CN116569066A

CN116569066A - Calibration and operation of vehicle object detection radar with Inertial Measurement Unit (IMU)

Info

Publication number: CN116569066A
Application number: CN202180082716.9A
Authority: CN
Inventors: J·P·科尔; 乔纳森·爱德华·菲克斯
Original assignee: Priko Electronics Co ltd
Current assignee: Priko Electronics Co ltd
Priority date: 2020-12-10
Filing date: 2021-12-10
Publication date: 2023-08-08

Abstract

The disclosed technology is a vehicle object detection radar system that incorporates an Inertial Measurement Unit (IMU). The IMU may obtain input signals such as or related to relative motion, acceleration, object detection angle, vehicle roll and vibration of the vehicle and/or any towed trailer, and process these input signals for forwarding to the vehicle operator as operational information and possibly alarms. And the obtained IMU signals may be forwarded directly to the vehicle object detection radar system and the central controller for automatic adjustment and control thereof.

Description

Calibration and operation of vehicle object detection radar with Inertial Measurement Unit (IMU)

Description of the invention

The present application claims the benefit of U.S. provisional application serial No. 63/123730, entitled "calibration of vehicle object detection radar with Inertial Measurement Unit (IMU)" filed on month 12 and 10 of 2020, and claims the benefit of U.S. provisional application serial No. 63/123777, entitled "operation of vehicle object detection radar with Inertial Measurement Unit (IMU)" filed on month 12 and 10 of 2020, the entire disclosures of both U.S. provisional applications are hereby incorporated by reference.

Background of the disclosure

Technical Field

The disclosed technology relates generally to vehicle object detection radar systems. More specifically, the disclosed technology relates to such radar systems: the radar system includes an Inertial Measurement Unit (IMU) to alert and, if necessary, enable the vehicle operator or the vehicle's automatic monitoring and control system to adjust to problems caused by dynamic changes in the vehicle, towed trailers (if any), and/or the radar system environment.

Background

An exemplary conventional Inertial Measurement Unit (IMU) is delforskohl Electronically Scanned Radar (ESR) (https:// www.delphi.com). Another exemplary conventional IMU is VN-100IMU/AHRS (https:// www.vectornav.com/products) from VectorNav, dallas, tex.

Disclosure of Invention

The invention is a vehicle object detection radar system incorporating an IMU. The IMU may obtain input signals such as, or related to, range, relative motion, acceleration, object detection angle, and vehicle roll/pitch, bounce, and vibration. The IMU may share or transmit these input signals as data to a vehicle object detection radar system and/or operator, or other monitoring/control system of the vehicle, or even to other receivers remotely.

In certain embodiments, the disclosed technology is an on-board, preferably lateral, object detection radar system that includes a radar sensor that incorporates an IMU. In another embodiment, the disclosed technology is a unitary, self-contained radar object detection package including a radar sensor and an incorporated IMU for after-market installation on one side of a vehicle or trailer to be towed. In another embodiment, the disclosed technology is a radar object detection package with an IMU that includes accelerometer, gyroscope, and magnetometer components integrated together in a radar sensor package.

The disclosed technology may include an apparatus and/or method that includes an IMU, or separate one or more accelerometer, gyroscope, and magnetometer components, integrated together in a radar sensor package for mounting on/in a vehicle and/or trailer. Some embodiments of the apparatus and/or method, including IMUs or individual components or their use, include calibration of the radar sensor package to take into account the location/angle of the installed radar sensor face. Some embodiments of the apparatus and/or method including IMUs or individual components or their use may include detecting operational stresses on the package in view of the radar object installed, for example, due to tilting or deflection of the vehicle and/or trailer during transport, or due to bounce or vibration of the vehicle and/or trailer, and/or in view of changes in the apparatus due to damage or wear.

And (3) calibrating:

often, accurate installation is required for proper operation of such radar systems. On the other hand, according to the disclosed technology, the use of IMU can conveniently and effectively calibrate the installation error of the system. Moreover, as such, the radar system need not be mounted on the vehicle within very small tolerances, which is current practice. The disclosed technology allows the radar to be installed with greater tolerances, saving time, effort and expense.

The disclosed techniques may exist in a number of embodiments, for example, to account for errors during installation of a radar object detection package. Furthermore, it may also take into account errors caused by movement/displacement of the radar object detection package due to impact damage, or errors caused by wear or failure of any fastening components of the radar package located on the vehicle or trailer side. In addition, it may also take into account errors caused by changes in the height of the vehicle due to different suspensions, different tires or adjustable height settings of the vehicle or trailer or its suspensions.

It is an object of the disclosed technology to provide one or more or all of these features.

To calibrate errors caused by, for example, radar package installation errors or radar package or vehicle side surface damage, changing the position/orientation of the radar package, the IMU is preferably built into the Printed Circuit Assembly (PCA) of the radar system such that one axis is aligned parallel to the x-axis of the sensor face and the other axis is aligned perpendicular to the sensor face (z-axis). Then, to calculate the offset angle α between the straight forward or backward direction of actual movement and the x-axis of the accelerometer of the IMU, the position of the vehicle is monitored while accelerating and/or decelerating along the straight line. To ensure that the vehicle is traveling in a straight line at this time, the gyroscope assembly of the IMU is monitored during acceleration/deceleration to obtain any movement indicative of a turn. Alternatively or additionally to the gyroscope assembly, in some embodiments, GPS heading information and/or vehicle CAN (controller area network) steering position data may be used to indicate a turn/linear movement condition.

In this way, the installed radar object detection and IMU package may observe the direction of forward or backward movement of the vehicle or trailer along the observed second x-axis to determine the first offset angle α, i.e., the difference between the radar sensor surface first x-axis and the observed direction of forward or backward movement of the vehicle (i.e., the second x-axis). Then, when calculating the angle between the straight direction of the vehicle/trailer (which is also the x-axis of the side surface of the truck/trailer mounted with the radar package, if the side surface of the truck/trailer mounted with the radar package is planar and parallel to said straight direction of the vehicle/trailer, as is usual for many undamaged truck/trailer side walls), and the first x-axis of the radar sensor face, any measured deviation from 0 ° is the angle α, i.e. the mounting error. The first x-axis position detected during calibration and the resulting angle α then becomes the "expected" position/angle of the radar sensor face x-axis. Then, in a subsequent operation of the radar object detection system comprising the measurement of the angle α, depending on the amount/extent of this deviation, the deviation from the expected angle α may be taken into account in the object/target detection and/or signaled as an error.

Further, in this way, the installed radar object detection and IMU package may confirm the straight forward or backward movement of the vehicle by a gyroscope assembly of the IMU adapted to detect a turn of the vehicle or trailer along the first y-axis and/or any direction.

