Device for detecting a traffic situation in a blind spot of a tilting vehicle

Abstract

Device for detecting a traffic situation in a blind spot (22) of a tilting vehicle (1), comprising: - a first primary distance sensor (2) oriented in a first primary detection direction (5) and configured to detect distance information to objects on one side of the vehicle (1), - at least one second primary distance sensor (3, 4) oriented in a second primary detection direction (6, 7) and configured to detect distance information to objects on the side of the vehicle (1), - wherein the primary detection directions (5, 6, 7) of the primary distance sensors (2, 3, 4) are oriented in a horizontal direction towards an area described by the blind angle (22) and every second primary detection direction (6, 7) is rotated in a vertical direction relative to the first primary detection direction (5), and - a detection unit (8) that assesses whether the signals from the primary distance sensors (2, 3, 4) are caused either by a traffic situation or by a tilt state of the device, and that detects a traffic situation by means of the signals from the primary distance sensors (2, 3, 4) that are assessed as being caused by a traffic situation.

Description

State of the art

[0001] The present invention relates to a device for detecting a traffic situation in a blind spot of a tilting vehicle, and to a method for operating such a device.

[0002] Devices for monitoring blind spots already exist in the automotive sector (for cars and trucks). These are based on various sensor technologies (video, radar, ultrasound, etc.).

[0003] In such a system, four ultrasonic sensors are typically installed in a vehicle: two at the front and two at the rear. The front sensors are mounted laterally at approximately 90 degrees to the direction of travel. The rear sensors are positioned so that their horizontal angle is approximately 45 degrees to the direction of travel.

[0004] The rear distance sensors monitor an area defined by the blind spot. The front distance sensors are used to suppress warnings for oncoming traffic or stationary objects.

[0005] The application of this function in the field of tilting vehicles is not currently planned.

[0006] DE 195 43 402 A1 describes a level adjustment in vehicles with one or more pulse time-of-flight sensor channels, at least one of which is secured to the road in front of the vehicle and a measure for the necessary alignment is obtained by evaluating the distance measured in front of the vehicle and / or the pulse shape.

[0007] A device for determining the distance between vehicles is known from DE 10 2012 203 642 A1.

[0008] DE 198 45 568 A1 discloses a method and a device for object detection in motor vehicles.

[0009] DE 195 36 000 A1 describes a method and a device for controlling and / or regulating a spring-damper device of a single-track motor vehicle.

[0010] DE 10 2008 006 051 A1 discloses a vehicle with vehicle components. Disclosure of the invention

[0011] The device according to the invention for detecting a traffic situation in a blind spot of a tilting vehicle comprises a first primary distance sensor oriented in a first primary detection direction, which is configured to detect distance information to objects on one side of the vehicle, and at least a second primary distance sensor, each oriented in a second primary detection direction, which is configured to detect distance information to objects on the side of the vehicle. The primary detection directions of the primary distance sensors are oriented horizontally toward an area described by the blind spot, and each second primary detection direction is rotated vertically relative to the first primary detection direction.Furthermore, the device includes a detection unit that assesses whether the signals from the primary distance sensors are caused by a traffic situation or by a tilt state of the device, and that detects a traffic situation using the signals from the primary distance sensors that are assessed as being caused by a traffic situation. Thus, a traffic situation is only detected using the signals from the primary distance sensors that are not caused by a tilt state of the device. Such a device offers the advantage that traffic situations in the blind spot of the tilting vehicle can be reliably detected in any tilt state of the tilting vehicle, since distance sensors are always present that neither look beyond the traffic situation nor are directed at the road surface.Fewer errors and situations occur in which an existing traffic situation is not correctly recorded.

[0012] The inventive method for operating such a device comprises the steps of assessing whether the signals of the primary distance sensors are caused either by a traffic situation or by a tilt state of the device, and of detecting a traffic situation using the signals of at least one primary distance sensor whose signals are assessed as being caused by a traffic situation. Thus, at least one primary distance sensor whose signals are not caused by a tilt state of the device is selected, and a traffic situation is detected using the signals of the selected primary distance sensors. Such a method allows traffic situations in the blind spot of the tilting vehicle to be reliably detected in any tilt state of the vehicle, and the occurrence of erroneous detections is minimized.

[0013] The dependent claims describe preferred embodiments of the invention.

[0014] In a first advantageous embodiment, the device further comprises a first secondary distance sensor with a first secondary detection direction, the first secondary detection direction of which corresponds vertically to the first primary detection direction of the first primary distance sensor, and the first secondary detection area of ​​which is offset relative to a primary detection area of ​​the primary distance sensors in the direction of travel of the vehicle. The detection unit assesses a signal from the first primary distance sensor as being caused by a tilt condition if distance information determined by the first secondary distance sensor corresponds to distance information determined by the first primary distance sensor. The first secondary distance sensor enables more precise detection of traffic situations. For example, warnings for oncoming traffic or stationary objects can be suppressed.A vehicle's tilt relative to the horizontal or to the road surface, for example on a slope, can be detected without an additional tilt sensor. False readings are reduced. Since such a secondary distance sensor can also be used by other devices on the vehicle, shared use can also result in cost savings.

