EP2681583A1 - Système d'aide à la conduite pour un véhicule et procédé pour faire fonctionner un dispositif radar - Google Patents

Système d'aide à la conduite pour un véhicule et procédé pour faire fonctionner un dispositif radar

Info

Publication number
EP2681583A1
EP2681583A1 EP12704035.0A EP12704035A EP2681583A1 EP 2681583 A1 EP2681583 A1 EP 2681583A1 EP 12704035 A EP12704035 A EP 12704035A EP 2681583 A1 EP2681583 A1 EP 2681583A1
Authority
EP
European Patent Office
Prior art keywords
signals
test signal
test
signal
driver assistance
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12704035.0A
Other languages
German (de)
English (en)
Inventor
Frank Sickinger
Stefan Olejniczak
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Valeo Schalter und Sensoren GmbH
Original Assignee
Valeo Schalter und Sensoren GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Valeo Schalter und Sensoren GmbH filed Critical Valeo Schalter und Sensoren GmbH
Publication of EP2681583A1 publication Critical patent/EP2681583A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/40—Means for monitoring or calibrating
    • G01S7/4004—Means for monitoring or calibrating of parts of a radar system
    • G01S7/4021—Means for monitoring or calibrating of parts of a radar system of receivers
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/40—Means for monitoring or calibrating
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9314—Parking operations
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9315—Monitoring blind spots
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9321—Velocity regulation, e.g. cruise control
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9327—Sensor installation details
    • G01S2013/93272—Sensor installation details in the back of the vehicles

Definitions

  • the invention relates to a driver assistance device for a vehicle which has a radar device for determining at least one measured variable related to an object external of the vehicle.
  • the radar apparatus includes at least a first and a second receiving antenna for receiving signals, respectively. It also includes a first and a second downmixer: the first downmixer is coupled to the first receive antenna via a first receive path, and the second downmixer is coupled to the second receive antenna via a second receive path.
  • the down-converters serve to down-mix the received signals into respective baseband signals.
  • the radar device also includes a control device for receiving the baseband signals and for determining the at least one measured variable based on the baseband signals. There are test means for generating a local
  • Test signal and for coupling the test signal in the first receiving path on the one hand and in the second receiving path on the other hand provided.
  • the control device thus receives the test signal mixed down by the first down-converter as the first test signal on the one hand, and the test signal mixed down by the second down-converter as the second test signal on the other hand.
  • the controller determines from the test signals a correction quantity for the correction of
  • the invention also relates to a vehicle with such
  • the target angle is an angle between a radar device and the
  • vehicle-external object connecting line and a reference line which passes through the radar device The interest is directed in particular at the
  • Receive antenna arrays arrays.
  • the through the receiving antennas received signals are in two separate receiving channels or
  • Receive path prepared and processed as digital signals using a control device.
  • the target angle - and possibly other measured variables - is determined as a function of the phase shift between the received signals.
  • Phase shifts through the first and second receive paths are the same. If these shifts differ in phase, the most accurate determination of the measured variables-in particular of the target angle-can not be achieved.
  • Down mixer mixed down namely baseband.
  • the down in the first receiving channel mixed test signal is then used as the first test signal through the
  • Calibration of the radar device can be made even if the radar sends no transmission signal.
  • a radar device of a driver assistance device serves for
  • the radar device has test means which are designed to generate a local test signal and to couple the same test signal into the first reception path on the one hand and into the second reception path on the other hand.
  • the controller receives the test signal mixed down by the first down-converter as the first test signal on the one hand and the second down-converter on the other hand down-mixed test signal as a second test signal on the other.
  • the control device can determine a correction variable for the correction of the measured variable from the test signals. According to the invention, it is provided that the control device determines the correction variable as a frequency-dependent variable on the basis of the test signals.
  • Phase difference between the phases of the received signals are made.
  • the invention is based on the recognition that in addition to the two
  • Downstream mixers also the respective ones, coupled with the downwards mixers
  • Baseband amplifier cause a frequency-dependent fluctuation of the phase difference over the entire baseband and thus frequency-dependent fluctuations in the phase difference between the phases of the received signals are to be expected. Because of the two baseband amplifiers and the mixers, the difference between the phases of the received signals is thus subject to frequency dependent variations caused by the uneven variations in the phase characteristics of the two baseband amplifiers and the mixers.
