EP4363294A1 - Procédé de replanification d'une trajectoire de stationnement - Google Patents

Procédé de replanification d'une trajectoire de stationnement

Info

Publication number
EP4363294A1
EP4363294A1 EP22744643.2A EP22744643A EP4363294A1 EP 4363294 A1 EP4363294 A1 EP 4363294A1 EP 22744643 A EP22744643 A EP 22744643A EP 4363294 A1 EP4363294 A1 EP 4363294A1
Authority
EP
European Patent Office
Prior art keywords
parking
vehicle
trajectory
intermediate position
planning
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22744643.2A
Other languages
German (de)
English (en)
Inventor
Hendrik DEUSCH
Yong-Ho Yoo
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aumovio Autonomous Mobility Germany GmbH
Original Assignee
Continental Autonomous Mobility Germany GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Autonomous Mobility Germany GmbH filed Critical Continental Autonomous Mobility Germany GmbH
Publication of EP4363294A1 publication Critical patent/EP4363294A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/06—Automatic manoeuvring for parking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/027—Parking aids, e.g. instruction means
    • B62D15/0285—Parking performed automatically
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/3407—Route searching; Route guidance specially adapted for specific applications
    • G01C21/3415—Dynamic re-routing, e.g. recalculating the route when the user deviates from calculated route or after detecting real-time traffic data or accidents

