Procedures for preventing damage to a vehicle

Abstract

The invention relates to a method for avoiding impairments to a vehicle (4), comprising at least the following steps: Detection of the vehicle's surroundings (4) using vehicle-integrated environmental sensors, Measuring the geometry of a contact-relevant road surface (7) in the surrounding area, characterized by at least the following steps: Detecting the inclination (α) of the vehicle (4) on a road surface (3) and an inclination (β) of the contact-relevant road surface (7), Detecting a path (s1) between the vehicle (4) and a change in the inclinations (α, β), automatic short acceleration of the vehicle (4) if contact between the contact-relevant road surface (7) and the underside of the vehicle (4) is expected.

Description

[0001] The invention relates to a method for avoiding impairments to a vehicle with the features of the preamble of claim 1.

[0002] When the ground is raised in front of a vehicle relative to its direction of travel, it frequently happens that the vehicle is traveling too fast and the front or underside of the vehicle makes contact with the ground surface, thus impairing the vehicle's performance. These situations can occur at garage entrances or parking lot entrances, and similar locations. Similarly, the vehicle can make contact with the ground surface at trough-shaped drainage features (drainage ditches) located alongside paved road surfaces. This is also observed with raised sections of the road surface, known as speed bumps or road humps, installed for traffic calming purposes.

[0003] For example, if the vehicle descends a slope too quickly, the front end will tip over and be compromised. Conversely, if the vehicle is too slow, the maneuver will take too long and lead to driver frustration. If the driver was inattentive and noticed the change in gradient too late, a braking maneuver will increase the expected compromise, as the vehicle's inertia will cause the front end to tip over even further.

[0004] From DE 10 2014 221 990 A1, a method for preventing damage to a vehicle is known, which comprises the following steps: - Capturing the vehicle's surroundings using vehicle-based environmental sensors, - Measuring the geometry of a contact-relevant structure of a road surface in the surrounding area, - Comparing the geometry of the contact-relevant structure with a current configuration of the vehicle, and - Outputting a signal if a comparison of expected contact between the structure and a rim and / or a vehicle underside and / or a spoiler and / or a diffuser of the vehicle is successful.

[0005] However, issuing a signal has the disadvantage that valuable time is lost until the driver perceives the signal and reacts. During this time, the vehicle continues to roll, meaning that an unnecessarily long distance must be available both to warn the driver and to give them sufficient time to react, for example, by braking, in order to prevent a collision.

[0006] DE 10 2012 004 201 A1 relates to a method for assisting a driver in driving a vehicle off-road, wherein at least one detection unit is used to detect the vehicle's surroundings and the terrain profile is determined from the data acquired by the detection unit. From the terrain profile, an incline angle, a decline angle, a tilt angle, and a ramp angle are determined, wherein the vehicle's chassis is dynamically controlled depending on the incline angle, the decline angle, the tilt angle, and / or the ramp angle, and wherein, in the case of automatic control, the vehicle's ground clearance is adjusted such that, when driving over an upcoming section of the terrain profile, the vehicle does not bottom out and / or tip over.

[0007] This method captures an unnecessarily large number of parameters from the vehicle's environment, making its practical implementation very complex. Therefore, this method is only practical for vehicles traversing rough terrain.

[0008] US Patent 2020 / 0231016A1 discloses a method and systems for modifying the position of a vehicle when crossing obstacles and / or when crossing steep gradient transitions of a road surface, by which, for example, the embankment, descent and / or ramp angles are adjusted by the use of one or more active suspension components.

[0009] This method also captures an unnecessarily large number of parameters of the vehicle's environment, so it is only really useful for vehicles traveling on rough terrain.

[0010] The same applies to GB 2 601 347 A, from which a method for controlling an active suspension system of a vehicle is known, wherein the method comprises: detecting a ramp towards which an overhang of the vehicle is approaching, wherein, depending on the detection of the ramp, the active suspension system of the vehicle is controlled to change a relative ride height between a front ride height at a set of front wheels of the vehicle and a rear ride height at a set of rear wheels of the vehicle in order to increase a ramp angle of the vehicle relative to the ramp.

[0011] In light of the above, there is still room for improvement in the field of methods for preventing damage to vehicles, particularly with regard to the current state of the art.

[0012] The invention is based on the objective of demonstrating an improved method for preventing damage to vehicles. In particular, when ground contact is expected, a reaction should automatically occur to prevent damage to the vehicle, without the driver having to intervene to prevent damage to the vehicle.

