DE102016200051A1 - Method for detecting a landslide that detects a motor vehicle and motor vehicle - Google Patents

Abstract

The invention relates to a method for detecting a landslide which detects a motor vehicle (50) by means of at least one evaluation unit (2), wherein the evaluation unit (2) is supplied with at least one vehicle dynamic sensor signal,
- Wherein the driving dynamic sensor signal is compared with an expected sensor signal and at a deviation between dynamic driving and expected sensor signal above a threshold value, or
- When a maximum value of the vehicle dynamic sensor signal is exceeded, a landslide is detected. Furthermore, the invention relates to a motor vehicle (50) with a corresponding device.

Description

The invention relates to a method for detecting a motor vehicle detecting landslide and a motor vehicle.

Recently, efforts have been made to create automobiles for automated driving. There are different levels of automated driving, with the highest level of automation being a driverless motor vehicle.

From the DE 10 2015 202 369 A1 there is known a motor vehicle comprising an autonomous driving sensor configured to detect a road condition and to output at least one road condition signal representing the road condition. The motor vehicle further comprises an autonomous operation controller for controlling the motor vehicle according to the at least one road condition signal and a communication module for transmitting the road condition signal. Road conditions include ice and snow on the roadway, one or more lane-blocking obstacles, floods or potholes. How exactly these road conditions are determined, is not detailed.

Furthermore, there are considerations to operate vehicles in the mine operation driverless, for example, to transport bulk goods. In this case, the motor vehicle can travel by means of satellite-supported navigation (for example by means of a GPS receiver) to a predetermined course. In this case, the X / Y coordinates (if necessary, Z coordinates) and a desired driving speed for each coordinate point can be specified. By the sequence of coordinate points of the curve radius is defined and the motor vehicle can calculate the required steering angle itself. The sequence of the desired driving speed determines the acceleration (positive or negative) over ground which the motor vehicle regulates itself by braking or driving. Ideally, the course is determined in such a way that no driving dynamics critical maneuvers occur. Practically, this means that in each curve, the target vehicle speed is limited to a value with which any motor vehicle can drive through the curve completely safe. However, especially in mine operation, it may happen that the road is changed by natural events. If the road is buried by earth masses, a frontal obstacle detection can detect this and stop the motor vehicle. More difficult is the situation when the roadway has disappeared due to a landslide or is just disappearing due to a landslide. Then it can happen that the vehicles crash one after the other over the newly formed and unknown cliff or disappear with the landslide of the road.

The invention is based on the technical problem of providing a method for detecting a landslide which detects a motor vehicle and to provide a motor vehicle suitable for this purpose.

The solution of the technical problem results from a method having the features of claim 1 and a motor vehicle with the features of claim 10. Further advantageous embodiments of the invention will become apparent from the dependent claims.

The method for detecting a landslide that detects a motor vehicle is carried out by means of at least one evaluation unit, wherein the evaluation unit is supplied with at least one driving-dynamic sensor signal. The evaluation unit compares the driving-dynamic sensor signal with an expected sensor signal, which is detected in a deviation above a threshold value to a landslide. Alternatively, when a maximum value of the driving dynamic control signal is exceeded, a landslide is detected. The basic idea is that during a landslide sensor signals occur which are implausible for a "normal run". In this case, the comparison can relate to the directly detected sensor signals, that is, also refer to vehicle dynamic variables derived or calculated from the sensor signals.

In the first alternative, a first driving-dynamic sensor signal is preferably detected and derived therefrom an expected sensor signal for a second driving dynamic sensor signal. This second sensor signal is then detected or determined, wherein a deviation is concluded with the expected sensor signal to a landslide, since first and second dynamic driving sensor signal do not match. But it is also possible that only due to an exceeding of a maximum value of a vehicle dynamic sensor signal on the landslide can be concluded. If, for example, there is a lateral position of the motor vehicle, a sensor system measures a vehicle lateral acceleration which corresponds to the gravitational acceleration. This is a value that does not appear on a normal cruise. If, therefore, the lateral acceleration exceeds a value of, for example, 8 or 9 m / s ² , it is possible to conclude a landslide solely from the lateral acceleration.

