CN112585992B - Sensor device for detecting acoustic signals in a vehicle environment - Google Patents
Sensor device for detecting acoustic signals in a vehicle environment Download PDFInfo
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- CN112585992B CN112585992B CN201980057280.0A CN201980057280A CN112585992B CN 112585992 B CN112585992 B CN 112585992B CN 201980057280 A CN201980057280 A CN 201980057280A CN 112585992 B CN112585992 B CN 112585992B
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- 239000002346 layers by function Substances 0.000 claims description 5
- 239000010410 layer Substances 0.000 claims description 4
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- 230000011664 signaling Effects 0.000 claims description 2
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04R—LOUDSPEAKERS, MICROPHONES, GRAMOPHONE PICK-UPS OR LIKE ACOUSTIC ELECTROMECHANICAL TRANSDUCERS; DEAF-AID SETS; PUBLIC ADDRESS SYSTEMS
- H04R1/00—Details of transducers, loudspeakers or microphones
- H04R1/20—Arrangements for obtaining desired frequency or directional characteristics
- H04R1/22—Arrangements for obtaining desired frequency or directional characteristics for obtaining desired frequency characteristic only
- H04R1/222—Arrangements for obtaining desired frequency or directional characteristics for obtaining desired frequency characteristic only for microphones
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04R—LOUDSPEAKERS, MICROPHONES, GRAMOPHONE PICK-UPS OR LIKE ACOUSTIC ELECTROMECHANICAL TRANSDUCERS; DEAF-AID SETS; PUBLIC ADDRESS SYSTEMS
- H04R1/00—Details of transducers, loudspeakers or microphones
- H04R1/20—Arrangements for obtaining desired frequency or directional characteristics
- H04R1/22—Arrangements for obtaining desired frequency or directional characteristics for obtaining desired frequency characteristic only
- H04R1/28—Transducer mountings or enclosures modified by provision of mechanical or acoustic impedances, e.g. resonator, damping means
- H04R1/2807—Enclosures comprising vibrating or resonating arrangements
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04R—LOUDSPEAKERS, MICROPHONES, GRAMOPHONE PICK-UPS OR LIKE ACOUSTIC ELECTROMECHANICAL TRANSDUCERS; DEAF-AID SETS; PUBLIC ADDRESS SYSTEMS
- H04R1/00—Details of transducers, loudspeakers or microphones
- H04R1/20—Arrangements for obtaining desired frequency or directional characteristics
- H04R1/22—Arrangements for obtaining desired frequency or directional characteristics for obtaining desired frequency characteristic only
- H04R1/28—Transducer mountings or enclosures modified by provision of mechanical or acoustic impedances, e.g. resonator, damping means
- H04R1/2869—Reduction of undesired resonances, i.e. standing waves within enclosure, or of undesired vibrations, i.e. of the enclosure itself
- H04R1/2892—Mountings or supports for transducers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
- B60W2420/54—Audio sensitive means, e.g. ultrasound
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04R—LOUDSPEAKERS, MICROPHONES, GRAMOPHONE PICK-UPS OR LIKE ACOUSTIC ELECTROMECHANICAL TRANSDUCERS; DEAF-AID SETS; PUBLIC ADDRESS SYSTEMS
- H04R1/00—Details of transducers, loudspeakers or microphones
- H04R1/20—Arrangements for obtaining desired frequency or directional characteristics
- H04R1/32—Arrangements for obtaining desired frequency or directional characteristics for obtaining desired directional characteristic only
- H04R1/40—Arrangements for obtaining desired frequency or directional characteristics for obtaining desired directional characteristic only by combining a number of identical transducers
- H04R1/406—Arrangements for obtaining desired frequency or directional characteristics for obtaining desired directional characteristic only by combining a number of identical transducers microphones
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04R—LOUDSPEAKERS, MICROPHONES, GRAMOPHONE PICK-UPS OR LIKE ACOUSTIC ELECTROMECHANICAL TRANSDUCERS; DEAF-AID SETS; PUBLIC ADDRESS SYSTEMS
- H04R2201/00—Details of transducers, loudspeakers or microphones covered by H04R1/00 but not provided for in any of its subgroups
- H04R2201/40—Details of arrangements for obtaining desired directional characteristic by combining a number of identical transducers covered by H04R1/40 but not provided for in any of its subgroups
- H04R2201/401—2D or 3D arrays of transducers
