KR20010041181A - High performance vehicle radar system - Google Patents

Abstract

The present invention relates to a radar system used in the case of an automobile. Particularly, radar systems are suitable for reverse warning systems and lane change warning systems. The radar system according to the present invention minimizes many problems found in the prior art by providing programmable delay and programmable gain. The radar system uses a range search algorithm to detect and classify obstacles in various ranges within the radar view field. Each obstacle range corresponds to a specific delay and gain setting. By searching the obstacle search algorithm, obstacles are searched in various ranges. For each obstacle range, the search algorithm causes an appropriate time delay and gain setting. The obstacles in the selected range are detected and classified. The speed of the obstacle is obtained through Doppler processing. A display is used to alert the driver of the vehicle to the presence of obstacles in various ranges. Warnings can be audiovisual. When used in a lane change system, audible alarms are generated based on vehicle speed.

Description

[0001] HIGH PERFORMANCE VEHICLE RADAR SYSTEM [0002]

In general, automotive safety systems can be classified as collision avoidance systems or accident prevention systems. An anti-collision safety system can minimize the impact of an accident, but an effective accident prevention system helps the driver prevent accidents altogether. With this principle, automotive radar can be used as an effective accident prevention system. Specifically, the radar system is suitable for use in a backup warning system that warns the driver that he or she is about to collide with an object, such as a child or another vehicle, when the vehicle is reversing. The radar system also includes a side object warning system (a blind-spot warning system, which alerts the other vehicle to not change the lane if it is in an area known as the driver ' s blind-spot or side- ). ≪ / RTI > Normally, the left object zone is located slightly to the left rear of the driver's vehicle. Normally, the right object zone is located slightly to the right rear of the driver's vehicle. In many cases, the driver of the first vehicle to change the lane does not see the second vehicle in the adjacent lane, so that a collision occurs at the time of lane change. In particular, the front bump of the second vehicle is located at the rear Lane change collision is likely to occur.

Despite these clear needs and decades of research, automotive warning radars are not widely used. Today, automotive radar warning systems are either too primitive to provide useful information to the driver, or are too expensive. Many of the prior art vehicle radar warning systems simply detect the presence of obstacles no matter what the target and provide no information about the nature or location of the obstacle. A very important obstacle characteristic is the distance from the radar to the obstacle (downrange distance). Many simple, low-cost radars designed for use in automobiles do not provide down-range information. These radars, which typically provide down-range information, do not provide accurate down-range information for multiple obstacles because the radar can not distinguish a number of obstacles. Generally, the radar to distinguish a number of obstacles is too expensive for most drivers.

The simplest automotive radar system uses a continuous wave (CW) in which the transmitter continuously transmits energy at a single frequency. The transmitted energy is reflected by the obstacle and received by the radar receiver. The received signal is Doppler shifted as the obstacle moves relative to the radar. The CW receiver filters everything that is not Doppler shifted (i.e., an obstacle that does not move relative to the radar). When the receiver detects the presence of a Doppler shifted signal, the receiver sends a signal to the warning device to warn the driver. This type of radar does not provide down-range information to the driver, so the driver can not know the distance between the object and the vehicle.

Another type of radar that is found in prior warning systems is a two-frequency CW radar. A two-frequency CW radar transmits energy at a first frequency and a second frequency. The transmitted energy is reflected by the obstacle and received by the two-frequency CW receiver. The receiver measures the phase of the received signal at the first frequency and the phase difference of the received signal at the second frequency. The distance to the obstacle can be calculated from the measured phase difference. If there are multiple obstacles in the radar's field of view, the two-wave CW radar will operate insufficiently. Since a simple two-frequency system can not distinguish two obstacles at different distances, the measurement range obtained from a two-frequency CW system is not reliable when there are multiple obstacles.