Moreover, in this way, the installed radar object detection IMU package may observe the downward and/or upward direction of movement of the vehicle or trailer primarily in the earth's gravitational field along the observed second z-axis to determine the second offset angle β, i.e., the difference between the radar sensor face first z-axis and the observed gravitational field direction (i.e., the second z-axis).

Then, to calculate β, the angle between the line perpendicular to the ground (and approximately parallel to the acceleration of the earth's gravitational field) and the plane of the radar sensor, the z-axis accelerometer position of the IMU is monitored and any measured deviation from 0 ° is β, the installation error. Similar to the detection of angle α during calibration, the first z-axis position detected during calibration and the resulting angle β become the "expected" position of the radar sensor face z-axis. On subsequent operations, depending on the amount/extent of the deviation, the deviation from the "expected" may be considered in object/target detection and/or signaled as an error.

The calibration process may be completed once and the alpha and beta values stored in memory. Alternatively, the calibration process for alpha may be performed periodically, or even continuously, wherein in some embodiments updated alpha values may be calculated each time a linear movement of the vehicle/trailer is detected.

Many commercial IMUs are now manufactured in good quality and in large quantities. Thus, they are currently often available at reasonable prices. As such, designing, designating, and using a commercial IMU is economical, if not all of the available functions of the commercial IMU are intended for use, as in some embodiments of the disclosed technology. In some embodiments of the present disclosure, for example, magnetometer components may not be used. However, the accelerometer and gyroscope assemblies are used for their respective functions. Nevertheless, it may be economically advantageous to install current, commercial "off-the-shelf" IMUs in many embodiments of the disclosed technology.

However, in some cases, a single, independent accelerometer and gyroscope assembly of high quality and low cost may be used in the presently disclosed technology and economically attractive. Then, a current, classical IMU with more than required components/functions as described above may not be required, and the individual accelerometer and gyroscope components may be designed, designated and/or manufactured and used separately or together to practice the disclosed techniques.

The operation performed

The disclosed technology also relates to methods and apparatus for radar technology for detecting the risk of motor vehicles and other equipment, preferably for continued use after calibration as discussed herein. More particularly, certain embodiments relate to monitoring angle alpha prime (α '), angle beta prime (β'), x-axis, y-axis, and z-axis vibrations, as well as z-axis accelerations due to large z-axis motions, to compensate or mitigate inaccurate or false detection due to operational stresses such as unwanted dynamic motions and/or device changes due to damage or wear. The undesired dynamic movement and/or device changes may be due to driving dynamics of the vehicle/trailer, the effects of road conditions, and/or changes in sensor packaging and vehicle/trailer conditions that may be caused, for example, by damage or wear.

Radar systems mounted on vehicles are subject to very dynamic conditions. Such as roll/pitch, vibration and jerk of the vehicle. These dynamics may cause undesirable nuisance alarms. Using the embedded IMU, the radar can monitor and mitigate the effects of unwanted vehicle dynamics.

All vehicles lean (sway) while turning or other operations are being performed. This is especially true for large vehicles. The tilt may be large enough to change the relative position between the radar sensor mounted on the vehicle and the ground. Depending on the manoeuvre, the result of tilting may be to point the radar sensor towards the ground, resulting in false detection. Using the embedded IMU, the radar system can determine whether the tilt of the vehicle is expected to detect the ground. When this occurs, certain embodiments of the radar systems disclosed herein may automatically adjust their detection mode or otherwise mitigate false detections.

The vehicle may vibrate for a number of reasons. This means that radar sensors mounted on these vehicles vibrate accordingly. These vibrations can lead to doppler measurement errors of the radar sensor. Using the embedded IMU, certain embodiments of the radar systems disclosed herein may sense such vibrations and compensate for the vibrations or signal the cause of the need to mitigate the vibrations.

It is not uncommon for a vehicle to experience a large impact or jerk, for example, due to a pothole or a deceleration strip. Radar systems mounted on vehicles and subject to large jumps have a higher probability of false positives due to doppler errors caused or perhaps even possible ground detection. Using the embedded IMU, certain embodiments of the radar system disclosed herein may detect large hops and appropriately reduce alarms.

The Inertial Measurement Unit (IMU) should be embedded in the Printed Circuit Assembly (PCA) of the radar system so that one axis is aligned parallel to the sensor face (or "beam face" or "outer face") and the other axis is aligned perpendicular to the sensor face (or "beam face" or "outer face"). In certain embodiments, one or more, and preferably three, individual dynamic conditions may be monitored, for example, as described below. The positive x-axis is considered as the forward direction of travel of the vehicle, the positive y-axis extends out of the sensor face, and the positive z-axis faces the sky in the vertical direction.

In some embodiments, to determine whether the sway/tilt of the vehicle is sufficient for the ground to cause false detection, the radar sensor monitors the z-axis accelerometer of the embedded IMU, and/or in some embodiments monitors the y-axis accelerometer, and the radar microprocessor also has to know the approximate mounting height of the radar sensor from the ground. The microprocessor can then mathematically determine whether the ground is in view. Once determined, the radar sensor may automatically adjust the detection range so that the ground is outside its range.

Vibration in the y-axis can lead to doppler measurement errors. In some embodiments, to mitigate the effects of such vibrations, the y-axis accelerometer of the embedded IMU must be continuously sampled to produce an array of samples. The radar sensor may then perform a Fast Fourier Transform (FFT) on the sample array. The resulting frequency may then be subtracted from the radar target Doppler information. In some embodiments, vibrations in any one of the x, y, or z directions, for example, are monitored, and the amplitude of the vibrations may be such that a false/alarm signal is generated, for example, a false/alarm signal sent to a BIST (built-in self test) system is generated, so that a driver or other person may analyze the vibration source and mitigate the vibrations, if possible.

If a large abrupt change in z-axis acceleration occurs, the radar sensor will treat it as a bounce event. To determine whether the vehicle is experiencing a "bounce" event, the radar sensor may monitor the z-axis accelerometer of the embedded IMU. A bounce event may be distinguished from a vibration that is less than a bounce and that is typically repeated periodically and frequently, e.g., multiple vibrations occur continuously for a short period of time (e.g., for at least 5-10 seconds). When this occurs, the radar sensor of some embodiments may temporarily prevent any detection or adjust the detection algorithm appropriately.

In this way, the rotation of the vehicle or trailer, and thus the rotation of the radar object detection package about the x-axis (in a plane generally parallel to the z-axis), may be observed and measured by the radar object detection package to determine the tilt angle β' (beta skimming) of the vehicle or trailer and the radar object detection package, e.g., due to a turn of the vehicle/trailer. Also, as such, the radar object detection package may observe and measure bounce and vibration, both of which are short time variations of the radar object detection package around or along any of the x, y or z axes, but the vibration is typically repeated frequently over short time periods, while the bounce is not frequent and is dispersed in time.