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04R—LOUDSPEAKERS, MICROPHONES, GRAMOPHONE PICK-UPS OR LIKE ACOUSTIC ELECTROMECHANICAL TRANSDUCERS; DEAF-AID SETS; PUBLIC ADDRESS SYSTEMS
- H04R2499/00—Aspects covered by H04R or H04S not otherwise provided for in their subgroups
- H04R2499/10—General applications
- H04R2499/13—Acoustic transducers and sound field adaptation in vehicles
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04R—LOUDSPEAKERS, MICROPHONES, GRAMOPHONE PICK-UPS OR LIKE ACOUSTIC ELECTROMECHANICAL TRANSDUCERS; DEAF-AID SETS; PUBLIC ADDRESS SYSTEMS
- H04R3/00—Circuits for transducers, loudspeakers or microphones
- H04R3/005—Circuits for transducers, loudspeakers or microphones for combining the signals of two or more microphones
Abstract
A sensor device (100) is described for detecting an acoustic signal source (310) in the environment of a vehicle (200), comprising: -at least one acoustic sensor (110, 120, 130, 140) with a sound receiver (111, 121, 131, 141) for detecting an acoustic signal of an acoustic signal source (310) in the environment of the vehicle (200), wherein the sound receiver (111, 121, 131, 141) is arranged in a cavity (112, 122, 132, 42) of the vehicle (200), which cavity is delimited at least on one side by an outer wall (210) of the vehicle (200); and comprising-a control device (150) for evaluating the detected acoustic signal (311), wherein the control device (150) is configured to: -identifying the at least one acoustic signal source (310) by means of the acquired acoustic signal (311), and-determining the position of the signal source relative to the vehicle (200).
Description
The present invention relates to a sensor device for detecting acoustic signals in the environment of a vehicle; and a control device for a corresponding sensor device.
Modern vehicles use different environmental sensors for monitoring the vehicle environment and for detecting possible hazards. The corresponding sensor system, which is currently also used as an auxiliary system for assisting the driver, forms the basis for future autonomous vehicles. Different measuring methods are used for detecting the vehicle environment, such as, for example, cameras, lidar (laser radar), radar or ultrasonic sensors. According to the state of the art, no acoustic signals in the audible range are detected in the vehicle environment under standard conditions. Valuable additional information is thereby lost, which may make a significant contribution to the safety in road traffic. In the current vehicles which are still controlled by the driver, the corresponding acoustic additional information can be perceived by the hearing (H rstin) of the driver. However, the ambient sound may be covered by a noisy noise inside the vehicle, such as, for example, a broadcast or a shouting sound of a child. The driver may furthermore be distracted by corresponding room noise or otherwise. In an automated vehicle, however, the ambient sound perceived by the driver is not integrated into the determination of the vehicle environment by the vehicle's control system. In which case the information contained in the audible range is not taken into account. In addition to perceiving acoustic signals in road traffic, human vehicle drivers are also typically able to determine the direction of the acoustic signals using their ears. However, due to the closed design of the passenger compartment, direction determination is often relatively difficult for the vehicle driver, and is therefore often only performed late. The direction detection of acoustic signals from the vehicle environment is therefore generally only limited.
Proved difficult are: microphones suitable for use in automobiles for application to the exterior of the vehicle have been developed because microphones mounted at the outside of the vehicle are subject to wind, moisture, dirt and other threatening effects. The arrangement of the respective microphones within the passenger compartment has the following disadvantages in contrast: there is a noisy internal noise (e.g. caused by broadcasting or ventilation) as interference.
The task of the invention is therefore: a possibility is provided for detecting acoustic signals in the environment of the vehicle. The task is solved by a sensor device according to claim 1. Furthermore, the object is achieved by a control device according to claim 11. Further advantageous embodiments of the invention are specified in the dependent claims.