It should also be noted that the term "a motor vehicle detecting landslide" is intended to include both immediate detection by the landslide and indirect detection. The indirect detection means that the landslide takes place and as a result the roadway has disappeared and the motor vehicle is affected by the lack of traffic lane.

In one embodiment, a lateral acceleration of the motor vehicle and a steering angle are detected or detected, wherein with increasing lateral acceleration without preceding steering angle specification is detected on a landslide, as this suggests a lateral tilting. In particular, in automated motor vehicles or driverless motor vehicles, in which a trajectory has no critical driving sections, this is an indication of a landslide.

In a further embodiment, the yaw rate is additionally detected, wherein a landslide is detected when the yaw rate is less than a threshold value. If the motor vehicle tilts laterally, the yaw rate is approximately zero despite lateral acceleration. So if a lateral acceleration without previous steering angle specification and a negligible yaw rate is detected, it can be concluded as the cause of a landslide. In addition to lateral tilting, a sideways slippage can thus also be detected, since in this case too a lateral acceleration is detected for which there is no suitable steering angle specification and yaw rate. In particular, lateral accelerations of greater than 1 m / s ² without steering angle specification or yaw rate suggest a lateral tilting away or slipping due to a landslide.

In a further embodiment, which can be used in addition or as an alternative to the preceding embodiments, a rotation rate about a vehicle longitudinal axis is detected. Such sensors are known, for example, as rollover or rollover sensors.

In a further embodiment, a longitudinal acceleration of the motor vehicle is detected and a longitudinal acceleration determined from wheel speeds of the motor vehicle, wherein in a deviation greater than a threshold of detected and determined longitudinal acceleration is closed to a frontal tilting. The threshold value can be set, for example, such that it corresponds to an angle of inclination of 10 °. So tilts the motor vehicle by an angle of greater than 10 ° forward, it can be concluded that a lack of roadway due to a landslide.

In a further embodiment, a speed of the motor vehicle is determined by means of a satellite-supported position receiver and compared with a determined longitudinal speed. The determined longitudinal speed can be determined, for example, from the wheel speeds. In a landslide typically occur speeds transverse to the direction of travel, which can be determined so.

In a further embodiment, the wheel speeds of driven and non-driven wheels are detected and compared with each other, with a deviation greater than a threshold value is closed to a landslide. If the vehicle is stuck in the landslide, then the non-driven wheels will not move and the driven wheels but certainly. From this speed difference can then be closed to the landslide. But it is also possible that the motor vehicle stuck in such a way in the landslide, that also the driven wheels can not move, i. the speed difference is zero. In the case where the wheel speeds result in a speed of zero (neither the driven nor the non-driven wheels have a speed), the yaw rate and / or longitudinal and / or lateral acceleration are each compared with a threshold value. In principle, a size is sufficient, but preferably all three variables (yaw rate, longitudinal acceleration and lateral acceleration) are compared with their threshold value in order to increase the recognition probability.

The presented individual process steps can be used individually or in any combination for the detection of a Erdtusches.

In a further embodiment, a detected landslide is transmitted by means of a radio link to a central office and / or other motor vehicles. Preferably, the geographical position of the motor vehicle detecting the landslide is also transmitted. The other vehicles may then be stopped until the consequences of the landslide have been eliminated, or alternatively, if possible, the vehicles are diverted.

A preferred field of application is the use in a driverless mining vehicle. In doing so, the trajectory is preferably programmed such that no stability problems occur, so that actually an electrical stability program (such as ESP) would be superfluous. However, such a device can nevertheless be installed, since its sensor system can be used for landslide detection.

With regard to the device according to the invention of the motor vehicle, reference may be made in full to the preceding statements.

The invention will be explained in more detail below with reference to a preferred embodiment. The single figure shows a schematic block diagram of a device of a motor vehicle for detecting a landslide.