Definitions

  • the invention relates to a method for replanning a parking trajectory for parking processes that are carried out at least partially automatically.
  • the trajectory planner should be able to react dynamically to changes in the environment model, i.e. while the parking process has already started.
  • changes in the environment model can, for example, be due to newly detected objects in the surrounding area (e.g. due to the small range of the detecting sensors, due to more accurate detection due to the lower speed of the vehicle when parking, etc.) or due to a change in the parking situation (e.g. parking space is larger or smaller than during the original planning of the parking process).
  • a change in the parking situation e.g. parking space is larger or smaller than during the original planning of the parking process.
  • the invention relates to a method for replanning a parking trajectory of a vehicle during a parallel parking process that is carried out at least partially automatically.
  • the procedure includes the following steps:
  • the information is received that a replanning of a parking trajectory previously planned for the parallel parking process is required.
  • the information can be provided, for example, by a component of a driver assistance system of the vehicle, for example by that component which generates the environmental model of the environmental area around the vehicle.
  • a target position of the vehicle is then received.
  • the target position can be identical to the previous target position or it can be a new target position, ie the new target position differs from a previous target position that should have been taken up by the previously performed parking process. Cases in which the target position remains the same can, for example, change the environment model in such a way that the originally planned trajectory can no longer be traveled without collision, or an unexpected one Be control deviation, ie the vehicle leaves the planned parking trajectory in an undesirable manner.
  • a multi-lane parking trajectory is then replanned based on the target position using a first planning method.
  • replanning the parking trajectory includes lengthening or shortening an S-shaped parking path to a first intermediate position, at which the vehicle still has a safe distance from a surrounding object.
  • a single parking move or one or more forward/backward parking moves are planned in order to position the vehicle on the target position or on a target area around the target position.
  • a multi-lane parking trajectory is replanned based on the target position using a second planning method.
  • a second planning method starting from the target position, a single parking lane or one or more forward/backward parking lanes is planned for a second intermediate position at which the vehicle still has a safe distance from a surrounding object.
  • an S-shaped parking path or a parking path comprising an arc of a circle and a clothoid is planned for the current position of the vehicle.
  • An “S-shaped parking lot” is understood to mean a parking lot that has both a right-curved and a left-curved section.
  • the technical advantage of the method according to the invention is that the method makes it possible to replan the parking trajectory without having to cancel the parking process altogether and, using predetermined planning strategies, allows flexible replanning of the parking trajectory to an alternative parking trajectory with limited space that is perceived as natural by the human driver computing effort becomes possible.
  • the first or the second planning method is carried out depending on the result of a decision step. This means that it is checked in advance whether the first planning procedure could lead to a permissible parking trajectory and, depending on the result of the check, the first planning procedure is only carried out if it appears promising.
  • the first planning method is carried out first and, if no permissible parking trajectory could be achieved by the first planning method within predetermined planning limits, the second planning method is carried out. This means that with the second alternative, there is no preliminary check, but an attempt is made directly to obtain a permissible parking trajectory using the first planning method.
  • a third planning method is carried out in the event that no permissible parking trajectory could be achieved by the second planning method within predetermined planning limits. This means that if the suitability for determining a valid parking trajectory is determined by the first planning method, which is either executed directly, or in a test step, and no permissible parking trajectory could be determined by the second planning method, the third planning method is used will. As a result, a planning hierarchy is specified, which is a situation-adapted reaction to different parking situations with reduced computing effort.
  • the third planning method uses a first intermediate position and a second intermediate position.
  • the first intermediate position is reached by lengthening or shortening an S-shaped parking line, starting from the current position of the vehicle, with the vehicle still having a safe distance from a surrounding object at the first intermediate position.
  • the second intermediate position is reached by planning a single parking move or one or more forward/backward parking moves starting from the target position, with the vehicle still having a safe distance from a surrounding object at the second intermediate position.
  • the first intermediate position can preferably be identical to the first intermediate position that the first planning method determined.
  • the second intermediate position can preferably be identical to the second intermediate position that the second planning method has determined.
  • the third planning method determines a partial park trajectory between the first and second intermediate position.
  • the partial park trajectory has a first and a second partial park trajectory section.
  • the first partial parking trajectory section connects the first or second intermediate position with a third intermediate position located outside or in the direction of the edge of the parking space and the second partial parking trajectory section connects the third intermediate position with the second or the first intermediate position.
  • the third planning method determines a parking trajectory that, starting from the current position of the vehicle, determines a first partial parking trajectory to the first intermediate position, a second partial park trajectory with a first partial park trajectory section from the first intermediate position to the third intermediate position and a second partial park trajectory section from the third intermediate position to the second intermediate position and at least a third partial park trajectory from the second intermediate position to the target position of the vehicle.
