Safety system for a vehicle and procedures using a safety system for a vehicle

Abstract

Method and safety system (1) for a vehicle (2), comprising a spatially resolving safety sensor (3) which determines distance values ​​to objects (4) in a first monitoring area (5), wherein the safety sensor (3) in the monitoring area (5) has at least one protective field (6) and at least one warning field (7), wherein the warning field (7) has a larger extent than the protective field (6) at least in the direction of travel, a control and evaluation unit (8) which is configured to evaluate the distance values ​​and output control signals depending on the distance information, wherein the control and evaluation unit (8) is configured to reduce the driving speed when an object (4) is detected in the warning field (7) and the control and evaluation unit (8) is configured to stop the driving speed when an object (4) is detected in the protective field (6), wherein at least one acceleration sensor (9) is arranged,wherein the acceleration sensor (9) detects acceleration values ​​of the vehicle, wherein the acceleration sensor (9) is connected to the control and evaluation unit (8), wherein the control and evaluation unit (8) is configured to evaluate the acceleration values, wherein the control and evaluation unit (8) is configured to continuously evaluate the acceleration values ​​at least from the time of object detection of an object (4) in the warning field (7) of the safety sensor (3) in order to monitor a negative acceleration or a braking process of the vehicle (2).

Description

[0001] The present invention relates to a security system for a vehicle according to the preamble of claim 1 and to a method with a security system for a vehicle according to the preamble of claim 11.

[0002] In the field of industrial safety technology, vehicles are equipped with safety sensors to protect people.

[0003] DE 10 2011 077 998 A1 discloses a method for information validation, wherein a laser scanner and an acceleration sensor are provided, wherein the information of the laser scanner and the acceleration sensor is fused into a common composite information.

[0004] DE 10 2013 220 526 A1 discloses a vehicle with a laser scanner or lidar scanner as an environment sensor and an acceleration sensor, whereby the data are compared with each other.

[0005] According to EP 3 026 459 B1, a vehicle has a laser scanner and an acceleration sensor, wherein a reference contour is adapted to acceleration-dependent movements of the vehicle.

[0006] An object of the invention is to provide an improved security system.

[0007] The object is achieved according to claim 1 by a safety system for a vehicle, comprising a spatially resolving safety sensor which determines distance values ​​to objects in a first monitoring area, wherein the safety sensor has at least one protective field and at least one warning field in the monitoring area, wherein the warning field has a greater extent than the protective field at least in the direction of travel, a control and evaluation unit which is designed to evaluate the distance values ​​and to output control signals depending on the distance information, wherein the control and evaluation unit is designed to reduce a driving speed when an object is detected in the warning field and the control and evaluation unit is designed to stop a driving speed when an object is detected in the protective field, wherein at least one acceleration sensor is arranged, wherein the acceleration sensor detects acceleration values ​​of the vehicle,wherein the acceleration sensor is connected to the control and evaluation unit, wherein the control and evaluation unit is designed to evaluate the acceleration values, wherein the control and evaluation unit is designed to continuously evaluate the acceleration values ​​at least from the time of object detection of an object in the warning field of the safety sensor in order to monitor a negative acceleration or a braking process of the vehicle.,

[0008] The object is further achieved according to claim 11 by a method with a safety system for a vehicle, comprising a spatially resolving safety sensor which determines distance values ​​to objects in a first monitoring area, wherein the safety sensor has at least one protective field and at least one warning field in the monitoring area, wherein the warning field has a greater extent than the protective field at least in the direction of travel, a control and evaluation unit evaluates the distance values ​​and outputs control signals depending on the distance information, wherein the control and evaluation unit reduces a driving speed when an object is detected in the warning field and the control and evaluation unit stops a driving speed when an object is detected in the protective field, wherein at least one acceleration sensor is arranged, wherein the acceleration sensor detects acceleration values ​​of the vehicle,wherein the acceleration sensor is connected to the control and evaluation unit, wherein the control and evaluation unit evaluates the acceleration values, wherein the control and evaluation unit continuously evaluates the acceleration values ​​at least from the time of object detection of an object in the warning field of the safety sensor in order to monitor a negative acceleration or a braking process of the vehicle.,

[0009] According to the invention, the reduction of the vehicle speed, i.e. a negative acceleration, or a braking process is monitored in a simple and cost-effective manner, so that this function is carried out as a safety function, i.e. in accordance with functional safety standards.

