Sensor assembly for an operating device of a vehicle and vehicle

Abstract

The invention relates to a sensor assembly (10) for an operating device (18) of a vehicle (26) and the vehicle (26). The sensor arrangement (10) comprises at least one control device (14) and a first sensor group (11A) having a first force sensor (12A) and a second force sensor (12B). At least one of the force sensors (12) of the first sensor group (11A) is mechanically coupled to the operating device (18), and at least one of the force sensors (12) of the first sensor group (11A) is electrically or electronically coupled to the control device (14). Each force sensor (12) is arranged to detect a force acting on the respective sensor (12) independently of the other force sensors (12) of the sensor assembly (10). The control device (14) is arranged to determine a force exerted by the operating device (18) on the force sensor (12) on the basis of a measurement signal received from the at least one force sensor (12). The force sensors (12) of the first sensor group (11A) are arranged one above the other or next to one another with respect to the actuating device (18).

Description

Technical Field

[0001] The invention relates to a sensor assembly for an operating device of a vehicle and a vehicle. Background Art

[0002] Modern vehicles have electric or electronic brake or accelerator inputs. Here, the pedal is configured as a so-called brake-by-wire or throttle-by-wire system (BBW / TBW system). This means that there is no conventional mechanical connection between the corresponding pedal and the brake or drive of the vehicle. Instead, the corresponding driver input is detected by sensors and transmitted electrically to the corresponding control device. In addition, there are solutions for steer-by-wire systems without mechanical connections. This can save structural space on the one hand and reduce weight on the other hand, thereby improving the operating efficiency of the vehicle.

[0003] In known BBW or TBW systems, the driver's input commands are detected by hydraulically based receivers. However, hydraulically based receivers have a relatively high deadweight and require a relatively large structural space. Therefore, they have a negative impact on the operating efficiency of the vehicle. In addition, they imply a risk of leakage of hydraulic fluid. Therefore, in order to achieve redundancy, multiple hydraulically based receivers are usually provided, which additionally has a negative impact on the operating efficiency of the vehicle. In the steering system, the driver's desired detection, that is, the steering angle setting, is usually achieved via a steering angle sensor. Summary of the invention

[0004] Therefore, the object of the present invention is to eliminate or at least reduce the disadvantages of the prior art. In particular, it is desired to realize a feasible solution for detecting the input command of the driver, which can reduce the structural space and reduce the weight, thereby improving the operating efficiency of the vehicle.

[0005] This object is achieved by the subject matter of the independent patent claims. Advantageous embodiments are given in the dependent patent claims and in the following description, each of which can constitute an aspect of the invention either by itself or in a (sub)combination.

[0006] According to one aspect, a sensor assembly for an operating device, in particular a pedal, of a vehicle is provided. The sensor assembly comprises at least one control device and comprises a first sensor group having a first force sensor and a second force sensor. At least one of the force sensors of the first sensor group is mechanically coupled to the operating device, and at least one of the force sensors of the first sensor group is electrically or electronically coupled to the control device. Each force sensor is configured to detect a force acting on the corresponding force sensor independently of the other force sensors of the sensor assembly. The control device is configured to determine the force applied to the force sensor by the operating device based on a measurement signal received from at least one force sensor. The force sensors of the first sensor group are arranged one above the other or side by side with respect to the operating device.

[0007] Each force sensor is configured to transmit the respective detected force electrically or electronically to the control device of the sensor assembly. In addition, the force sensor is not limited to a detection mechanism based on hydraulic pressure. Therefore, it is possible to avoid the driver's input command for the operating device based on hydraulic pressure. This can achieve weight reduction and reduce the required structural space.

[0008] Furthermore, redundancy is provided because the sensor arrangement comprises at least two force sensors, wherein each force sensor is configured to detect a force acting on the force sensor. Thus, in principle, the force applied by the operating device can be determined based on each force sensor. This improves the fail-safety of the sensor arrangement.

