DE102013018753A1 - Radar detector arrangement for maneuvering and/or parking assistance system of vehicle, has driving device which controls radar detectors such that different detection areas with different degrees of redundancy areas are realized - Google Patents

Abstract

The radar detector arrangement has several radar detectors (2) each of which comprises a transmission unit for radiating radar signals and a reception unit for receiving radar signal reflected from the object. A driving device (3) for actuating the radar detectors, is configured to control the radar detectors such that the different detection areas (4) with different degrees of redundancy areas are realized.

Description

The invention relates to a radar sensor arrangement for environmental monitoring for a vehicle.

Various radar sensor arrangements for environmental monitoring for a vehicle are already known from the prior art.

For example, describes the US 5,646,613 a system for minimizing accidental damage to an automobile using radiant energy detectors and externally deployed airbags for assistance in reducing damage in automotive collisions. This system includes radiant energy detectors, such as radar, with transmitters and receivers, a computer, and energy absorbing inflators, such as airbags. Optionally, the system may be configured to provide warnings and vehicle control functions, such as braking and releasing the powertrain. Connection to the dashboard allows the computer to determine the speed, steering and other conditions of the automobile while the radiant energy detectors provide the computer with information about the object (eg another vehicle, pedestrian or inanimate object) of the imminent collision provide. The computer will determine, using the information provided, at which time a subsequent collision will occur and set a minimum allowable time window for triggering the inflator. The inflator or airbag provides an energy absorbing and temporary buffer between the automobile and the object of the impending collision. The computer uses the minimum permissible time window to automatically trigger the airbag, so that the control of the motor vehicle is left to the driver, so that necessary evasive action can be taken. As soon as the impending collision has reached the minimum permissible time window, the computer initiates a control signal for triggering the external airbag. Once triggered, the external airbag reduces the amount of physical damage to the car, resulting in less injury and repair costs.

It is mentioned in this document that all types of radiant energy detectors can be used, for example ultrasound, infrared, radar (laser, microwave, etc.) and sound detectors. It is further noted that, for example, an omnidirectional radar unit can be used which emits an omnidirectional 360 ° beam and receives a corresponding reflected beam.

From the DE 10 041 769 A1 For example, a 3-D radar sensor is known that includes a radar array having multiple radar pixels. Each radar pixel includes an antenna element and at least two rectifier diodes which are connected to the output of the antenna element such that a signal (UHF, IHF) emanating from the antenna element can be fed in parallel and symmetrically into a respective diode path. At each diode path a signal voltage can be tapped. Each diode path contains a terminal for supplying a modulation voltage. In this document, it is mentioned that there are approaches to the use of image radars in the automotive sector and that the use of a radar frequency in mm-wave range (30 GHz to 300 GHz) is advantageous because the patches, lenses or the whole array due to the low wavelength very small, ie a very compact, inexpensive arrangement could be realized.

The US 2010/0042323 A1 has a method in which, in a collision surface determination computing section, a collision prediction device selects a surface of an own vehicle in which an opposing vehicle collides when the own vehicle and the opposing vehicle collide with each other. A vehicle lane intersection calculating section calculates an overlap between the own vehicle and the opponent vehicle. According to the intersection between the own vehicle and the opponent vehicle and the corresponding time when the own vehicle and the opponent vehicle reach the intersection, a collision determination section determines whether or not the own vehicle and the opponent vehicle collide with each other. When determining that the own vehicle and the opposing vehicle collide with each other, a collision determination calculating section calculates a collision position of the own vehicle in which the opponent vehicle collides according to the collision surface selected in the collision surface determination calculating section.

In this document, it is mentioned that in the own vehicle, for example, three mm radar sensors can be provided in the front region of the vehicle, with the help of which an opposing vehicle can be detected right and left in front of their own vehicle.

And the DE 10 2012 006 368 A1 describes a radar sensor arrangement for environmental monitoring for a vehicle with at least one radar sensor having a transmitting unit for emitting radar signals in two emission areas and a receiving unit for receiving at least one object within the Transmission areas reflected radar signals comprises, wherein a first transmission range within a first emission range is smaller than a second transmission range within a second emission range and central axes of the emission regions are shifted by a predetermined angle to each other. The radar sensor is coupled to a circuit that forms a beamforming network for designing a geometric contour of the broadcast areas. The document further describes a vehicle comprising such a radar sensor arrangement, wherein the radar sensor arrangement comprises two radar sensors, wherein a first radar sensor are arranged in a left outer area at the rear of the vehicle and a second radar sensor in a right outer area at the rear of the vehicle.