In 1 is a block diagram of a device 1 presented for the detection of landslides. The device 1 is part of a motor vehicle, not shown 50 , For example, a driverless mine vehicle.

The device 1 has an evaluation unit 2 , a steering angle sensor 3 for detecting a steering angle δ _l , a lateral acceleration sensor 4 for detecting a lateral acceleration ÿ, a yaw rate sensor 5 for detecting a yaw rate ψ, a longitudinal acceleration sensor 6 for detecting a longitudinal acceleration ẍ, a rotation angle sensor 7 for detecting a rate of rotation or a rotation angle φ about a vehicle longitudinal axis, a satellite-based position receiver 8th , a communication module 9 and at least four wheel speed sensors 10 - 13 , It is assumed that not all wheels are driven, the wheel speed sensors 10 and 11 two driven wheels and the wheel speed sensors 12 and 13 two non-driven wheels are assigned. It is further assumed that for the motor vehicle, a trajectory planning exists that of the motor vehicle 50 is automated and is designed such that no intervention of an electronic stability program ESP are necessary.

mit

l

= Radstand

v

= Fahrgeschwindigkeit

v_ch

= Charakteristische Fahrgeschwindigkeit (ein Fahrzeug spezifischer Wert)

ψ .

= Gierrate

δ_l

= Lenkwinkel der Vorderräder

ÿ

= Querbeschleunigung

This last assumption leads to the consequence that the essential driving dynamics variables, such as steering angle δ _l , yaw rate ψ. and lateral acceleration ÿ must be stationary in a fixed relationship to each other. These relationships are state of the art from ESP development. For the stationary values, for example:

With

l

= Wheelbase

v

= Driving speed

v _ch

= Characteristic driving speed (a vehicle specific value)

ψ.

= Yaw rate

δ _l

= Steering angle of the front wheels

ÿ

= Lateral acceleration

The driving speed v is calculated as known from an ESP from the wheel speeds of the wheels. The steering angle of the front wheels δ _l is with the steering angle sensor 3 measured at the wheels (alternatively as measured angle of the steering wheel and conversion into wheel angle over the known steering ratio). Yaw rate ψ. and lateral acceleration ÿ be with the sensors 5 . 4 measured by the ESP. This means that if a standard ESP is installed in the motor vehicle, most of the sensors are already in place. However, these can also be designed as separate sensors without existing ESP.

Typically, the real-world signals are slightly offset in time: a dynamic driving movement always starts with a steering angle specification and only then leads with a PDT2 time behavior to a yaw rate or a transverse acceleration.

The landslide detection is based on the fact that during a landslide, the measured sensor signals are compared with each other and thereby evaluating implausibilities that can not occur during normal driving.

This will now be explained as an example with some scenarios.

If, for example, the motor vehicle only tilts sideways, then a rapidly increasing lateral acceleration ÿ, which preceded any steering angle specification δ ₁ , is measured during tilting. The yaw rate is ψ. about zero. Alternatively or additionally, this lateral tilting also from the data φ of the rotation angle sensor 7 be determined.

If the vehicle slips sideways, then a lateral acceleration ÿ must be measurable here too, which is not at the yaw rate ψ. and a previous steering angle δ _l . A permanent lateral acceleration ÿ of more than 1m / s ² ψ without yaw rate. or steering angle default δ _l is unrealistic during normal driving and can therefore be regarded as a warning threshold.

Tilts the car forward, then a strong increase in the longitudinal acceleration is measurable, which does not fit the route. By comparing the determined longitudinal acceleration from the wheel speeds of the wheel speed sensors 10 - 13 with the at the longitudinal acceleration sensor 6 measured longitudinal acceleration ẍ an angle of inclination is determined. If the two longitudinal acceleration values do not match, a frontal tipping can be assumed. A threshold can be an inclination angle of greater than 10 °.

If the vehicle is in a landslide, then the non-driven wheels will not turn. For the driven wheels, this question can not be answered unequivocally. Speed differences between the driven and non-driven wheels are also for normal driving implausible. If a zero driving speed is to be calculated from this, then a measured yaw rate ψ is calculated. implausible.