  • the invention now goes the way of determining the correction quantity-that is, in particular the phase difference between the phase shift in the first receiving channel and that in the second receiving channel-for a plurality of frequency points of the baseband, so that a frequency-dependent calibration can be performed. Regardless of the frequency of the received signals and thus independent of each
  • the invention further builds on the knowledge that the by the
  • Gain characteristic that increases by about 20 dB per frequency decade. On the one hand, this is advantageous because it compensates for the decreasing level of the received signal with increasing distance of the object from the motor vehicle.
  • Phase difference proves to be insufficient.
  • a remedy here creates the inventive approach by the correction quantity is determined as dependent on the frequency in the baseband size.
  • the test signal provided by the test means is preferably a separate or independent signal from a transmission signal emitted by the radar device. Unlike in the subject matter according to document US 2003/0160718 A1, the correction quantity can thus also be determined and the radar device can be calibrated even if no transmission signal for measuring the measured variable is transmitted.
  • the test signal is single-sideband modulated. Numerous measurements have shown that such a single-sideband modulation of the test signal, the detection of the total phase error of the two receive paths including the
  • a single-sideband up-converter may be provided which generates the local test signal.
  • the up-converter can receive a first pilot signal-with a predefined frequency-as well as a second pilot signal shifted in phase by the first pilot signal by 90 ° from the control device. Then the
  • Up-converters from the first and second pilot signals generate the single-sideband modulated test signal.
  • control device to the test means - in particular to the
  • the two pilot signals from which the test signal is generated are square-wave signals.
  • the local test signal has a plurality of harmonics or harmonics, which can then be evaluated after downsampling into baseband.
  • the correction quantity for a plurality of frequency points can be determined, and the measured quantity can be corrected frequency-dependent virtually over the entire base band.
  • the radar apparatus may comprise a first baseband amplifier coupled to the first downmixer and a second baseband amplifier coupled to the second downmixer configured to amplify the baseband signals.
  • the test means may comprise an up-converter - in particular a single-sideband up-mixer - for generating the local test signal, whose output with the first receiving path on the one hand and with the second receiving path
  • An output of the up-converter may be coupled to the first receive path on the one hand and to the second receive path on the other hand.
  • the respective coupling can be done for example by means of a directional coupler.
  • the two directional couplers are then preferably constructed the same, so that there is a symmetrical coupling of the test signal in the two receiving paths.
  • a pilot signal generated by the control device with a predefined frequency can be mixed up to an operating frequency of the respective reception paths or of the radar, so that it is possible to check the reception paths in the operating frequency of the radar device.
  • the downconverters may then mix the test signal back into the baseband, namely the respective test signals.
  • the local oscillator is preferably coupled via a directional coupler or a power divider or a similar component to an input of the up-converter.
  • a directional coupler or a power divider or a similar component to an input of the up-converter.
  • For the up-converter is preferred only a small part of the power of
  • Tapped oscillator signal Namely, the directional coupler or the power divider, a part of a value range of -25 dB to -15 dB from the performance of
  • a power in a value range from -25 dBm to -15 dBm can be picked up.
  • Pilot signal from which the up-mixer generates the local test signal to be correspondingly higher, so that the diodes of the up-mixer are turned on.
  • Control device may optionally detect an operating error or a defective reception path, as well as issue a corresponding error message.
  • Such an error message can / may clearly identify the faulty receive path and / or the entire radar device, so that a technician is clearly informed about which radar device or which receive path is actually defective. The technician then does not have to separately check all the radars available in the vehicle.
  • checking the respective receive paths may involve generating the test signal and the controller
  • the test signal is down-converted by both the first down-mixer and the second down-mixer, namely, the baseband; the first downmixer outputs a first test signal to the controller, and the second downmixer outputs a second test signal to the controller.
  • the controller calculates a difference between the phases of the first and second test signals. This difference in phase is stored by the control device, namely for a later correction of a measured variable, for example the target angle.