[0015] Alternatively or additionally, in the first advantageous embodiment, the device comprises at least one second secondary distance sensor with a second secondary detection direction, the second secondary detection direction of which corresponds vertically to the detection direction of a corresponding second primary distance sensor, and whose second secondary detection area is offset relative to a second primary detection area of ​​the corresponding second primary distance sensor in the direction of travel of the vehicle. The detection unit assesses a signal from the corresponding second primary distance sensor as being caused by a tilt condition if distance information determined by the second secondary distance sensor corresponds to distance information determined by the corresponding second primary distance sensor.This enables a particularly precise selection of the primary distance sensors, whose signals are not affected by a tilt condition. The reliability of traffic situation detection is increased.

[0016] In a second advantageous embodiment, which exists as an alternative to or can be combined with the first advantageous embodiment, the detection unit uses a tilt sensor to determine an angle between the vertical direction of the primary detection direction of the primary distance sensors and a road surface. The detection unit then assesses a signal from the first or second primary distance sensor as being caused by a traffic situation if the angle determined for a vertical direction of the primary detection direction of the respective primary distance sensor is greater than or equal to a given threshold value. The tilt sensor can detect the vehicle's tilt relative to a horizontal plane and / or a road surface. The tilt sensor ensures reliable detection of the tilt angle and thus high reliability of the device.The tilt angle is directly available as a measured value, eliminating the need to evaluate different measurements to determine it. This enables a cost-effective design. Furthermore, since such a tilt sensor can also be used by other devices on the vehicle, shared use can result in additional cost savings.

[0017] In particular, the first primary distance sensor is configured to be positioned on the vehicle with its primary detection direction perpendicular to a vertical axis of the vehicle. Since tilting vehicles are in an upright state for a significant portion of their use, optimal alignment of the first primary distance sensor for this upright state is advantageous.

[0018] Another embodiment of the invention describes a vehicle with a device as described above. Driver assistance systems used in modern vehicles, in particular, benefit from the advantages of the precise and cost-effective device according to the invention.

[0019] In a first advantageous embodiment of the method for operating a device according to the invention, the device comprises a first secondary distance sensor with a first secondary detection direction, the first secondary detection direction of which corresponds vertically to the first primary detection direction of the first primary distance sensor, and the first secondary detection area of ​​which is offset relative to a primary detection area of ​​the primary distance sensors in the direction of travel of the vehicle. In the step of assessing whether the signals of the primary distance sensors are caused either by a traffic situation or by a tilt state of the device, the signals of the second primary distance sensor are evaluated as being caused by a traffic situation if distance information determined by the first secondary distance sensor corresponds to distance information determined by the first primary distance sensor.This is advantageous because such a selection allows the detection of both a vehicle's inclination relative to a horizontal plane and relative to a road surface, e.g., on a slope. False positives are thus reduced.

[0020] Alternatively or additionally, in the first advantageous embodiment of the method, the device comprises at least a second secondary distance sensor with a second secondary detection direction, the second secondary detection direction of which corresponds in the vertical direction to the second primary detection direction of a corresponding second primary distance sensor, and the second secondary detection area of ​​which is offset to a second primary detection area of ​​the corresponding second primary distance sensor in the direction of travel of the vehicle.In the step of assessing whether the signals from the primary distance sensors are caused by a traffic situation or by a tilt state of the device, the signals from the second primary distance sensor are evaluated as being caused by a traffic situation if a distance reading determined by the second primary distance sensor does not match a distance reading determined by the corresponding second secondary distance sensor. Thus, for each corresponding sensor pair, it is detected whether its signals are caused by a tilt state. This enables a precise selection of the primary distance sensors used to detect a traffic situation, thereby reducing false positives.

[0021] In an equally advantageous second embodiment of the method, which exists as an alternative to or can be combined with the first advantageous embodiment, the method further comprises the step of determining an angle between the vertical direction of the primary detection directions of the primary distance sensors relative to a road surface using a tilt sensor. In the step of assessing whether the signals of the primary distance sensors are caused by a traffic situation or by a tilt state of the device, the signals of the primary distance sensors are evaluated as being caused by a traffic situation if the angle determined for a vertical direction of the primary detection direction of the respective primary distance sensor is greater than or equal to a given threshold value. It is not necessary to evaluate all signals of the primary distance sensors.This eliminates sources of error and creates a particularly reliable process.