Many commercial IMUs are now manufactured in good quality and in large quantities. Thus, they are currently often available at reasonable prices. As such, designing, designating, and using a commercially available IMU, as in some embodiments of the disclosed technology, is economical even if not all of the available functions of the commercially available IMU are intended for use. In some embodiments of the present disclosure, for example, magnetometer components may not be used. In this case, however, the accelerometer and gyroscope assemblies are used for their respective functions. Moreover, it may be economically advantageous to install current, commercial "off-the-shelf" IMUs in many embodiments of the disclosed technology.

In some cases, a single, independent accelerometer and gyroscope assembly of high quality and low price may become available and economically attractive for use in the presently disclosed technology. Then, a current, classical IMU with more than the required components/functions as described above may not be necessary, and the individual accelerometer and gyroscope components may be designed, specified and/or manufactured and used separately or together.

Drawings

Fig. 1 is a schematic flow chart that briefly and generally depicts a radar object detection process that may be utilized in accordance with embodiments of the disclosed technology.

Fig. 2 is a top detail left side perspective view of a radar object detection package according to one embodiment of the present invention, for example attached to the left side of a trailer.

Fig. 3 is a schematic side view of a truck-tractor towing a trailer equipped with a radar object detection sensor package on its right side in accordance with one embodiment of the disclosed technology.

Fig. 4 is a top view of the side view depicted in fig. 3.

Fig. 4A is an enlarged detail view of the top view depicted in fig. 4, but in the enlarged detail view, the radar object detection sensor package in fig. 4A is mounted at an angle (α) to the truck trailer body.

Fig. 5 is a rear view of the trailer depicted in fig. 3, 4 and 4A.

Fig. 5A is an enlarged detail view of the rear view depicted in fig. 5, but in the enlarged detail view, the radar object detection sensor package in fig. 5A is mounted at an angle (β) to the truck trailer body.

Fig. 6 is a schematic flow chart of an initial calibration of an alpha angle, showing steps of determining an alpha (alpha) angle in accordance with an embodiment of the disclosed technology.

Fig. 7 is a schematic flow chart diagram of initial calibration of beta angle, showing steps of determining beta (beta) angle in accordance with an embodiment of the disclosed technology.

Fig. 8 is a schematic flow chart diagram illustrating one embodiment of steps according to the present invention that may be included as part of the radar object detection process, e.g., in fig. 1.

Fig. 9 is a schematic flow chart describing steps of monitoring the operation of a radar object detection system, for example by monitoring, according to one embodiment of the disclosed technology: rotation about the z-axis due to turning, angle alpha prime (alpha') using the x-axis accelerometer and the y-axis accelerometer, and the z-axis accelerometer for "bump" indication, and adjustments to the vehicle/trailer turning, angle error, or "bump" indication are made, if necessary.

Fig. 10 is a top view similar to fig. 4 except that the vehicle and trailer are turned to the left.

Fig. 11 is a rear view similar to fig. 5, but with the trailer leaning to the right due to the turn in fig. 10, wherein fig. 10 and 11 illustrate the turn and resulting lean, as may be monitored and adjusted in fig. 9, for example.

Fig. 12 is a rear view similar to fig. 5.

Fig. 12A is a schematic enlarged detailed view of the rear view of fig. 12, but shows up-and-down movement of the radar object detecting sensor package due to, for example, vibration or jolt.

Fig. 13 is a rear view similar to fig. 5.

Fig. 13A is a schematic enlarged detailed view of the rear view of fig. 13, but in which the radar object detecting sensor package moves left and right due to, for example, vibration or damage or installation problems.

Fig. 14 is a schematic flow chart depicting steps of monitoring vibrations such as up and down movement as shown in fig. 12A or side-to-side movement as shown in fig. 13A by using UMI in accordance with one embodiment of the disclosed technology.

Detailed Description

Calibration of the system of radar sensor face positions:

certain embodiments of the disclosed technology include apparatus and/or methods for calibration of radar object detection systems and may be described as follows.

1. (calibration of the angle α) a dynamic misalignment error correction system for an in-vehicle side-object detection radar system, having:

an integrated, self-contained radar object detection sensor package adapted for after-market mounting on a side of a vehicle or on a side of a trailer adapted to be towed by the vehicle, the radar object detection sensor package having a radar sensor;

the radar sensor has a beam plane (also referred to as an "external plane" or "radar sensor plane") having x, y, and z Cartesian coordinate axis orientations, wherein the beam plane is attached such that the x-axis is substantially parallel to a line approximating a direction of forward or backward movement of a line of a vehicle or trailer, the y-axis is substantially parallel to a line approximating a horizon, and the z-axis is substantially parallel to a line approximating a direction of the earth's gravitational field;

The radar sensor is adapted to maintain a wide antenna pattern with a main lobe directed perpendicularly to a side of a vehicle or trailer when mounted thereto to maintain radar coverage predominantly in its next adjacent substantially parallel road lane and the next distally adjacent substantially parallel road lane;

the radar sensor also has an Inertial Measurement Unit (IMU) containing an accelerometer (preferably each of an x-axis accelerometer, a y-axis accelerometer and a z-axis accelerometer), a gyroscope and a magnetometer assembly integrated with the radar sensor in the separate radar object detection sensor package;

the IMU is adapted to observe an observed first x-axis of the radar sensor surface by a first component of the IMU during a straight forward or backward direction of movement of the vehicle or trailer along an observed second x-axis to determine an offset angle α, which is the difference between the observed first x-axis of the radar sensor surface and the observed second x-axis of the direction of movement of the vehicle;

the straight forward or backward movement of the vehicle or trailer is confirmed by a second component of the IMU adapted to detect any movement of the vehicle or trailer along the y-axis; and

The independent radar object detection package is adapted to input and save the offset angle α for future consideration for correcting any relevant radar sensor measurements.

2. The dynamic misalignment error correction system of item #1 above wherein the first component of the IMU is adapted to observe acceleration and/or deceleration (due to vehicle or trailer acceleration or deceleration) of motion along the observed second x-axis to determine the offset angle α, and the first component of the IMU is an x-axis accelerometer component in the IMU.

3. The dynamic misalignment error correction system of item #1 above wherein the second component of the IMU adapted to detect any movement of the vehicle or trailer along the y-axis is a gyroscope component in the IMU.