Also, in the case of automobiles, frequency modulated continuous wave (FMCW) radars are used, particularly in the case of forward looking systems such as automatic braking and automated vehicle control. For FMCW radar, the frequency of the transmitted signal replaces the frequency from the start frequency to the end frequency. The transmitted signal is reflected by the obstacle and is received by the FMCW receiver. The signal received by the receiver from the transmitter to the obstacle and back to the receiver is delayed in time with the travel time of the electromagnetic wave. Because the frequency of the transmitted signal varies over time, the frequency of the received signal at any given time is slightly different from the frequency of the transmitted signal. If there is no Doppler shift, the distance to the obstacle can be calculated by comparing the frequency of the received signal with the frequency of the transmitted signal. The presence of the Doppler shift shifts the frequency of the received signal and allows the obstacle to appear closer or farther relative to its actual position.

UltraWideband (UWB) Impulse radars are designed for use in vehicle warning systems. However, UWB radar is undesirable because these radars transmit energy over a very wide bandwidth and generate electromagnetic interference that can interfere with other radio frequency systems such as radio broadcast, television, cellular phones, and the like. UWB radar must operate at very low power to avoid violating the standards promulgated by the US Federal Communications Commission (FCC). The UWB radar also requires an antenna that can be used with a very wideband signal transmitted and received by the radar. However, very wideband antennas can be difficult to design and mount.

In addition, additional problems arise when retrograde warning radar is mounted on large trucks, delivery vans, construction vehicles, and semi-trailers (collectively referred to as trucks). Existing truck back-up warning systems and lane-changing aids are costly and difficult to retrofit existing truck fleets. A skilled technician is required to mount the radar unit and it takes a lot of time to mount it. Existing systems must be carefully placed to have the correct field of view. Signal wires must also be connected from the radar sensor in the rear of the truck to the operator interface of the truck steering wheel. In the case of trailers and semi-trailers, these signal wires require a connector to be installed between the tractor and the trailer. This can be particularly problematic if the owner of a large truck car is retrofitting part or all of the car with a retrograde warning radar.

The present invention relates to a radar system for a vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1A is a diagram illustrating operation of a backward warning radar system attached to a vehicle; FIG.

1B is a diagram illustrating a backward warning system attached to a heavy duty vehicle;

2 illustrates a plurality of radar sensors integrated with a vehicle;

Figure 3A illustrates a self-contained radar system having integral patch antennas.

Figure 3B illustrates a display panel for use with a radar warning system.

4 is a block diagram illustrating interaction between an RF part, an analog part, and a control part of a radar system;

Figure 5 is a block diagram illustrating the RF portion illustrated in Figure 4;

Figure 6A is a block diagram illustrating one embodiment of the analog portion illustrated in Figure 4;

Figure 6b is a block diagram illustrating a preferred embodiment of the analog portion illustrated in Figure 4;

7A and 7B are schematic circuit diagrams of an RF section corresponding to the block diagram illustrated in FIG.

Figures 8A-8D are schematic circuit diagrams of an analog portion corresponding to the block diagram illustrated in Figure 6B.

9 is a schematic flow diagram illustrating operation of a radar system;

10 is a flow diagram illustrating a cross-range and down-range obstacle search algorithm;

11 is a flow chart illustrating a false target detection algorithm;

12 is a flowchart illustrating a display update algorithm;

Figures 13A-13C illustrate a truck having a plurality of taillight assemblies and a display portion mounted on a steering wheel.

FIG. 14 is a schematic diagram of a radar sensor using a radar sensor integrated with a taillight assembly such as a reverse light, a brake light, and the like, WARNING Block diagram of the radar system.

Figures 15A-15G illustrate various embodiments of a backward warning system integrated with a taillight assembly.

16 is a block diagram of a low cost computer based radar system using current carrier technology to communicate with a central control.

17 is a block diagram illustrating a low cost computer based radar system using a detector based on a low pass filter and low speed digital sampling performed after fast analog sampling;

18 is a block diagram illustrating a low cost computer based radar system using a detector based on a high speed digital sampling and digital signal processor.

19A is a block diagram illustrating a low cost computer based radar system using a detector based on gated high speed digital sampling to reduce the number of digital samples.