  • the third intermediate position is preferably selected in such a way that viewed in the transverse direction of the parking space it is outside or in the direction of the edge of the parking space, preferably in an entry area of the parking space via which the vehicle was initially maneuvered into the parking space.
  • the first partial parking trajectory section of the second partial parking trajectory begins at that intermediate position from the set of first and second intermediate positions that is less deep in the parking space when viewed in the transverse direction of the parking space. The result of this is that the vehicle can be moved out of the parking space again more easily without a collision using the second partial parking trajectory.
  • the first partial park trajectory section of the second partial park trajectory comprises a circle segment and a straight line.
  • the first partial park trajectory section has only a section with a left curve or a right curve.
  • a clothoid can preferably be provided, which connects the circle segment with the straight line.
  • the first partial park trajectory section of the second partial park trajectory is S-shaped, ie has both a left-hand and a right-hand curved section.
  • the first partial park trajectory section of the second partial park trajectory is particularly S-shaped if the first and second intermediate positions are only a very small distance apart.
  • the first or second partial parking trajectory section has a circle segment, by means of which the vehicle orientation present at the first intermediate position is adjusted relative to the vehicle orientation at the second intermediate position, or the vehicle orientation present at the second intermediate position is adjusted relative to the vehicle orientation at the first intermediate position. Adjusting the vehicle orientation can make trajectory planning easier.
  • replanning is initiated using the third planning method, with the first partial park trajectory section being a circular segment adjoining the first intermediate position and the second partial park trajectory section being a circular segment at the second Has intermediate position adjacent circle segment, by means of which the vehicle orientations are adjusted synchronously to each other.
  • a change in the orientation of the vehicle is achieved by the circle segments.
  • This change in the vehicle orientation is preferably carried out in such a way that the vehicle is rotated with the front in the direction of the parking space opening through which the parking space is entered. This creates a new initial situation in order to achieve a collision-free partial park trajectory between the first and second intermediate position using the third planning method.
  • the current position of the vehicle is a position at which the vehicle is located when moving along the parking trajectory previously planned for the parallel parking process for a predetermined period of time, which is estimated for the calculation of the new parking trajectory. This can already be used when planning the trajectory It must be taken into account that the vehicle position still changes due to the continued parking process on the parking trajectory previously calculated for the parking situation that is no longer valid.
  • the new parking trajectory follows the parking trajectory previously planned for the parallel parking process in terms of position and curvature. This can be achieved, for example, via a clothoid. As a result, a jerk-free transition between the old and the new parking trajectory can be achieved.
  • the planning limits include a maximum permitted number of parking moves and/or a tolerable deviation of the target position that can be reached by the newly planned parking trajectory from the specified target position. These planning limits can be used to determine when the respective planning process is to be terminated.
  • the S-shaped parking train comprises at least one arc of a circle, at least one clothoid and/or at least one straight line.
  • a parking trajectory can be created by these segments, which enables the vehicle to be maneuvered smoothly along the parking trajectory.
  • the invention relates to a system for replanning a parking trajectory of a vehicle during a parallel parking process that is carried out at least partially automatically, comprising a computing unit.
  • the processing unit is configured to perform the following steps:
  • Replanning a multi-lane parking trajectory based on the target position using a first planning method the replanning of the parking trajectory, starting from the current position of the vehicle, lengthening or shortening an S-shaped parking lane to a first intermediate position, at which the vehicle still has a safety distance to a has surrounding object and planning a parking move or one or more forward-backward parking moves starting from the first intermediate position in order to position the vehicle on the target position or on a target area around the target position; and/or replanning a multi-lane parking trajectory based on the target position using a second planning method, wherein the replanning of the parking trajectory starting from the target position involves planning a parking train or one or more forward-backward parking trains to a second intermediate position at which the vehicle still has a safety distance to a surrounding object and, starting from the second intermediate position, includes planning an S-shaped parking path or a parking path comprising a circular arc and a clothoid to the current position of the vehicle;
  • FIG. 1 shows, by way of example, a schematic illustration of a sideways parallel parking process according to an originally planned parking trajectory
  • FIG. 2 shows an example of a schematic representation of a parking trajectory planned according to a first planning method for a sideways parallel parking process in a parking situation that has changed in comparison to the parking situation according to FIG. 1 ;
  • FIG. 3 shows an example of a schematic representation of a parking trajectory planned according to a second planning method of a sideways parallel parking process in relation to the changed parking situation according to FIG. 2;
  • FIG. 4 shows an example of a schematic representation of a parking trajectory planned according to a third planning method of a sideways parallel parking process in relation to the changed parking situation according to FIG. 2; and 5 shows a block diagram by way of example, which clarifies the method steps of the method for replanning the parking trajectory.