[0013] According to the invention, the problem is solved by a method for avoiding impairments to vehicles with the features of claim 1.

[0014] A procedure for preventing damage to a vehicle is presented, which includes at least the following steps: Capturing the vehicle's surroundings using the vehicle's own environmental sensors, Measuring the geometry of a contact-relevant road surface in the surrounding area, Detecting the inclination of the vehicle on a road surface and the inclination of the contact-relevant road surface, Detecting a path between the vehicle and a change in inclination, automatic short acceleration of the vehicle if contact between the contact-relevant road surface and the underside of the vehicle is expected.

[0015] Advantageous embodiments are disclosed in the dependent claims. For the purposes of this invention, the term acceleration encompasses both positive acceleration and negative acceleration, i.e., deceleration.

[0016] It should be noted that the features and measures listed individually in the following description can be combined in any technically sensible way and demonstrate further embodiments of the invention. The description further characterizes and specifies the invention, particularly in conjunction with the figures.

[0017] By measuring the vehicle's inclination on the road surface it is currently on and the inclination of the contact-relevant road surface, a situation is first determined from which it can be deduced whether damage to the vehicle's body, particularly to the underside of its front or rear section, can be expected if the vehicle continues to move. To ensure that a timely reaction (i.e., not too early and not too late) to a change in inclination that could lead to damage if the vehicle continues moving is possible, the path available for a possible automatic reaction between the vehicle, especially its front or rear end, is determined.Once an available path has been identified from which the automatic response can be deduced, it is triggered automatically by a brief acceleration (either positive or negative) of the vehicle. This automatic triggering has the advantage that the driver no longer needs to pay attention to and react to a signal, thus significantly reducing the reaction time for the vehicle's automatic acceleration and allowing the acceleration to begin immediately. This acceleration has the advantage of slightly lifting the front end of the vehicle (when viewed in the direction of travel), thereby increasing the ground clearance at this end and preventing it from touching the road surface. The same applies when the vehicle is reversing.

[0018] In a further development, the system detects the available path in the direction of travel beyond the change in gradient. This ensures that the brief automatic acceleration only occurs if the path available beyond the change in gradient is sufficient to either continue moving the vehicle or to bring it to a stop after partially or completely traversing the change in gradient. This guarantees that any obstacles located beyond the detected change in gradient remain unaffected.

[0019] In a further development, the system takes into account the load, particularly the axial load distribution of the vehicle. This allows for the optimization of the automatically initiated acceleration process. This means that the acceleration is controlled depending on the vehicle's load and / or load distribution. For example, a front-wheel-drive vehicle with the engine located on the front axle requires a stronger acceleration to trigger the load transfer and achieve a tilting motion in its axial orientation than a vehicle with an additional load in the trunk and / or a full load. The load from energy storage devices, such as battery packs, can also be considered. This load and / or load distribution can be detected by the vehicle's own sensors.Chassis sensors are particularly relevant.

[0020] In a further development, it is provided that a distance between the underside of the vehicle and the road surface is taken into account. Depending on the detected inclination of the road surface on which the vehicle is located before the change in inclination, and the inclination of the contact-relevant road surface, a decision can be made, based on the determined distance between the underside of the vehicle in the front and / or rear area and the road surface, as to whether contact is to be expected or not, and whether automatic acceleration should be carried out or can be omitted.This takes into account different conditions of the vehicle, such as its equipment (is there a spoiler, diffuser or the like in the front or rear area or not, is it lowered, is it an off-road vehicle with higher ground clearance and the like) or its load (is the vehicle empty, is it loaded with only one driver or several people or with luggage) when deciding whether acceleration to avoid contact can be carried out or omitted.

[0021] In a further embodiment of the invention, the type of drive of the vehicle is taken into account. This allows the automatic acceleration, if it is to be carried out to avoid contact, to be optimally adapted to the configuration of the vehicle, since a front-wheel drive vehicle reacts differently to a short-term acceleration with regard to its load, and in particular to its load distribution and thus to a short-term change in its longitudinal inclination, than is the case with a rear-wheel drive vehicle.

[0022] In a further refinement, the vehicle's direction of travel is taken into account, with the direction being determined based on the vehicle's current steering angle. Alternatively, the vehicle's direction of travel is considered, with the direction being determined based on a planned route. These considerations have the advantage that, while changes in inclination that could lead to contact with the underside of the vehicle are detected, if it is already apparent that the vehicle intends to change its direction of travel after the change in inclination, such that no contact is to be expected as a result of this change, then automatic acceleration can be omitted in this case. The same applies to the reverse situation.If contact is not expected when the vehicle travels straight ahead due to changes in inclination, but is expected when the direction of travel changes, then automatic acceleration can be scheduled to be carried out even if the change in direction has not actually been initiated at that moment.