[0009] Force sensors are not limited to a specific type and a specific mode of operation. Force sensors can be active or passive. For active sensors, a supply voltage is usually provided. For example, a force sensor can have a strain gauge, which changes its resistance due to compression or tension. Strain gauges allow a particularly large reduction in installation space and weight, because the strain gauges have small internal dimensions and a low internal weight. At the same time, strain gauges provide high precision in the application of force.

[0010] Other types of force sensors can also be used, for example force sensors with piezoelectric or piezoresistive materials. Likewise, in addition to strain gauges, spring-based force sensors, electrodynamic force sensors, force sensors with vibrating elements or force sensors with other types of resistive force receptors can be used.

[0011] The mechanical coupling between the at least one force sensor of the sensor assembly and the operating device can also be indirect. This means that an intermediate component can be provided, which provides the mechanical coupling between the operating device and the force sensor.

[0012] The operating device is preferably a pedal, a steering wheel or a joystick. The operating device is designed to be operated by a vehicle user in order to thereby influence the vehicle configuration, in particular the driving behavior. In other words, the operating device is designed to enable the input desired by the driver for controlling the driving behavior of the vehicle and thus ensure acceleration and / or braking and / or steering settings according to the driver's wishes.

[0013] Since only one force sensor of the sensor group must necessarily be coupled to the control device in order to transmit the corresponding detected measured value of the force detected by the force sensor of the sensor group, communication between the force sensors can also be provided. Thus, the force sensor is currently not limited to having only a force receiver. Rather, the force sensor can also have a communication device.

[0014] The electrical or electronic coupling between at least one force sensor of the sensor assembly and the control device can be ensured, for example, by means of a signal line. Alternatively, wireless communication means can also be used to transmit the force detected by the force sensor to the control device.

[0015] Force sensors arranged one above the other can be considered to be arranged in series (series arrangement structure). This means that the force caused by the operating device is first applied to the first force sensor arranged next to the operating device. Subsequently, the force is applied from the first force sensor to the second force sensor arranged one above the other. The force detection by the first force sensor does not affect the force originally caused by the operating device. This means that the forces acting on the first force sensor and the second force sensor are equal. To achieve this, each force sensor can have a corresponding suitable mechanical component, such as a cross arm or a cantilever. As a result, the force acting on a specific force sensor can be transmitted to another force sensor arranged one above the other with the same magnitude through the force sensor.

[0016] Optionally, for a sensor group with force sensors arranged one above the other, all force sensors arranged one above the other are coupled to the control device. This means that, in the case of force sensors arranged one above the other, each force sensor transmits the force detected by it to the control device.

[0017] The force sensors arranged next to one another can be considered to be arranged in parallel with one another (parallel arrangement). This means that the forces caused by the operating device are distributed to the force sensors arranged next to one another in a predetermined ratio. In other words, partial forces are detected in each case, which together give the total force caused by the operating device. The sensor arrangement can have a corresponding device for distributing the forces caused by the operating device. The device can ensure that the forces caused by the operating device are distributed in a predetermined ratio with respect to the force sensors arranged next to one another.

[0018] Optionally, in the case of a sensor array having force sensors arranged next to one another, at least one of these force sensors is coupled to the control device.

[0019] Optionally, the sensor group can have further force sensors. These additional force sensors can also ensure coupling with the control device with respect to the force sensors arranged next to each other.

[0020] Preferably, the control device is configured to take into account the respective topology (series arrangement or parallel arrangement) of the sensor arrangement when determining the forces caused by the operating device. This means that the control device can take into account whether and how many force sensors of the sensor arrangement are arranged one above the other and / or next to one another with respect to the operating device. For example, in the case of force sensors arranged next to one another, the ratio of the distribution of the forces acting on the force sensors arranged next to one another can be taken into account.

[0021] Preferably, the control device is coupled to a memory device in which information about the topology of the sensor arrangement is stored. This information can be taken into account by the control device in order to accurately determine the force applied by the operating device.