  • the present invention relates to a method for replanning a parking trajectory of a vehicle after a parallel parking process carried out by a parking assistance system has started.
  • the trigger for the rescheduling can be generated automatically by a computer unit in the vehicle, for example when a sensor system in the vehicle detects that the parking situation has changed. Such a change in the parking situation occurs, for example, when the parking space that is to be parked using the parallel parking process has increased or decreased.
  • Figure 1 shows an example of the originally planned trajectory of a parking process, in which the vehicle 1 initially drives backwards into the parking space using a first parking move on an S-shaped parking trajectory and is then maneuvered forwards to the target position Z using a second parking move.
  • This is an at least partially automated parking process, i.e. the parking assistance system at least partially takes over the control of vehicle 1.
  • FIG. 2 shows a parking situation that has changed in comparison to FIG indicated by the arrow.
  • the change in the parking situation can also consist in the fact that the parking space between the surrounding objects 2, 3 has become smaller.
  • the information is received by an arithmetic unit of the vehicle that a Replanning of the parking trajectory planned for the parallel parking process is necessary.
  • a target position Z is received, at which the vehicle 1 should be after the end of the parking process to be newly planned.
  • the target position Z After the target position Z has been received, an attempt can first be made to assume the target position Z using a first trajectory planning method.
  • the partial trajectory of the S-shaped parking train of the parking trajectory originally planned for the parking process is lengthened or shortened, depending on whether the parking space has increased or decreased, to the extent that vehicle 1 is moved into the parking space so far that a predetermined safety distance from the surrounding object 2, in particular the rear surrounding object 2, is just maintained. In the exemplary embodiment according to FIG. 2, this is indicated by the arrow PF1.
  • the vehicle 1 is moved to the intermediate position ZP1, which differs from the position according to FIG. 1, at which the change of direction should take place according to the originally planned parking process (this position is drawn in dashed lines in FIG. 2).
  • this first intermediate position ZP1 another parking move, in the present case a forward parking move according to the arrow PF2, or one or more forward-backward parking moves are planned in order to move the vehicle 1 from the first intermediate position ZP1 to the target position Z.
  • a forward parking move according to the arrow PF2 or one or more forward-backward parking moves are planned in order to move the vehicle 1 from the first intermediate position ZP1 to the target position Z.
  • the planning limits can be, for example, the maximum number of forward/backward parking moves or an upper limit for the deviation of the vehicle position that can actually be reached from the target position. If these planning limits cannot be adhered to and therefore no permissible parking trajectory can be achieved using the first planning method, an attempt is made to determine a permissible parking trajectory using a second planning method.
  • the first planning method can also be skipped directly and the second planning method described below can be carried out.
  • the parking trajectory is not planned in the actual chronological parking process sequence, i.e. starting from the current vehicle position P to the target position Z, but vice versa, namely starting from the target position Z to the current vehicle position P.
  • an attempt is made to determine a parking trajectory, by means of which the vehicle 1 is maneuvered from the target position Z first to a second intermediate position ZP2 (arrow PF3) and from this second intermediate position ZP2 to the current vehicle position P (arrow PF4) using a parking train can.
  • the second intermediate position ZP2 is a position in which the vehicle 1 is still a predefined safety distance away from a surrounding object 2, in particular a surrounding object 2 bordering the rear of the parking space. Starting from the target position Z, reaching the second intermediate position ZP2 can be planned either by a single parking move, for example a reverse parking move, or one or more forward-backward parking moves. It should be noted here that the second intermediate position ZP2 is typically a different position from the first intermediate position ZP1 according to the first planning method.
  • the current vehicle position P can be the position at which the vehicle 1 is when it receives the information that a replanning process is required, or it can be a fictitious position along the originally planned parking trajectory, at which the vehicle is after the parking trajectory calculation has been carried out up to Determination of a permissible new parking trajectory will be located.
  • a third planning method is preferably used. This third planning method is based, for example, on the first and second intermediate positions ZP1, ZP2 and attempts to connect the first and second intermediate positions ZP1, ZP2 via an intermediate park trajectory.
  • Fig. 4 shows an example and a schematic of a multi-stage parking trajectory planned according to the third planning method, in which the vehicle 1 is maneuvered from the current position P via a first intermediate position ZP1, a third intermediate position ZP3 and a second intermediate position ZP2 to the target position Z.
  • the first intermediate position ZP1 and the second intermediate position ZP2 are preferably determined in the same way as was explained above in connection with the first and second planning method (FIGS. 2 and 3). This means that the first intermediate position ZP1 is obtained by lengthening or shortening the parking trajectory originally planned for the parking process, with a Safety distance to the surrounding object 2 is maintained.
  • the second intermediate position ZP2 is obtained by moving the vehicle 1 backwards, starting from the target position Z, in such a way that a safety distance from a surrounding object, for example the surrounding object 2, can just be maintained.
  • the first and second intermediate positions ZP1, ZP2 are different positions.
  • the intermediate positions ZP1, ZP2 determined in the first and second planning method and the partial park trajectories of how these intermediate positions ZP1, ZP2 can be reached are advantageously reused in the third planning method.