Figure 19b is a flow chart illustrating operation of the digital sampling system illustrated in Figures 18 and 19a;

20 is a block diagram illustrating a lane change assist system using vehicle speed to reduce warning errors;

Figure 21 is a block diagram illustrating a pulsed radar system that illuminates obstacles by electromagnetic energy pulses.

22A is a front view illustrating a light emitting diode array having a vertical supply line and a horizontal bus line located in front of a radar antenna;

22B is a side view illustrating a light emitting diode array having a vertical supply line and a horizontal bus line located in front of a radar antenna;

22C is a front view illustrating a light emitting diode array positioned ahead of the radar antenna, similar to FIG. 22A except that a bus line is formed along the outer edge of the array.

In the figures, the first number of all three-digit numbers represents the number of the figure in which the member is first illustrated. For example, a member having a reference numeral 404 is first illustrated in Fig. If a four-digit drawing number is used, the first two digits represent the drawing number.

The present invention provides a radar system that can track and identify multiple obstacles that are Doppler shifted while using a transmitted signal that can be adjusted to fit within a radar band assigned by the Federal Communications Commission (FCC) Problems and other problems. The radar according to the present invention provides cross-range information and down-range information for a plurality of obstacles and is not confused by the presence of a Doppler shifted object. The radar according to the present invention is simple in construction, cheap in price, and suitable for the case of a vehicle. The radar system according to the present invention is particularly suitable for a back warning system and a side object warning system which warn the driver of a vehicle that the vehicle may collide with an object that deviates from a direct view field of the driver. Current radars use a receiver that transmits a pulsed carrier frequency and has programmable delay and programmable gain, minimizing many of the problems found in the prior art.

The receiver uses a range search algorithm to detect and classify various ranges of obstacles within the view field of the radar. Each range of obstacles corresponds to a specific delay and gain setting. For each range of obstacles, the range finding algorithm sets the appropriate time delay and gain setting. The obstacles in the selected range are detected and classified. The display is used to warn the driver of the vehicle of the presence of a wide range of obstacles. A warning can be a visual or audible warning and can also be an audiovisual warning. The cross-range information can be obtained by using a plurality of radar sensors. Each of the radar sensors detects obstacles in different areas around the vehicle. In some embodiments, an obstacle can be detected by one or more radar sensors because these areas overlap. In one embodiment, the radar is designed to ignore stationary objects (i.e., obstacles that are not Doppler shifted) relative to the radar. Fixed obstacles, such as those reflected from other parts of the vehicle on which the radar is mounted, are generally less prone to collision and should therefore be ignored.

Current radar systems may be used to detect the presence, size, location, velocity, and / or acceleration of passengers or other objects within a vehicle within the passenger compartment of the vehicle. This information can be used, for example, in an intelligent airbag deployment system. The radar may also be used inside the passenger compartment as part of a throttle position sensing system that detects the throttle position by detecting the position of a portion of a mechanical throttle linkage, such as the position of a " gas pedal ". In a similar manner, the radar may be used to detect the position of the brake pedal, vehicle seat, and the like.

The radar can be used outside the passenger compartment to detect objects located behind, behind, or in front of the vehicle. The radar can be used as part of an active suspension system. In one embodiment, the radar can be used to measure the height of the vehicle on the road surface. The radar can also be used to detect the position, velocity, and acceleration of a portion of the vehicle suspension system. The radar can be used to detect deformation or changes in road surface. These deformations include changes in the texture of the road surface, holes (e.g., fine ground), and the like. Information on road surface deformation can be supplied to the driver, active suspension system, and so on.

In one embodiment, a plurality of intelligent radar sensors are located in the interior of the vehicle and around the vehicle, and each of the radar sensors is coupled to a vehicle information bus. Each of the radar sensors measures obstacles in the view field and transmits radar obstacle information to the vehicle information bus. Other vehicle systems, such as display units, suspension units, airbag units, etc., are also connected to the information buses. These other vehicle systems receive radar obstacle information and use this information to improve vehicle operation, stability and / or convenience.