  • a test mode may last a very short period of time. For example, the duration of such a test mode can be in a value range of 100 ⁇ to 1 ms. Is the difference in phase and / or another correction quantity by the
  • the test mode can be terminated, and the radar goes into an operating mode.
  • the radar may transmit a predetermined number of frequency-modulated signal pulses (also known as "chirps.")
  • chirps. frequency-modulated signal pulses
  • Receiving antennas then each receive a received signal which is the transmitted signal reflected by an object.
  • the downconverters downconvert the receive signals and provide respective baseband signals to the controller.
  • the control device determines the measured variable - for example the target angle - initially independent of the phase difference determined in the test mode.
  • the measured variable determined in this way is subsequently corrected on the basis of the phase difference.
  • the radar device may transition to the test mode prior to each operating mode or cycle in which a predetermined number of frequency modulated signal pulses are transmitted by the radar device, respectively. Determining the correction quantity before each measurement cycle ensures that the measurement variable can be determined with highest accuracy after each measurement cycle.
  • the same test signal can also be generated permanently by the control device, namely during operation of the radar device. Then results continuously - the control device known - frequency component in the respective baseband signals. Since this frequency - and more specifically a plurality of frequency components - is known, it can then be suppressed by the controller, such as by means of a notch filter.
  • the radar device is preferably a continuous wave radar which is designed to emit a frequency-modulated continuous electromagnetic wave (also known as FMCW (Frequency Modulated Continuous Wave) radar).
  • FMCW Frequency Modulated Continuous Wave
  • a receiver of the radar can - except for the two downmixers - for each reception path also one
  • Low-pass filter, an amplifier and an analog-to-digital converter include.
  • the signals received by the first and the second receiving antenna are then mixed down in the receiver in the baseband, low-pass filtered and analog-digital converted.
  • the driver assistance device can also the
  • a vehicle according to the invention in particular a motor vehicle, comprises a driver assistance device according to the invention or a preferred embodiment thereof.
  • a method according to the invention for operating a radar device in a vehicle at least one measured quantity related to an object external to the vehicle is determined by the same radar device. Signals are received through at least a first and a second receiving antenna. There is a down-mixing of the received signals into respective baseband signals by one with the first
  • Receive path coupled second down mixer on the other.
  • Control device receives the baseband signals and determines the at least one measured variable based on the baseband signals.
  • a local test signal is generated in the radar device and coupled into the first reception path and into the second reception path.
  • the control device receives the test signal mixed down by the first down converter as a first test signal on the one hand and the test signal mixed down by the second down mixer as a second test signal on the other hand.
  • the controller determines from the test signals
  • FIG. 4 is a schematic representation of a general layout (RF layout) of an up-converter of the radar;
  • Radar generated and coupled into receiving paths of the radar device.
  • the Driver assistance device 2 which supports the driver when driving the motor vehicle 1.
  • the motor vehicle 1 is a passenger car in the embodiment.
  • the driver assistance device 2 can be, for example, a blind spot monitoring system and / or an accident early warning system and / or an ACC (Adaptive Cruise Control) system.
  • ACC Adaptive Cruise Control
  • the driver assistance device 2 comprises a first radar device 3 and a second radar device 4.
  • the first radar device 3 is arranged in a left corner of a rear bumper and the second radar device 4 in a right corner of the same bumper.
  • the first and second radars 3, 4 are Frequency Modulated Continuous Wave (FMCW) radars.
  • the radar devices 3, 4 also include a control device 5, which may comprise, for example, a common for the first and the second radar 3, 4 microcontroller 6, as well as a digital signal processor, not shown in the figures.
  • a control device 5 may comprise, for example, a common for the first and the second radar 3, 4 microcontroller 6, as well as a digital signal processor, not shown in the figures.
  • the first radar device 3 has a detection area 7, which in FIG. 1 is delimited by two lines 7a, 7b.
  • the opening angle of the detection area 7 - ie the angle between the lines 7a, 7b - is in the example about 170 °.
  • the second radar device 4 has a detection area 8, which is delimited by two lines 8a, 8b.
  • the opening angle of the detection area 8 - ie the angle between the lines 8a, 8b - is also about 170 ° in the exemplary embodiment.