Alternatively, certain embodiments of the disclosed technology are also described by the following:

4. (calibration of the angle β) a dynamic misalignment error correction system for an in-vehicle side-object detection radar system, having:

the radar sensor has a beam plane (also referred to as a "radar sensor plane") with x, y and z Cartesian coordinate axis orientations, the beam plane being attached such that the x-axis is substantially parallel to a line approximating a straight line forward or backward movement direction of a vehicle or trailer, the y-axis is substantially parallel to a line approximating a horizon, and the z-axis is substantially parallel to a line approximating a direction of the earth's gravitational field;

The radar sensor is adapted to maintain a wide antenna pattern with a main lobe pointing perpendicularly to a side of a vehicle or trailer when the radar object detection package is mounted on the side of the vehicle or trailer to maintain radar coverage primarily in its next adjacent substantially parallel road lane and the next remotely adjacent substantially parallel road lane;

the radar sensor also has an Inertial Measurement Unit (IMU) containing an accelerometer (preferably each of an x-axis accelerometer, a y-axis accelerometer and a z-axis accelerometer), a gyroscope and a magnetometer assembly integrated with the radar sensor in a separate radar object detection sensor package;

the IMU is adapted to observe an observed first z-axis of the radar sensor face through a first component of the IMU to determine an offset angle β, which is a difference between the observed first z-axis of the radar sensor face and an observed gravitational field direction, which is an observed second z-axis generally corresponding to an up-down direction of the trailer in the earth gravitational field; and

the independent radar object detection package is adapted to input and save the offset angle beta for future consideration for correcting any relevant radar sensor measurements.

5. The dynamic misalignment error correction system of item #4 above wherein the first component of the IMU adapted to view the first z-axis to determine the offset angle β is a z-axis accelerometer component in the IMU.

6. The dynamic misalignment error correction system of item #4 above wherein during viewing of the first and second z-axes the vehicle or trailer is stopped on a flat surface such that the vehicle or trailer is not tilted or turned and the second z-axis is perpendicular to the flat surface.

7. (calibration of angles α and β) a dynamic misalignment error correction system for an in-vehicle side-object detection radar system, having:

an integrated, self-contained radar sensor package adapted for after-market mounting on a side of a vehicle or on a side of a trailer adapted to be towed by a vehicle, the radar sensor package having a radar sensor;

the radar sensor has a beam plane (also referred to as an "external plane" or "radar sensor plane") with x, y, and z Cartesian coordinate axis orientations, the beam plane being attached such that the x-axis is generally parallel to a line approximating a direction of forward or backward movement of a vehicle or trailer, the y-axis is generally parallel to a line approximating a horizon, and the z-axis is generally parallel to a line approximating a direction of the earth's gravitational field;

The radar sensor is adapted to maintain a wide antenna pattern with a main lobe pointing perpendicularly to a side of a vehicle or trailer when the package is mounted on that side of the vehicle or trailer to maintain radar coverage primarily in its next adjacent substantially parallel roadway lane and the next remotely adjacent substantially parallel roadway lane;

the radar sensor also has an IMU (inertial measurement unit) containing an accelerometer (preferably each of an x-axis accelerometer, a y-axis accelerometer and a z-axis accelerometer), a gyroscope and a magnetometer assembly integrated with the radar sensor in the separate radar sensor package;

the IMU is adapted to observe an observed first x-axis of the radar sensor surface through a first component of the IMU during a straight forward or backward direction of movement of the vehicle or trailer along an observed second x-axis to determine an offset angle α, which is the difference between the observed first x-axis of the radar sensor surface and the observed second x-axis of the vehicle direction of movement;

the straight forward or backward movement of the vehicle or trailer is confirmed by a second component of the IMU adapted to detect any movement of the vehicle or trailer along the y-axis;

The IMU is adapted to observe the observed first z-axis of the radar sensor surface through a third component of the IMU to determine an offset angle β, the offset angle β being the difference between the observed first z-axis of the radar sensor surface and a gravitational field direction, the gravitational field direction being the observed second z-axis; and

the independent radar object detection package is adapted to input and save the first offset angle α and the second offset angle β for future consideration for correcting any relevant sensor measurements.

8. The dynamic misalignment error correction system of item #7 above wherein the first component of the IMU is adapted to observe acceleration and/or deceleration along the observed second x-axis to determine the offset angle α, and the first component of the IMU is an x-axis accelerometer component in the IMU.

9. The dynamic misalignment error correction system of item #7 above wherein the second component of the IMU adapted to detect any movement of the vehicle or trailer along the y-axis is a gyroscope component in the IMU.

10. The dynamic misalignment error correction system of item #7 above wherein the third component of the IMU that is adapted to observe the first z-axis to determine the offset angle β is a z-axis accelerometer component in the IMU.

11. The dynamic misalignment error correction system of item #7 above wherein during viewing of the first z-axis and the second z-axis, the vehicle or trailer is stopped on a flat surface such that the vehicle or trailer is not tilted or turned and the z-axis of the vehicle/trailer is perpendicular to the flat surface, wherein the vehicle z-axis is parallel to the second z-axis as viewed as the direction of gravity.

With specific reference to the calibration of fig. 1-7:

in the generalized schematic flow chart of fig. 1, several process steps are depicted in outline form, which may be understood and utilized by those of ordinary skill in the art of vehicle object detection radar systems for radar-based object detection. Those of ordinary skill in the art will also understand, upon review of this document and the accompanying drawings, how to incorporate methods and apparatus according to embodiments of the present invention into the process of fig. 1 and the devices represented by fig. 1 and/or known in the art for practicing improved calibration of radar sensor systems and, thus, improved ongoing operation of radar sensor systems.

In the schematic top detail perspective left side view of fig. 2, a radar object detection sensor package (or "unit") 10 with a built-in IMU 12 is attached to a vehicle left side surface 15. The package 10 includes an IMU 12, the IMU 12 having an exterior face 16 and being operatively incorporated into a radar object detection Printed Circuit Assembly (PCA) 11, the PCA11 having an exterior PCA face 17 and a beam face 18, having x-y-z cartesian axes-the x-axis being directed generally/approximately perpendicularly to the front of the vehicle (front-to-back), the y-axis being directed generally/approximately perpendicularly to the exterior and interior of the body of the vehicle (left-to-right), and the z-axis being directed generally/approximately perpendicularly to the sky and ground (up and down).

In the present disclosure, including the use of "substantially" and/or "approximately" in the sections related to calibration and ongoing operations to describe these axes, it is to be understood as indicating the general orientation of these axes, rather than limiting each axis of the vehicle/trailer or radar object detection package to always have one exact position. Of particular importance in this disclosure is focusing on observing/measuring/determining the actual mounting position of the radar object detecting sensor relative to the vehicle/trailer for calibration, and observing/measuring/determining the actual operating position of the sensor at any given time during continued operation after calibration, wherein dynamic driving of the vehicle/trailer, road conditions and changes in sensor packaging (such as caused by bumps, damage or wear) and conditions of the vehicle/trailer may change the position of the sensor relative to, for example, the vehicle/trailer, gravity, ground and direction of travel. Since the position of the radar sensor and the direction of the radar signal are key factors in the accuracy of the detection signal, these methods may greatly improve the accuracy of radar object detection by allowing compensation for installation errors and undesired dynamic movements, and/or by allowing mitigation or at least sending alarms regarding equipment problems.