[0023] In a further embodiment, the vehicle's surroundings are detected using at least one vehicle-integrated camera and / or ultrasonic sensors and / or radar sensors and / or LiDAR sensors. This makes vehicle-integrated sensors, which are often already installed in vehicles, available for carrying out the method according to the invention. If necessary, additional vehicle-integrated sensors can be used. It is also conceivable to integrate at least one sensor outside the vehicle into the method, which detects the vehicle's position and subsequent movement and also takes into account changes in inclination (either through stored values ​​or through automatic detection when the vehicle moves into this area) by communicating with the vehicle.

[0024] In a further embodiment, the vehicle's damping system is modified in conjunction with the vehicle's acceleration. This advantageously increases the vehicle's rollover motion resulting from the automatic short acceleration and the associated load change, thereby temporarily increasing the ground clearance at the rear of the vehicle moving in the direction of the change in tilt.

[0025] In a further embodiment, after the vehicle accelerates, it is decelerated, at least briefly. This results in another brief load change of the vehicle, which, after the vehicle has at least partially passed over the change in inclination, has a stabilizing effect on the vehicle in such a way that sufficient ground clearance is maintained to prevent contact after passing over the change in inclination.

[0026] The application of the method according to the invention is particularly advantageous for electric vehicles, since these can carry out the short-term acceleration process particularly effectively due to the torque development of their drive.

[0027] The load change described above prevents the front or rear underside of the vehicle from scraping. This is achieved by accelerating / braking or changing the damper settings. To effect the load change within the necessary short time, for example, in vehicles with at least two tanks arranged essentially one behind the other in the direction of travel (especially operating fluid tanks, such as fuel tanks), a weight shift could be achieved by moving fluids between the tanks, either as a supplement to or alternative to accelerating / braking or changing the damper settings. This is particularly relevant for tank trucks, but is not excluded for smaller vehicles, such as passenger cars. Especially in the latter, the load change is achieved by accelerating / braking or changing the damper settings, as this allows for the short (short-term) acceleration required in practice.

[0028] For short-term acceleration, which, as explained, depends on the available distances, short-term accelerations of, for example, greater than 0 to 100 milliseconds, further, for example, 10 to 75 milliseconds, and further preferably 25 to 50 milliseconds in the range of approximately 1g (for example, + / -25%, further, for example, + / -10%) can be considered. "g" denotes the acceleration due to gravity, which is g = 9.81 m / s². 2 The high torque of electric vehicles, for example, leads to very high acceleration on the one hand. On the other hand, depending on the situation, the road length (distance) is more or less limited, which is why it may be necessary to brake again sooner.

[0029] The change in height of the relevant vehicle area produced by the method according to the invention will generally be less noticeable to the vehicle's occupants. Overall, the method according to the invention is intended to avoid situations where only a few centimeters of height at the front or rear of the vehicle would have been sufficient to prevent any inconvenience. The height difference of the respective vehicle area produced by the method is significantly smaller for the occupants inside the vehicle and therefore advantageously barely perceptible.

[0030] Further advantageous embodiments of the invention are disclosed in the dependent claims and the following description of the figures. These show Fig. 1 a schematic representation of the initial situation for carrying out the method according to the invention, Fig. 2 the individual steps of the inventive method, Fig. 3. the execution of the procedure during forward and reverse acceleration of the vehicle, and Fig. 4. A schedule for carrying out the procedure.

[0031] In the different figures, identical parts are always provided with the same reference symbols, which is why they are usually only described once.

[0032] Fig. Figure 1 shows a schematic representation of the initial situation for carrying out the method according to the invention. A first road surface 1, for example a road, is shown. By way of example, a sidewalk 2 is located next to this first road surface 1. Extending from this is a road surface 3 of a driveway, inclined downwards, on which a vehicle 4 is located. The vehicle 4 intends to drive into a garage 5 with a garage door 6, which is open. The contact-relevant road surface 7 in the garage 5 is, for example, the floor of the garage 5. The road surface 3 of the driveway is inclined relative to the first road surface 1. As shown in Fig. As can be seen in Figure 1, the road surface 3 is also inclined relative to the contact-relevant road surface 7. In this embodiment, the road surfaces 1 and 7 are in planes parallel to each other. However, this is not mandatory; for example, all three depicted road surfaces 1, 3, and 7 can have different inclinations (gradients) relative to each other. An unspecified traffic sign is shown on the sidewalk 2 for illustrative purposes only.