According to a first aspect of the invention, a sensor device for detecting acoustic signals in the environment of a vehicle is provided. The sensor device comprises at least one acoustic sensor with a sound receiver for detecting an acoustic signal of an acoustic signal source in the environment of the vehicle, wherein the sound receiver is arranged in a cavity of the vehicle, which is delimited at least on one side by an outer wall of the vehicle. The sensor system further comprises a control device for evaluating the detected acoustic signals. The control device is configured here for: the at least one acoustic signal source is identified by means of the acoustic signal and the direction and/or position of the signal source relative to the vehicle is determined. The detection of acoustic signals in the vehicle environment provides valuable additional information. In this case, the acoustic signal itself can be used to identify the acoustic signal source or to determine the relative position of the signal source with respect to the vehicle itself, which is outside the field of view or the range of conventional vehicle sensors. The acoustic sensor system is therefore very advantageous for increasing safety in road traffic, not only in vehicles with drivers, but also in fully automated vehicles.
In a further embodiment, provision is made for: the cavity is configured as a resonator for amplifying at least one predetermined frequency. By means of this special configuration of the cavity, a particularly high sensitivity of the acoustic sensor can be achieved for the acoustic signals of the defined acoustic signal source.
In a further embodiment, provision is made for: the outer wall of the vehicle, which delimits the cavity, is designed as a resonator for at least one predetermined frequency. By means of this measure, the sensitivity of the acoustic sensor can also be significantly increased for the acoustic signal of the determined acoustic signal source.
In a further embodiment, provision is made for: the sensor device is optimized for detecting the following frequencies: the frequency is typical for an acoustic signal of at least one determined acoustic signal source. Here, special signals such as tunnel entrance, shouting of children, crossroads or traffic accidents, emergency vehicles or emergency vehicles are set as acoustic signal sources. The sensor device is optimized specifically with respect to the frequency of the determined acoustic signal, so that the respective acoustic signal source can be better detected.
In a further embodiment, provision is made for: the cavity of the at least one acoustic sensor is embodied in the form of a pillar, and the sound receiver is embodied in the form of a microphone which is arranged on a side wall of the pillar opposite the outer wall of the vehicle. This special arrangement makes it possible for the microphone to be coupled particularly well to the acoustic environment of the vehicle and at the same time to be decoupled well from the interior of the vehicle.
In a further starting point, there is provided: the at least one acoustic sensor comprises a functional layer in the form of a lambda/4-layer for matching acoustic impedance, which functional layer is arranged on the inside of an outer wall of the vehicle, which outer wall defines the cavity. The amplification effect of the cavity resonator with respect to a specific frequency can thereby be increased.
In a further embodiment, provision is made for: the sound receiver of the at least one acoustic sensor is constructed in the form of a solid-state sound-transmitting receiver: the solid state sound transmission receiver is arranged on the inside of an outer wall of the vehicle, which outer wall defines the cavity. This arrangement makes it possible to couple particularly well with the acoustic environment of the vehicle and at the same time decouple well from the vehicle interior. In a further embodiment, provision is made for: the sensor device comprises a system of a plurality of acoustic sensors which are arranged at a distance from one another on one or more sides of the vehicle. The use of multiple sensors allows for an increase in the sensitivity. Furthermore, the specific arrangement of the sensors on several sides of the vehicle can improve the direction detection of the signal source.
In a further embodiment, provision is made for: the acoustic sensors are each arranged in pairs on each of the opposite sides of the vehicle. By this special arrangement of the acoustic sensor, the direction determination of the acoustic signal source is significantly improved.
In a further embodiment, provision is made for: the at least one acoustic sensor is arranged in a door of the vehicle or in a roof structure of the vehicle. The arrangement of the acoustic sensor within the vehicle door makes it possible to use the cavity already present within the door. In contrast, the arrangement of the acoustic sensor in the roof structure makes it possible to increase the sensitivity, since the possible blocking of the acoustic signal is reduced by the relatively high installation position. In addition, in particular in fully automatic vehicles, existing roof structures can be used as installation locations.
