METHOD AND SYSTEM FOR CONTACTLESS OBSTACLE DETECTION FOR A MOTOR VEHICLE HAVING A FRONT SIDE DOOR AND A REAR SIDE DOOR

Abstract

A method and a system for contactless obstacle detection for a motor vehicle having a front side door and a rear side door, using a single primary obstacle sensor provided on the motor vehicle, preferably in the form of a ToF sensor, which is configured to monitor an opening region of the front side door, and, at least as long as the front side door is closed, also to monitor an opening region of the rear side door, the method comprising the following step, which is carried out repeatedly: determining a current maximum allowed opening angle for the rear side door based on an output of a monitoring of the opening region of the rear side door by the primary obstacle sensor and taking into account a current opening state of the front side door.

Claims

1. Method for contactless obstacle detection for a motor vehicle (10) having a front side door (12) and a rear side door (14), using a single primary obstacle sensor (16) provided on the motor vehicle, the primary obstacle sensor being configured to monitor an opening region (12o) of the front side door (12) and, at least as long as the front side door (12) is closed, also to monitor an opening region (14o) of the rear side door (14), the method comprising the steps of, performed repeatedly: determining (S6, S9′; S6, S10) a current maximum allowed opening angle (α.sub.max) for the rear side door (14) based on an output of a monitoring of the opening region (14o) of the rear side door (14) by the primary obstacle sensor (16), and taking into account a current opening state of the front side door (12), wherein the primary obstacle sensor (16) is preferably a ToF sensor.

2. The method according to claim 1, wherein, if the front side door (12) is currently sufficiently closed, the current maximum allowed opening angle (α.sub.max) for the rear side door (14) is determined (S6) based on the output (I.sub.ToF) of a current monitoring of the opening region (14o) of the rear side door (14) by the primary obstacle sensor (16), and wherein, if the front side door (12) is currently not sufficiently closed, the current maximum allowed opening angle (α.sub.max) for the rear side door (14) is determined (S9′; S10) based on the output of a previous monitoring of the opening region (14o) of the rear side door (14), by the primary obstacle sensor (16), wherein the front side door (12) was sufficiently closed during the previous monitoring.

3. The method according to claim 2, wherein, if the front side door (12) is currently sufficiently closed, the output of the current monitoring of the opening region (14o) of the rear side door (14) by the primary obstacle sensor (16) is filed and stored (S7) in a memory unit (18).

4. The method according to claim 2, wherein at least if the front side door (12) is not sufficiently closed, the current maximum allowed opening angle (α.sub.max) for the rear side door (14) is also determined (S10) based on an output of a current monitoring of the opening region (14o) of the rear side door (14) by an additional obstacle sensor (20), wherein the additional sensor (20) is further designed to monitor the opening region (14o) of the rear side door (14) independently of the opening state of the front side door (12), and wherein the additional obstacle sensor preferably belongs to a different sensor type than the primary obstacle sensor, and particularly preferably is not a ToF sensor.

5. The method according to claim 1, further comprising the following step of: determining a current maximum allowed opening angle (β.sub.max) for the front side door (12) based on an output of a current monitoring of the opening region (12o) of the front side door (12) by the primary obstacle sensor (16).

6. Method for automatically opening doors in a motor vehicle (10) having a front (12) and a rear side door (14), the method comprising the steps of: carrying out the method for contactless obstacle detection according to claim 1, then, when a user initiates an opening of the rear side door (14), automatically opening (S12) the rear side door (14), such that the determined current maximum allowed opening angle (α.sub.max) for the rear side door (14) is not exceeded.

7. System (11) for contactless obstacle detection for a motor vehicle (10) having a front side door (12) and a rear side door (14), the system comprising: a front door sensor (22) which is designed to detect an opening state of the front side door (12), a primary obstacle sensor (16) which is provided on the motor vehicle (10) and is configured to monitor an opening region (12o) of the front side door (12), and at least as long as the front side door (12) is closed, to also monitor an opening region (14o) of the rear side door (14), a data processing unit (24) which is in communication with the front door sensor (22) and the primary obstacle sensor (16) and which is designed to determine a current maximum allowed opening angle (α.sub.max) for the rear side door (14) based on an output of a monitoring of the opening region (14o) of the rear side door (14) by the primary obstacle sensor (16), and taking into account a current opening state of the front side door (12), and a door drive (26) for the rear side door (14) which door drive is in communication with the data processing unit (24), wherein the primary obstacle sensor is preferably a ToF sensor.