[0022] The advantageous features and embodiments of the invention described above include sensors, i.e., detection devices, that detect traffic situations in a blind spot on one side of the tilting vehicle. According to the invention, it is also advantageous to provide detection devices that detect traffic situations in a blind spot on the other side of the tilting vehicle. Brief description of the drawings

[0023] Exemplary embodiments of the invention are described in detail below with reference to the accompanying drawing. The drawing shows: Fig. 1 a rear view of a motorcycle with a device according to the invention for detecting a traffic situation in a blind spot in a first embodiment; Fig. 2 a top view of the motorcycle with an angle device according to the invention in the first embodiment; Fig. 3 a rear view of the motorcycle with a device according to the invention in the first embodiment; Fig. 4 a top view of the motorcycle with a device according to the invention for detecting a traffic situation in a blind spot in a second embodiment; Fig. 5 a front view of the motorcycle with a device according to the invention in the second embodiment; Fig. 6. A flowchart of a procedure for detecting a traffic situation in a blind spot; Fig. 7 a rear view of a motorcycle 1 with a device according to the invention for detecting a traffic situation in a blind spot in a third embodiment; and Fig. 8 a rear view of a motorcycle 1 with a device according to the invention for detecting a traffic situation in a blind spot in a fourth embodiment. Embodiments of the invention

[0024] Fig. Figure 1 shows a rear view of a tilting vehicle with a device according to the invention for detecting a traffic situation in a blind spot 22, 22' in a first embodiment. In this embodiment, the tilting vehicle is a motorcycle 1. A right first primary distance sensor 2 is arranged on the right side of the motorcycle 1, oriented in a right first primary detection direction 5. A left first primary distance sensor 2' is arranged on the left side of the motorcycle 1, oriented in a left first primary detection direction 5'. The right first primary detection direction 5 and the left first primary detection direction 5' are selected such that they lie horizontally when the motorcycle 1 is upright.

[0025] Thus, the right first primary detection direction 5 of the right first primary distance sensor 2 and the left first primary detection direction 5' of the left first primary distance sensor 2' are arranged perpendicular to a vertical axis of the motorcycle 1 on the motorcycle 1. The right first primary detection direction 5 and the left first primary detection direction 5' are each directed away from the motorcycle 1.

[0026] The motorcycle comprises a right upper second primary distance sensor 4, oriented in a right upper second primary detection direction 7, and a right lower second primary distance sensor 3, oriented in a right lower second primary detection direction 6. The motorcycle further comprises a left upper second primary distance sensor 4', oriented in a left upper second primary detection direction 7', and a left lower second primary distance sensor 3', oriented in a left lower second primary detection direction 6'. The right upper second primary distance sensor 4 is located directly above the right first primary distance sensor 2, and the right lower second primary distance sensor 3 is located directly below the right first primary distance sensor 2.The left upper second primary distance sensor 4' is located directly above the left first primary distance sensor 2' and the left lower second primary distance sensor 3' is located directly below the left first primary distance sensor 2'.

[0027] The upper right second primary detection direction 7 is rotated upwards by an angle α in the vertical direction relative to the upper right first primary detection direction 5. The upper left second primary detection direction 7' ​​is rotated upwards by an angle α' in the vertical direction relative to the lower left first primary detection direction 5'. The lower right second primary detection direction 6 is rotated downwards by an angle β in the vertical direction relative to the lower right first primary detection direction 5. The lower left second primary detection direction 6' is rotated downwards by an angle β' in the vertical direction relative to the lower left first primary detection direction 5'.

[0028] On the right side of the motorcycle 1, the angle α is chosen such that the upper second primary detection direction 7 is approximately parallel to the road surface 20 when the motorcycle 1 is at its maximum lateral tilt to the right during operation. The angle β on the right side of the motorcycle 1 is chosen such that the lower second primary detection direction 6 is approximately parallel to the road surface 20 when the motorcycle 1 is at its maximum lateral tilt to the left during operation. Correspondingly, on the left side of the motorcycle 1, the angle α' is chosen such that the upper second primary detection direction 7' ​​is approximately parallel to the road surface 20 when the motorcycle 1 is at its maximum lateral tilt to the left during operation.The angle β' is selected on the left side of the motorcycle 1 such that the lower second primary detection direction 6' is approximately parallel to the road surface 20 when the motorcycle 1 is at its maximum lateral tilt to the right during operation. In this embodiment, the angles α, α' and the angles β, β' correspond to an angle of 30 degrees.

[0029] The detection range of a distance sensor is the area in which an object must be located in order for its distance to be determined by the associated distance sensor.

[0030] The right first primary distance sensor 2 has a right first primary detection range of 34. The right upper second primary distance sensor 4 has a right upper second primary detection range of 35, and the right lower second primary distance sensor 3 has a right lower second primary detection range of 33. The left first primary distance sensor 2' has a left first primary detection range of 34'. The left upper second primary distance sensor 4' has a left upper second primary detection range of 35', and the left lower second primary distance sensor 3' has a left lower second primary detection range of 33'.

[0031] Each primary distance sensor 2, 3, 4, 2', 3', 4' also has a detection angle. The detection angle of a distance sensor is the angle that the detection direction 5, 6, 7, 5', 6', 7' of the respective distance sensor forms with the road surface 20. Fig. Figure 1 shows, by way of example, the right first primary detection angle γ. Since the motorcycle 1 is in the position shown Fig. Since the motorcycle 1 is not inclined and the right first primary detection direction 5 is perpendicular to a vertical axis of the motorcycle 1, the right first primary detection angle γ is 0 degrees. As described later Fig. As can be seen in Figure 3, the right first primary detection angle γ is changed by a tilt of the motorcycle 1. Since the right first primary detection direction 5 is perpendicular to a vertical axis of the motorcycle 1, the right first primary detection angle γ corresponds to Fig. 3 the tilt angle δ of the motorcycle 1. The detection angle assumes a positive value when the associated distance sensor is directed away from the road surface and assumes a negative value when the associated distance sensor is directed towards the road surface.