The vehicle speed calculated from the wheel speeds can be calculated using one of the data from the satellite-based position receiver 8th determined speed can be compared. Landslides are typically transverse to the direction of travel, ie the travel speed from the data of the satellite-based position receiver 8th is in the landslide so primarily transverse to the vehicle's longitudinal axis. With a landslide of a vehicle detected in the context of the invention all events meant that prevent driving on a predetermined course. Where the events have not yet occurred when the predetermined path is determined. This event is, for example, a landslide, an obstacle, such as a fallen tree or water hole, or a resulting mound or sink, etc.

If the evaluation unit 2 now has detected on the basis of comparison of the sensor signals to a landslide, a message with the location data on the communication module 9 to other motor vehicles 20 . 30 as well as a central office 40 Posted. The other motor vehicles 20 . 30 can then stop at their current positions and, if necessary, turn themselves off. The re-release is done by the central office 40 (eg by means of a radio signal) after the reported accident site has been investigated.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The 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

• DE 102015202369 A1 [0003]

Claims (11)

Method for detecting a motor vehicle ( 50 ) detecting landslide by means of at least one evaluation unit ( 2 ), whereby the evaluation unit ( 2 ) is supplied with at least one driving dynamic sensor signal, - wherein the driving dynamic sensor signal is compared with an expected sensor signal and a deviation between dynamic and expected sensor signal above a threshold value, or - when a maximum value of the vehicle dynamic sensor signal is exceeded, a landslide is detected. Method according to Claim 1, characterized in that a transverse acceleration (ÿ) of the motor vehicle ( 50 ) and a steering angle (δ _l ) are detected or determined, wherein at an increasing lateral acceleration (ÿ) without preceding steering angle specification (δ _l ) a landslide is detected. A method according to claim 2, characterized in that in addition a yaw rate (ψ) is detected, wherein a landslide is detected when the yaw rate (ψ.) Is smaller than a threshold value. Method according to one of the preceding claims, characterized in that a rate of rotation (φ.) Or a rotation angle (φ) is detected about a vehicle longitudinal axis, and when a threshold value is exceeded, a landslide is detected. Method according to one of the preceding claims, characterized in that a longitudinal acceleration (ẍ) of the vehicle ( 50 ) is detected and a longitudinal acceleration of wheel speeds of the motor vehicle ( 50 ) is determined, which is closed at a deviation greater than a threshold value of detected and determined longitudinal acceleration (ẍ) on a frontal tilting. Method according to one of the preceding claims, characterized in that by means of a satellite-based position receiver ( 8th ) a speed of the motor vehicle ( 50 ) is determined and compared with a determined longitudinal speed. Method according to one of the preceding claims, characterized in that wheel speeds are detected by driven wheels and non-driven wheels, wherein at deviations greater than a threshold value is closed to a landslide, or wherein at wheel speeds of the driven wheels, compared with the speed of the satellite-based position receiver ( 8th ) is closed at a deviation greater than a threshold, a landslide. Method according to one of the preceding claims, characterized in that at a travel speed of zero and a yaw rate (ψ) and / or longitudinal acceleration and / or a lateral acceleration greater than a threshold value, a landslide is concluded. Method according to one of the preceding claims, characterized in that a detected landslide by means of a radio link to a central ( 40 ) and / or other motor vehicles ( 20 . 30 ) is transmitted. Motor vehicle ( 50 ), comprising an evaluation unit ( 2 ) and at least one sensor system for detecting a driving-dynamic sensor signal, characterized in that the evaluation unit ( 2 ) is designed such that it compares the vehicle-dynamic sensor signal with an expected sensor signal, wherein a landslip is detected at a deviation between dynamic driving and expected sensor signal above a threshold value or when exceeding a maximum value of the vehicle dynamic sensor signal. Motor vehicle ( 10 ) according to claim 10, characterized in that the motor vehicle ( 50 ) is designed as a driverless mining vehicle.

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