  • the detection areas 7, 8 of the radars 3, 4 overlap, so that a
  • Overlap area 9 is given.
  • the overlapping area 9 is bounded at an angle by the lines 7b, 8b.
  • an opening angle In the exemplary embodiment, an opening angle
  • Overlap area 9 about 70 °.
  • the radars 3, 4 can locate an object 10.
  • the radar devices 3, 4 can each determine a distance R 1 5 R 2 , the object 10 of the respective radar device 3, 4, each a target angle ⁇ ⁇ 2 , and a relative speed of the object 10 with respect to the motor vehicle 1 - these are measured variables
  • the target angles ⁇ 1, ⁇ 2 are angles between each of a reference line 1 1, which passes through the corresponding radar device 3, 4, and a connecting line 12 which passes through the object 10 and the respective radar device 3, 4 ,
  • the radars 3, 4 can the respective target angle ⁇ 1, ⁇ 2 after the
  • the radar device 3-and analogously also the radar device 4- can have different partial regions A, B, C, D, E, F, G, H of the detection region 7
  • Transmitting antenna electronically in the horizontal direction are pivoted, namely according to the phase array principle.
  • At least one receiving antenna can in this case have a broad receiving characteristic in the horizontal direction, with which the entire detection area 7 is covered.
  • Other configurations may alternatively narrow receive angle ranges in conjunction with wide
  • the subareas A to H are detected by the radar 3 in succession.
  • the radar unit 3 transmits separately for each subarea A to H (ie per beam) a predetermined sequence of frequency-modulated signal pulses (chirps).
  • the partial areas A to H are thus illuminated one after the other in time, and objects located in the partial areas A to H are detected.
  • Illuminate all sections A to H - is the radar device 3 first in a test mode, as will be explained in more detail below.
  • Fig. 3 shows a schematic representation of the structure of a receiver 13 of a single radar device 3, 4.
  • the receiver 13 comprises a first and a second receiving antenna 14, 15, the individual antennas or a group of
  • Receive path or receiving channel 16 is coupled to a first down-converter 17, namely with its RF (Radio Frequency) input 18.
  • An output 19 of the first down converter 17 is connected to the first baseband amplifier 101
  • Control device 5 coupled, with a first channel input 20.
  • the output 19 of the down converter 17 may be coupled to the controller 5 via an analog-to-digital converter (not shown). Alternatively, such a converter may be integrated into the control device 5.
  • the second receiving antenna 15 is coupled via a second receiving path 21 to an RF input 22 of a second downmixer 23.
  • An output 24 of the second downmixer 23 is coupled via a second baseband amplifier 102 to the control device 5, namely with its second channel input 25.
  • the controller 5 may be connected between the controller 5 and the second downmix 23, an analog-to-digital converter; Alternatively, such a transducer in the
  • a local oscillator 26 provides an oscillator signal or an LO (Local Oscillator) signal 27, namely at an output 28. With the oscillator signal 27 are the
  • Down mixer 17, 23 mixed down, namely in the baseband.
  • the downconverters 17, 23 output baseband signals SBI, SB2.
  • These baseband signals SBI, SB2 are then amplified by the two baseband amplifiers 101, 102, analog-to-digital converted by a converter and processed by the control device 5.
  • the control device 5 determines on the basis of
  • Baseband signals SBI, SB2 the already mentioned measures of the radar 3, 4, namely the distance R 1 5 R 2 , the relative speed, as well as the target angle oci,
  • the angle information of the received signals SEI, S E 2 is determined in the control device 5 from a difference between the phases of the baseband signals SBI, SB2.
  • the output phase of the down-converters 17, 23 and the baseband amplifiers 101, 102 is not determined solely by the signals S E i, S E 2 of the two reception paths 16, 21, but is additionally also from the operating temperature and the
  • the target angle oci, 0C 2 is determined depending on a phase shift between the respective phases of the baseband signals SBI, SB2.
  • the receiver 13 on test means 32 In order to ensure a determination of the target angle ⁇ 1, ⁇ 2 , as well as the distance R 1 5 R 2 and the relative speed with the highest accuracy, the receiver 13 on test means 32.