It is an object of the present invention to provide an improved compared to the prior art radar sensor array for environmental monitoring for a vehicle and equipped with the radar sensor assembly of the invention vehicle.

These objects are achieved by the radar sensor arrangement according to claim 1, the use of the radar sensor arrangement according to claim 7 and the vehicle according to claim 8. Advantageous developments of the invention are subject of the dependent claims.

According to the invention, a radar sensor arrangement for environmental monitoring is proposed for a vehicle having a plurality of radar sensors each having a transmitting unit for emitting radar signals and a receiving unit for receiving radar signals reflected at at least one object within the transmitting areas. Furthermore, the radar sensor arrangement has a drive device for driving the radar sensors.

The radar sensor arrangement is characterized in that the radar sensors can be controlled individually by the drive device, so that different detection ranges with differently pronounced redundancy ranges can be realized.

By means of the radar sensor arrangement according to the invention, different illumination profiles can advantageously be formed in the space, which can be used for different methods and assistance systems. For example, a Ausleuchtprofil in which the central axes of the radar radiation substantially parallel to the ground. As a result, for example, approaching vehicles can be detected. Or the radar sensors can be controlled in such a way that the central axes of the radar radiation are directed slightly downwards, as a result of which, for example, curbs and / or passable, low obstacles, such as stones or manhole covers (manhole covers), can be detected.

By realizing differently pronounced redundancy ranges, at least part of the surrounding area of the vehicle can be detected by more than one radar sensor if required. As a result, for example, the accuracy with which an obstacle can be detected and its position or movement relative to the vehicle can be determined can be improved.

• (a) manuell,
• (b) über einen Zeittakt, und/oder
• (c) situationsadaptiv

vorgebbaren Ansteuerungsprofils ansteuerbar.According to a first advantageous embodiment of the invention, the radar sensors by the drive means by means of a

• (a) manually,
• (b) over a time clock, and / or
• (c) situation adaptive

specifiable control profile can be controlled.

According to a second advantageous development of the invention, at least one of the radar sensors in the radar sensor arrangement is a radar sensor which emits radar waves in the mm-wave range. Such radar sensors have the advantage that they can be built much smaller with substantially the same radar properties as radar sensors with longer radar waves, so that a larger number of radar sensors can be installed in a vehicle.

According to a third advantageous development of the invention, at least one of the radar sensors in the radar sensor arrangement is a radar sensor in CMOS technology.

Further advantages result if at least one of the radar sensors is an (a) electronic scanning radar sensor or a (b) digital beamforming radar sensor, and / or (c) an SAR circuit or the formation of a virtual aperture from the antennas of at least one Radar sensor is used.

Likewise, it is advantageous if a 360 ° environmental monitoring can be realized by means of the radar sensors.

The present invention also encompasses the use of the radar sensor arrangement for a maneuvering and / or a parking assistance system, as well as a vehicle with the radar sensor arrangement. In the vehicle, at least two of the radar sensors arranged on the vehicle can advantageously be provided with different horizontal and / or vertical angles of inclination and / or at least one of the Radar sensors arranged on the vehicle can be concealed.

The present invention will be explained in more detail with reference to the accompanying drawings.

Showing:

1 a schematic representation of possible mounting positions of radar sensors according to the present invention;

2 : A schematic representation of 360 ° environmental monitoring in accordance with the present invention.

The illustrations in the figures are purely schematic and not to scale. Within the figures, the same or similar elements are provided with the same reference numerals.

The embodiments explained below represent preferred embodiments of the present invention. Of course, the present invention is not limited to these embodiments.

In 1 are schematically possible mounting positions of radar sensors 2 represented according to the present invention. In 1 are shown as mounting positions such in the ground-level area of a vehicle door, in the area of the vehicle bumper, in the area of the radiator grille, at the corners of the body and in the area of the vehicle exterior mirrors. Of course, radar sensors may be provided at all suitable locations of the vehicle. Other / Other / Additional mounting positions are given for example in the rear area, in the roof area and / or in the hood area.