[0010] The safety sensor, for example, has safety-related outputs. These include semiconductor switching outputs (Output Safety Switching Devices, or OSSDs) or safety data interfaces such as IO-Link Safety, CIP Safety, or similar, which are used for a primary safety function, such as activating a vehicle brake.

[0011] Safety systems or safety sensors used in safety technology must operate particularly reliably and intrinsically safely and therefore meet high safety requirements, for example the EN13849 standard for machinery safety and the EN61496 device standard for electro-sensitive protective devices (ESPE).

[0012] The term "functionally safe" is to be understood in the sense of the aforementioned or comparable standards; that is, measures have been taken to control errors up to a specified safety level. The safety system or safety sensor can therefore be designed to be intrinsically safe. The safety system and / or at least the safety sensor also generate non-safe data, such as raw data, point clouds, or the like. "Not safe" is the opposite of "safe," referring to non-safe devices, transmission paths, evaluations, and the like, and therefore the aforementioned fail-safe requirements are not met.

[0013] To reduce the vehicle's speed, the warning fields are used as triggers. For this purpose, a single-channel signal is used, which is fed to the control and evaluation unit. This signal, for example, is not implemented safely and is therefore an automation function without any safety requirements.

[0014] The acceleration sensor is used to measure the change in speed when the speed reduction is activated, for example by mathematically integrating the acceleration signal with the start of the warning field violation.

[0015] The estimation of the velocity change can be performed, for example, either with a simple mathematical integration or with a state estimator such as a suitable Kalman filter. With such a Kalman filter, the state memories are cleared at the start of the measurement—i.e., at the edge of the signal—similar to zeroing the memory of an integrator.

[0016] According to the invention, there is a simple method for safely reducing the speed.

[0017] A diagnosis covers the entire system of the vehicle and the safety system, i.e. both the electrical and the mechanical part and thus achieves a large diagnostic coverage.

[0018] No electrical test pulses, dual-channel capability, or other safety measures are required for the signal indicating the controller's reduced-speed mode. A simple digital signal suffices.

[0019] There is also no need for expensive rotary encoders.

[0020] For example, the safety sensor is an optoelectronic sensor, wherein a transmitter is a light transmitter and a receiver is a light receiver for contactless scanning of the monitoring area by sending light beams into the monitoring area and detecting returning reflected light beams from objects within the monitoring area and evaluating the returning reflected light beams by the control and evaluation unit.

[0021] For example, the optoelectronic sensor is a time-of-flight sensor, such as a laser scanner or a time-of-flight camera. For example, the optoelectronic sensor is a safety laser scanner, a security camera, or any optoelectronic environment detection sensor. The laser scanner, for example, has a light deflection unit, whereby the emitted light beam cyclically scans the environment.

[0022] For example, the optoelectronic sensor for detecting objects in a three-dimensional surveillance area is designed with at least one image sensor which can record a pixel image of the surveillance area by means of a plurality of light receiving elements, and with at least the control and evaluation unit which is designed to detect an object from image data of the pixel image, wherein a plurality of image sensors are provided, each having at least one pixel row with light receiving elements and wherein the image sensors are arranged at a distance from one another so that each image sensor can record its own plane of the surveillance area, wherein the image sensors are arranged such that the planes are non-overlapping and substantially parallel to one another or diverge from one another in a fan shape starting from the image sensors.The protective field is a protective area or protective volume and the warning field is a warning area or warning volume.

[0023] For example, the optoelectronic sensor is a laser scanner with at least one transmitting element and at least one receiving element and the control and evaluation unit for evaluating the light propagation time of light rays from the transmitting element via an object to the receiving element, wherein a plurality of transmitting elements and a plurality of receiving elements are arranged in a circular segment shape in a common housing, wherein the light rays are emitted and / or received in a fan shape in different angular directions.

[0024] For example, the security sensor is a radar sensor, wherein a transmitter is a radar transmitter, wherein a receiver is a radar receiver for contactless scanning of the monitoring area by transmitting radio waves into the monitoring area and detecting returning reflected radio waves from objects within the monitoring area and evaluating the returning reflected radio waves by the control and evaluation unit.

