Device for detecting obstacles, vehicle and method for operating the vehicle

Abstract

The invention relates to a device (2) for detecting obstacles (6). The device (2) comprises at least one elastic element (3) and at least one sensor (4) designed to detect a deformation of the at least one elastic element (3) and to generate sensor data based on the detected deformation. The device (2) further comprises an interface for outputting the sensor data. Furthermore, the invention relates to a vehicle (1) having such a device (2) and to a method for operating the vehicle (1).

Description

Field of the invention

[0001] The invention relates to a device for detecting obstacles, particularly in the vicinity of vehicles. Furthermore, the invention relates to a vehicle having such a device and a method for operating such a vehicle. background

[0002] Maneuvering and navigating at low speeds with a vehicle, especially a large vehicle like a bus or a truck, can be very complex and requires considerable experience. Drivers can be supported by advanced driver assistance systems with various sensors, and autonomous vehicles rely on these sensors. However, sensors that detect obstacles are often inaccurate or unreliable at close range, for example, at distances of 15 cm or less, or may not detect obstacles at all. When maneuvering, however, very close distances to other objects must often be accepted in order to make progress. Summary

[0003] It is therefore the object of the invention to provide a device for detecting obstacles that overcomes the aforementioned disadvantages and, in particular, enables detection of obstacles in extremely close proximity, even to the point of contact. Furthermore, the object of the invention is to provide a vehicle with such a device and a method for operating such a vehicle. This object is achieved by the subject matter of the independent patent claims. Further developments of the invention emerge from the subclaims and the following description.

[0004] One aspect of the invention relates to a device for detecting obstacles. This device is particularly designed for use in vehicles, for example, trucks, buses, and / or cars. The obstacles are any objects with which the vehicle could collide. In particular, the obstacles can be other vehicles, stationary objects such as buildings, trees, but also people or animals.

[0005] The device comprises at least one elastic element. To detect an obstacle, this elastic element comes into contact with the obstacle and deforms due to this contact. Because the element is elastic, neither the obstacle nor the device is damaged.

[0006] The device further comprises at least one sensor. This sensor is designed to detect a deformation of the at least one elastic element. Thus, if the elastic element comes into contact with the obstacle and is thereby deformed, this is detected by the at least one sensor. Furthermore, the at least one sensor is designed to generate sensor data based on the detected deformation. In particular, this sensor data can be generated as an electrical or electronic signal.

[0007] The device further comprises an interface for outputting the sensor data. This interface can be embodied, for example, as an electrical and / or electronic connection, for example, with a plug or as hard wiring. However, the interface can also be a wireless connection, so that the sensor data is output via a radio signal.

[0008] The described device can therefore detect obstacles at close range, particularly within a few centimeters, and even more so within a range of less than 15 cm, up to the point of contact with the obstacle. The device thus makes it possible to optimally utilize the available space for maneuvering. Neither the device nor any vehicle to which the device is assigned, nor the obstacle being contacted, is damaged. Nor are people or animals injured by contact with the device. This makes navigation at low speeds easier and increases safety.

[0009] In some embodiments, each of the elastic elements is an elastic hollow body filled with a fluid. In this context, the fluid is in particular a gas, for example air, or a liquid, for example a water-based liquid or hydraulic oil. Such elastic hollow bodies can be deformed, in particular compressed, over a wide range. This wide range of deformability of the elastic hollow bodies results in a long distance from the first deformation of the hollow body, which can be detected by the sensor, to a point at which the elastic deformation ceases and damage to the device, the vehicle, and / or the obstacle occurs. The vehicle must then be able to stop over this long distance to avoid damage.

[0010] In some embodiments, the at least one sensor is a pressure sensor. This pressure sensor is arranged such that it measures the pressure of the fluid in the elastic hollow body. A deformation of the elastic hollow body changes the pressure of the fluid inside the elastic hollow body, so that a change in pressure corresponds to a deformation of the elastic hollow body. The change in pressure therefore measures when an obstacle is touched by the elastic element. If the elastic element is closed, the extent of the deformation can be determined based on the pressure, and the distance to the obstacle can be determined from the deformation: a greater increase in pressure corresponds to a greater deformation and thus greater proximity of the vehicle to the obstacle.