Regarding the number and arrangement of radar sensors 2 there are no special restrictions. It is only necessary to make sure that based on the radar sensors used 2 and their control options the respective desired detection ranges 4 and the desired redundancy areas are feasible. The respective desired coverage areas 4 and redundancy ranges are not particularly limited and are determined by the intended use of the radar sensor array. In the in 2 Example shown by the number of radar sensors 2 , their arrangement on the vehicle 1 and their respective detection ranges (detection angle) 4 implemented a 360 ° monitoring of the vehicle environment.

In 2 are the radar sensors 2 only for better visibility than arcuate elements on the outsides of the body of the vehicle 1 shown. radar sensors 2 are installed obstructed in a preferred manner, so that - for example, in contrast to ultrasonic sensors - these are not visible from the outside. In 2 are further exemplary detection ranges 4 the respective radar sensors 2 shown. This in 2 Example shown shows detection areas 4 whose range from the vehicle body essentially for all radar sensors 2 is the same size. However, this is not mandatory according to the invention and depending on the application and / or control method, the depth of the detection areas 4 be different. This also applies to the opening or detection angle of the individual radar sensors 2 ,

Also, the height of the detected environment is not particularly limited and may suitably and depending on the intended use of the radar sensors 2 can be chosen, for example, for an approach of the vehicle 1 On obstacles such as another car or a wall, a height of 50 cm, 60 cm, 70 cm or 80 cm be chosen, for a detection of curbs or other low obstacles a height of 10 cm, 20 cm, 30 cm or 40 cm.

According to the invention, the radar sensor arrangement is not limited to one with a 360 ° detection. Thus, according to the invention, one or more areas in the surroundings of the vehicle can also be provided 1 not be recorded.

According to the invention it is provided that the radar sensors 2 can be controlled individually in the radar sensor arrangement, such that different detection areas 4 are feasible.

Differently pronounced detection ranges 4 can by using different types of radar sensors 2 and a correspondingly adapted control can be achieved.

For example, if at least part of the radar sensors 2 those that can only produce a certain, design-related radar wave lobe, must to achieve different detection ranges 4 with different degrees of redundancy a corresponding number of radar sensors 2 be provided in the vehicle 1 for example, with different horizontal and / or vertical inclination angles (relative to a predeterminable reference system, for example, the longitudinal, transverse and vertical axis of the vehicle 1 ) are installed, or have different angles of radiation.

Through a targeted activation of various built-radar sensors 2 can then different detection areas 4 be lit up. This also allows various redundancy areas to be realized.

Another possibility, different coverage areas 4 and to achieve different levels of redundancy, results from the use of ESR radar sensors (ESR = Electronically Scanning Radar) and / or DBF radar sensors (DBF = Digital Beamforming). These radar sensors can be controlled such that they form different antenna lobes, for example horizontally by z. B. an approaching vehicle 1 to capture, or slightly downwards to z. B. curbs and / or drive over targets such as manhole cover. Corresponding antenna lobes can be formed transmitting and / or receiving side.

This property can also be used to create different illumination profiles in the room by corresponding control up / down or all down / all radiating horizontally.

Another possibility is a SAR (Synthetic Aperture Radar) interconnection of at least one radar sensor 2 According to the invention it is of particular advantage when radar sensors 2 radar waves radiate in the mm range, ie radar waves with a wavelength in the range of and including 1 mm up to and including 10 mm, the radar components thus operate in the range 30 GHz to 300 GHz. Radar sensors are particularly preferred here 2 whose radar components operate in the range from and including 100 GHz to 300 GHz, for example from and including 120 GHz to 300 GHz.

By radar sensors 2 With a wavelength in the mm range so-called microradars can be realized. Microradars offer the option to build significantly smaller with the same or at least substantially the same radar properties as radar with longer wavelength, or to achieve in a compromise partially better properties with smaller dimensions.