[0025] The radar sensor or radar device comprises the radar transmitter and the radar receiver for transmitting a radar signal into the surveillance area and receiving it from there. The radar transmitter and radar receiver are preferably designed together as a transceiver. A control and evaluation unit evaluates the received signal from the radar receiver to determine object properties. Preferably, a distance is measured from the signal propagation time of the radar signal. Other example object properties include speed or the mere determination of the presence or absence of objects in the first surveillance area.

[0026] Radar surveillance is well-known and used in many fields of application. Various principles are known for measuring the distance to a detected object, such as pulse radar, continuous wave radar, or FMCW (Frequency-Modulated Continuous Wave) radar. Direct measurement of speed using the Doppler effect is also a typical radar application.

[0027] Radar penetrates many materials and is therefore relatively robust. This also applies to outdoor weather conditions such as fog, rain, or snow.

[0028] A radar system can use the Doppler effect to measure not only position but also speed.

[0029] The vehicle can be, for example, a driverless vehicle, an autonomous vehicle, an autonomously guided vehicle (AGV), an automated mobile robot (AMR), or an industrial mobile robot (IMR). The vehicle thus has a drive and can be moved in various directions.

[0030] In a further development of the invention, the control and evaluation unit is designed to check a limit value for the negative acceleration, and if the limit value for the negative acceleration is not reached, the control and evaluation unit outputs a control signal to stop the vehicle.

[0031] Only if a sufficient change in speed is achieved after a defined deceleration time does the vehicle continue driving at a reduced speed. If not, a hard braking action is initiated.

[0032] The prerequisite is that it is ensured, for example due to the design, that the vehicle does not exceed a defined maximum speed, which can be considered to be the case in almost all cases, since the calculation of the protective fields is also based on the maximum speed.

[0033] In a further development of the invention, the safety sensor, the control and evaluation unit and the acceleration sensor are arranged in one housing.

[0034] This means that the acceleration sensor is fully integrated into the safety sensor. This allows for easy integration of the safety sensor with the control and evaluation unit into the safety system. A vehicle control system therefore does not need to monitor the speed reduction or the acceleration sensor.

[0035] In a further development of the invention, the acceleration sensor is a multi-axial acceleration sensor. The acceleration sensor is designed, for example, to evaluate three different spatial directions. Furthermore, the acceleration sensor is designed, for example, to evaluate three different solid angles.

[0036] If the vehicle is traveling in only one direction, the acceleration is measured in a defined direction. If it is not possible to determine the orientation of the acceleration sensor, e.g., because the vehicle can travel forwards and backwards, a multi-axis acceleration sensor can be used to calculate the magnitude of the acceleration from the components. For two axes: ax2+ay2. With three axes: ax2+ay2+az2). This means the control and evaluation unit cannot distinguish whether a deceleration or an increase in speed is occurring. However, for diagnostic purposes, the magnitude of the speed or acceleration is sufficient, as an erroneous increase in speed, which would then also provide the correct value of the measured variable, can be ruled out.

[0037] In a further development of the invention, the control and evaluation unit is designed to detect and evaluate acceleration values ​​of the safety sensor based on the sensor values ​​of the safety sensor and to compare them with acceleration values ​​of the acceleration sensor.

[0038] The measurement error of the sensor localization function can be increased by fusing the primary localization data of the safety sensor with the acceleration sensor. A fundamental problem with this, however, is that the orientation of the sensor axes is generally unknown. However, if a multi-axial acceleration sensor is used, the magnitude of the acceleration can be used to improve the quality of the position and motion estimation. In the two-dimensional case, the magnitude is ‖aaccel‖=ax2+ay2.

[0039] In the first step, the state variables position p̂, velocity v̂, and acceleration â are estimated using the primary sensor localization function and a suitable state estimator, e.g., a Kalman filter. The second step involves the correction. The estimated value of acceleration a ̂ is corrected. The direction from the first estimate is retained, and the magnitude is scaled by the factor from the acceleration sensor measurement. The corrected value is given by â c = (â / ||â||) . ||a acceil ||.