[0022] Optionally, the sensor assembly has a second sensor group. At least one force sensor of the second sensor group is mechanically coupled to the operating device, and at least one force sensor of the second sensor group is electrically or electronically coupled to the control device. The force sensors of the second sensor group are arranged one above the other or next to one another with respect to the operating device. The redundancy with respect to the detection of the forces caused by the operating device is further improved by the second sensor group. This increases the failsafety.

[0023] Preferably, the force sensors arranged next to one another are mechanically coupled to one another by means of a balancing rod. The force sensors arranged next to one another are mechanically coupled to one another by means of the balancing rod. Thus, the distribution of the forces acting on the entirety of the force sensors arranged next to one another can be ensured particularly reliably by means of the balancing rod.

[0024] Alternatively, the balance pole is not limited in principle to the use of only two force sensors coupled to the balance pole. The balance pole can also make it possible to distribute the forces to more than two force sensors arranged next to each other.

[0025] Particularly preferably, the balance bar ensures that the force is distributed to the two force sensors arranged next to each other in a ratio of 1:1. As a result, the two force sensors are acted upon and loaded with forces of the same magnitude. Furthermore, this makes it particularly simple to determine the force applied by the operating device.

[0026] In the case of more than two force sensors arranged next to one another, a 1:n distribution can optionally be achieved for each force sensor via the balance bar. Here, n is the number of force sensors arranged next to one another with respect to the balance bar. This means that the total force received by the balance bar is divided into equally large partial forces.

[0027] In some embodiments, the sensor assembly has a plurality of force sensors arranged such that a control device of the sensor assembly receives measurement signals from at least two force sensors. The control device is then arranged to determine whether the received measurement signals correspond to each other.

[0028] Since, in the case of a single sensor group with force sensors arranged one above the other, each of these force sensors is coupled to the control device, two measurement signals are already provided to the control device by two force sensors arranged one above the other. In this regard, a plurality of sensor groups is not necessarily required in order for the control device to receive at least two measurement signals.

[0029] Alternatively, the sensor arrangement can also include two sensor groups, each of which consists of force sensors arranged next to one another, since each group of force sensors arranged next to one another transmits at least one measurement signal to the control device.

[0030] According to a further alternative, the sensor arrangement can also have a first sensor group consisting of force sensors arranged one above the other and a second sensor group consisting of force sensors arranged next to one another, whereby at least three measurement signals are transmitted to the control device.

[0031] The sensor arrangement can also be expanded as desired with respect to the included sensor group or sensor groups. The key is only that at least two measurement signals are received by the control device. The control device can then determine whether the received measurement signals correspond to one another. For example, in the case of force sensors arranged one above the other, it can be determined whether the measurement signals received from the individual force sensors reflect the same forces.

[0032] Optionally, the control device is configured to determine the signal difference between the received measurement signals taking into account one or more topological structures of the corresponding sensor group and compare the signal difference with a difference threshold value. This means that the control device has information available about the relationship between the different measurement signals, for example, through the topological data about the corresponding sensor group stored in the storage device. In other words, the control device knows whether the measurement signal reflects the configuration of force sensors arranged side by side or arranged on top of each other, or a mixed form thereof. Therefore, the control device can evaluate the received measurement signals at least in pairs and determine the signal difference between the measurement signals. The signal difference is compared with the difference threshold value to evaluate the credibility of the received signal. This improves the redundancy of the sensor assembly in determining the force caused by the operating device.

[0033] Preferably, the control device of the sensor assembly is arranged to: transmit the force signal to an engine control device, a brake control device or a steering control device of the vehicle; and / or trigger a fault mode of the vehicle based on the comparison between the signal difference and the difference threshold.