  • the test means 32 are designed to generate a local test signal S P and to couple the same test signal S P into both the first and the second reception paths 16, 21 symmetrically.
  • the local test signal S P is single-sideband modulated.
  • the control device 5 generates a first pilot signal Sp iot i at a first pilot output 33; at a second pilot output 34, it generates a second pilot signal S Pi
  • 0t i is preferably a harmonic signal, namely in particular a square wave signal.
  • 0t i may have a predetermined fundamental frequency, which is, for example, in a value range of 10 Hz to 1 MHz.
  • the second pilot signal S Pi iot2 is a same signal and with respect to the first pilot signal Sp iot i phase-shifted by 90 °. Also, the second pilot signal S Pi iot2 is thus a rectangular signal.
  • the two pilot signals S P ii ot , S Pi iot2 can be generated, for example, by means of a small oscillator in the control device 5.
  • the test means 32 comprise a symmetrical power divider 38, which divides the local test signal S P.
  • the power of the test signal S P is halved.
  • the test signal S P is in the respective
  • Receive path 16, 21 coupled by means of a directional coupler 39, 40.
  • the directional couplers 39, 40 are the same structure.
  • the local oscillator 26 is a common oscillator for the down-converters 17, 23 and the up-converter 35. It is controlled by the control device 5.
  • the oscillator 26 is, for example, a voltage-controlled oscillator (voltage control oscillator), which generates the oscillator signal 27 at a frequency which is dependent on the amplitude of a DC voltage provided to the oscillator 26 by the control device 5.
  • a part of the power of the oscillator signal 27 is coupled out for the up-converter 35, namely for example by means of a directional coupler 41. With this tapped oscillator signal 27 of the up-mixer 35 is fed, namely at its LO input 42.
  • This decoupled for the up-converter 35 part of Power of the oscillator signal 27 is preferably a very small part, namely for example -20dBm. It is unnecessary, an additional amplifier for the LO input 42, as well as for that oscillator signal 27, with which the down-converters 17, 23 are fed.
  • In fact, 0t i, S Pi iot2 are generated with correspondingly higher power.
  • test signal S P in the first receive path 16 on the one hand and in the second receive path 21 on the other hand coupled.
  • the test signal S P is thus mixed by the first down mixer 17 on the one hand and the second downwards mixing he 23 on the other hand downwards, namely in the baseband.
  • the first down-converter 17 outputs a first test signal Sn from the test signal S P
  • the second down-converter 23 outputs a second test signal S T 2.
  • the test signals Sn, ST2 are received by the control device 5, namely at the respective channel inputs 20, 25.
  • the radar device 3, 4 is in the test mode, before each measurement cycle or before the initiation of each operating mode.
  • the control device 5 first checks the reception paths 16, 21 for their functionality.
  • the control device 5 generates the pilot signals S Pi
  • test signal S P is a separate or independent signal from a transmission signal of the radar device.
  • the control device 5 determines a correction variable for a correction of the measured variables. Namely, the controller 5 may calculate a phase difference between the phase of the first test signal Sn and the phase of the second test signal S T 2 as a correction quantity. This phase difference is then used by the control device 5 for a correction of the measured variables, in particular the target angle oci, 0C2. Because the phase difference is the differences in the propagation and phase characteristics of the two receive paths 16, 21 and the down mixer 17, 23, the baseband amplifier 101, 102 and possibly other components of the receiver 13 again. Thus, possibly existing Inaccuracies or deviations from a nominal dimension are taken into account in the determination of the measured variables.
  • 0t 2, S P are also permanently generated by the control device 5, namely during the operation of the radar 3, 4.
  • results continuously 0t i, Spüot2 corresponding frequency component in the respective baseband signals SBI, SB2- Since this frequency is known, it can then be suppressed by the controller 5 - for example by a notch filter.
  • 0t i, S Pi iot2 are rectangular signals in the embodiment. These pilot signals S P ii ot , S Pi iot2 are fed to the up-converter 35, which then provides the high-frequency local test signal S P.
  • the test signal S P is down-converted in the two receiving channels by the down-converters 17, 23 and amplified by the baseband amplifiers 101, 102.