[0032] As in Fig. As shown in Figure 2, the right primary detection directions 5, 6, 7 of all right primary distance sensors 2, 3, 4 are aligned horizontally towards an area in the right blind spot 22 of the motorcycle 1. This area is typically located next to the motorcycle 1, but can also be offset rearward relative to the motorcycle 1 in the direction of travel. In this embodiment, the right primary detection directions 5, 6, 7 are angled horizontally at 45 degrees relative to the longitudinal axis 21 of the motorcycle 1, with the right primary distance sensors 2, 3, 4 oriented to the right and rearward relative to the direction of travel 21 of the motorcycle 1.

[0033] As also in Fig. As shown in Figure 2, the left primary detection directions 5', 6', 7' of all left primary distance sensors 2', 3', 4' are aligned horizontally towards an area in the left blind spot 22' of the motorcycle 1. This area is typically located next to the motorcycle 1, but can also be offset rearward relative to the motorcycle 1 in the direction of travel. In this embodiment, the left primary detection directions 5', 6', 7' are angled horizontally at 45 degrees relative to the longitudinal axis 21 of the motorcycle 1, with the left primary distance sensors 2', 3', 4' being oriented to the left and rearward relative to the direction of travel 21 of the motorcycle 1.

[0034] The area in the right blind spot 22 is covered by the right primary distance sensors 2, 3, 4. The area in the left blind spot 22' is covered by the left primary distance sensors 2', 3', 4'. These distance sensors could be, for example, ultrasonic sensors or other acoustic or optical sensors. The position and orientation of the distance sensors are crucial.

[0035] A tilt sensor 9 is arranged in the motorcycle 1, which is suitable for detecting the tilt state of the motorcycle 1. In this first embodiment, the tilt sensor 9 outputs a negative value when the motorcycle 1 is tilted to the right and outputs a positive value when the motorcycle 1 is tilted to the left. The output value corresponds to a tilt angle δ of the motorcycle 1. In alternative embodiments, the tilt sensor 9 can also represent the tilt angle δ by any other continuous or discrete representation of an angle. Thus, the value output by the tilt sensor could also increase only or decrease only from a maximum tilt of the motorcycle to an opposite maximum tilt of the motorcycle.

[0036] The motorcycle 1 further comprises a detection unit 8, which detects a traffic situation by means of the signals from the primary distance sensors 2, 3, 4, 2', 3', 4' that are not caused by a tilt state of the device. For this purpose, the detection unit 8 is connected to the primary distance sensors 2, 3, 4, 2', 3', 4' by means of suitable electrical signal lines. The detection unit 8 assesses whether the signals from the primary distance sensors 2, 3, 4, 2', 3', 4' are caused either by a traffic situation or by a tilt state of the device. A traffic situation is then detected by means of the signals from the primary distance sensors 2, 3, 4, 2', 3', 4' that are assessed as being caused by a traffic situation.

[0037] The detection unit 8 can be implemented as analog and / or digital electronics. In this first embodiment, the detection unit 8 detects the Fig. The 6 procedures shown were carried out.

[0038] The procedure can be initiated, for example, by activating the device or by a signal from the tilt sensor 9. In a first step S1, it is assessed whether the signals from the primary distance sensors 2, 3, 4 are caused by a traffic situation or by a tilt state of the device. Thus, the primary distance sensors 2, 3, 4, 2', 3', 4' whose signals are not caused by a tilt state of the motorcycle 1 are selected. For this purpose, the detection angles of the first and second primary distance sensors 2, 3, 4, 2', 3', 4' are determined. Since the angles of the primary detection directions 5, 6, 7, 5', 6', 7' are constant relative to each other, a single tilt angle δ determined by the tilt sensor is sufficient to determine the detection angles of all primary distance sensors 2, 3, 4, 2', 3', 4'.For example, the detection angle of the upper right second primary distance sensor is equal to the detection angle of the first right primary distance sensor plus the angle α.

[0039] The signals from a primary distance sensor 2, 3, 4, 2', 3', 4' of the motorcycle 1 are assessed as being caused by a traffic situation and are therefore selected if its detection angle is equal to or greater than 0 degrees. A primary distance sensor 2, 3, 4, 2', 3', 4' of the motorcycle 1 is thus selected to detect a traffic situation if its detection angle is equal to or greater than 0 degrees. For this purpose, the value detected by the tilt sensor 9 is compared with a threshold value defined for the respective primary distance sensor 2, 3, 4, 2', 3', 4'. This threshold value is the value output by the tilt sensor 9 when the respective primary distance sensor 2, 3, 4, 2', 3', 4' has a detection angle of 0 degrees due to the motorcycle being tilted.It should be noted that a distance sensor on the right side of the motorcycle 1 is selected when the value detected by the tilt sensor is greater than the threshold set for this primary distance sensor, and that a distance sensor on the left side of the motorcycle 1 is selected when the value detected by the tilt sensor 9 is less than the threshold set for this left primary distance sensor. The threshold defined by a detection angle of 0 degrees is chosen as an example. Particularly with a threshold defined by a detection angle other than 0 degrees, frequent switching between distance sensors can be avoided.