Furthermore, as schematically shown in fig. 2, IMU face 16, PCA face 17, and beam face 18 may be described as being all coplanar, or parallel and in close proximity to each other so as to be nearly and effectively coplanar, and thus the terms "external face" or "radar sensor face" or "beam face" are used herein to refer to such planes/faces: the radar waves are transmitted from and radar returns/signals are received to this plane/face, and the IMU incorporated into the PCA will observe (or determine, measure or sense) from this plane/face during the calibration disclosed herein and the embodiments of calibration and continued radar object detection operations discussed later herein. While radar object detection sensor packages typically have a housing for protecting the PCA and other components, the outer surface of the housing will be slightly outward from the PCA, rather than the "outer face" or "radar sensor face" or "beam face" described herein. Thus, in the drawings, the radar object detection sensor package is schematically depicted as an elongated rectangular box, which does not show any housing, whereas the outer side of the schematic rectangular box (the left outer side in the left-hand mounting of fig. 2 or the right outer side in the right-hand mounting of fig. 3 to 5A) is an "outer face" or "radar sensor face" or "beam face".

The radar object detection sensor package 10 may be attached to the left and right sides of a vehicle, with the right side package (also referred to as a "unit") being a mirror image of the left side package ("unit") shown in fig. 2. Also, for a tractor and trailer combination, the sensor package 10 may be placed on one or both sides of the tractor or trailer and near the front or rear of the tractor or trailer.

In the schematic side view of fig. 3, a tractor 22 towing a trailer 24 has a radar object detection sensor package 26 attached to a right front underside surface 25 of the trailer 24, similar or identical to the package 10 of fig. 2.

In the schematic top view of fig. 3 as depicted in fig. 4, the tractor 22, trailer 24 and radar object detection sensor package 26 are also shown. In fig. 3 and 4, the relevant cartesian coordinate axes x-z for the side view and x-y for the top view are shown, as well as the thick arrow 23 showing the forward direction of movement of the vehicle 20 generally along the x-axis. For calibrating the angle alpha (alpha), the forward movement direction (23) is preferably straight, without turning and without movement in the y-axis direction.

In the enlarged detail view of fig. 4A, the radar object detection package 26A has an outer face 28, there is an offset angle α between the outer face 28 of the package 26A and an arrow 30, the arrow 30 being understood as a straight forward direction of movement 23 along the x-axis of the vehicle 20, and if the side wall 25 is flat and parallel to the direction 23, the arrow 30 may also be considered as the x-axis of the outer wall 25 of the trailer 24 in which the package 26A is mounted. The angle α may be referred to as a first offset angle and may be described as a rotation about the z-axis that moves the exterior face 28 of the package no longer perfectly parallel to the x-axis of the vehicle/trailer, typically due to mounting errors that place the exterior face 28 at an angle to the side surface 25 rather than parallel to the side surface 25.

The angle alpha (α) may be described as the angle between the two observed (or determined, measured or sensed): 1) The radar object detects the observed position of the encapsulated radar sensor face or "exterior face 28" and 2) the forward direction of movement of the vehicle/trailer 23. In other words, the observation of this angle alpha (α) is preferably accomplished by observing (or determining, measuring or sensing) and comparing the x-axis of the radar sensor surface with the x-axis of the straight forward or backward movement of the vehicle/trailer.

If the package 26 is perfectly mounted onto a perfectly flat plane 25 perfectly parallel to the x-axis of the vehicle/trailer, the x-axes of the direction 23, side surface 25 and outer surface 28 of the vehicle/trailer should all be parallel, and if this is the case, the observed x-axis will result in a calibration offset angle alpha (alpha) of 0 degrees being 0 degrees. However, in view of the fact that such ideal conditions typically do not exist or occur, observing the calibrated x-axis according to embodiments disclosed herein will allow for these drawbacks to be taken into account during radar object detection operations where imperfect packages 26 are installed, and/or after the installed packages 10 are loosened from the side surfaces 25 due to prolonged use, or after the packages or vehicle/trailer side surfaces are impacted, damaged, or worn. Even if the package 10 is well mounted onto a flat planar side surface, in certain embodiments, it is expected that defects often inherent in manual mounting result in, for example, up to 2 degrees of calibration offset angle alpha (α), or in advanced mounting, up to 1 degree of calibration offset angle alpha (α), which can result in significant errors in object detection. In less accurate installations, or in the event of such looseness, bumps, damage or wear, the calibration offset angle alpha (alpha) may be greater and may be so great as to generate false alarms requiring reinstallation or repair.

Fig. 5 is a rear view of the vehicle 20, trailer 24 depicted in fig. 3, 4 and 4A, and in fig. 5, the radar object detection sensor package 26 is shown attached to an outer wall 25 of the trailer 24.

Fig. 5A is an enlarged detail view of the rear view depicted in fig. 5, in fig. 5A, the radar object detection sensor package 26B is shown mounted at an angle β to a vertical line 32, the vertical line 32 representing: 1) The direction of gravity; 2) The z-axis of the vehicle/trailer because calibration is preferably done while the vehicle/trailer is stopped on a flat ground or surface; and 3) a side surface 25, if the side surface 25 is planar and parallel to the z-axis of the vehicle/trailer. The angle β may be referred to as a second offset angle and may be described as a rotation about axis X that moves the package exterior face 28 away from a Z-axis that is perfectly parallel to the vehicle/trailer, typically due to a mounting error that places the exterior face 28 at an angle to the side surface 25 rather than parallel.

The angle beta (β) may be described as the angle between the two observed (or determined, measured or sensed): 1) The radar object detects the radar sensor face or "outer face 28" of the package/unit, and 2) the direction of gravity of the earth's gravitational field and/or the up-down z-axis of the vehicle/trailer when the vehicle is on a flat surface. The observation of the angle beta (beta) is preferably done by observing (or determining, measuring or sensing) and comparing the z-axis of the radar sensor face with the direction of the gravitational field and/or the z-axis of the vehicle/trailer when the vehicle/trailer is parked on a flat ground (so that the z-axis and the gravitational field of the vehicle/trailer should be identical or very close to identical).

Similar to that described for the first offset angle alpha (alpha), if the package 26 is perfectly mounted onto a perfectly flat planar surface 25 that is perfectly parallel to the z-axis of the vehicle/trailer, the z-axes of the vehicle/trailer, the side surface 25 and the outer surface 28 should all be parallel, and if this is the case, the calibration offset angle beta (beta) would be 0 degrees. However, in view of the imperfections of mounting errors, looseness, bumps, damage or wear, as discussed above, the calibration for beta (β) would preferably allow for these imperfections to be taken into account during the radar object detection operation of package 26 in addition to the calibration for alpha (α), according to embodiments disclosed herein. The mounting defect is expected to result in a calibration offset angle beta (beta) of, for example, up to 2 degrees in some embodiments, or up to 1 degree in advanced installations, which may result in significant errors in object detection. Moreover, as also noted above, the calibrated offset angle beta (β) may be larger and may be so large as to generate false alarms requiring reinstallation or repair in the event of such loosening, impact, damage or wear.