[0040] This state variable significantly improves the quality of a positioning system, especially in the case of disturbances such as poor positioning, e.g. when reference marks are missing from the scanner.

[0041] In a further development of the invention, the control and evaluation unit is designed to detect acceleration values ​​of a radio positioning system based on the position values ​​of a radio transponder and to compare the acceleration values ​​of the acceleration sensor with each other. The radio transponder is arranged on the vehicle.

[0042] The measurement error of the sensor localization function can be increased by fusing the primary localization data of a radio transponder of a radio positioning system with the acceleration sensor. A fundamental problem here, however, is that the orientation of the sensor axes is generally unknown. However, if a multi-axial acceleration sensor is used, the magnitude of the acceleration can be used to improve the quality of position and motion estimation. In the two-dimensional case, the magnitude is ||a accel || = ax2+ay2.

[0043] In the first step, the state variables position p̂, velocity v̂, and acceleration â are estimated using the primary sensor localization function and a suitable state estimator, e.g., a Kalman filter. The second step involves the correction. The estimated value of acceleration a ̂ is corrected. The direction from the first estimate is retained, and the magnitude is scaled by the factor from the acceleration sensor measurement. The corrected value is given by â c = (â / ||â||) · ||a cceil ||. This state variable significantly improves the quality of a positioning system, especially in the case of disturbances such as poor positioning, e.g. when radio stations are obscured in the radio positioning system.

[0044] The radio transponders are located by measuring the propagation times of radio signals that are exchanged cyclically between the radio transponders and, for example, several fixed radio stations. This analysis works very well when the signals are transmitted with sufficient signal strength and along a straight or direct propagation path.

[0045] The signals from a radio transponder are received by, for example, several stationary radio stations or anchor stations, and the basis for positioning is established using a transit time measurement, e.g., "time of arrival" (TOA) or "time difference of arrival" (TDOA). The calculation or estimation of the position of a radio transponder is then performed by a control and evaluation unit, e.g., a central RTLS (Real-Time Location System) server, which is connected to all radio stations or anchor stations via a wireless or wired data connection. This positioning mode is called RTLS (Real-Time Location System) mode.

[0046] In particular, the radio location system has at least three arranged radio stations, wherein the position data can be transmitted from the radio station of the radio location system to the control and evaluation unit.

[0047] In particular, the radio location system is an ultra-wideband radio location system, with the frequency used being in the range of 3.1 GHz to 10.6 GHz.

[0048] An absolute bandwidth of an ultra-wideband radiolocation system is at least 500 MHz or a relative bandwidth is at least 20% of the central frequency.

[0049] The range of such a radio tracking system, for example, is 0 to 50 meters. The short duration of the radio pulses is used for tracking. The radio tracking system therefore only emits radio waves with low energy.

[0050] In a further development of the invention, the control and evaluation unit is designed with two channels. The safety sensor, which is designed with two channels according to safety category 3 or 4, includes the acceleration sensor.

[0051] To comply with the above-mentioned safety standards, a number of measures must be taken, such as secure electronic evaluation through redundant and / or diverse electronics or various function monitoring, especially the monitoring of contamination of optical components including a front screen.

[0052] In a further development of the invention, the control and evaluation unit is designed as a single-channel unit with a test channel. The safety sensor, which is designed as a single-channel unit with a test channel, in accordance with Safety Category 2, includes the acceleration sensor.

[0053] In a further development of the invention, the control and evaluation unit is designed to automatically learn a negative acceleration of the vehicle.

[0054] Automatic setup can be performed as follows: In a measurement / setup mode, the deceleration time and speed change are learned by the safety sensor or the control and evaluation unit during a controlled setup process. This is triggered by the warning field signal. The safety sensor measures the speed change and deceleration time independently. These values ​​must be manually confirmed by the user; if necessary, the tolerance ranges (in terms of time and speed) are manually adjusted.

[0055] In a further development of the invention, the control and evaluation unit has means for inputting a negative acceleration of the vehicle. An expectation window, i.e., a time and speed change window, is configured directly by the user. For this purpose, a configuration interface is provided, for example, on a configuration computer that is connected to the safety sensor.