  • a multi-stage partial parking trajectory TP is determined between the first and second intermediate position ZP1, ZP2, by means of which vehicle 1 is at least partially moved out of the parking space again in a first partial parking trajectory section TP1, in order to then move it back into the parking space in a second partial parking trajectory section TP2 to move.
  • the vehicle 1 is thus moved away from the second intermediate position ZP2 by the first partial park trajectory section TP1, starting at the first intermediate position ZP1, in order to subsequently move the vehicle 1 to the second intermediate position ZP2 by means of the second partial park trajectory section TP2.
  • the multi-train partial park trajectory TP it is first checked whether the first or the second intermediate position ZP1, ZP2 is deeper in of the parking space, ie which intermediate position seen in the transverse direction of the parking space has the smaller distance to the edge of the parking space from which the parking space was entered. In the present case, this is the first intermediate position ZP1.
  • the multi-step partial parking trajectory TP is planned in such a way that the vehicle 1 is moved out of the parking space from that intermediate position which, viewed in the transverse direction of the vehicle 1, lies the least deep in the parking space.
  • the angular alignment of the vehicle 1 (i.e. the yaw angle) can be adjusted, so that the same vehicle alignment can be assumed when planning the partial parking trajectory TP.
  • a circular segment can be planned, by means of which the vehicle alignment in the area of the first intermediate position ZP1 is adjusted relative to the vehicle alignment at the second intermediate position ZP2, or vice versa.
  • a modified intermediate position is obtained through the free end of the circle segment, by means of which the alignment alignment takes place, on the basis of which the comparison as to which intermediate position is deeper in the parking space is carried out, i.e. the modified intermediate position is compared with that intermediate position to which the vehicle orientation has been adjusted.
  • the first partial parking trajectory section TP1 by means of which the vehicle is moved out of the parking space again, can have at least one circular arc, at least one clothoid and/or at least one straight line.
  • the first partial park trajectory section TP1 preferably has a straight line which ends at the third intermediate position ZP3. This applies in particular when the first and second intermediate position ZP1,
  • the first partial park trajectory section TP1 can also be in the form of an S-shaped curve.
  • the second partial parking trajectory section TP2 is preferably designed as an S-curve, i.e. has a right-curved and a left-curved area in order to thereby move the vehicle from the third intermediate position ZP3 to the second intermediate position ZP2.
  • the curvature is adjusted by means of a clothoid between trajectory regions with different curvatures, for example a transition from a circle segment to a straight line.
  • the clothoid is selected in such a way that there is a continuous curvature transition and thus a jerk-free driving through the parking trajectory is possible.
  • the vehicle orientation in the area of the first and second intermediate position ZP1, ZP2 is changed synchronously, ie in the same direction and with the same amount. This preferably takes place after the relative adjustment of the vehicle alignment, ie after the vehicle alignment, as described above, has been adjusted in the area of the first intermediate position ZP1 by a circle segment relative to the vehicle alignment at the second intermediate position ZP2, or vice versa.
  • the synchronous adjustment of the vehicle alignment in the area of the two intermediate positions ZP1, ZP2 is changed in such a way that the yaw angle in the direction of the entrance opening of the parking space is increased, i.e.
  • trajectory planning is again initiated in order to determine a multi-stage partial parking trajectory TP with a first and a second partial parking trajectory section TP1, TP2, by means of which the vehicle can be moved from the first intermediate position ZP1 via a third intermediate position ZP3 to the second intermediate position ZP2 is manoeuvrable.
  • FIG. 5 shows a schematic block diagram that illustrates the sequences of the method for replanning the parking trajectory during a parallel parking process that is carried out at least partially automatically.
  • This information is received that a replanning of a parking trajectory previously planned for the parallel parking process is required (S10).
  • This information can be provided by any component of the vehicle 1, for example from a component by means of which an environment model is generated.
  • a multi-lane parking trajectory is replanned using a first planning method.
  • an S-shaped parking train is lengthened or shortened to a first intermediate position, the vehicle still having a safety distance from a surrounding object at this first intermediate position.
  • a single parking lane or one or more front-rear parking lanes are planned in order to position the vehicle on the target position or on a target area around the target position (S12).
  • a multi-lane parking trajectory is replanned based on the target position using a second planning method.
  • a single parking lane or one or more front-rear parking lanes is planned to a second intermediate position at which the vehicle still has a safe distance from a surrounding object.
  • an S-shaped parking lane or a parking lane comprising a circular arc and a clothoid is planned for the current position of the vehicle (S13).
  • the replanning of the parking trajectory using the second planning method is preferably carried out if the planning of the parking trajectory using the first planning method was not successful.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé pour replanifier une trajectoire de stationnement d'un véhicule (1) pendant une manœuvre de stationnement parallèle au moins semi-automatique suite à la réception d'informations selon lesquelles une trajectoire de stationnement pré-planifiée pour la manœuvre de stationnement parallèle doit être replanifiée.
EP22744643.2A 2021-06-29 2022-06-21 Procédé de replanification d'une trajectoire de stationnement Pending EP4363294A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021206708.5A DE102021206708B4 (de) 2021-06-29 2021-06-29 Verfahren zum Umplanen einer Parktrajektorie
PCT/DE2022/200137 WO2023274468A1 (fr) 2021-06-29 2022-06-21 Procédé de replanification d'une trajectoire de stationnement