[0011] Alternatively, the at least one sensor is a flow sensor. This is particularly advantageous when the elastic hollow body is not closed and fluid can flow out of the elastic hollow body when the elastic hollow body is deformed. The flow sensor is then arranged such that it measures the amount of fluid flowing out of the elastic hollow body, for example near an opening in the elastic hollow body or a connection between the elastic hollow body and a fluid line. When the elastic hollow body is deformed, fluid flows out of the elastic hollow body, so that this flow of fluid corresponds to a deformation of the elastic hollow body. The flow of fluid therefore measures when the elastic element touches an obstacle.The extent of the deformation can also be determined from the measured amount of fluid flowing through, and the distance to the obstacle can be determined from the deformation: a larger amount of fluid flowing through corresponds to a larger deformation and thus a greater proximity of the vehicle to the obstacle.

[0012] In some embodiments, the at least one elastic element can be converted from a first state to a second state by adding fluid and from the second state to the first state by removing fluid. If the fluid is a gas, then the addition of fluid inflates the elastic hollow body, and if the fluid is a liquid, then the addition of fluid fills the elastic hollow body. The removal of fluid releases the fluid. The second state is the inflated or filled state of the elastic hollow body, while the first state is a less filled state of the elastic hollow body, for example an empty state of the elastic hollow body. This addition and removal of fluid can be carried out, for example, by pumping the device, but also by existing pumps or systems of the vehicle, for example via a hydraulic system of the vehicle.A measurement of the deformation of the elastic element and thus the detection of obstacles is carried out in particular in the second state. The second state is assumed in particular when the vehicle is in a second driving state, wherein the second driving state is, for example, a shunting maneuver and is activated, for example, when the speed of the vehicle falls below a predetermined threshold value, for example 5 km / h or 3 km / h. If, on the other hand, the vehicle is in a first driving state, for example, a long-distance journey, wherein the first driving state is, for example, activated when the speed of the vehicle exceeds a predetermined threshold value, for example 20 km / h or 50 km / h, the first state is assumed.In the first state, the elastic elements then have an ideal shape for the first driving condition, in particular an aerodynamically advantageous shape, so that the vehicle's drag coefficient is as low as possible. Because the elastic element can be transferred from the first state to the second state and back, it can be adapted to the respective driving situation.

[0013] In some embodiments, at least one of the elastic hollow bodies is divided into at least two chambers that are fluidically connected to one another. Thus, only one connection is required for adding and removing fluid from the elastic hollow body, since the fluid flows into and out of all chambers of the hollow body. The elastic hollow body can therefore, for example, be an inflatable tube divided into several chambers. In order to detect where the deformation occurs, a pressure sensor can be arranged in each chamber of the elastic hollow body, for example. Because the chambers are fluidically connected to one another, the pressure is distributed over all chambers after a while, but the temporal resolution of the pressure allows the location of the deformation to be determined.Alternatively, or additionally, flow sensors can be arranged between the chambers so that the location of the deformation can be determined from the flow of the fluid from one chamber to the other.

[0014] In some embodiments, a plurality of elastic elements are arranged, and at least one sensor is assigned to each elastic element. This makes it possible to determine which of the elastic elements has been deformed and, thus, in the area of ​​which of the elastic elements the obstacle is located. The elastic elements can, in particular, be arranged next to one another, so that a spatial resolution of the obstacle in one direction, in particular a horizontal direction, is possible. The number of elastic elements can, for example, be 3 or 4 to obtain a coarse spatial resolution, or, for example, 10 to 20 to obtain a finer spatial resolution.

[0015] In some embodiments, the elastic elements have different sizes. Smaller elastic elements are arranged where higher spatial resolution is desired, for example, at the corners of the vehicle, while larger elastic elements are arranged where lower spatial resolution is sufficient, for example, on the sides of the vehicle.

[0016] In some embodiments, a contact zone is arranged on one side of the elastic elements. This one side is, in particular, a side facing away from the vehicle, i.e., an outer side of the elastic element. The contact zone is, in particular, made of a soft material, so that damage to the obstacle, in particular scratching of the obstacle, is prevented. The contact zone is, in particular, also designed to be insensitive, so that damage to the contact zone, for example scratching of the contact zone, is prevented.

[0017] In some embodiments, the individual elastic elements are replaceable. This allows for easy replacement of broken, damaged, or scratched elastic elements, allowing for quick and cost-effective replacement of the elastic elements.