[0034] If the signal difference between the received measurement signals is less than the difference threshold value, taking into account the topology of the corresponding sensor group, the control device can proceed from the correspondence of the received signals. Therefore, the force caused by the operating device can be determined from the measurement signal and transmitted as a force signal to the engine control device, brake control device or steering control device of the vehicle, depending on whether it is an operating device that is set to influence the driving behavior, braking behavior or steering behavior of the vehicle or a combination thereof. For example, for the accelerator pedal, the force signal is transmitted to the engine control device, and for the brake pedal, the force signal is transmitted to the brake control device. For the steering angle presetting device, such as the steering wheel, the force signal is transmitted to the steering control device. The vehicle can then be controlled by the engine control device, the brake control device or the steering control device or a combination thereof according to the input of the driver via the operating device.

[0035] That is, the operating device may include at least an accelerator pedal, a brake pedal and / or a steering angle presetting device, such as a steering wheel.

[0036] If the signal difference between at least two received measurement signals is greater than a difference threshold value, taking into account the topology of the corresponding sensor group, the control device must proceed from the fact that the received signals do not correspond to each other. This indicates a fault state of the sensor assembly. As a result, a fault mode of the vehicle can therefore be triggered. In addition, the corresponding force signal can also be optionally transmitted to the engine control device, brake control device or steering control device of the vehicle, but the transmission includes information about the presence of at least partially mutually non-corresponding measurement signals. Optionally, the triggering of the fault mode of the vehicle can be carried out by the engine control device, brake control device or steering control device taking into account other data about the corresponding configuration of the vehicle.

[0037] Particularly preferably, the control device is arranged to, in a fault mode: limit the power output of the vehicle's electric motor; and / or, activate the vehicle's emergency braking device; and / or, trigger the output of a notification about the fault mode to at least one output device of the vehicle; and / or, trigger a safety protocol, wherein, after the safety protocol is triggered, an adapted force signal is output to the engine control device.

[0038] The adapted force signal can be such that, for example, a damping term is taken into account in the case of an accelerator pedal of a vehicle. This means that the output force signal is adapted to reflect the delayed and / or reduced force applied by the operating device.

[0039] Additionally or alternatively, the adapted force signal can be such that the safety protocol triggers the consideration of the signal detected by the environmental sensor system by the engine control, brake control or steering control of the vehicle. The corresponding engine control, brake control or steering control can then use further sensors, such as radar, camera, lidar, ultrasound, etc., to ensure safe parking of the vehicle. Furthermore, in the case of automated driving, the sensor signals of such sensors can be taken into account for evaluation with respect to other road users.

[0040] In this regard, the safety protocol reflects a predetermined parking strategy that can be triggered in a fault mode.

[0041] The safety protocol may also include a steering strategy that includes and ensures avoiding or bypassing obstacles. An adapted steering signal may then be output to the steering control device, whereby the steering actuator ensures the deflection of the vehicle wheels according to the steering strategy.

[0042] This means that the control device can assume a higher-level function in terms of vehicle control after detecting a fault mode by means of mutually non-corresponding measurement signals. That is, the control device of the sensor assembly can then perform a master function. As a result, the speed that the vehicle can achieve is limited due to the reduced power output. Alternatively, the vehicle can also be stopped or a notification to the vehicle user that a fault of the sensor assembly and thus of the force detection is triggered.

[0043] The described function of the control device may also depend, for example, on the relationship between the signal difference determined by the control device and different difference thresholds. For example, emergency braking of the vehicle may be triggered when the signal difference determined by the control device exceeds a particularly high difference threshold, while the vehicle may continue to be used at reduced power when the signal difference exceeds a relatively low difference threshold.

[0044] With regard to the difference threshold value or the difference threshold values, a hysteresis can be provided in order to be able to achieve a stable control behavior.

[0045] Optionally, at least one sensor group has at least one third force sensor, which is arranged one above the other or next to one another with respect to the operating device together with at least one further force sensor of the respective sensor group.

[0046] Particularly preferably, at least one sensor group has at least one further force sensor which is arranged one above the other or next to one another with respect to the actuating device together with the at least one further force sensor of the respective sensor group.

[0047] For example, for the force sensors of a sensor group arranged side by side, an additional force sensor can be provided, which is arranged one above the other with two force sensors arranged side by side. In this case, the measurement signal of the sensor group can be provided to the control device exclusively via the additional force sensor arranged one above the other with the force sensors arranged side by side.