  • the interest is directed to the determination of the target angle or
  • the control device 5 determines a correction variable for the correction of the target angle oc; the correction quantity is the phase difference between the phase shift in the first receiving channel and the phase shift in the second receiving channel. This phase difference is in
  • the baseband amplifiers 101, 102 Essentially caused by the down-converters 17, 23, as well as by the baseband amplifiers 101, 102. While the down-converters 17, 23 have substantially constant phase characteristics over the frequency range of the baseband, and therefore no phase difference variations are expected over the entire baseband, the baseband amplifiers 101, 102 cause a baseband frequency dependent phase error. The baseband amplifiers 101, 102 thus cause a phase shift between the phases of the received signals SEI, S E 2, which is dependent on the frequency. The frequency-dependent
  • FIG. 6 shows on the one hand a gain characteristic V and on the other hand a phase characteristic of the baseband amplifiers 101, 102, each as a function of the frequency f.
  • a gain characteristic V which increases by 20 dB per frequency decade (in the logarithmic progression) was selected.
  • the decreasing power of the received signals S E i, S E 2 becomes increasing distance of the object compensated.
  • Phase difference 6 (f) gives the frequency dependent difference between the
  • 0t i, S Pi iot2 particularly advantageous. Then the test signal S P namely has a plurality of frequency components or
  • phase difference of the two receiving channels made or it can also phase inequalities between the two baseband amplifiers 101, 1 02 calibrated at the harmonic frequency points.
  • the correction quantity (6 (f)) is thus determined not only for the fundamental frequency but also for the (at least odd) integer multiples of the fundamental frequency, ie for the harmonics of the test signals
  • Sn, ST2 4 shows a schematic representation of a general structure (HF layout) of the up-converter 35 in microstrip technology.
  • the up-converter 35 is a so-called rat race mixer with diodes (not shown).
  • the oscillator signal 27 is applied.
  • the oscillator signal 27 is using a
  • Power divider 43 halves and propagates to a first port 44 of a first annular coupler 45 on the one hand and to a first port 46 of a second annular coupler 47 on the other. From the first entrance 36 of the
  • is propagated 0 ti toward a second port 48 of the coupler 45. Accordingly, the second pilot signal S Pi iot2 propagates from the second input 37 to a second port 49 of the second coupler 47.
  • Superpositions extend to a 90 ° hybrid coupler 50. There these superpositions overlap, so that the local test signal S P is output.
  • FIG. 5 also shows, in a schematic representation, the general structure (HF layout) of the receiver 13.
  • a ground surface is designated 51 in FIG.
  • Two mounting surfaces 52, 53 are provided, on which the first down-mixer 17 and the second down-mixer 23 are mounted, respectively.
  • respective microstrip lines can be seen, which form the first and second receiving paths 16, 21, respectively. These lines are on the one hand with terminals 54, 55 for the
  • Receive antennas 14, 15 are coupled and on the other hand led to the mounting surfaces 52, 53 to be connected there to the respective down-converters 17, 23.
  • the local test signal S P is coupled via the power divider 38 in microstrip technology and via the respective directional couplers 39, 40 in the receiving paths 16, 21.
  • the power divider 31 is provided in microstrip technology and coupled via a microstrip line 56 to the first downmixer 17 on the one hand and via a further microstrip line 57 to the second downmixer 23.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • General Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Radar Systems Or Details Thereof (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un système d'aide à la conduite (2) pour un véhicule (1), comportant un dispositif radar (3, 4) servant à déterminer une grandeur de mesure (α1, α2, R1, R2) relative à un objet extérieur au véhicule (10). Le dispositif radar (3, 4) comprend : au moins une première et une deuxième antenne réceptrice (14, 15) servant chacune à recevoir des signaux (SE1, SE2); un premier mélangeur abaisseur (17) couplé à la première antenne réceptrice (14) par l'intermédiaire d'un premier chemin de réception (16) et un deuxième mélangeur abaisseur (23) couplé à la deuxième antenne réceptrice (15) par l'intermédiaire d'un deuxième chemin de réception (21) pour effectuer une conversion descendante des signaux (SE1, SE2) reçus en signaux de bande de base (SB1, SB2) respectifs; un système de commande (5) pour déterminer la grandeur de mesure (α1, α2, R1, R2) à l'aide des signaux de bande de base (SB1, SB2); et des moyens de test (32) pour générer un signal d'essai local (SP) et injecter le signal d'essai (SP) dans le premier chemin de réception (16) et dans le deuxième chemin de réception (21) de sorte que le système de commande (5) reçoive le signal d'essai (SP) ayant subi la conversion descendante par le premier mélangeur abaisseur (17) en tant que premier signal de test (ST1) et le signal d'essai (SP) ayant subi la conversion descendante par le deuxième mélangeur abaisseur (23) en tant que deuxième signal de test (ST2). À partir des signaux de test (ST1, ST2), le système de commande (5) détermine une grandeur de correction dépendante de la fréquence (δ(f)) pour corriger la grandeur de mesure (α1, α2, R1, R2). L'invention concerne également un procédé correspondant.