[0018] A further aspect of the invention relates to a vehicle comprising the device according to the preceding description. The vehicle can in particular be a truck, a tractor unit, a van, a bus, or a car. Because the device can detect obstacles in close range, in particular in the range of a few centimeters, most particularly in the range of less than 15 cm, up to the point of contact with the obstacle, it is therefore possible to make optimal use of the available space for maneuvering. This does not damage the device, the vehicle, or the obstacle to be contacted. Nor are people or animals injured by contact with the device. This makes navigation at low speeds easier and increases safety.

[0019] In some embodiments, the device is installed as a bumper of the vehicle and / or near a bumper of the vehicle. Most obstacles are expected in this area, and thus the device is most effective in this area. In particular, the device can be arranged at a front of the vehicle and at the front corners of the vehicle. In addition, the device can also be arranged at a rear of the vehicle, at the rear corners, and / or on a side of the vehicle.

[0020] Yet another aspect of the invention relates to a method for operating the vehicle according to the preceding description. A deformation of the at least one elastic element is detected by the at least one sensor. Based on the detected deformation, the at least one sensor then generates sensor data. This generated sensor data is sent by the at least one sensor to a computing unit of the vehicle. This computing unit can be, for example, a central computing unit of the vehicle. Alternatively, or additionally, the computing unit can be a computing unit of a driving system of the vehicle, in particular an autonomous driving system or a driver assistance system. The computing unit then detects an obstacle based on the sensor data. If an obstacle is detected, the computing unit generates feedback.This feedback is designed to prevent the vehicle from colliding with the obstacle. Thus, the method prevents the vehicle from colliding with obstacles, but allows the vehicle to approach obstacles until they touch, particularly when maneuvering, so that the space available for maneuvering can be optimally utilized.

[0021] In some embodiments, the feedback comprises the output of a warning signal. This warning signal can be a visual and / or acoustic warning signal. In the case of a visual warning signal, the warning signal can also indicate in which area of ​​the vehicle the obstacle is being touched. In addition, the warning signal can also indicate how far the elastic element has already been deformed by the obstacle, for example through a volume of the acoustic signal, a beeping frequency of the acoustic signal, colors and / or sizes of the visual signal. With the help of the warning signal, a driver of the vehicle recognizes that the vehicle has approached an obstacle and, if applicable, how close, and can brake the vehicle accordingly to avoid a collision between the vehicle and the obstacle.

[0022] In some embodiments, the feedback includes automatic braking. This automatic braking prevents the vehicle from colliding with the obstacle.

[0023] In some embodiments, the computing unit determines a driving state of the vehicle. In particular, a first driving state and a second driving state can be determined. The first driving state corresponds, for example, to a route journey and is determined, for example, when the speed of the vehicle exceeds a predetermined threshold value, for example 20 km / h or 50 km / h. Alternatively, the first driving state can be determined, for example, when the vehicle is on a main road, a country road, or a motorway. The second driving state corresponds, for example, to a shunting maneuver and is determined, for example, when the speed of the vehicle falls below a predetermined threshold value, for example 5 km / h or 3 km / h. Alternatively, the second driving state can be determined, for example, when the vehicle is on a secondary road or on factory premises.The elastic elements are then controlled by the computer unit so that they are in the first state during the first driving condition and in the second state during the second driving condition. This means, for example, that the elastic hollow bodies are in an uninflated state during a long-distance journey to ensure the lowest possible drag coefficient for the vehicle, while they are inflated during a maneuvering maneuver to detect obstacles. This allows for particularly efficient use of the elastic elements.

[0024] For further clarification, the invention is described with reference to embodiments illustrated in the figures. These embodiments are to be understood as examples only and not as limitations. Short description of the characters

[0025] It shows: Fig. 1a is a schematic side view of a vehicle with an embodiment of an obstacle detection device in a first state; Fig. 1b is a schematic side view of the vehicle with the embodiment of the device for detecting obstacles from Fig. 1a in a second state; Fig. 1c is a schematic side view of the vehicle with the embodiment of the device for detecting obstacles from Fig. 1a and Fig. 1b when touching an obstacle; Fig. 2a is a schematic plan view of a bumper with a further embodiment of a device for detecting obstacles in a first state; Fig. 2b is a schematic plan view of the bumper with the further embodiment of the device for detecting obstacles from Fig. 2a in a second state; Fig. 2c is a schematic plan view of the bumper with the further embodiment of the device for detecting obstacles from Fig. 2a and Fig. 2b when touching an obstacle; and Fig. 3 a schematic view of yet another embodiment of a device for detecting obstacles. Detailed description of embodiments

[0026] In the figures, like reference numerals indicate either like elements or elements with equivalent functions. Elements that have already been described are not necessarily described again in the following figures.