[0040] Since the angles between the primary distance sensors 2, 3, 4, 2', 3', 4' are constant and detection of the traffic situation by upward-facing primary distance sensors is not necessary, an alternative first embodiment allows for the definition of three zones. The selection of one right primary distance sensor 2, 3, 4 and one left primary distance sensor 2', 3', 4' is determined by the zone in which the value output by the tilt sensor 9 lies. These three zones can be defined by an upper and a lower threshold. The left upper secondary primary distance sensor 4' on the left side of the motorcycle 1 and the right lower secondary primary distance sensor 3 on the right side of the motorcycle 1 are selected when the value detected by the tilt sensor 9 exceeds the upper threshold.The left first primary distance sensor 2' on the left side of the motorcycle 1 and the right first primary distance sensor 2 on the right side of the motorcycle 1 are selected when the value detected by the tilt sensor 9 is less than the upper threshold but greater than the lower threshold. The left lower second primary distance sensor 3' on the left side of the motorcycle 1 and the right upper second primary distance sensor 4 on the right side of the motorcycle 1 are selected when the value detected by the tilt sensor is less than the lower threshold.

[0041] In a second step S2, a traffic situation is detected using the signals from the primary distance sensors 2, 3, 4, 2', 3', 4' selected in the first step S1, whose signals are assessed as being caused by a traffic situation. Thus, a traffic situation is detected using the signals from the primary distance sensors selected in the first step S1. This is done by forwarding the signals from the selected distance sensors to a state-of-the-art blind spot monitoring device. After this step, the process branches back to the first step S1.

[0042] Thus, compensation for a lateral tilt angle δ in blind spot monitoring of a two-wheeler is achieved by attaching additional sensors.

[0043] Fig. Figure 3 shows the motorcycle 1 at a maximum possible tilt angle δ during operation, for example, 35 degrees. In this state, in the first embodiment, the right primary distance sensors 2, 3, 4 and the left upper second primary distance sensor 4' are selected or assessed as being caused by a traffic situation. In the alternative first embodiment, the right lower second primary distance sensor 3 and the left upper second primary distance sensor 4' are selected or assessed as being caused by a traffic situation. Both embodiments are characterized by the fact that no distance sensor is selected whose detection direction is directed towards the road surface 20. This prevents the road surface from being mistakenly interpreted as part of a traffic situation.

[0044] Fig. Figure 4 shows a top view of a motorcycle 1 with a device according to the invention in a second embodiment. The arrangement of the first and second primary sensors 2, 3, 4, 2', 3', 4' corresponds to the arrangement described in the first embodiment. This second embodiment is particularly advantageous when no tilt sensor is available.

[0045] As from Fig. As can be seen in Figure 5, in this second embodiment, the motorcycle 1 comprises a right-hand first secondary distance sensor 12 on its right-hand side (as viewed in the direction of travel). Furthermore, the motorcycle 1 comprises a right-hand upper second secondary distance sensor 14 on its right-hand side, oriented in a right-hand upper second secondary detection direction 17, and a right-hand lower second secondary distance sensor 13, oriented in a right-hand lower second secondary detection direction 16. The right-hand upper second secondary distance sensor 17 is arranged directly above the right-hand first secondary distance sensor 12, and the right-hand lower second secondary distance sensor 16 is arranged directly below the right-hand first secondary distance sensor 12.

[0046] As well as from Fig. As can be seen in Figure 5, in this second embodiment, the motorcycle 1 comprises a left secondary distance sensor 12' on its left side (as viewed in the direction of travel). Furthermore, the motorcycle 1 comprises a left upper secondary secondary distance sensor 14' on its left side, oriented in a left upper secondary detection direction 17', and a left lower secondary secondary distance sensor 13', oriented in a left lower secondary detection direction 16'. The left upper secondary secondary distance sensor 17' is arranged directly above the left first secondary distance sensor 12', and the left lower secondary secondary distance sensor 16' is arranged directly below the left first secondary distance sensor 12'.

[0047] The detection range of a distance sensor is the area in which an object must be located in order for its distance to be determined by the associated distance sensor.