According to a further aspect, a control device for a sensor device is provided, which is used to detect acoustic signals in the environment of a vehicle. The control device is configured to evaluate the following sensor signals: as a result of the received acoustic signals, the sensor signals are provided by at least one acoustic sensor arranged on the inside of the vehicle outer wall in order to identify an acoustic signal source that emits the acoustic signals and to determine the direction and/or the position of the signal source relative to the vehicle.
The invention is further described below with the aid of the figures.
Here, the drawings show:
fig. 1 shows a driving state in which a vehicle equipped with an acoustic sensor apparatus detects a vehicle driving behind it;
FIG. 2 shows a block diagram of a sensor device from the vehicle of FIG. 1;
FIG. 3 shows a schematic illustration of the vehicle from FIG. 1;
FIG. 4 shows a delivery system placed in a roof structure;
fig. 5 shows a schematic illustration of the roof construction from fig. 4;
fig. 6 shows a simplified embodiment of the roof construction with two acoustic sensors;
fig. 7 shows an embodiment of the acoustic sensor 110 with a microphone as sound receiver;
fig. 8 shows an alternative embodiment of the acoustic sensor with a sound receiver in the form of a solid-state sound-transmitting receiver;
fig. 9 schematically shows a frequency response curve of a cavity resonator (hohlraum resonator) tuned to a determined frequency;
fig. 10 schematically shows the frequency response curves of a cavity resonator tuned to three different resonant frequencies;
fig. 11 schematically shows the roof structure from fig. 5, in which the acoustic sensor is equipped with a microphone; and is also provided with
Fig. 12 schematically shows the roof structure from fig. 5, in which the acoustic sensor is equipped with a solid-state acoustic receiver.
The inventive concept sets up: additional information is used by detecting acoustic signals from the environment of the vehicle. An acoustic sensor with a sound receiver is used, which is arranged neither on the vehicle exterior nor in the vehicle interior. Instead, a cavity is used in the vehicle that takes advantage of the weather-proof interior chamber without having to endure the drawbacks of the acoustically disturbing environment of the passenger compartment. For this purpose, cavities already present in the vehicle body, for example cavities in the vehicle door or in the roof structure (which are used in highly automated vehicles), are in principle suitable. The body of the vehicle is furthermore adapted for the use of such acoustic sensors, wherein, for example, the roof structure in an autonomous vehicle is optimized in such a way that: making the roof construction particularly well suited for sound reception as a cavity with an amplifying effect. The typical wavelength of sound and thus the geometrical size of the cavity is in the order of 1m and less.
In principle, solid-state acoustic receivers (such as, for example, acceleration receivers) can also be used in addition to microphones for converting acoustic signals into corresponding sensor electrical signals. They are applied on the inside of the outer walls of the vehicle, such as for example the inside of the door or roof structure. The vehicle outer wall thus becomes part of the conversion element, wherein the geometry and the material together determine the propagation properties.
The basic concept of identifying and locating external sound sources by means of a sensor system installed in a vehicle 200 is shown in fig. 1. The vehicle 200 has a sensor system 101, which comprises four acoustic sensors 110, 120, 130, 140, which are each arranged on different sides 201, 202, 203, 204 of the vehicle 200. Here, two of the sensors 130, 140 are arranged in two opposing doors, the other acoustic sensor 110 is arranged in the front region of the vehicle 200, and the fourth acoustic sensor is arranged in the rear region of the vehicle 200. This particular arrangement makes possible a very good localization of sound sources coming from outside in all directions. In principle, other sensor arrangements or sensor arrays are also possible. As is also shown in fig. 1, the acoustic sensors 110, 120, 130, 140 of the vehicle 200 receive an acoustic signal 311 of a further vehicle 300 travelling behind the vehicle 200. The further vehicle 300 is, for example, an emergency vehicle or emergency vehicle (Einsatzwagen) which is equipped with a corresponding special signaling device 310 for outputting an acoustic special signal 311. The acoustic signal 311 received by the sensor system 101 of the vehicle 200 is evaluated in a specifically provided control device 150 of the vehicle 200, wherein the control device 150 can recognize not only the signal source 310 or 300, but also the relative position of the signal source with respect to the vehicle 200.