The sizes of current radar sensors limit radar integration and packaging. With microradars, new construction spaces can be tapped which previously were or could not be considered. For example, it is also possible to use construction spaces that were previously provided for ultrasonic sensors. This results in the additional advantage that, in contrast to ultrasonic sensors and a concealed installation of radar sensors 2 at the vehicle 1 is possible, which is also advantageous from an aesthetic point of view.

The use of microradars thus provides a simple, visually appealing and cost-effective realization of a 360 ° detection of a surrounding area of a vehicle 1 realizable.

If the radar sensors 2 are designed for a pure detection property, can also very cost in CMOS technology (CMOS = Complementary Metal Oxide Semiconductor) manufactured radar sensors 2 be used.

The control or the required illumination area of the radar sensors 2 can be determined or adjusted in different ways. A first possibility is a control via a manually definable control profile. Here, for example, via a control device, such as a selector button or a selector lever, a specific function can be selected by a user, such as a parking or Ausparkituation or the activation of a pre-crash assistance system.

A second possibility is the use of a predeterminable by means of a timing clock drive profile. In this case, the length of the time clock with which the different illumination ranges are selected or the frequency with which switching between different detection ranges can be selected depending on the respective situation and / or the intended use in any required and technically feasible size. Also, the time duration with which the different detection areas are illuminated, be chosen differently long.

A third possibility is a control via a situation-adaptive predeterminable control profile. For example, this can be the number of objects in front of, next to and behind a vehicle 1 the clutter intensity (ie the amount of clutter), the vehicle's own speed 1 , the type of road (this can be taken, for example, from map data of a satellite-based navigation system: city area, highway, highway, etc.), etc ..

The evaluation of the radar signals obtained by the different drive profiles is not particularly limited and all conceivable evaluation methods can be used to arrive at an environmental representation. For example, the evaluation can be carried out by means of an occupancy grid for 3-D representation, SAR, tracking and / or object representation.

In "Occupancy Grid", the environment to be represented is subdivided into a grid of mostly square cells. For each of these cells is stored, whether the area represented by it is occupied, ie contains an obstacle or not. The grids are set up with the aid of the evaluated, reflected radar waves of the radar sensors, through which obstacles in a certain radius can be detected and their distance determined.

SAR (Synthetic Aperture Radar) is based on a perpendicular to the beam direction moving antenna whose position is always known exactly. The principle of SAR is to replace the snapshot of a large antenna with many images of a small, moving antenna. In the course of this movement, each object in the target area is illuminated under a variable angle and recorded accordingly. From the intensity and phase of the received radar echoes, the aperture of a large antenna can be synthesized, thus achieving a high spatial resolution in the direction of movement of the antenna.

Tracking involves trying to locate an object within an image or a sequence of images, in this case the data from one or more radar sensors 2 to recognize and track this object. The object representation assigns one or more attributes to an object (eg, color, shape, etc.).

The radar sensor arrangement according to the invention can be used and used for all applications in which a monitoring of the surroundings of a vehicle 1 he follows. In a preferred manner, the radar sensor arrangement is suitable for all-round coverage in a maneuvering and / or parking assistance system. In this case, a distance measurement is in the foreground and therefore cost microradars can be used, which have significantly better properties at comparable dimensions than ultrasonic sensors.

Another preferred area of application of the radar sensor arrangement according to the invention is the coverage of the last meter (s) in a brake assistance system or a brake assist application (also called CMS function; CMS = Collision Mitigation Brake).

If in the present application of a "360 ° -Umgebungsüberwachung" is spoken, so it is also an environmental monitoring to understand that has no 100% 360 ° detection. The term "360 ° environment monitoring" thus also encompasses detection at angles of only 359 °, 358 °, 357 °, 356 °, 355 °, 354 °, 353 °, 352 °, 351 ° or 350 °.

The control of the radar sensors 2 and the transmission of the reflected signals of the radar sensors 2 to an evaluation device can be made by any suitable technique. The radar sensors 2 For example, by a suitable (bus) system can be networked together, the drive device ( 3 ) can the radar sensors 2 via the (bus) system control and the reflected radar signals can be transmitted via the (bus) system to an evaluation device and evaluated by this.