[0048] The right first secondary distance sensor 12 has a right first secondary detection area 31. The right first secondary detection area 31 of the right first secondary distance sensor 12 is offset from a right first primary detection area 34 of the corresponding right first primary distance sensor 2 in the direction of travel 23 of the motorcycle 1. This is achieved by arranging the right first secondary distance sensor 12 in a front area of ​​the motorcycle 1 and by angling the right first secondary detection direction 15 horizontally at a 90-degree angle to the longitudinal axis 21 of the motorcycle 1. The right first secondary detection direction 15 is directed to the right, away from the motorcycle 1 in the direction of travel 21.The right first secondary detection direction 15 of the right first secondary distance sensor 12 corresponds vertically to the right first primary detection direction 5 of the right first primary distance sensor 2 located on the same side of the motorcycle. The right lower second secondary distance sensor 13 has a right lower second secondary detection area 30, and the right upper second secondary distance sensor 14 has a right upper second secondary detection area 32. The right lower second secondary detection area 30 is offset from the right lower second primary detection area 33 in the direction of travel 23 of the motorcycle 1. The right upper second secondary detection area 32 is offset from the right upper second primary detection area 35 in the direction of travel 23 of the motorcycle 1.

[0049] The left first secondary distance sensor 12' has a left first secondary detection area 32'. The left first secondary detection area 32' of the left first secondary distance sensor 12' is offset from a left first primary detection area 34' of the corresponding left first primary distance sensor 2' in the direction of travel 23 of the motorcycle 1. This is achieved by arranging the left first secondary distance sensor 12 in a front area of ​​the motorcycle 1 and by angling the left first secondary detection direction 15' horizontally at 90 degrees relative to the longitudinal axis 21 of the motorcycle 1. The left first secondary detection direction 15 is thus directed to the left, away from the motorcycle 1 in the direction of travel 21.The left first secondary detection direction 15' of the left first secondary distance sensor 12' corresponds vertically to the left first primary detection direction 5' of the left first primary distance sensor 2' located on the same side of the motorcycle. The left lower second secondary distance sensor 13' has a left lower second secondary detection area 30', and the left upper second secondary distance sensor 14' has a left upper second secondary detection area 32'. The left lower second secondary detection area 30' is offset from the left lower second primary detection area 33' in the direction of travel 23 of the motorcycle 1. The left upper second secondary detection area 32' is offset from the left upper second primary detection area 35' in the direction of travel 23 of the motorcycle 1.

[0050] The upper right second secondary detection direction 17 of the upper right second secondary distance sensor 14 corresponds vertically to the upper right second primary detection direction 7 of the upper right second primary distance sensor 4 and horizontally to the right first secondary detection direction 15. The lower right second secondary detection direction 16 of the lower right second secondary distance sensor 13 corresponds vertically to the lower right second primary detection direction 6 of the lower right second primary distance sensor 3 and horizontally to the right first secondary detection direction 15.

[0051] The left upper second secondary detection direction 17' of the left upper second secondary distance sensor 14' corresponds vertically to the left upper second primary detection direction 7' ​​of the left upper second primary distance sensor 4' and horizontally to the left first secondary detection direction 15'. The left lower second secondary detection direction 16' of the left lower second secondary distance sensor 13' corresponds vertically to the left lower second primary detection direction 6' of the left lower second primary distance sensor 3' and horizontally to the left first secondary detection direction 15.

[0052] In the embodiments shown here, primary and secondary sensors on one side of the motorcycle are considered corresponding distance sensors if their vertical detection direction is the same. However, in alternative embodiments, the detection directions of corresponding distance sensors need not be identical.

[0053] The motorcycle 1 further comprises a detection unit 8', which detects a traffic situation by means of the signals from the primary distance sensors 2, 3, 4, 2', 3', 4' that are not caused by a tilt state of the device or the motorcycle 1. For this purpose, the detection unit 8' is connected to the primary distance sensors 2, 3, 4, 2', 3', 4' by means of suitable electrical signal lines. The signals from all distance sensors are provided to the detection unit 8'. The detection unit 8' assesses whether the signals from the primary distance sensors 2, 3, 4, 2', 3', 4' are caused either by a traffic situation or by a tilt state of the device. A traffic situation is then detected by means of the signals from the primary distance sensors 2, 3, 4, 2', 3', 4' that are assessed as being caused by a traffic situation. The 8' detection unit can be designed as an analog and / or a digital electronic device.In this second embodiment, the detection unit 8' detects the . Fig. The 6 procedures shown were carried out.

[0054] In a first step S1, it is assessed whether the signals from the primary distance sensors 2, 3, 4, 2', 3', 4' are caused by a traffic situation or by a tilt state of the device. Thus, the primary distance sensors whose signals are not caused by a tilt state of the motorcycle 1 are selected. For this purpose, the distance information acquired by corresponding primary and secondary distance sensors on one side of the motorcycle is compared. If distance information determined by the second secondary distance sensor corresponds to distance information determined by the corresponding second primary distance sensor, then the respective primary distance sensor is not selected or is deemed to be caused by a tilt state of the device.