Publications (1)

Publication Number Publication Date
EP4363294A1 true EP4363294A1 (fr) 2024-05-08

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EP22744643.2A Pending EP4363294A1 (fr) 2021-06-29 2022-06-21 Procédé de replanification d'une trajectoire de stationnement

Country Status (7)

Country Link
US (1) US20240369366A1 (fr)
EP (1) EP4363294A1 (fr)
JP (1) JP7670863B2 (fr)
KR (1) KR20240005071A (fr)
CN (1) CN117545681A (fr)
DE (1) DE102021206708B4 (fr)
WO (1) WO2023274468A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102023117282A1 (de) 2023-06-30 2025-01-02 Valeo Schalter Und Sensoren Gmbh Verfahren zum Betreiben einer zumindest assistierten Parkfunktion für ein Fahrzeug
CN119116935B (zh) * 2024-11-12 2025-02-25 北京茵沃汽车科技有限公司 一种泊车路径的规划方法、装置及介质
CN119527281A (zh) * 2024-12-20 2025-02-28 奇瑞汽车股份有限公司 自动泊车路径规划方法、系统、介质、产品、设备及车辆

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Publication number Priority date Publication date Assignee Title
JP4129101B2 (ja) * 1999-07-02 2008-08-06 本田技研工業株式会社 車両の自動操舵装置
JP3749483B2 (ja) * 2002-01-11 2006-03-01 トヨタ自動車株式会社 駐車支援装置
JP5182545B2 (ja) * 2007-05-16 2013-04-17 アイシン精機株式会社 駐車支援装置
DE102009029468B4 (de) * 2009-09-15 2015-04-23 Robert Bosch Gmbh Verfahren zur Kompensation von Wegstrecken mit nicht erfassbarer Richtung
DE102010001288A1 (de) 2010-01-27 2011-07-28 Robert Bosch GmbH, 70469 Verfahren zur Unterstützung eines Fahrers eines Kraftfahrzeugs beim Einparken
DE102012203235A1 (de) * 2012-03-01 2013-09-05 Robert Bosch Gmbh Verfahren zum automatischen Durchführen eines Fahrmanövers
DE102014108949A1 (de) * 2014-06-26 2015-12-31 Valeo Schalter Und Sensoren Gmbh Verfahren zum Unterstützen eines Fahrers eines Kraftfahrzeugs beim Einparken, Fahrerassistenzsystem und Kraftfahrzeug
JP2017030549A (ja) * 2015-07-31 2017-02-09 アイシン精機株式会社 駐車支援装置
DE102018220328A1 (de) 2018-11-27 2020-05-28 Continental Teves Ag & Co. Ohg Verfahren zum Planen eines von einem Parkassistenzsystem unterstützten Parkvorgangs

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DE102021206708A1 (de) 2022-12-29
WO2023274468A1 (fr) 2023-01-05
DE102021206708B4 (de) 2023-05-11
JP2024522583A (ja) 2024-06-21
JP7670863B2 (ja) 2025-04-30
KR20240005071A (ko) 2024-01-11
US20240369366A1 (en) 2024-11-07
CN117545681A (zh) 2024-02-09

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