[0048] Preferably, the control device of the sensor assembly has at least one data processing device. In this regard, the above-mentioned determination of the force applied by the operating device can be performed in particular in a computer-implemented manner. In addition, the control device performs a check on the correspondence between the received measurement signals in a computer-implemented manner.

[0049] According to another aspect, a computer program product is also provided, which has instructions which, when executed by a data processing device of a control device, cause the data processing device to carry out an analysis of at least one measurement signal as described above.

[0050] Furthermore, according to another aspect, a storage medium is provided which has a computer program product as described above, so that when the computer program product is executed by a data processing device of a control device, the data processing device performs the above-described analysis of at least one measurement signal.

[0051] According to another aspect, a vehicle is also provided. The vehicle has: at least one operating device; an engine control device, a brake control device or a steering control device; and a sensor assembly as described above. The force applied by the operating device can be determined by means of the sensor assembly. The control device of the sensor assembly is configured to transmit the determined force of the operating device to the engine control device, the brake control device or the steering control device of the vehicle by means of a force signal. Whether the force signal is transmitted to the engine control device or the brake control device depends on whether the operating device is configured to influence the acceleration behavior, the braking behavior or the steering behavior of the vehicle, for example, whether it is an accelerator pedal or a brake pedal of the vehicle.

[0052] A vehicle configured in this way can achieve a reduction in the required installation space for user input via corresponding operating devices and a reduction in weight, since the force sensor of the sensor assembly is not limited to a hydraulic receiver. In particular, the vehicle's operating efficiency, measured in terms of available energy, is improved by the weight reduction.

[0053] Alternatively, the vehicle may be an at least partially electrically driven vehicle.

[0054] Alternatively, the vehicle can also be driven by an internal combustion engine.

[0055] In the sense of the present invention, vehicles may include in particular land vehicles, ie mainly electric scooters, electric mopeds, two-wheeled vehicles, motorcycles, three-wheeled vehicles ( Trikes, quad bikes, off-road and on-road vehicles (such as cars, buses, trucks, tractors and other commercial vehicles), rail vehicles (trains), which have at least one electric motor for propelling the vehicle. Vehicles can be manned or unmanned. In addition to pure electric vehicles (BEVs), they can also include plug-in hybrid electric vehicles (PHEVs) and fuel cell vehicles (FCEVs). BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The present invention and its further advantageous embodiments and further developments are described and explained in more detail below with reference to the examples shown in the drawings. The features that can be derived from the description and the drawings can be applied individually or in multiple forms in any combination according to the present invention. In the drawings:

[0057] Figure 1 shows a schematic diagram of a sensor arrangement according to the invention having force sensors arranged one above the other and having an actuating device,

[0058] Figure 2 A schematic diagram of a sensor arrangement according to the invention is shown, which has force sensors arranged one above the other and an actuating device, and

[0059] Figure 3 A schematic diagram of a vehicle according to the invention is shown, which has a sensor arrangement. DETAILED DESCRIPTION

[0060] All features disclosed below in conjunction with the embodiments and / or drawings may be combined individually or in any sub-combination with features of various aspects of the present disclosure (including features of preferred embodiments), provided that the resulting feature combination is meaningful to a person skilled in the art.

[0061] Figure 1 A schematic diagram of a sensor assembly 10 is shown, which has force sensors 12 arranged one above the other and an operating device 18. The operating device 18 is currently a pedal. However, the sensor assembly 10 can also be used in combination with other operating devices 18, such as a steering wheel, a joystick, etc. In general, the operating device 18 is configured to enable the driver's desired input for manipulating the vehicle's driving behavior.

[0062] According to this embodiment, the sensor assembly 10 includes a sensor group 11A having three force sensors 12A, 12B, and 12C. The force sensors 12 of the sensor group 11A are arranged one above the other. This means that the second force sensor 12B is arranged next to the first force sensor 12A, and the third force sensor 12C is arranged next to the second force sensor 12B. That is, the three force sensors 12 form a series arrangement structure.