[0055] When the motorcycle is tilted, the road surface is detected by a secondary distance sensor 12, 13, 14, 12', 13', 14' from a certain tilt angle onwards, and a distance to this surface is determined by the secondary distance sensor 12, 13, 14, 12', 13', 14'. This distance is then also detected by the corresponding primary distance sensor 2, 3, 4, 2', 3', 4'. If these distances are essentially the same, it is assumed that the detected signals are caused by the road surface 20 and thus by a tilted state of the motorcycle 1. The corresponding primary distance sensor 2, 3, 4, 2', 3', 4' is not selected. If the two distances are unequal, they cannot be caused by the road surface and the corresponding primary distance sensor 2, 3, 4, 2', 3', 4' is selected.It is advantageous to consider that the distance between a primary distance sensor 2, 3, 4, 2', 3', 4' and the road surface 20 and a corresponding secondary distance sensor 12, 13, 14, 12', 13', 14' differs when the motorcycle 1 is tilted, if the distance sensors are mounted at different angles relative to the motorcycle's direction of travel or at different heights above the road surface 20. These differences could be taken into account, for example, by calibration.

[0056] In a second step S2, a traffic situation is detected using the signals from the primary distance sensors 2, 3, 4, 2', 3', 4' selected in the first step S1, whose signals are assessed as being caused by a traffic situation. Thus, a traffic situation is detected using the signals from the primary distance sensors 2, 3, 4, 2', 3', 4' selected in the first step. This is done by forwarding the signals from the selected distance sensors to a device for monitoring a blind spot 22, 22' according to the prior art. After this step, the method branches back to the first step S1.

[0057] In an alternative second embodiment, the distance information acquired by all distance sensors is evaluated for each corresponding pair of primary and secondary distance sensors to determine whether the distance information acquired by that pair indicates a traffic situation in a blind spot of the motorcycle 1. If a traffic situation in a blind spot of the motorcycle 1 is detected by at least one corresponding pair of primary and secondary distance sensors, a blind spot warning is issued.

[0058] In a further alternative second embodiment, the upper and lower second secondary distance sensors 13, 14, 13', 14', as well as the lower second primary distance sensors 3, 3', are omitted. The distance information detected by the right first primary distance sensor 2 and the right first secondary distance sensor 12 is evaluated to determine whether the distance information detected by this pair indicates a traffic situation in a blind spot of the motorcycle 1. The distance information detected by the left first primary distance sensor 2' and the left first secondary distance sensor 12' is also evaluated to determine whether the distance information detected by this pair indicates a traffic situation in a blind spot of the motorcycle 1.Furthermore, the distance information from the upper right second primary distance sensor 4 and the upper left second primary distance sensor 4' is evaluated independently to determine whether the distance information detected by either of these sensors indicates a traffic situation in a blind spot of the motorcycle 1. If a traffic situation in a blind spot of the motorcycle 1 is detected by at least one corresponding pair of first primary and first secondary distance sensors or by one of the upper primary distance sensors 4, 4', a blind spot warning is issued.

[0059] In a further alternative second embodiment, the upper and lower second secondary distance sensors 13, 14, 13', 14', as well as the lower second primary distance sensors 3, 3', are omitted. In such an embodiment, the upper second primary distance sensors 4, 4' are selected in each inclination state, or their signals are assessed as being caused by a traffic situation. The first primary distance sensors 2, 2' are selected according to the embodiment described above.

[0060] Fig. Figure 7 shows a third embodiment of the invention. The arrangement of the distance sensors and the detection unit 8, 8' can correspond to either the first or the second embodiment. However, the lower primary distance sensors 3, 3' and the lower secondary distance sensors 13, 13' have been omitted. This embodiment allows for the detection of a traffic situation only on one side of the inclined motorcycle 1, corresponding to the direction of inclination. Thus, a traffic situation can be detected in an inside curve. This embodiment is advantageous because the inside curve is particularly critical with regard to a potential collision risk with an object in the blind spot 22, 22'.

[0061] Fig. Figure 8 shows a fourth embodiment of the invention. The arrangement of the distance sensors and the detection unit 8, 8' can correspond to either the first or the second embodiment. However, the upper primary distance sensors 4, 4' and the upper secondary distance sensors 14, 14' have been omitted. This embodiment only allows the detection of a traffic situation on one side of the inclined motorcycle 1, corresponding to the opposite direction of inclination. Thus, a traffic situation can be detected in an outer curve area.

[0062] In all embodiments, it is possible to select such distance sensors, which cannot be aligned with the road surface 20 at any inclination position of the motorcycle 1 during driving operation, as permanently active.

[0063] In addition to the above written revelation, explicit reference is made to the revelation of the Fig. Referenced to 1 to 8.