Fig. 2 furthermore schematically shows a block diagram of the sensor device 100 from the vehicle 200 of fig. 1. As can be seen here, after receiving the acoustic signals 311, the acoustic sensors 110, 120, 130, 140 each forward a respective sensor signal to the control device 150, which is connected to the acoustic sensors 110 to 140 by means of a respective signal line. In the exemplary embodiment shown here, the control device 150 is a separate control unit, which forwards the additional information resulting from the evaluation of the acoustic signal 311 via a corresponding data line, for example, to the central control unit 270 of the vehicle. The central control unit 270 can execute a corresponding control process of the vehicle 200 by means of the obtained additional information. In order to obtain as short a signal transmission time as possible, it can be advantageous to: the control device 150 is arranged in close proximity to the acoustic sensors 110, 120, 130, 140. Thereby also improving the EMV-robustness (EMV-Robustheit). The transmission of the signal to the controller may optionally transmit an analog signal that is sampled analog or digitally. Particularly preferred in this regard are: the control device 150 is integrated into the roof structure 250.
Fig. 3 shows a schematic illustration of the vehicle from fig. 1. It can be seen here that the first acoustic sensor 110 is arranged in the front region 201 of the vehicle, for example in the engine hood. The second acoustic sensor 120 is furthermore arranged in a rear region 202 of the vehicle 200, for example in a trunk lid. The third acoustic sensor 130 is arranged inside a door 260 on the right vehicle side 203. A fourth acoustic sensor 140, which is not visible here, is correspondingly arranged in the left door.
Fig. 4 shows an alternative arrangement of the sensor system 101 in the roof structure 250 of the vehicle 200. The roof structure 250 is configured in a box-like manner, wherein the acoustic sensors 110, 120, 130, 140 are each arranged on a different side 201, 202, 203, 204 of the roof structure 250. Such roof structures 250 have been used in autonomous vehicles to house environmental sensors, for example for Lidar sensors. In principle, however, such a roof structure 250 can also be provided as an optional accessory to which a vehicle without a corresponding roof structure can be attached. The roof structure 250 is next understood to be part of the vehicle 200. In this regard, the outer wall of the roof structure 250 forms a portion of the vehicle outer wall 210.
In fig. 5 a schematic illustration of the roof construction 250 from fig. 4 is shown. The roof structure 250 is in this embodiment of box-like construction and has a substantially rectangular bottom surface. The sensor system 101 comprises four acoustic sensors 110, 120, 130, 140, which are arranged in cavities located in the interior of the roof structure 250 behind the outer wall 201 of the roof structure 250, respectively. The cavity can be divided into sub-areas, front/rear/left/right, which are separated from one another by a separating wall. In order to achieve as great an amplification effect as possible, it is advantageous that: a separate cavity is provided for each acoustic sensor 110, 120, 130, 140, and is configured cylindrically. Thus, the multipath propagation of the acoustic wave is prevented extremely effectively. It has proven to be particularly advantageous in terms of construction to mount the sensors in the respective intermediate regions of the vehicle outer walls. The acoustic sensors are preferably arranged in pairs on opposite sides 201, 202, 203, 204 of the roof structure 250. The number and arrangement of the acoustic sensors of the sensor system 101 can in principle be different here, depending on the application.
Fig. 6 shows a simplified embodiment of the roof structure 250, which comprises only two acoustic sensors 110, 120, compared to the variant from fig. 5. The first acoustic sensor 110 is arranged here on the front side 201 of a box-shaped roof structure 250, while the second acoustic sensor 120 is arranged on the rear side 202 of the roof structure 250.