[0063] Currently, although the sensor group 11A of the sensor assembly 10 includes three force sensors 12, generally speaking, the sensor group 11A only needs to have two force sensors 12. The third force sensor 12 is optional.

[0064] Sensor arrangement 10 furthermore comprises a control device 14 which has a data processing device 16 .

[0065] Since the force sensors 12 of the sensor group 11A are arranged according to a series arrangement structure, each force sensor 12 is electrically coupled to the control device 14. In this way, each force sensor 12 can transmit the force detected by it to the control device 14 via a corresponding signal.

[0066] The sensor assembly 10 is configured to be used with an operating device 18. Generally, the operating device 18 is configured to be loaded and deflected by an input force 20 by a user. Through the deflection of the operating device 18, a force 22 is applied to the sensor assembly 10 by the operating device 18 (here, a pedal).

[0067] Since the force sensors 12 of the sensor group 11A are currently positioned according to a serial arrangement, the force 22 is currently first applied to the first force sensor 12A which is arranged in close proximity to the operating device 18 and mechanically coupled thereto. The force sensor 12 is arranged so that it transmits the received force to the subsequent mechanically coupled force sensor 12 without any influence. Therefore, the force 22 applied by the operating device 18 is applied to the second force sensor 12B and the third force sensor 12C with the same magnitude.

[0068] As a result, all force sensors 12 detect the same force acting on them in each case. The force applied by the operating device 18 is not divided into partial forces.

[0069] The control device 14 is arranged to determine, based on the received measurement signal, a force 22 applied by the operating device 18. By determining the force 22 applied by the operating device 18, a magnitude of an input force 20 applied on the operating device 18 by means of a user input is provided.

[0070] The control device 14 is currently coupled to a memory device 23 which contains information about the topology of the force sensors 12 according to the series arrangement. The control device 14 thus currently receives information about how the received measurement signals should be analyzed in order to determine the force 22 applied by the operating device 18 .

[0071] Figure 2 A schematic diagram of a sensor arrangement 10 is shown, which has force sensors 12 arranged one above the other and has an actuating device 18. Only the differences from the sensor arrangement 10 of the preceding figure will be discussed here.

[0072] Unlike the sensor group 11A of the sensor arrangement 10 shown in the previous figure, the sensor group 11B of the sensor arrangement 10 shown here has force sensors 12A, 12B arranged side by side with respect to one another. This means that, according to the sensor group 11B, the first force sensor 12A and the second force sensor 12B are arranged side by side with respect to the operating device 18. In other words, they are positioned with respect to the operating device 18 according to a parallel arrangement.

[0073] In order to ensure the distribution of the force 22 applied by the operating device 18, the sensor assembly 10 currently has a balance bar 24. By means of the balance bar 24, the force 22 applied by the operating device 18 is divided into partial forces 25A, 25B. The partial forces 25A, 25B each act individually on one of the force sensors 12A, 12B mechanically coupled to the balance bar 24.

[0074] In the present case, the sensor group 11B of the sensor assembly 10 also includes a third force sensor 12C, which is arranged one above the other with respect to the first force sensor 12A and the second force sensor 12B. This means that the forces transmitted by the force sensors 12A, 12B act together on the mechanically coupled third force sensor 12C. With respect to the third force sensor 12C, the partial forces 25A, 25B are added.

[0075] In the present case, third force sensor 12C is coupled to control device 14 of sensor assembly 10 .

[0076] However, the third force sensor 12C is optional in the sensor group 11B. Instead of the third force sensor 12C, one or both of the first force sensor 12A and the second force sensor 12B may be coupled to the control device 14 .

[0077] The control device 14 is in turn configured to determine, based on the measurement signal, a force 22 exerted by the actuating device 18 . For this purpose, the control device 14 can use topological data stored in the memory device 23 .