Claims

[1] Device for detecting a traffic situation in a blind spot (22) of a tilting vehicle (1), comprising: - a first primary distance sensor (2) oriented in a first primary detection direction (5) and configured to detect distance information to objects on one side of the vehicle (1), - at least one second primary distance sensor (3, 4) oriented in a second primary detection direction (6, 7) and configured to detect distance information to objects on the side of the vehicle (1), - wherein the primary detection directions (5, 6, 7) of the primary distance sensors (2, 3, 4) are oriented in a horizontal direction towards an area described by the blind angle (22) and every second primary detection direction (6, 7) is rotated in a vertical direction relative to the first primary detection direction (5), and - a detection unit (8) that assesses whether the signals from the primary distance sensors (2, 3, 4) are caused either by a traffic situation or by a tilt state of the device, and that detects a traffic situation by means of the signals from the primary distance sensors (2, 3, 4) that are assessed as being caused by a traffic situation. [2] Device according to any one of the preceding claims, characterized by , that the device further comprises a first secondary distance sensor (12) with a first secondary detection direction (15), - whose first secondary detection direction (15) in the vertical direction corresponds to the first primary detection direction (5) of the first primary distance sensor (2), and - whose first secondary detection area (31) is offset from a primary detection area (33, 34, 35) of the primary distance sensors (2, 3, 4) in the direction of travel of the vehicle (1), wherein - the detection unit (8) judges a signal from the first primary distance sensor (2) to be caused by a tilt state if distance information determined by the first secondary distance sensor (12) corresponds to distance information determined by the first primary distance sensor (2). [3] Device according to any of the preceding claims, characterized by , that the device further comprises at least a second secondary distance sensor (13, 14) with a second secondary detection direction (16, 17), - whose second secondary detection direction (16, 17) in the vertical direction corresponds to the second primary detection direction (6, 7) of a corresponding second primary distance sensor (3, 4), and - whose second secondary detection area (30, 32) is offset to a second primary detection area (33, 35) of the corresponding second primary distance sensor (3, 4) in the direction of travel of the vehicle (1), wherein - the detection unit (8) judges a signal from the corresponding second primary distance sensor (3, 4) to be caused by a tilt condition if distance information determined by the second secondary distance sensor (13, 14) corresponds to distance information determined by the corresponding second primary distance sensor (3, 4). [4] Device according to any of the preceding claims, characterized by , that - the detection unit (8) determines a tilt-dependent detection angle between the primary detection directions (5, 6, 7) of the primary distance sensors (2, 3, 4) and the road surface (20) by means of an inclination sensor (9), and - the detection unit (8) judges a signal from the first or second primary distance sensor (2, 3, 4) to be caused by a traffic situation if the inclination-dependent detection angle determined for the primary detection direction (5, 6, 7) of the respective primary distance sensor (2, 3, 4) is greater than or equal to a given threshold value. [5] Device according to any of the preceding claims, characterized by , that the first primary distance sensor (2) is arranged to be positioned on the vehicle (1) with a first primary detection direction (5) perpendicular to a vertical axis of the vehicle (1). [6] Vehicle (1) with a device according to one of the preceding claims. [7] Method for operating a device according to any one of claims 1 to 5, comprising the steps: - Assess whether the signals from the primary distance sensors (2, 3, 4) are caused either by a traffic situation or by a tilt state of the device, and - Detecting a traffic situation using the signals of at least one primary distance sensor (2, 3, 4) whose signals are judged to be caused by a traffic situation. [8] Method according to claim 7, characterized by , that the device comprises a first secondary distance sensor (12) with a first secondary detection direction (15), - whose first secondary detection direction (15) in the vertical direction corresponds to the first primary detection direction (5) of the first primary distance sensor (2), and - whose first secondary detection area (31) is offset from a primary detection area (33, 34, 35) of the primary distance sensors (2, 3, 4) in the direction of travel (23) of the vehicle (1), - wherein in the step of assessing whether the signals of the primary distance sensors (2, 3, 4) are caused either by a traffic situation or by a tilt state of the device, the signals of the second primary distance sensor (3, 4) are assessed as being caused by a traffic situation if distance information determined by the first secondary distance sensor (12) corresponds to distance information determined by the first primary distance sensor (2). [9] Method according to one of claims 7 or 8, characterized by , that the device comprises at least a second secondary distance sensor (13, 14) with a second secondary detection direction (16, 17), - whose second secondary detection direction (16, 17) in the vertical direction corresponds to the second primary detection direction (6, 7) of a corresponding second primary distance sensor (3, 4), and - whose second secondary detection area (30, 32) is offset to a second primary detection area (33, 35) of the corresponding second primary distance sensor (3, 4) in the direction of travel (23) of the vehicle (1), - wherein in the step of assessing whether the signals of the primary distance sensors (2, 3, 4) are caused either by a traffic situation or by a tilt state of the device, the signals of the second primary distance sensor (3, 4) are assessed as being caused by a traffic situation if distance information determined by the second primary distance sensor (3, 4) does not correspond to distance information determined by the corresponding second secondary distance sensor (13, 14). [10] Method according to claim 7, characterized by , that the procedure further includes the step of: - Determining an angle between the vertical direction of the primary detection directions (5, 6, 7) of the primary distance sensors (2, 3, 4) relative to a road surface (20) by means of a tilt sensor (9) includes, - wherein in the step of assessing whether the signals of the primary distance sensors (2, 3, 4) are caused either by a traffic situation or by a tilt state of the device, the signals of the primary distance sensors (2, 3, 4) are assessed as being caused by a traffic situation if the angle determined for a vertical direction of the primary detection direction (5, 6, 7) of the respective primary distance sensor (2, 3, 4) is greater than or equal to a given threshold value.

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