EP12704035.0A 2011-03-03 2012-02-08 Système d'aide à la conduite pour un véhicule et procédé pour faire fonctionner un dispositif radar Withdrawn EP2681583A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011012843A DE102011012843A1 (de) 2011-03-03 2011-03-03 Fahrerassistenzeinrichtung für ein Fahrzeug und Verfahren zum Betreiben eines Radargeräts
PCT/EP2012/052082 WO2012116876A1 (fr) 2011-03-03 2012-02-08 Système d'aide à la conduite pour un véhicule et procédé pour faire fonctionner un dispositif radar

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EP2681583A1 true EP2681583A1 (fr) 2014-01-08

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EP12704035.0A Withdrawn EP2681583A1 (fr) 2011-03-03 2012-02-08 Système d'aide à la conduite pour un véhicule et procédé pour faire fonctionner un dispositif radar

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Country Link
US (1) US9482745B2 (fr)
EP (1) EP2681583A1 (fr)
JP (1) JP2014513272A (fr)
KR (1) KR20140036155A (fr)
CN (1) CN103502838B (fr)
DE (1) DE102011012843A1 (fr)
WO (1) WO2012116876A1 (fr)

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DE102014208899A1 (de) * 2014-05-12 2015-11-12 Robert Bosch Gmbh Verfahren zur Kalibrierung eines MIMO-Radarsensors für Kraftfahrzeuge
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DE102015225592A1 (de) * 2015-12-17 2017-06-22 Robert Bosch Gmbh Vorrichtung zum Verarbeiten oder Erzeugen eines Signals und Verfahren zum Ermitteln einer Anpassung
FR3048557B1 (fr) * 2016-03-07 2018-03-30 Valeo Comfort And Driving Assistance Equipement electronique d'aide au stationnement pour vehicule automobile
DE102016117920B4 (de) * 2016-09-22 2018-04-05 Endress + Hauser Gmbh + Co. Kg Frequenzwandler-Schaltung für ein Radar-basiertes Messgerät
KR101847820B1 (ko) * 2017-11-07 2018-04-11 유메인주식회사 DAA(Detect And Avoidence)를 위한 자동 바이어스 조정 기능을 갖는 UWB(Ultra Wide Band) 임펄스 레이다 모듈 생산 방법
US10921414B2 (en) 2017-12-04 2021-02-16 Viasat, Inc. Tracking receiver with integrated phase calibration and method
DE102018112092A1 (de) * 2018-01-10 2019-07-11 Infineon Technologies Ag Integrierte mehrkanal-hf-schaltung mit phasenerfassung
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DE102018104729B4 (de) * 2018-03-01 2024-06-27 Infineon Technologies Ag Verfahren und Vorrichtungen zum Prüfen eines oder mehrerer Empfangspfade in einem Radarempfänger
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Also Published As

Publication number Publication date
US20140168006A1 (en) 2014-06-19
WO2012116876A1 (fr) 2012-09-07
JP2014513272A (ja) 2014-05-29
CN103502838B (zh) 2016-02-24
CN103502838A (zh) 2014-01-08
US9482745B2 (en) 2016-11-01
DE102011012843A1 (de) 2012-09-06
KR20140036155A (ko) 2014-03-25

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