[0056] The invention will be explained below with reference to further advantages and features, using exemplary embodiments, with reference to the accompanying drawings. The figures of the drawing show: Fig. 1 and Fig. 2 each have a security system; Fig. 3 signal diagrams for Fig. 1; Fig. 4 Signal diagram for speed change;

[0057] In the following figures, identical parts are provided with identical reference numerals.

[0058] Fig. 1 shows a safety system 1 for a vehicle 2, comprising a spatially resolving safety sensor 3, which determines distance values ​​to objects 4 in a first monitoring area 5, wherein the safety sensor 3 has at least one protective field 6 and at least one warning field 7 in the monitoring area 5, wherein the warning field 7 has a greater extent than the protective field 6 at least in the direction of travel, a control and evaluation unit 8 which is designed to evaluate the distance values ​​and to output control signals depending on the distance information, wherein the control and evaluation unit 8 is designed to reduce a driving speed when an object 4 is detected in the warning field 7 and the control and evaluation unit 8 is designed to stop a driving speed when an object 4 is detected in the protective field 6, wherein at least one acceleration sensor 9 is arranged, wherein the acceleration sensor 9 detects acceleration values ​​of the vehicle 2,wherein the acceleration sensor 9 is connected to the control and evaluation unit 8, wherein the control and evaluation unit 8 is designed to evaluate the acceleration values, wherein the control and evaluation unit 8 is designed to continuously evaluate the acceleration values ​​at least from the time of object detection of an object 4 in the warning field 7 of the safety sensor 3 in order to monitor a negative acceleration or a braking process of the vehicle 2.,

[0059] Safety sensor 3, for example, has safety-related outputs. These include semiconductor switching outputs (Output Safety Switching Devices, OSSDs for short) or safety data interfaces such as IO-Link Safety, CIP Safety, or similar, which are used for a primary safety function, for example, to actuate a brake on vehicle 2 to bring vehicle 2 to a standstill.

[0060] To reduce the speed of vehicle 2, warning field 7 is used as a trigger. For this purpose, a single-channel signal is used, for example, which is fed to the control and evaluation unit 8. This signal, for example, is not implemented safely and is therefore an automation function without safety requirements.

[0061] This acceleration sensor 9 is used to measure the change in speed when the speed reduction is activated, for example by integrating the acceleration signal with the start of the warning field violation.

[0062] The estimation of the velocity change can be performed, for example, either with a simple integration or with a state estimator such as a suitable Kalman filter. With such a Kalman filter, the state memories are cleared at the start of the measurement—i.e., at the edge of the signal—similar to zeroing the memory of an integrator.

[0063] For example, the safety sensor 3 is an optoelectronic sensor, wherein a transmitter is a light transmitter and a receiver is a light receiver for contactless scanning of the monitoring area 5 by transmitting light beams into the monitoring area 5 and detecting returning reflected light beams from objects 4 within the monitoring area and evaluating the returning reflected light beams by the control and evaluation unit 8.

[0064] For example, the optoelectronic sensor is a time-of-flight sensor, such as a laser scanner or a time-of-flight camera.

[0065] For example, the optoelectronic sensor is a laser scanner with at least one transmitting element and at least one receiving element and the control and evaluation unit 8 for evaluating the light propagation time of light rays from the transmitting element via an object to the receiving element, wherein a plurality of transmitting elements and a plurality of receiving elements are arranged in a circular segment shape in a common housing 10, wherein the light rays are emitted and / or received in a fan shape in different angular directions.

[0066] For example, the safety sensor 3 is a radar sensor, wherein a transmitter is a radar transmitter, wherein a receiver is a radar receiver for contactless scanning of the monitoring area by transmitting radio waves into the monitoring area and detecting returning reflected radio waves from objects within the monitoring area 5 and evaluating the returning reflected radio waves by the control and evaluation unit 8.

[0067] The radar sensor or radar device comprises the radar transmitter and the radar receiver for transmitting a radar signal into the surveillance area 5 and receiving it from there. The radar transmitter and radar receiver are preferably designed together as a transceiver. The control and evaluation unit 8 evaluates the received signal from the radar receiver to determine object properties. Preferably, a distance is measured from the signal propagation time of the radar signal.

[0068] Preferably, the control and evaluation unit 8 is designed to check a limit value for the negative acceleration, and if the limit value for the negative acceleration is not reached, the control and evaluation unit 8 outputs a control signal to stop the vehicle 2.