• • Abweichend vom Stand der Technik werden erfindungsgemäß alle Radarsensoren 2 individuell ansteuerbar ausgelegt, um unterschiedliche Ausleuchtungsbereiche mit unterschiedlich ausgeprägten Redundanzbereichen zu realisieren;
• • Radarintegration und -Packaging sind mit aktuellen Baugrößen von Radarsensoren limitiert. Durch Sensoreinrichtungen mit mm-Wellen (z. B. 120 GHz oder höher) werden Mikroradare möglich. Mikroradare bieten die Option, bei gleichen Radareigenschaften wie heutige Radare erheblich kleiner zu bauen, bzw. in einem Kompromiss zum Teil bessere Eigenschaften mit kleinerer Abmessung zu erzielen. Mit Mikroradaren können Bauräume neu erschlossen werden, die bisher nicht berücksichtigt wurden. Gegebenenfalls können auch die Bauräume von Ultraschallsensoriken verwendet werden, mit dem zusätzlichen Vorteil eines verdeckten Verbaus.
• • Bei Verwendung von Mikroradaren können erheblich mehr Strahler im Fahrzeug 1 verbaut werden als mit Baugrößen nach dem Stand der Technik;
• • Es kann in vorteilhafter Weise eine Rundumabdeckung (360°) im Nahbereich für Manövrier- und Parkapplikationen zur Verfügung gestellt werden; ebenso auch eine Abdeckung des/der letzten Meter(s) bei CMS-Funktionen;
• • Sofern die Radare auf eine reine Detektionseigenschaft hin ausgelegt werden, können diese auch sehr kostengünstig in CMOS-Technologie hergestellt werden.
• • Eine Auslegung auf reine Entfernungsmessung erlaubt die kostengünstige Realisierung der Mikroradare, die deutlich bessere Eigenschaften bei vergleichbarer Abmessung liefern als Ultraschallsensoriken;
• • Die Radare in ESR/DBF-Architektur können so ausgelegt sein, dass sie individuell angesteuert unterschiedliche Antennenkeulen ausbilden, beispielsweise horizontal um z. B. sich annäherndes Fahrzeug 1 zu erfassen und leicht nach unten gerichtet um z. B. Bordsteine und/oder überfahrbare Ziele wie Schachtdeckel auszuleuchten.
• • Diese Eigenschaft kann dann genutzt werden um durch entsprechende Ansteuerung hoch/runter oder alle runter/alle horizontal schauend, unterschiedliche Ausleuchtungsprofile im Raum auszubilden;
• • Mit nicht elektronisch schaltbaren Keulen kann eine Anordnung ausgelegt werden, bei der einzelne Radarsensoren 2 unterschiedliche Neigungen im Verbau erhalten, und wobei durch unterschiedliche Ansteuerung der Radare ein unterschiedliches Ausleuchtprofil der Radare erreicht wird;
• • Es kann eine SAR-Verschaltung gewählt werden bzw. die Bildung einer virtuellen Apertur aus den Antennen wenigstens eines Radarsensors;
• • Die Ansteuerung bzw. der erforderliche Ausleuchtbereich kann auf unterschiedliche Weise ermittelt werden. Möglich ist beispielsweise eine Steuerung über einen vorgebbaren Zeittakt oder situationsadaptiv (Anzahl an Objekten vorne/hinten/Seite, Clutterintensität, V_eigen, Karteninformation wie City/Landstrasse, Autobahn). Über eine Bedieneinrichtung (z. B. Wählknopf/-hebel) kann eine spezielle Funktion wie Parken, Precrash, etc. auch manuell eingestellt werden;
• • Die unterschiedlichen Ansteuerungsprofile können mit unterschiedlichster Auswertung der Radarsignale zu einer Umgebungsrepräsentation kommen. Denkbar sind beispielsweise Occupancy Grids zur 3-D Repräsentation, SAR und/oder Track- und/oder Objektrepräsentation.