In principle different instruments, such as for example microphones or solid-state sound-transmitting receivers, can be used as sound receivers for the acoustic sensor. Fig. 7 shows a first embodiment of the acoustic sensor 110, which uses a microphone 111 as sound receiver. The microphone 111 is arranged here in a cavity 112, which is delimited on one side by a vehicle outer wall 210. The cavity 112 for amplifying the defined frequency is configured in a column-like manner in the present exemplary embodiment, wherein the microphone 111 is arranged on an end face 113 of the column-like cavity 112 opposite the vehicle outer wall 210. The cavity 112, which serves as an acoustic resonator, furthermore has a functional layer 114 for matching the acoustic impedance, which is arranged on the inner side 211 of the vehicle outer wall 210. The functional layer 114 is preferably designed here as a lambda/4 layer, which is composed of a suitable material and is formed with a suitable layer thickness. When using a microphone as a sound receiver, the microphone is mounted within the roof structure as vibration-proof as possible via a suitable decoupling element (enckopplungselemente) on the cavity side wall 113 opposite the vehicle outer wall 210 or directly on the vehicle outer wall 210.
In contrast, fig. 8 shows an alternative embodiment of the acoustic sensor 110, in which the sound receiver 111 is embodied in the form of a solid-state sound-transmitting receiver. The solid-state sound-transmitting receiver 111 is preferably arranged here directly on the inner side 211 of the vehicle outer wall 210. The acoustic sensor 110 likewise comprises a cavity 112, which is embodied in the present exemplary embodiment as a column, as an acoustic resonator.
The cavities 112 of the acoustic sensor 110 from fig. 7 and 8 are preferably each designed to amplify a specific frequency. The acoustic properties of such an acoustic cavity resonator are determined here primarily by the geometry of the cavity resonator and in particular by the length of the cavity resonator. Other characteristics, such as, for example, surface properties or materials, can also together determine the acoustic performance (akustisches Verhalten) of the cavity resonator. The cavity resonator is characterized in that: in the space between the outer wall and the inner wall, standing waves (stehende Welle) are generated by structural interference and thus an additional amplification effect. The dimensions of the cavity resonator must be shaped in this way: so that the length of the cavity resonator corresponds to l=n·λ/2+λ/4. If amplification of a plurality of frequencies or a range of frequencies is to be achieved, it is advantageous if: a trade-off is set forth for the length L from the above equation. However, negative interference for the desired frequency, which would lead to the elimination of the sound waves concerned, must be avoided in any case.
The frequency response curves of the cavity resonators 112, 122, 132, 142 tuned to a determined frequency f1 are schematically shown in fig. 9. Due to the constructive interference, the cavity resonators 112, 122, 132, 142 exhibit a particularly high amplification G in the region of their resonant frequency f1, which amplification G drops sharply on both sides. The frequency ranges farther apart here respectively experience significantly lower amplification.
Fig. 10 shows a schematic illustration of the frequency response curves of the cavity resonators 112, 122, 132, 142 tuned to a total of three resonant frequencies f1, f2, f 3. The partial overlapping of the frequency response curves of the respective resonant frequencies f1, f2, f3 results in a relatively high amplification in the entire intermediate frequency range, while the lower and upper frequency ranges are respectively amplified significantly lower by the cavity resonators 112, 122, 132, 142.
The resonance characteristics of the cavities 112, 122, 132, 142 of the acoustic sensors 110, 1209, 130, 140, and, if necessary, of the vehicle outer wall 210 separating the cavities from the vehicle environment, can also be tuned to the following frequencies: this frequency is typical for certain driving states or acoustic signals. These are counted as acoustic special signals of emergency vehicles and emergency vehicles, for example. For the beep of germany (tatutata), it would therefore be interesting to optimize for both frequencies 400 and 700 Hz. The frequency is calculated from the German standard (DIN-Norm) and, in addition, strives for a frequency increase by the Doppler effect when assumed movements are made towards one another. The formulas shown above are used for the two frequencies 400 and 700Hz, thus yielding the optimal lengths L (in meters respectively) of the cavity resonators, which are given in the following tables.