It may be noted that some embodiments may include calibration for mounting errors due to mounting the package 26 in a rotational position about the y-axis. However, because of the preferred box-like shape of certain embodiments of the radar package/unit, and the ability of personnel to place a level gauge on the top surface of the package/unit to assist in installation in a manner that prevents such installation errors, the installation errors (if any) of "pivoting about the y-axis" are typically small.

In the schematic flow chart of fig. 6, the steps of initial calibration angle α, i.e., the first offset angle, in certain embodiments are depicted.

In the schematic flow chart of fig. 7, steps of initial calibration angle β, i.e., the second offset angle, are depicted in some embodiments.

The operation is carried out:

certain embodiments of the disclosed technology include devices and/or methods for adjusting, compensating, or mitigating object detection signals/data that are affected by operational stresses such as unwanted dynamic motions and/or device changes due to damage or wear during ongoing operation of a radar system.

The terms and reference letters alpha prime (alpha '), angle beta prime (beta') are used herein to aid the reader/viewer in studying (as compared to calibrated) operations performed. In the case of both the performed operation and the calibration, the alpha angle represents the angle of the sensor surface generated by rotation around the z-axis, and the beta angle represents the angle of the sensor surface generated by rotation around the x-axis. However, in some embodiments, different devices may be used during operation than during calibration, e.g., different IMU components may be used to view the alpha and beta angles, so in the operational section herein, a skimming is added in the alpha and beta angles to help the reader/viewer understand the devices and methods for performing the operation (as compared to the calibration).

Preferably, these means and/or methods for adjusting, compensating or mitigating are performed after calibration of the radar system according to embodiments disclosed herein, and may be described as follows.

1. (measuring sideways tilt or rotation, angle β') an in-vehicle side-object detection radar system having:

an integrated, self-contained radar object detection package adapted for after-market mounting on a side of a vehicle or on a side of a trailer adapted to be towed by the vehicle, the package having a radar sensor;

the radar sensor has a beam plane having x, y and z Cartesian coordinate axis orientations, wherein the x-axis is substantially parallel to a line approximating a forward direction of motion of the vehicle or trailer, the y-axis is substantially parallel to a line approximating a horizon, and the z-axis is substantially parallel to a line approximating a direction of a gravitational field of the earth;

when the package is mounted on a side of a vehicle or trailer, the radar sensor is adapted to maintain a wide antenna pattern with a main lobe directed perpendicularly to the side of the vehicle or trailer so as to maintain radar coverage primarily in its next adjacent substantially parallel roadway lane and the next distally adjacent substantially parallel roadway lane;

The radar sensor also has an Inertial Measurement Unit (IMU) containing an accelerometer, gyroscope and magnetometer assembly integrated with the radar sensor in the separate radar object detection sensor package;

the IMU is adapted to observe and measure rotation of the radar object detection package about the x-axis by means of a first component of the IMU to determine a tilt or rotation angle β '(beta skimming), i.e. the difference between the z-axis observed by the beam plane and the direction of the earth's gravitational field, i.e. the amount of tilt or rotation; and

the independent radar object detection package is adapted to input and save the tilt or swivel angle β' for future consideration for operation of the vehicle or trailer.

2. The in-vehicle side-object detection radar system of item #1, wherein the IMU first component that observes and measures the z-axis (rotation of the radar object detection package about the x-axis) observed by the beam plane is a z-axis accelerometer, and the gyroscope observes and measures the direction of the earth's gravitational field.

3. The in-vehicle side-object detection radar system of item #1, wherein the IMU first component that observes and measures the z-axis (rotation of the radar object detection package about the x-axis) observed by the beam plane is selected from the group consisting of a z-axis accelerometer, a y-axis accelerometer, and a combination of the z-axis accelerometer and the y-axis accelerometer, and wherein the gyroscope observes and measures the direction of the earth's gravitational field.

Alternatively, for example, certain embodiments may be described as follows:

4. (measuring runout or vibration amount/frequency) an on-board side object detection radar system having:

an integrated, self-contained radar object detection package adapted for after-market mounting on a side of a vehicle or on a side of a trailer adapted to be towed by the vehicle, the radar object detection package having a radar sensor;

when the radar object detection package is mounted on a side of a vehicle or trailer, the radar sensor is adapted to maintain a wide antenna pattern with a main lobe directed perpendicularly to the side of the vehicle or trailer so as to maintain radar coverage primarily in its next adjacent substantially parallel road lane and the next distally adjacent substantially parallel road lane;

the radar system also has an Inertial Measurement Unit (IMU) containing an accelerometer, gyroscope and magnetometer components integrated with the radar sensor in the separate radar object detection package;

Wherein one or more components of the IMU are adapted to observe and measure short time series changes in the radar object detection package around or along at least one or all of the x-axis, y-axis, or z-axis to determine the amount and frequency of bounce or vibration of the radar object detection package; and

the radar object detection package is adapted to input and save the amount and frequency of runout or vibration for future consideration for operation of the vehicle or trailer.

5. The in-vehicle side-object detection radar system of item #3, wherein the component(s) of the IMU that observe and measure the short time series of changes in the installed radar object detection package around or along one or more or all of the x-axis, y-axis, or z-axis to determine the amount and frequency of bounce or vibration of the radar object detection package are accelerometer components in the IMU.

6. The in-vehicle side-object detection radar system of item #5, wherein the component(s) of the IMU that observe and measure short time series changes to determine the amount and frequency of bounce or vibration of the radar object detection package are selected from the group consisting of an x-axis accelerometer, a y-axis accelerometer, a z-axis accelerometer, and a group consisting of all three of the x-axis accelerometer, the y-axis accelerometer, and the z-axis accelerometer of the accelerometer component of the IMU.

With specific reference to the operations performed in fig. 8 to 14:

in the schematic flow chart of fig. 8, certain embodiments for using the disclosed apparatus and methods as part of radar object detection after calibration are depicted. Thus, fig. 8 shows one embodiment of steps according to the present invention, which may be included as a feature/part of the radar object detection process performed, such as in fig. 1. Fig. 8 illustrates steps performed after calibration, including continued verification of vehicle/trailer direction, continued measurement of sensor angle alpha prime (α ') and sensor angle beta prime (β'), and comparison of newly measured sensor angles to corresponding sensor angles expected from calibration according to the disclosed techniques, and determining whether the comparison is within normal tolerances, or whether compensation for target detection signals/data is warranted, or whether an alarm/error prompt needs to be issued.