[0033] Vehicle 4 intends to move from the inclined road surface 3 (as shown in Fig. (1 shown) via a change in the slope of the road surface 3 relative to the slope of the road surface 7 to enter garage 5. If the vehicle 4 is traveling too fast, the underside of the front will contact the ground due to insufficient ground clearance and may be damaged. If the vehicle 4 is traveling too slowly, for example with a very cautious driver, the maneuver will take too long and lead to dissatisfaction for the driver or the occupants of the vehicle, or possibly also for other persons outside the vehicle 4. If the driver was inattentive and noticed the lack of height (ground clearance) at the point where the slopes of the road surfaces 3, 7 change too late, a braking maneuver will increase the damage, as the inertia of the vehicle 4 will cause the front to tilt even further, thus contacting the road surface 7 at the point of the slope transition (see Figure 1). Fig. 1).

[0034] This is where the invention comes in. To avoid any impairment of the vehicle, it demonstrates Fig. 2 the individual steps of the method according to the invention.

[0035] In the upper image a) the Fig. 2. First, the inclination angle α of the road surface 3 is determined using the vehicle's own sensors. This angle α refers in particular to the horizontal, for example to the orientation of the first road surface 1.

[0036] In the image b) below, the Fig. 2. The inclination, i.e., the angle β, of the contact-relevant road surface 7 is determined in relation to the inclination of the road surface 3. This is also done using the vehicle's own sensors. This also determines where the inclinations of the road surfaces 3 and 7 change relative to each other; thus, a transition zone is detected.

[0037] In the image c) below it, the Fig. 2. Using the vehicle's own sensors, the path s1 in front of the vehicle 4 is determined. This path extends from the front end of the vehicle 4 to the point where the gradients of the road surfaces 3, 7 change. If the path s1 and the height h (ground clearance) of the vehicle 4 indicate that contact between the front of the vehicle 4 (more precisely, its underside) and the relevant road surface 7 is to be expected, then the vehicle 4 is briefly accelerated positively, i.e., in the direction of travel, to trigger a tilting motion. This motion causes the rear of the vehicle 4 to be pushed downwards and the front of the vehicle 4 to be raised upwards, thus slightly increasing the height h of the front.This prevents the vehicle from touching the garage floor (or, more generally, the contact-relevant road surface 7) with the underside of its front section during further movement (here towards garage 5). Optionally, a distance s2 traveled after this change in inclination is also determined. This can be done, but does not have to be, by the vehicle's own sensors. If the determined distance s2 is sufficient, the vehicle 4 is accelerated. This is shown in the lower image d). Fig. Figure 2 is shown as a possible embodiment of the method according to the invention, in principle, that when the vehicle 4 was briefly accelerated to increase its height h (i.e., its actual height h plus an additional required height Δh) (arrows in the vehicle 4 pointing to the left), the vehicle 4 was briefly negatively accelerated, i.e., decelerated, to counteract the tilting motion of the vehicle caused by the brief positive acceleration (when considering the Fig. 2 its front area rises slightly and its rear area is pushed down slightly) to stabilize and, if necessary, to increase the height h by an additional height Δh to avoid contact.

[0038] Fig. Figure 3 shows the procedure being carried out when the vehicle is moving forward and when moving backward. In the upper illustration a) of the Fig. 3. It is apparent that the vehicle 4 is reversing towards a contact-relevant road surface (when considering the Fig. 3 (not shown, to the right of the vehicle) is moving. The brief automatic positive acceleration B in reverse triggers a tilting motion K of the vehicle. This tilting motion K results in the rear of the vehicle being slightly raised and the front of the vehicle being slightly lowered. This also relieves the damping D in the rear and increases it in the front. This effect on the damping D can also be supported, at least during its brief automatic acceleration B, by appropriately controlling actuators of the vehicle's damping system in order to increase the tilting motion K of the vehicle, thereby increasing the height h by the additional height Δh to avoid contact with the (when considering the Fig. 3) to avoid contact with the road surface to the right of the vehicle. The same applies accordingly to the forward movement of the vehicle in the lower part b) of the Fig. 3, where the contact-relevant road surface in front of the vehicle (when considering the Fig. 3 to the left of it (also not shown).