The present invention achieves a number of advantages:

• • Deviating from the prior art, all radar sensors according to the invention 2 individually controllable designed to realize different illumination areas with different degrees of redundancy areas;
• • Radar integration and packaging are limited to current frame sizes of radar sensors. Microradars are possible with sensor devices with mm-waves (eg 120 GHz or higher). Microradars offer the option to build significantly smaller with the same radar properties as today's radars, or in a compromise to achieve partly better properties with smaller dimensions. With microradars, construction spaces can be newly developed that were not considered before. Optionally, the installation space of ultrasonic sensors can be used, with the added advantage of a hidden Verbaus.
• • When using microradars you can get a lot more radiators in the vehicle 1 be built as with sizes of the prior art;
• • It can be provided in an advantageous manner, an all-round coverage (360 °) in the vicinity for maneuvering and parking applications; as well as coverage of the last meter (s) for CMS functions;
• • If the radars are designed for a purely detection property, they can also be manufactured very cost-effectively in CMOS technology.
• • A design based on pure distance measurement allows the cost-effective realization of microradars, which provide significantly better properties with comparable dimensions than ultrasonic sensor systems;
• • The radars in ESR / DBF architecture can be designed so that they individually controlled different antenna lobes form, for example horizontally by z. B. approaching vehicle 1 to capture and slightly down directed to z. B. curbs and / or drive over targets such as manhole cover.
• • This property can then be used to create different lighting profiles in the room by appropriate control up / down or all down / all looking horizontally;
• • With non-electronically switchable lobes, an arrangement can be designed in which individual radar sensors 2 get different inclinations in the shed, and wherein a different illumination profile of the radars is achieved by different control of the radars;
• • It is possible to choose a SAR circuit or the formation of a virtual aperture from the antennas of at least one radar sensor;
• • The activation or the required illumination area can be determined in different ways. It is possible, for example, a control over a predetermined time or situation adaptive (number of objects front / rear / side, Clutterintensität, V _own , map information such as city / highway, highway). Via a control device (eg dial button / lever), a special function such as parking, precrash, etc. can also be set manually;
• • The different control profiles can come to an environmental representation with different evaluation of the radar signals. For example, occupancy grids for 3-D representation, SAR and / or track and / or object representation are conceivable.

LIST OF REFERENCE NUMBERS

1

vehicle

2

radar sensor

3

Driving device

4

detection range

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 5646613 [0003]
• DE 10041769 A1 [0005]
• US 2010/0042323 A1 [0006]
• DE 102012006368 A1 [0008]

Claims (10)

Radar sensor arrangement for environmental monitoring for a vehicle ( 1 ) with - several radar sensors ( 2 ), each having a transmitting unit for emitting radar signals and a receiving unit for receiving radar signals reflected at at least one object within the emitting areas, and - a driving device ( 3 ) for driving the radar sensors ( 2 ), characterized in that the radar sensors ( 2 ) by the drive device ( 3 ) are individually controllable, such that different detection areas ( 4 ) can be realized with different pronounced redundancy ranges. Radar sensor arrangement according to claim 1, characterized in that the radar sensors ( 2 ) by the drive device ( 3 ) can be controlled by means of a (a) manually, (b) over a time cycle, and / or (c) adaptable to a given driving profile. Radar sensor arrangement according to claim 1 or 2, characterized in that at least one of the radar sensors ( 2 ) is a radar sensor that emits radar waves in the mm-wave range. Radar sensor arrangement according to one of the preceding claims, characterized in that at least one of the radar sensors ( 2 ) is a radar sensor in CMOS technology. Radar sensor arrangement according to one of the preceding claims, characterized in that at least one of the radar sensors ( 2 ) (a) electronic scanning radar sensor, (b) digital beamforming radar sensor, and / or (c) SAR circuitry or the formation of a virtual aperture from the antennas of at least one radar sensor ( 2 ) is used. Radar sensor arrangement according to one of the preceding claims, characterized in that by means of the radar sensors ( 2 ) 360 ° environmental monitoring is feasible. Use of the radar sensor arrangement according to one of claims 1 to 6 for a maneuvering and / or a parking assistance system. Vehicle ( 1 ) with a radar sensor arrangement according to one of claims 1 to 6. Vehicle ( 1 ) according to claim 8, characterized in that at least two of the vehicle ( 1 ) arranged radar sensors ( 2 ) are installed with different horizontal and / or vertical angles of inclination. Vehicle ( 1 ) according to claim 8 or 9, characterized in that at least one of the vehicle ( 1 ) arranged radar sensors ( 2 ) is installed concealed.

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