FIG. 9 is a schematic flow chart diagram describing some embodiments of steps for monitoring the operation of a radar object detection system, for example, by monitoring the following items: according to one embodiment of the disclosed technology, the rotation about the z-axis due to the turn, the angle alpha prime (α') using the x-axis accelerometer and the y-axis accelerometer, and the z-axis accelerometer for "bump" indication, and if necessary, adjust for vehicle/trailer turn, angle error, or "bump" indication.

Fig. 10 is a schematic top view similar to the schematic top view of fig. 4 except that the vehicle 20 including the tractor 22 towing the trailer 24 is turned to the left as indicated by arrow 23'. As can be appreciated from the above description of fig. 4, the x-axis, y-axis and z-axis are shown, along with the side surface 25 of the trailer 24 and the radar sensor package 26. As previously disclosed herein, a plurality of alternative components or data sources may be used to determine the straight ahead condition of the vehicle/trailer and thus also the turn. For example, in some embodiments, instead of or in addition to a gyroscope assembly, GPS heading information and/or vehicle CAN (controller area network) steering position data may be used to indicate a turn/linear movement condition, or in some cases or circumstances, magnetometers may be used instead of or in addition to.

Fig. 11 is a schematic rear view similar to the schematic rear view in fig. 5, but with the trailer swinging/tipping to the right due to the turn in fig. 10, which turn and the resulting swinging/tipping can be monitored and adjusted, for example, as shown in fig. 9. In fig. 11, in addition to the y-axis and z-axis, trailer 24 and enclosure 26 being labeled, ground G is also labeled and understood to represent the ground or other surface upon which the vehicle is moving.

Fig. 12 is a schematic rear view similar to the schematic rear view in fig. 5.

Fig. 12A is a schematic enlarged detailed view of the rear view of fig. 12, but shows up-and-down movement of the radar object detecting sensor package 26, for example, because the vehicle/trailer (20/24) and thus the sensor package 26 mounted thereon are experiencing jolting such as might be caused by potholes or bumps, or because the vehicle/trailer and thus the sensor vehicle package 26 mounted thereon are experiencing up-and-down vibration, or the sensor package 26 vibrates up-and-down separately from the vehicle/trailer due to damage or mounting problems. In fig. 12A, the package undergoing up-and-down runout or vibration is shown alongside a vertical line 32 representing the direction of gravity (i.e., the z-axis of the vehicle/trailer or side surface 25 of the trailer 24 as in certain embodiments that will be understood in accordance with the present disclosure).

Fig. 13 is a schematic rear view similar to the schematic rear view in fig. 5 and 12.

Fig. 13A is a schematic enlarged detailed view of the rear view of fig. 13, but in which the radar object detecting sensor package performs a left-right movement, for example, because the vehicle/trailer and thus the sensor package mounted thereon are subjected to left-right vibration, or because the sensor package vibrates left-right due to damage or mounting problems. In fig. 13A, the package 26 subjected to side-to-side vibration is shown alongside a vertical line 32 representing the direction of gravity (i.e., the z-axis of the vehicle/trailer or the side surface 25 of the trailer 24 in a particular embodiment as will be appreciated in light of this disclosure).

FIG. 14 is a schematic flow chart depicting some embodiments of the steps of monitoring up-down vibrations (FIG. 12A) or side-to-side vibrations (see FIG. 13A) using UMI in accordance with certain embodiments of the disclosed technology, wherein vibrations are analyzed to determine if they are within a predetermined tolerance, if not, vibration signals are further analyzed and directed to mitigation, if possible, or to a false/alert system that would alert a driver or other person of information about vibrations.

The following table describes certain embodiments of the steps of observing (or determining, measuring or sensing) using the IMU device or various components of the IMU device during operation.

Table 1:

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although the present disclosure has been described above with reference to embodiments of particular means, materials and devices and methods, it should be understood that the present disclosure is not limited to the details of these disclosures, but extends to all equivalents within the broad scope of the disclosure, including the tables, drawings and claims herein.

Claims

1. A dynamic misalignment error correction system for an in-vehicle side-object detection radar system, comprising:

An integrated, self-contained radar object detection sensor package adapted to be after-market mounted on a side of a vehicle or on a side of a trailer adapted to be towed by a vehicle, said radar object detection sensor package comprising a radar sensor;

the radar sensor includes a beam plane having x, y and z Cartesian coordinate axis orientations, the beam plane being attached to the radar object detection sensor package such that the x-axis of the beam plane is substantially parallel to a line approximating a direction of forward or backward movement of the vehicle or trailer, the y-axis of the beam plane is substantially parallel to a line approximating a horizon, and the z-axis of the beam plane is substantially parallel to a line approximating a direction of the earth's gravitational field;

the radar sensor is further adapted to maintain a wide antenna pattern with a main lobe pointing perpendicularly to a side of a vehicle or trailer when mounted on said side of said vehicle or trailer to maintain radar coverage primarily in its next adjacent, substantially parallel road lane and the next remotely adjacent, substantially parallel road lane;

the radar sensor further includes a combined Inertial Measurement Unit (IMU) containing accelerometer, gyroscope and magnetometer components integrated with the radar sensor in the separate radar object detection sensor package;

The IMU is adapted to observe an observed first x-axis of the radar sensor surface by a first component of the IMU during a straight forward or backward direction of movement of the vehicle or trailer along a second x-axis observed by vehicle movement to determine an offset angle a, the offset angle a being a difference between the observed first x-axis and the observed second x-axis of the radar sensor surface;

the straight forward or backward movement of the vehicle is confirmed by a second component of the IMU adapted to detect any movement of the vehicle or trailer along the y-axis; and

the separate radar object detection sensor package is adapted to input and save the offset angle α for future consideration for correcting any relevant radar sensor measurements.

2. The dynamic misalignment error correction system of claim 1 wherein the first component of the IMU is adapted to observe acceleration and/or deceleration of motion along the observed second x-axis to determine the offset angle a, and the first component of the IMU is the x-axis accelerometer component in the IMU.

3. The dynamic misalignment error correction system of claim 1 wherein the second component of the IMU adapted to detect any movement of the vehicle or trailer along the y-axis is the gyroscope component in the IMU.

4. A dynamic misalignment error correction system for an in-vehicle side-object detection radar system, comprising:

the radar sensor is adapted to maintain a wide antenna pattern with a main lobe pointing perpendicularly to a side of a vehicle or trailer to maintain radar coverage primarily in its next adjacent substantially parallel roadway lane and the next distally adjacent substantially parallel roadway lane when the radar object detection sensor package is mounted on the side of the vehicle or trailer;

the IMU is adapted to observe an observed first x-axis of the radar sensor face through a first component of the IMU to determine an offset angle β, the offset angle β being a difference between the observed first z-axis of the radar sensor face and a gravitational field direction, the gravitational field direction being an observed second z-axis; and

the separate radar object detection sensor package is adapted to input and save the offset angle β for future consideration for correcting any relevant radar sensor measurements.