8. The system (11) according to claim 7, wherein the primary obstacle sensor (16) is provided on a side mirror (13), a hinge of the front side door (12), or a front fender (15) of the motor vehicle (10).

9. The system (11) according to claim 7, further comprising an additional obstacle sensor (20) which is configured to monitor at least the opening region (14o) of the rear side door (14) independently of the opening state of the front side door (12) wherein the additional obstacle sensor preferably belongs to a different sensor type than the primary obstacle sensor, and is particularly preferably not a ToF sensor.

10. The system (11) according to claim 9, wherein the additional obstacle sensor (20) is a radar sensor or an ultrasonic sensor, and/or wherein the additional obstacle sensor (20) is provided in such a manner that it monitors the opening region (14o) of the rear side door (14) and the opening region (12o) of the front side door (12).

11. Motor vehicle (10) having a system (11) for contactless obstacle detection according to claim 7.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The principle of the present invention is illustrated below with the aid of a few embodiments which are illustrated in the appended figures.

[0043] FIG. 1 is a schematic illustration of a motor vehicle according to an embodiment of the invention, in a side view.

[0044] FIG. 2 is a plan view of the object of FIG. 1, in which the field of view of the primary obstacle sensor is shown in addition to the opening regions of the side doors.

[0045] FIG. 3 is a plan view of the object of FIG. 1, in which the field of view of the additional obstacle sensor is shown in addition to the opening regions of the side doors.

[0046] FIG. 4 is a plan view of the object of FIG. 1, to illustrate the obstacle detection when the side doors are closed.

[0047] FIG. 5 is a plan view of the object of FIG. 1, to illustrate the obstacle detection when the front side door is open.

[0048] FIG. 6 is a schematic illustration of a motor vehicle according to a further embodiment of the invention in a side view.

[0049] FIG. 7 is a flowchart of a method for contactless obstacle detection and automatic door opening according to an embodiment of the invention.

[0050] FIG. 8 is a flowchart of a method for contactless obstacle detection and automatic door opening according to a further embodiment of the invention.

[0051] All of the drawings are highly simplified and schematic illustrations that primarily serve to explain the basic principle of the present invention. Rather than each feature, primarily only the features that are required to explain the particular figure are provided with reference symbols in the figures.

DETAILED DESCRIPTION OF THE INVENTION

[0052] The motor vehicle 10 shown schematically in FIG. 1 comprises a front side door 12 and a rear side door 14. On the side mirror 13 of the front side door is a primary obstacle sensor 16—in this case, for example, in the form of a ToF sensor, which is symbolically represented in the figures by a black triangle, and whose field of view 16f in FIG. 2 is indicated by dot-dash boundary lines. The position, alignment and viewing angle of the primary obstacle sensor 16 are selected so that it monitors both the opening region 12o of the front side door 12 and the opening region 14o of the rear side door 14, at least as long as both side doors 12, 14 are closed.

[0053] The motor vehicle 10 can also comprise another, less expensive obstacle sensor 20, for example in the form of a radar or ultrasonic sensor, which is provided, for example, in the region of the rear side door 14 in such a manner that its field of vision 20f at least largely covers at least the opening region 14o of the rear side door 14, as shown in FIG. 3.

[0054] The opening state of the front side door 12 is detected by a front door sensor 22 which, like the primary obstacle sensor 16 and the additional obstacle sensor 20, is in communication—indicated by dotted lines—with a data processing unit 24 shown as a block. The data processing unit 24 is also connected to a memory unit 18 and to a door drive 26 for the two side doors, which door drive can control an automated door opening of the side doors, or at least the rear side door 14.

[0055] The data processing unit 24 serves to repeatedly determine a current maximum allowed opening angle α.sub.max for the rear side door and a current maximum allowed opening angle β.sub.max for the front side door, on the basis of the measurement outputs of the sensors 16, 20 and 22 (cf. FIG. 4), and to communicate this to the door drive 26 to prevent a collision with obstacles.

[0056] FIG. 4 illustrates a situation in which both side doors 12, 14 are closed, with an obstacle H.sub.1 such as a bollard in the opening region of the rear side door 14, and a further obstacle H.sub.2 in the opening region of the front side door 12. The current maximum opening angles α.sub.max and β.sub.max determined on the basis of the outputs of the monitoring by the primary obstacle sensor 16 are indicated in the figure by dashed lines.

[0057] However, if the front side door 12 is opened, as shown in simplified form in FIG. 5, the field of view 16f of the primary obstacle sensor 16 provided on the side mirror 13 is also pivoted with the open side door 12′, such that it no longer covers the opening region of the rear side door 14.