[0027] Fig. 1a shows a schematic side view of a vehicle 1. The vehicle 1 is shown here as a tractor, but the invention also relates to other vehicles such as trucks, vans, buses, cars, or forklifts.

[0028] The vehicle 1 comprises a device 2 for detecting obstacles. The device 2 is shown here in a first state, which is assumed in particular in a first driving state, wherein the first driving state is, for example, a route. The first driving state is determined, for example, when the speed of the vehicle 1 exceeds a predetermined threshold value, for example, 20 km / h or 50 km / h, or when the vehicle 1 is on a main road, a country road, or a motorway.

[0029] The device 2 comprises an elastic element 3 and a sensor 4. The sensor 4 is designed to detect a deformation of the elastic element 3 and to generate sensor data based on this detected deformation. The device 2 further comprises an interface (not labeled here for the sake of clarity) for outputting the sensor data generated by the sensor 4. The device 2 is connected to a computing unit 5 of the vehicle 1 via this interface. This connection is shown as a wired connection in the present embodiment, but a wireless connection is also possible. The computing unit 5 can be, for example, a central computing unit 5 of the vehicle 1 or a computing unit 5 of a driving system of the vehicle 1, in particular an autonomous driving system or a driver assistance system.

[0030] The sensor data output by sensor 4 can therefore indicate a deformation of the elastic element 3 and thus an obstacle contacted by the device 2. In particular, obstacles in the close range, in particular in the range of a few centimeters, and most particularly in the range of less than 15 cm, can be detected. With the device 2, it is therefore possible, for example, to optimally utilize the available space for maneuvering. This does not damage the device 2, the vehicle 1, or the obstacle to be contacted. Nor are people or animals injured by contact with the device 2. This makes navigation at low speeds easier and increases safety.

[0031] In particular, the elastic element 3 is an elastic hollow body filled with a fluid, in particular with a gas or a liquid. The sensor 4 can then be a pressure sensor that measures the pressure of the fluid. The elastic element 3 can be moved by adding fluid from the Fig. 1a shown first state into one in Fig. 1b. Likewise, the elastic element 3 can be converted from the second state back to the first state by removing fluid. The second state is assumed in particular when the vehicle 1 is in a second driving state, for example, a shunting operation. This second driving state is determined, for example, when the speed of the vehicle 1 falls below a predetermined threshold value, for example, 5 km / h or 3 km / h, or when the vehicle 1 is on a secondary road or on factory premises.

[0032] If the elastic element 3 in the second state now encounters an obstacle 6, as in Fig. As shown in Figure 1c, the elastic element 3 is deformed. In the present embodiment, this deformation results in an increase in the pressure of the fluid in the elastic element 3, which is detected by the pressure sensor 4, whereupon the pressure sensor 4 transmits sensor data to the computing unit 5.

[0033] If the computing unit 5 detects the obstacle 6, it can output a warning signal. This warning signal can be a visual and / or acoustic warning signal. In the case of a visual warning signal, the warning signal can also indicate in which area of ​​the vehicle 1 the obstacle 6 is touched. In addition, the warning signal can also indicate how far the elastic element 3 has already been deformed by the obstacle 6, for example through a volume of the acoustic signal, a beeping frequency of the acoustic signal, colors and / or sizes of the visual signal. With the help of the warning signal, a driver of the vehicle 1 recognizes that, and if necessary how far, the vehicle 1 has approached the obstacle 6, and can brake the vehicle 1 accordingly in order to avoid a collision between the vehicle 1 and the obstacle 6.Alternatively, or additionally, the computing unit 5 can trigger an automatic braking of the vehicle 1, by means of which a collision of the vehicle 1 with the obstacle 6 is prevented.

[0034] Fig. 2a shows a schematic plan view of a bumper 7 of a vehicle 1 with a further embodiment of a device 2 for detecting obstacles 6 in a first state.