5. The dynamic misalignment error correction system of claim 4 wherein the first component of the IMU adapted to view the first z-axis to determine the offset angle β is the z-axis accelerometer component in the IMU.

6. The dynamic misalignment error correction system of claim 4 wherein the vehicle or trailer is stopped on a flat surface during viewing of the first and second observed z-axes such that the vehicle or trailer does not lean or turn.

7. A dynamic misalignment error correction system for an in-vehicle side-object detection radar system, comprising:

an integrated, self-contained radar sensor package adapted for after-market mounting on a side of a vehicle or on a side of a trailer adapted to be towed by a vehicle, said radar sensor package comprising a radar sensor;

the radar sensor includes a beam plane having x, y and z Cartesian coordinate axis orientations, the beam plane being attached to the radar object detection package such that the x-axis of the beam plane is substantially parallel to a line approximating a direction of forward or backward movement of the vehicle or trailer, the y-axis of the beam plane is substantially parallel to a line approximating a horizon, and the z-axis of the beam plane is substantially parallel to a line approximating a direction of the earth's gravitational field;

The radar sensor further comprises a combined IMU (inertial measurement unit) containing accelerometer, gyroscope and magnetometer components integrated with the radar sensor in the separate radar sensor package;

the IMU is adapted to observe an observed first x-axis of the radar sensor surface by a first component of the IMU during a straight forward or backward direction of movement of the vehicle or trailer along an observed second x-axis to determine an offset angle a, which is the difference between the observed first x-axis of the radar sensor surface and the observed second x-axis of the vehicle direction of movement;

the radar sensor further comprises a third component of the IMU adapted to observe an observed first z-axis of the radar sensor surface to determine an offset angle β, which is the difference between the observed first z-axis of the radar sensor surface and a gravitational field direction, which is an observed second z-axis generally corresponding to the downward and upward direction of the trailer in the earth's gravitational field; and

The stand-alone radar object detection sensor package is adapted to input and save the first offset angle α and the second offset angle β for future consideration for correcting any relevant sensor measurements.

8. The dynamic misalignment error correction system of claim 7 wherein the first component of the IMU is adapted to observe acceleration and/or deceleration of motion along the observed second x-axis to determine an offset angle a, and the first component of the IMU is the x-axis accelerometer component in the IMU.

9. The dynamic misalignment error correction system of claim 7 wherein the second component of the IMU adapted to detect any movement of the vehicle or trailer along the y-axis is the gyroscope component in the IMU.

10. The dynamic misalignment error correction system of claim 7 wherein the third component of the IMU adapted to observe the first z-axis to determine the offset angle β is the z-axis accelerometer component in the IMU.

11. The dynamic misalignment error correction system of claim 7 wherein the vehicle or trailer is stopped on a flat surface during observation of the observed first z-axis and the observed second z-axis such that the vehicle or trailer does not lean or turn.

12. A vehicle-mounted side-object detection radar system, comprising:

an integrated, self-contained radar object detection package adapted for after-market mounting on a side of a vehicle or on a side of a trailer adapted to be towed by the vehicle, said package including a radar sensor;

the radar sensor has a beam plane having x, y and z Cartesian coordinate axis orientations, the x-axis being substantially parallel to a line approximating the forward direction of motion of the vehicle or trailer, the y-axis being substantially parallel to a line approximating the horizon, and the z-axis being substantially parallel to a line approximating the direction of the earth's gravitational field;

when the package is mounted on a side of a vehicle or trailer, the radar sensor is adapted to maintain a wide antenna pattern with a main lobe pointing perpendicularly to the side of the vehicle or trailer so as to maintain radar coverage predominantly in its next adjacent substantially parallel road lane and the next distally adjacent substantially parallel road lane;

the radar system further includes an Inertial Measurement Unit (IMU) including an accelerometer, a gyroscope, and a magnetometer assembly integrated with the radar sensor in the separate radar object detection package;

The IMU is adapted to observe and measure rotation of the radar object detection package about the x-axis by a first component of the IMU to determine a tilt or rotation angle β '(beta skimming), i.e. the difference between the z-axis observed by the beam plane and the earth's gravitational field direction, i.e. the amount of tilt or rotation; and

13. The in-vehicle side-object detection radar system of claim 12, wherein the IMU first component that observes and measures the z-axis observed by the beam plane is a z-axis accelerometer and a gyroscope observes and measures the direction of the earth's gravitational field.

14. The in-vehicle side-object detection radar system of claim 12, wherein the first component of the IMU that observes and measures the z-axis observed by the beam plane is selected from the group consisting of a z-axis accelerometer, a y-axis accelerometer, and a combination of a z-axis accelerometer and a y-axis accelerometer, and wherein a gyroscope observes and measures the direction of the earth's gravitational field.

15. A vehicle-mounted side-object detection radar system, comprising:

An integrated, self-contained radar object detection package adapted for after-market mounting on a side of a vehicle or on a side of a trailer adapted to be towed by the vehicle, the radar object detection package comprising a radar sensor;

when the radar object detection package is mounted on a side of a vehicle or trailer, the radar sensor is adapted to maintain a wide antenna pattern with a main lobe pointing perpendicularly to the side of the vehicle or trailer so as to maintain radar coverage predominantly in its next adjacent substantially parallel road lane and the next distally adjacent substantially parallel road lane;

the radar system further includes an Inertial Measurement Unit (IMU) including an accelerometer, a gyroscope, and a magnetometer assembly integrated with the radar sensor in a separate radar object detection package;

Wherein one or more components of the IMU are adapted to observe and measure short time series changes in the radar object detection package along at least one of the x-axis, y-axis, or z-axis to determine the amount and frequency of bounce or vibration of the radar object detection package; and

the radar object detection package is adapted to input and save the amount and frequency of the runout or vibration thereof for future consideration for operation of the vehicle or trailer.

16. The on-board side-object detection radar system of claim 15, wherein the one or more components of the IMU that observe and measure short time series changes in the installed radar object detection package along at least one of the x-axis, y-axis, or z-axis to determine the amount and frequency of bounce or vibration of the radar object detection package are accelerometer components in the IMU.

17. The vehicle-mounted side-object detection radar system of claim 15, wherein the one or more components of the IMU that observe and measure short time series changes to determine the amount and frequency of bounce or vibration of the radar object detection package are selected from the group consisting of an x-axis accelerometer, a y-axis accelerometer, a z-axis accelerometer, and a combination of all three of the x-axis accelerometer, the y-axis accelerometer, and the z-axis accelerometer.