| Hz | m | n=1 | n=2 | n=3 |
| 400 | 0.85 | 0.64 | 1.06 | 1.49 |
| 700 | 0.486 | 0.36 | 0.61 | 0.85 |
As can be seen from the above table, the length 0.64m for 400Hz and the length 0.61m for 700Hz are relatively closely adjacent. A cavity having said length L equal to 0.625m is thus suitable as an optimal compromise, whereby the length almost reaches an optimal value for both frequencies. Alternatively to the above example, further frequencies can also be calculated in the design taking into account the doppler shift as well. In principle, in addition to the fundamental mode (Grundmode) or fundamental frequency, the upper mode (Obermode) or the upper frequency (oberfreqnz) of the signal can also be used to design the resonance properties of the resonator. Since the upper mode or frequency is typically in a higher frequency range, detection of the upper mode or frequency is less strongly disturbed by typical driving noise. Thereby yielding a better signal-to-noise ratio depending on the usage scenario. In case a solid state sound transmission receiver is used instead of a microphone, the housing becomes part of the transducer. The geometry and material thus determine the propagation characteristics.
Advantageous variants result when the dimensions and materials of the vehicle outer wall are selected in this way: such that the vehicle outer wall has one or more natural frequencies in the range of the acoustic signal to be detected. Thereby enabling an amplifying effect for the useful signal to be produced.
A typical interesting frequency range is in the range of 200Hz to 1kHz for speech detection and in the range of the transmission frequencies (german: 400Hz and 700Hz, us: 300 Hz-1.9 kHz, etc.) for detection of emergency signals, or the corresponding upper modes or frequencies of the signals to be detected.
The size, thickness and stiffness of the vibrating plate (vehicle outer wall) are decisive for the location of the natural resonance. The vehicle outer wall can be constructed as such by these characteristics: so that multiple modes (and thus natural resonances) are also excited.
Alternatively, the vehicle outer wall is constructed by a suitable production method, such as, for example, CFK-doffing (CFK-Fasern): so that a collision of heterogeneity is generated (inhomogene Streitigkeit). In this way, a plurality of dies can be introduced in a targeted manner into the relevant component by design.
It is particularly advantageous here when the mode is in the interval between 200Hz and 2 kHz.
An additional advantage when using a solid state acoustic receiver is that: a park scratch (park scratch) can be detected by the sensor. In highly automated vehicles, this information is important for assessing the functionality of all sensors in the vehicle. In this way, a disorder identification (dejust agekenneg) can be achieved in a simple manner.
Fig. 11 schematically shows the roof structure 250 from fig. 5, in which the acoustic sensors 110, 120, 130, 140 are each equipped with a sound receiver 111, 121, 131, 141 in the form of a microphone according to the embodiment from fig. 7. In contrast, fig. 12 shows schematically the roof structure 250 from fig. 5, in which the acoustic sensors 110, 120, 130, 140 are each equipped with a sound receiver 111, 121, 131, 141 in the form of a solid-state sound-transmitting receiver according to the embodiment from fig. 8.
Claims (10)
1. Sensor device (100) for detecting an acoustic signal (311) in the environment of a vehicle (200), comprising:
-at least one acoustic sensor (110, 120, 130, 140) with a sound receiver (111, 121, 131, 141) for detecting an acoustic signal (311) of an acoustic signal source (310) in the environment of the vehicle (200), wherein the sound receiver (111, 121, 131, 141) is arranged in a cavity of the vehicle (200), which cavity is delimited at least on one side by an outer wall (210) of the vehicle (200); and
-a control device (150) for evaluating the detected acoustic signal (311), wherein the control device (150) is configured for: identifying at least one acoustic signal source (310) by means of the acquired acoustic signals (311) and determining the direction and/or position of the signal source relative to the vehicle (200),
wherein the at least one acoustic sensor (110, 120, 130, 140) comprises a functional layer (114, 124, 134, 144) in the form of a lambda/4 layer for matching acoustic impedance, which is arranged on an inner side (211) of an outer wall (210) of the vehicle (200), which outer wall defines the cavity.
2. The sensor device (100) according to claim 1, wherein the cavity is configured as a resonator for amplifying at least one predetermined frequency (f 1 、f 2 、f 3 )。
3. The sensor device (100) according to claim 1 or 2, wherein the outer wall (210) of the vehicle (200) bounding the cavity is configured for at least one predetermined frequency (f 1 、f 2 、f 3 ) Is provided.