[0078] The sensor assembly 10 may optionally include further force sensors 12 . The sensor assembly 10 may also have a plurality of sensor groups 11A, 11B of the same or different topologies (series arrangement, parallel arrangement). However, the sensor assembly 10 generally includes only a single control device 14 .

[0079] By using a plurality of force sensors 12 , redundancy is provided with respect to the force 22 applied by the operating device 18 .

[0080] The sensor assembly 10 is optionally such that the control device 14 receives at least two measurement signals. The sensor assembly 10 is then such that it can compare the measurement signals and can determine the signal difference between the received measurement signals. The respective topology of the sensor groups 11A, 11B is taken into account, for example, by means of topology data stored in the storage device 23.

[0081] The control device 14 is configured to regard the two measurement signals as corresponding to each other in a pair when the signal difference between the two measurement signals is less than a predetermined difference threshold value, taking into account the topology of the associated sensor groups 11A, 11B. Meeting the correspondence criterion can be a prerequisite for providing a force signal to an engine control device, a brake control device or a steering control device by the control device 14 to enable vehicle control.

[0082] If the signal difference exceeds a predetermined difference threshold value, a fault mode of the vehicle can be triggered by control device 14 .

[0083] Figure 3 A schematic diagram of a vehicle 26 with a sensor arrangement 10 is shown.

[0084] The sensor assembly 10 is coupled to an operating device 18 .

[0085] The vehicle 26 has wheels 28 , each of which is provided with an electric motor 30 and a brake device 32 . The electric motor 30 is coupled to an engine control unit 34 , and the brake device 32 is coupled to a brake control unit 36 ​​.

[0086] Sensor assembly 10 is coupled to engine control unit 34 or brake control unit 36 ​​depending on whether operating device 18 (here pedal) is an accelerator pedal or a brake pedal of vehicle 26. In particular, control unit 14 of sensor assembly 10 is coupled to engine control unit 34 or brake control unit 36.

[0087] In an alternative embodiment, the sensor assembly 10 can also be coupled to an operating device 18, which includes a steering angle preset device for the driver, such as a steering wheel of the vehicle 26. The steering angle preset device is then coupled to a steering control device, which adjusts the deflection of the wheel 28 by means of a steering actuator. If the operating device 18 is a steering angle preset device for the driver, the steering angle requirement can be detected by the sensor assembly 10 based on the deflection of the operating device 18 relative to a reference point. Then, the wheel 28 can be deflected according to the driver's steering angle requirement by means of an associated steering actuator.

[0088] Alternatively, if wheel 28 is coupled to an actuator by means of a mechanical connection, as is customary in current vehicles, the deflection of wheel 28 can also be predetermined as a function of the steering angle of the driver.

[0089] Furthermore, sensor assembly 10 is coupled to an output device 38 .

[0090] After determining the force 22 applied by the operating device 18, the control device 14 of the sensor assembly 10 outputs a corresponding force signal to the engine control device 34, the brake control device 36 (or the steering control device) according to whether the pedal of the operating device 18 is an accelerator pedal, a brake pedal or a steering angle preset device of the vehicle 26. Through the force signal, the engine control device 34, the brake control device 36 (or the steering control device) can control the vehicle 26 according to the user's input.

[0091] If a fault mode is detected by the control device 14 of the sensor assembly 10, the sensor assembly 10 can output a corresponding actuation signal to the engine control device 34 and / or the brake control device 36, which triggers the fault mode of the vehicle 26. In this case, the power output provided by the electric machine 30, for example, can be limited by the engine control device 34.

[0092] Alternatively, brake control device 36 may be configured to trigger an emergency braking process of vehicle 26 by means of brake device 32 via a corresponding actuation signal.

[0093] Furthermore, a corresponding message about the fault mode of vehicle 26 may be provided by sensor arrangement 10 to a user of vehicle 26 by means of output device 38 .