[0039] Fig.Figure 4 shows a flowchart for carrying out the procedure. In step 10, the additional ground clearance Δh required beyond the known height h is determined to prevent the ground clearance from falling below a certain threshold (in particular, ≥ 0 mm) when changing height. In step 11, it is determined whether the required ground clearance Δh can be achieved by applying additional acceleration (for example, from a reference table stored in a control unit and / or by performing a simulation). In step 12, it is determined how long the acceleration should be maintained to overcome differences in height (changes in inclination) without the ground clearance falling below a certain threshold (in particular, ≥ 0 mm).In step 13, it is determined whether negative acceleration, i.e., deceleration (braking), is required to maintain the ground clearance of the rear vehicle above the specific threshold (>=0 mm). In step 14, it is determined whether the distance (clearance) s2 after the change in height is sufficient to decelerate or stop the vehicle without the ground clearance falling below a certain threshold (in particular, >= 0 mm). If these conditions are met, acceleration of the vehicle is initiated in step 15. If the determination in step 11 as to whether the required ground clearance Δh can be achieved by applying additional acceleration is negative, step 16 determines whether the required ground clearance Δh can be achieved by first decelerating slightly before the change in height and then accelerating further.

[0040] Although the above description mainly refers to driveways, it is of course in line with the invention if its scope of protection also extends, for example, to drainage ditches and / or so-called speed bumps or road humps, to name just a few examples that are not intended to be restrictive. Reference symbol list: 1. First road surface (for example, road) 2. Sidewalk 3. inclined road surface (for example, garage entrance) 4 vehicles 5 Garage 6 Garage door 7. Contact-relevant road surface (for example, garage floor) h Height (ground clearance) K tilting movement B Acceleration direction D damping 10. Determining the required additional ground clearance Δh to prevent the ground clearance from falling below a certain threshold when changing altitude. 11 Determining whether the required ground clearance Δh can be achieved by applying additional acceleration 12. Determining how long the acceleration must be maintained to overcome differences in altitude without the ground clearance falling below a certain threshold. 13 Determining whether a delay is necessary to keep the ground clearance of the rear vehicle higher than the specific threshold. 14 Determining whether the distance s2 after the change in altitude is sufficient to slow down or stop the vehicle without the ground clearance falling below a certain threshold. 15 Start acceleration 16 Determining whether the required ground clearance Δh can be achieved by first slightly decelerating before changing altitude and then additionally accelerating. QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] DE 10 2014 221 990 A1

[0004] DE 10 2012 004 201 A1

[0006] US 2020 / 0 231 016 A1

[0008] GB 2 601 347 A

[0010]

Claims

[1] Method for preventing damage to a vehicle (4) comprising at least the following steps: Detection of the vehicle's surroundings (4) using vehicle-integrated environmental sensors, Measuring the geometry of a contact-relevant road surface (7) in the surrounding area, characterized by at least the steps Detecting the inclination (α) of the vehicle (4) on a road surface (3) and an inclination (β) of the contact-relevant road surface (7), detecting a path (s1) between the vehicle (4) and a change in the inclinations (α, β), automatic short acceleration of the vehicle (4) if contact between the contact-relevant road surface (7) and the underside of the vehicle (4) is expected. [2] Method according to claim 1, characterized by , that an available path (s2) in the direction of travel is detected behind the change in the gradients (α, β). [3] Method according to claim 1 or 2, characterized by , that the load distribution of the vehicle (4) in the axial direction is taken into account. [4] Method according to claim 1, 2 or 3, characterized by , that a distance (h) between the underside of the vehicle and the road surface (3) is taken into account. [5] Method according to any one of the preceding claims, characterized by , that the type of propulsion of the vehicle (4) is taken into account. [6] Method according to any one of the preceding claims, characterized by , that a direction of travel of the vehicle (4) is taken into account, whereby the direction of travel is determined on the basis of the current steering angle of the vehicle (4). [7] Method according to any one of the preceding claims, characterized by , that a direction of travel of the vehicle (4) is taken into account, whereby the direction of travel is determined on the basis of a planned route of the vehicle (4). [8] Method according to any one of the preceding claims, characterized by , that the surroundings of the vehicle (4) are detected by means of at least one vehicle-integrated camera and / or ultrasonic sensors and / or radar sensors. [9] Method according to any one of the preceding claims, characterized by , that with the acceleration of the vehicle (4) a change is made to the damping system of the vehicle (4). [10] Method according to any one of the preceding claims, characterized by , that after the vehicle (4) has accelerated, the vehicle (4) decelerates at least briefly.

Images