12,14,16,18 on the respective vehicle side in order to be able to deflect the motor vehicle 10 further inward.

In particular, the algorithm is based on the superposition of two functions. Normal control of the motor vehicle 10 may be performed based on the steering of the front wheels 12, 14. Such steering can be achieved by the wheel speed on both sides of the vehicle. In particular, the electronic computing device 24 determines at least three functions for this purpose. In particular, an ideal path into the parking space is determined as a first function. A course that can be realized by the normal steering movement as a second function will also be determined. The subtraction of the two functions produces a third function as a corollary. The third function is a setting condition for causing steering by the rotational speeds of the wheels on both sides different from each other. Initially, the steering function is used for the normal steering and longitudinal control interface, and finally, a third function is used to control wheel speed. Both are especially performed simultaneously during the parking maneuver.

The parking maneuver according to the present invention, i.e., the third driving mode F3, is particularly a functional extension of normal parking. In particular, the selection may be made via a parking action menu. This option is also not shown if a single parking position is possible without corresponding assistance. In another case, the user can choose to enter the parking space in the normal manner or with corresponding assistance. For this purpose, the driver assistance system 20 estimates the number of movements of normal parking and the number of times required for using mutually different wheel speeds. In particular, this can also be displayed on the display device 34. A corresponding demonstration of the third driving mode F3 may also be displayed on the display device 34.

In another embodiment, the driver can, for example, select the "torque vectoring" option in the vehicle, in particular by means of a switch or a menu in the operating system, and during parking, which can take place directly during activation of the "torque vectoring" option or after a delay, it will then always be achieved by means of the third driving mode F3. Therefore, the driver does not have to individually select or confirm the third driving mode F3 again for parking, as is necessary to be able to park in a spot. In this case, at the start of the parking process, the process of adopting the wheel rotation speeds different from each other is automatically performed with assistance according to the third driving mode F3, and the display device 34 displays the process accordingly.

It can also be provided that the different control of the wheels 12,14,16,18 from one another can be used even during normal driving of the motor vehicle 10. Here, it may be, for example, a so-called agile control. The agile control allows dynamic driving caused by the mutually different rotational speeds of the wheels 12,14,16,18 during normal driving. As a result, depending on the driving speed of the motor vehicle 10, more torque is distributed to the curve outer wheels 12,14,16,18, so that a steering movement is carried out with mutually different torque distributions. The torque distribution starts at a maximum and ends at a defined speed, when the torque difference between the two sides of the vehicle then decreases to zero. Thereby a higher dynamics on the road can be achieved.

In particular, the torque vector can achieve a smaller turning circle at low speeds depending on the actuation caused by the wheel relative speed, but here this is reduced at higher speeds by the actuation. For example, the system may be provided by a switch in the center console or cockpit area as a central switch for enabling and/or disabling the agile parking and/or torque vectoring functions.

The method described herein can also be present in the form of a computer program (product) which, when executed on a control unit, carries out the method on the control unit. Also, there may be an electronically readable data carrier on which electronically readable control information is stored, which information comprises at least one of said computer program products and is designed to carry out the method described when the data carrier is used in a control unit of an MR system.

In summary, the present invention demonstrates a new driving maneuver in terms of four individually driven wheels 12,14,16,18 and their steering.

List of reference numerals

10 Motor vehicle

12 first wheel

14 second wheel

16 third wheel

18 fourth wheel

20 driver assistance system

22 operating device

24 electronic computing device

26 first motor

28 second motor

30 third motor

32 fourth motor

34 display device

36 center of rotation

38 radius of rotation

40 collecting device

42 road

44 lanes

46 lanes

A1 first control signal

A2 second drive control signal

A3 third control Signal

A4 fourth drive control Signal

F1 first Driving mode

F2 second Driving mode

F3 third Driving mode

Environment around U