[0094] In this application, reference will be made to quantities and numbers. Unless expressly stated otherwise, these quantities and numbers should not be considered as limiting, but rather as examples of possible quantities or numbers that are relevant to the present application. In this regard, the term "plurality" may also be used in this application to refer to quantities or numbers. In this regard, the term "plurality" is used to refer to any number greater than 1, such as 2, 3, 4, 5, etc. Terms such as "approximately", "approximately", and "close to" refer to plus or minus (±) 5% of the given value.

Claims

1. A sensor assembly (10) for an operating device (18), in particular a pedal, of a vehicle (26), the sensor assembly comprising at least one control device (14) and comprising a first sensor group (11A) having a first force sensor (12A) and a second force sensor (12B), at least one of the force sensors (12) of the first sensor group (11A) being mechanically coupled to the operating device (18), and at least one of the force sensors (12) of the first sensor group (11A) being electrically or electronically coupled to the control device (14), wherein: Each force sensor (12) is arranged to detect a force acting on the corresponding force sensor (12) independently of other force sensors (12) of the sensor assembly (10), and the control device (14) is arranged to determine the force applied to the force sensor (12) by the operating device (18) based on the measurement signal received from the at least one force sensor (12); as well as The force sensors (12) of the first sensor group (11A) are arranged one above the other or next to one another with respect to the operating device (18).

2. The sensor assembly (10) according to claim 1, characterized in that The sensor assembly (10) comprises a second sensor group (11B), at least one force sensor (12) of the second sensor group (11B) is mechanically coupled to the operating device (18), and at least one force sensor (12) of the second sensor group (11B) is electrically or electronically coupled to the control device (14), and the force sensors (12) of the second sensor group (11B) are arranged one above the other or side by side with respect to the operating device (18).

3. The sensor assembly (10) according to claim 1 or 2, characterized in that: Force sensors (12) arranged next to one another are mechanically coupled to one another by means of a balance bar (24).

4. The sensor assembly (10) according to claim 3, characterized in that The balance bar (24) ensures that the forces are distributed in a 1:1 ratio to the force sensors (12) arranged next to one another.

5. The sensor assembly (10) according to any one of the preceding claims, characterized in that The sensor assembly (10) has a plurality of force sensors (12) arranged such that a control device (14) of the sensor assembly (10) receives measurement signals from at least two force sensors (12), and the control device (14) is configured to determine whether the received measurement signals correspond to each other.

6. The sensor assembly (10) according to claim 5, characterized in that The control device (14) is configured to determine a signal difference between received measurement signals while taking into account the topology of the respective sensor group (11) and to compare the signal difference with a difference threshold value.

7. The sensor assembly (10) according to claim 6, characterized in that The control device (14) of the sensor assembly (10) is configured to: transmitting the force signal to an engine control device (34), a brake control device (36) or a steering control device of the vehicle (26), and / or A fault mode of the vehicle (26) is triggered.

8. The sensor assembly (10) according to claim 7, characterized in that The control device (14) is configured, in the fault mode: limiting the power output of an electric motor (30) of the vehicle (26), and / or activating the emergency brake of the vehicle (26), and / or triggering output of a notification regarding the fault mode to at least one output device (38) of the vehicle (26), and / or A safety protocol is triggered, wherein after the safety protocol has been triggered, an adapted force signal is output to the engine control unit (34), the brake control unit (36) or the steering control unit.

9. A sensor assembly according to any one of the preceding claims, characterised in that At least one sensor group (11) has at least one third force sensor (12C), which is arranged one above the other or next to the other with respect to the operating device (18) together with at least one other force sensor (12) of the corresponding sensor group (11).

10. A vehicle (26) having: an operating device (18), in particular a pedal, an engine control device (34) and / or a brake control device (36) and / or a steering control device, and The sensor assembly (10) according to any one of the preceding claims, in, The force applied by the operating device (18) can be determined by means of the sensor assembly (10), and the control device (14) of the sensor assembly (10) is configured to transmit the determined force of the operating device (18) to an engine control device (34) and / or a brake control device (36) and / or a steering control device of the vehicle (26) by means of a force signal.

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