[0069] Only if a sufficient change in speed is achieved after a defined deceleration time does vehicle 2 continue at a reduced speed. If not, a hard braking action is initiated.

[0070] According to Fig. 2, the safety sensor 3, the control and evaluation unit 8 and the acceleration sensor 9 are arranged in a housing 10.

[0071] For example, acceleration sensor 9 is a multi-axial acceleration sensor. Acceleration sensor 9 is designed, for example, to evaluate three spatial directions. Furthermore, acceleration sensor 9 is designed, for example, to evaluate three solid angles.

[0072] For example, the control and evaluation unit 8 is designed to detect and evaluate acceleration values ​​of the safety sensor 3 based on the sensor values ​​of the safety sensor 3 and to compare them with acceleration values ​​of the acceleration sensor 9.

[0073] Fig. 3 shows signal diagrams for Fig. 1. t0 is the time at which object 7 is detected by the warning field and by the control and evaluation unit 8. The first signal is the displayed driving speed, which is reduced or slowed down after the object is detected. The second signal indicates the acceleration and the negative acceleration from time t0. The third signal is the estimated speed difference. The speed change is determined from the measured acceleration of the acceleration sensor 9. The fourth signal is the notification signal to the vehicle control system, whereby a speed reduction from time t0 is forwarded to the vehicle control system.

[0074] The measurement error of the sensor localization function can be increased by fusing the primary localization data of the safety sensor 3 with the acceleration sensor 9.

[0075] In the first step, the state variables position p̂, velocity v̂, and acceleration â are estimated using the primary sensor localization function and a suitable state estimator, e.g., a Kalman filter. The second step is the correction. The estimated value of acceleration â is corrected. The direction from the first estimate is retained, and the magnitude is scaled by the factor from the measurement with the acceleration sensor 9.

[0076] For example, the control and evaluation unit 8 is designed to detect acceleration values ​​of a radio positioning system based on the position values ​​of a radio transponder and to compare acceleration values ​​of the acceleration sensor 9 with each other.

[0077] The measurement error of the sensor localization function can be increased by fusing the primary localization data of a radio transponder of a radio location system with the acceleration sensor 9.

[0078] In the first step, the state variables position p̂, velocity v̂, and acceleration â are estimated using the primary sensor localization function and a suitable state estimator, e.g., a Kalman filter. The second step involves the correction. The estimated value of acceleration a ̂ is corrected. The direction from the first estimate is retained, and the magnitude is scaled by the factor from the measurement with the acceleration sensor 9.

[0079] The radio transponders are located by measuring the propagation time of radio signals that are exchanged cyclically between the radio transponders and, for example, several fixed radio stations.

[0080] In particular, the radio location system has at least three arranged radio stations, wherein the position data can be transmitted from the radio station of the radio location system to the control and evaluation unit.

[0081] In particular, the radio location system is an ultra-wideband radio location system, with the frequency used being in the range of 3.1 GHz to 10.6 GHz. The maximum transmission power per radio station is 0.5 mW, for example. For example, the transmission power per radio station can also be greater than 0.5 mW, for example, 1 mW or more.

[0082] For example, the control and evaluation unit 8 is designed as a two-channel unit.

[0083] For example, the control and evaluation unit 8 is designed as a single-channel unit with one test channel.

[0084] For example, the control and evaluation unit 8 is designed to automatically learn a negative acceleration of the vehicle 2.

[0085] An automatic setup can be carried out as follows: In a measuring / setup mode, the braking time and the speed change are taught by the safety sensor 3 or the control and evaluation unit 8 during a controlled setup process. The trigger for this is again the warning field signal. The safety sensor 3 measures the speed change and the braking time independently. These values ​​can be adjusted by the user according to Fig. 4 must be confirmed manually - if necessary, the tolerance ranges (in terms of time and speed) are adjusted manually.