[0035] The Fig. The device 2 shown in Figure 2a comprises a plurality of elastic elements 3 arranged side by side. Each of the elastic elements 3 is associated with a sensor 4, which is not shown here for the sake of clarity.

[0036] The elastic elements 3 have different sizes, with the elastic elements 3 being smaller at the corners of the bumper 7 and larger at the front of the bumper 7. Thus, a higher spatial resolution is achieved at the corners of the bumper 7 in order to be able to determine the point of contact of an obstacle 6 more precisely.

[0037] Fig. 2b shows the device 2 from Fig. 2a with the elastic elements 3 in the second state.

[0038] Fig. 2c shows the device 2 from Fig. 2a and Fig. 2b with the elastic elements 3 in the second state upon contact with an obstacle 6. It is shown that the elastic elements 3 are deformed to varying degrees, which corresponds to a different distance of the bumper 7 from the obstacle 6, and can be displayed, for example, to the driver of the vehicle 1. Furthermore, it can be seen that, based on knowledge of the deformations of the individual elastic elements 3, the position of the obstacle 6 in relation to the vehicle 1 can be deduced.

[0039] Finally, Fig.3 shows a schematic view of yet another embodiment of a device 2 for detecting obstacles 6. In this device 2, the elastic hollow body 3 is divided into several chambers 8 that are fluidically connected to one another. Flow sensors 4 are arranged between the individual chambers 8. If one of the chambers 8 is deformed by an obstacle 6, the fluid flows from this chamber 8 into the adjacent chambers 8, and this flow of fluid is measured by the flow sensors, whereupon the obstacle 6 can also be detected. List of reference symbols 1 vehicle 2 Device for detecting obstacles 3 elastic element 4 Sensor 5 Computing unit 6 Obstacle 7 bumper 8 chamber

Claims

[1] A device (2) for detecting obstacles (6), comprising: at least one elastic element (3); at least one sensor (4), formed for detecting a deformation of the at least one elastic element (3) and to generate sensor data based on the detected deformation; and an interface for outputting the sensor data. [2] The device (2) according to claim 1, wherein each of the elastic elements (3) is an elastic hollow body filled with a fluid, in particular with a gas or a liquid. [3] The device (2) according to claim 2, wherein the at least one sensor (4) is a pressure sensor or a flow sensor. [4] The device (2) according to claim 2 or 3, wherein the at least one elastic element (3) can be converted from a first state to a second state by adding fluid and can be converted from the second state to the first state by removing fluid. [5] The device (2) according to one of claims 2 to 4, wherein at least one of the elastic hollow bodies is divided into at least two chambers (8) which are in fluid communication with one another. [6] The device (2) according to one of claims 1 to 5, wherein a plurality of elastic elements (3) are arranged, in particular next to one another, and at least one sensor (4) is assigned to each elastic element (3). [7] The device (2) according to claim 6, wherein the elastic elements (3) have different sizes. [8] The device (2) according to one of claims 1 to 7, wherein a contact zone is arranged on one side of the elastic elements (3). [9] The device (2) according to one of claims 1 to 8, wherein the individual elastic elements (3) are interchangeable. [10] A vehicle (1) comprising the device (2) according to any one of claims 1 to 9. [11] The vehicle (1) according to claim 10, wherein the device (2) is installed as a bumper (7) of the vehicle (1) and / or is arranged in the vicinity of a bumper (7) of the vehicle (1). [12] A method for operating the vehicle (1) according to claim 10 or 11, wherein a deformation of the at least one elastic element (3) is detected by the at least one sensor (4); sensor data is generated by the at least one sensor (4) based on the detected deformation; the generated sensor data are passed from the at least one sensor (4) to a computing unit (5) of the vehicle (1); an obstacle (6) is detected by the computing unit (5) based on the sensor data; and when an obstacle (6) is detected, feedback is generated by the computing unit (5). [13] The method of claim 12, wherein the feedback comprises issuing a warning signal. [14] The method of claim 12 or 13, wherein the feedback comprises automatic braking. [15] The method according to any one of claims 12 to 14, wherein a driving state of the vehicle (1) is determined by the computing unit (5), and the elastic elements (3) are controlled by the computing unit (5) such that they are in the first state in a first driving state and in the second state in a second driving state.

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