[0058] The position of the obstacle H.sub.1 previously determined with the front side door 12 closed using the primary obstacle sensor 16, and/or the previous maximum opening angle determined on the basis thereof, were stored and are still taken into account when the rear side door 14 is opened automatically, especially since many of the obstacles detected in this way such as curbs, bollards, or street signs are stationary.

[0059] In this situation, however, a further obstacle H.sub.3 may appear in the opening region 14o of the rear side door 14, especially if a person gets out of the opened front side door 12 and enters the opening region 14o of the rear side door 14.

[0060] However, this obstacle H.sub.3 is detected by the additional obstacle sensor 20, such that the current maximum opening angle α.sub.max can be reduced, as shown, if necessary, taking into account the output of the current monitoring by the sensor 20, in order to prevent a collision with the additional obstacle H.sub.3.

[0061] A less expensive sensor is sufficient for this—for example, an ultrasonic or radar sensor—which can be installed inconspicuously in the rear side door 14.

[0062] In order to compensate for the weaknesses of the various sensor types, provision can also be made for the outputs of both sensors 16 and 20 to be used to limit an automatic opening of the rear side door 14, even when the front door 12 is closed.

[0063] FIG. 6 illustrates other mounting options for the sensors. For example, the primary obstacle sensor can be provided in the region of the front fender 15, and the additional obstacle sensor 20 in the region of the B-pillar 17. In particular, the additional obstacle sensor 20 can be configured and mounted in such a way that it monitors both the opening region 12o of the front side door 12 and the opening region 14o of the rear side door 14. Of course, any combination of the mounting options shown in FIGS. 1 and 6 for the two sensors 16, 20 is possible. A separate additional obstacle sensor can also be provided both for the rear side door and for the front side door.

[0064] Of course, the system described is usually provided for both sides of the vehicle, with exactly one primary obstacle sensor and, if desired, one or two additional obstacle sensors being present for each side of the vehicle.

[0065] FIGS. 7 and 8 illustrate two very simple design variants for a method according to the invention for contactless obstacle detection.

[0066] As shown in FIG. 7, the method is started in a step S1, and, in a subsequent step S2, a memory value α.sub.0 for the current maximum opening angle of the rear side door is set to a suitable initial value α.sub.ini, for example zero.

[0067] Then, in a step S3, it is determined whether a driving speed v of the motor vehicle is lower than a predefined threshold value v.sub.min, such that a door can be expected to open.

[0068] If this is the case, then in a step S4 it is determined whether the front side door of the motor vehicle is closed or at least sufficiently closed; otherwise, the method returns to step S2.

[0069] If the front side door is closed, a current monitoring output or image I.sub.primary is read out by the primary obstacle sensor (ToF sensor) 16 in a step S5, and a current maximum allowed opening angle α.sub.max for the rear side door, based on this current monitoring output, is determined in a step S6. The value α.sub.max determined in this way is stored in step S7.

[0070] However, if the front side door is not closed, in this particularly simple variant, the last stored memory value α.sub.0 is determined in a step S9′ as the current maximum allowed opening angle α.sub.max.

[0071] Then, in a step S11, a verification is made to determine whether a user is initiating the opening of the rear side door, for example by operating a door handle or a remote control. If this is the case, the door drive of the rear side door is controlled in a step S12 in such a way that when the door is opened, the current maximum allowed opening angle α.sub.max is not exceeded. Then the process ends in step S13.

[0072] However, if it was determined in step S11 that no opening of the rear side door is currently desired, the method returns to step S3.

[0073] The embodiment variant of the method shown in FIG. 8 differs from the method according to FIG. 7 only in that, if it was determined in step S4 that the front side door is currently not closed, or is not sufficiently closed, the additional obstacle sensor is queried in a step S8 to determine, in a step S9, a maximum allowed opening angle based on the monitoring by the additional obstacle sensor. The lesser value from the maximum allowed opening angle determined with the additional obstacle sensor and the last stored memory value α.sub.0 is then determined in a step S10 as the current maximum allowed opening angle for the rear side door, before the method proceeds to step S11.

[0074] It should be additionally noted that, in both methods, in step S6 the current maximum allowed opening angle β.sub.max for the front side door can also be determined on the basis of the output of the monitoring by the primary obstacle sensor, and relayed to a drive for the front side door, such that if a user wants to open the front side door, the opening angle for the front side door is correspondingly limited during automatic door opening.

[0075] Overall, the solution according to the invention enables reliable monitoring of the opening region of both side doors with a high level of accuracy and reliability, lower costs, and a significantly reduced influence on the design of the vehicle.