[0086] For example, the control and evaluation unit 8 has means for inputting a negative acceleration of the vehicle 2. An expectation window, i.e., a time and speed change window, is configured directly by the user. For this purpose, a configuration interface is provided, for example, on a configuration computer that is connected to the safety sensor 3. Reference symbol: 1 security system 2 vehicles 3 Safety sensor 4 Object 5 Monitoring area 6 Protective field 7 Warning field 8 Control and evaluation unit 9 Accelerometer 10 housings QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2011 077 998 A1

[0003] DE 10 2013 220 526 A1

[0004] EP 3 026 459 B1

[0005]

Claims

[1] Security system (1) for a vehicle (2), comprising a spatially resolving safety sensor (3) which determines distance values ​​to objects (4) in a first monitoring area (5), wherein the safety sensor (3) in Monitoring area (5) has at least one protective field (6) and at least one warning field (7), wherein the warning field (7) has a greater extent than the protective field (6) at least in the direction of travel, a control and evaluation unit (8) which is designed to evaluate the distance values ​​and to output control signals depending on the distance information, wherein the control and evaluation unit (8) is designed to reduce a driving speed when an object is detected in the warning field (7) and the control and evaluation unit (8) is designed to stop a driving speed when an object (4) is detected in the protective field (6), wherein at least one acceleration sensor (9) is arranged, wherein the acceleration sensor (9) detects acceleration values ​​of the vehicle, wherein the acceleration sensor (9) is connected to the control and evaluation unit (8), wherein the control and evaluation unit (8) is designed to evaluate the acceleration values, characterized by , that the control and evaluation unit (8) is designed to continuously evaluate the acceleration values ​​at least from the time of object detection of an object (4) in the warning field (7) of the safety sensor (3) in order to monitor a negative acceleration or a braking process of the vehicle (2). [2] Security system (1) according to claim 1, characterized bythat the control and evaluation unit (8) is designed to check a limit value for the negative acceleration, and if the limit value for the negative acceleration is not reached, the control and evaluation unit (8) outputs a control signal to stop the vehicle (2). [3] Security system (1) according to one of the preceding claims, characterized by that the safety sensor (3), the control and evaluation unit (8) and the acceleration sensor (9) are arranged in a housing (10). [4] Security system (1) according to one of the preceding claims, characterized by that the acceleration sensor (9) is a multi-axial acceleration sensor (9). [5] Security system (1) according to one of the preceding claims, characterized bythat the control and evaluation unit (8) is designed to record and evaluate acceleration values ​​of the safety sensor (3) and to compare them with acceleration values ​​of the acceleration sensor (9). [6] Security system (1) according to one of the preceding claims, characterized by that the control and evaluation unit (8) is designed to compare acceleration values ​​of a radio location system and acceleration values ​​of the acceleration sensor (9) with each other. [7] Security system (1) according to one of the preceding claims, characterized by that the control and evaluation unit (8) is designed with two channels. [8] Security system (1) according to one of the preceding claims, characterized by that the control and evaluation unit (8) is designed as a single channel with one test channel. [9] Security system (1) according to one of the preceding claims, characterized bythat the control and evaluation unit (8) is designed to automatically learn a negative acceleration of the vehicle (2). [10] Security system (1) according to one of the preceding claims, characterized by that the control and evaluation unit (8) has means for inputting (11) a negative acceleration of the vehicle (2). [11] Method with a security system (1) for a vehicle (2), comprising a spatially resolving security sensor (3) which determines distance values ​​to objects in a first monitoring area, wherein the security sensor (3) in Monitoring area (5) has at least one protective field (6) and at least one warning field (7), wherein the warning field (7) has a greater extent than the protective field (6) at least in the direction of travel, a control and evaluation unit (8) which evaluates the distance values ​​and outputs control signals depending on the distance information, wherein the control and evaluation unit (8) reduces a driving speed when an object (4) is detected in the warning field (7) and the control and evaluation unit (8) stops a driving speed when an object (4) is detected in the protective field (6), whereby at least one acceleration sensor (9) is arranged, wherein the acceleration sensor (9) detects acceleration values ​​of the vehicle (2), wherein the acceleration sensor (9) is connected to the control and evaluation unit (8), wherein the control and evaluation unit (8) evaluates the acceleration values, characterized by , that the control and evaluation unit (8) continuously evaluates the acceleration values ​​at least from the time of object detection of an object (4) in the warning field (7) of the safety sensor (3) in order to monitor a negative acceleration or a braking process of the vehicle (2).

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