4. The sensor device (100) according to claim 2, the sensor device (100) being optimized for the frequency (f 1 、f 2 、f 3 ) The method comprises the steps of detecting, which is typical for an acoustic signal (311) of at least one of the following acoustic signal sources (310):
-special signaling means of an emergency or emergency vehicle;
-a tunnel entrance;
-shouting of children;
-an intersection;
-a traffic accident.
5. The sensor device (100) according to claim 1 or 2, wherein the cavity of the at least one acoustic sensor (110, 120, 130, 140) is cylindrically configured, and wherein the sound receiver (111, 121, 131, 141) is configured in the form of a microphone which is arranged on a side wall (133) of the cylindrically configured cavity opposite to an outer wall (210) of the vehicle (200).
6. The sensor device (100) according to claim 1 or 2, wherein the sound receiver (111, 121, 131, 141) of the at least one acoustic sensor (110, 120, 130, 140) is configured in the form of a solid-state sound-transmitting receiver: the solid sound-transmitting receiver is arranged on an inner side (211) of an outer wall (210) of the vehicle (200), which outer wall defines the cavity.
7. The sensor device (100) according to claim 1 or 2, wherein the sensor device (100) comprises a system (101) of a plurality of acoustic sensors (110, 120, 130, 140) which are arranged at a distance from each other on one or more sides (201, 202, 203, 204) of the vehicle (200).
8. The sensor device (100) according to claim 7, wherein the acoustic sensors (110, 120, 130, 140) are each arranged in pairs on respectively opposite sides (201, 202, 203, 204) of the vehicle (200).
9. The sensor device (100) according to claim 1 or 2, wherein the at least one acoustic sensor (110, 120, 130, 140) is arranged in a door of the vehicle (200) or in a roof structure (250) of the vehicle.
10. Control device (150) for a sensor arrangement (100) according to any one of claims 1 to 9 for detecting acoustic signals in the environment of a vehicle (200),
wherein the control device (150) is designed to evaluate a sensor signal, which is given by at least one acoustic sensor (110, 120, 130, 140) arranged on the inside (211) of the outer wall (210) of the vehicle (200) as a result of the received acoustic signal (311), in order to identify an acoustic signal source (310) which emits the acoustic signal (311), and to determine the direction and/or the position of the signal source relative to the vehicle (200).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018214898.8A DE102018214898A1 (en) | 2018-09-03 | 2018-09-03 | Sensor device for detecting acoustic signals in the vicinity of a vehicle |
| DE102018214898.8 | 2018-09-03 | ||
| PCT/EP2019/072691 WO2020048807A1 (en) | 2018-09-03 | 2019-08-26 | Sensor apparatus for detecting acoustic signals in the surroundings of a vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN112585992A CN112585992A (en) | 2021-03-30 |
| CN112585992B true CN112585992B (en) | 2023-11-03 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201980057280.0A Active CN112585992B (en) | 2018-09-03 | 2019-08-26 | Sensor device for detecting acoustic signals in a vehicle environment |
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| Country | Link |
|---|---|
| CN (1) | CN112585992B (en) |
| DE (1) | DE102018214898A1 (en) |
| WO (1) | WO2020048807A1 (en) |
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| DE102022109626A1 (en) | 2022-04-21 | 2023-10-26 | Bayerische Motoren Werke Aktiengesellschaft | Automatic control of a motor vehicle |
| DE102022205148B3 (en) | 2022-05-24 | 2023-09-14 | Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung eingetragener Verein | Closed sound sensor with a sound-permeable interface |
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- 2019-08-26 WO PCT/EP2019/072691 patent/WO2020048807A1/en active Application Filing
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Also Published As
| Publication number | Publication date |
|---|---|
| WO2020048807A1 (en) | 2020-03-12 |
| CN112585992A (en) | 2021-03-30 |
| DE102018214898A1 (en) | 2020-03-05 |
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