Also, the radar sensor can calculate the collision time based on the down-range with the obstacle and the relative speed between the obstacle and the radar sensor. The radar may provide a view field corresponding roughly to the side object area. These radars can be used as collision avoidance systems and lane change assistants.

In another embodiment, the radar may include an audible warning device configured to generate an audible warning signal and depending on the down range of the closest obstacle, or the relative speed between the radar and the obstacle, or the time at which the obstacle collides with the radar have.

Another embodiment of the present invention relates to an intelligent display that provides information to a driver of a vehicle. The intelligent display includes a sensor display, such as an audible or visual display, and a control processor. The control processor is configured to receive sensor information from the vehicle information bus. The sensor information includes data measured by one or more sensors, such as a radar sensor, coupled to the information bus. The control processor prioritizes the sensor information and formats the sensor display based on the sensor information.

In another embodiment of the present invention, the radar sensor may be integrated with a standard taillight housing assembly of a truck or trailer. Integrating the radar with the taillight housing significantly simplifies the mounting and maintenance problems that arise when retro-warning systems are added to the truck. The radar sensor of the reverse warning system and / or the radar sensor of the lane change assistant are integrated with one or more tail lamps. In some embodiments, the backward warning radar sensor of the integrated radar-taillight assembly draws power from the power supplied to the reverse light. In another embodiment, the radar sensor of the lane change assistance device draws power supplied to the signal light.

In some embodiments, the radar sensor of the integrated radar-taillight assembly communicates with the central control via current-carrier networking. In a current carrier network, the data is modulated with alternating current carriers and combined with standard 12 volt or 24 volt direct current (DC) wiring found in trucks. The integrated radar taillight assembly can be easily mounted on a trailer or semi-trailer for only a short time by a relatively unskilled technician. Also, because the current carrier network uses existing wiring, the communication link between the radar sensor and the central control is easily provided without costly retrofit or additional wiring of the truck or trailer. The central control portion of the steering wheel engages the tail light wiring to communicate with the radar sensor of the remote radar-taillight assembly. The central control unit coordinates the operation of a number of radar-taillight assemblies and operates an audiovisual display for the driver.

The integrated radar-taillight assembly does not require special purpose mounting and uses the existing taillight mount location. Existing mounting locations are typically provided in relatively protected locations and are practically usable in all trucks. It is also preferable that the mounting position is connected to the power supply and the wiring for an existing taillight service. By hiding the radar sensor in the taillight assembly, it is possible to prevent theft and breakage.

Often tractors are used with multiple trailers. Thus, in some embodiments, the driver interface of the steering wheel provides different types of data depending on the type of sensor installed in the trailer. For example, the boundary of the maximum down range or range gate of the trailer, which is typically back to the dock, may preferably be different from the trailer typically lowered at the ramp.

The current carrier network provides a single control interface to one or more radar sensors. Many types of sensors can send display commands to a driver interface. For example, the tractor may be connected to a trailer having only one reverse warning system, a tractor having only one lane change assistant system, or both. In each of these cases, the user display of the central control and steering wheel is suitable for the available sensors and displays data based on these sensors.

An optical sensor or a current sensor may be provided in the integrated radar-taillight assembly to warn the driver that one or more taillights have failed (such as burning).

In another embodiment, the radar-taillight assembly uses LED (Light Emitting Diode) arrays instead of more traditional incandescent lamps for taillamps. LEDs are more reliable than incandescent lamps, have a long life, are low in operating temperature and compact. Because failure of a small number of LED arrays does not seriously affect the amount of light generated by the array, the LED arrays have significant durability.

In one embodiment, the analog process is replaced by a digital process to improve the manufacturability and stability of the radar system. By controlling the number of analog-to-digital conversions, the amount of digital data is reduced. A digital sample is generated during a desired time interval corresponding to the desired obstacle range and no digital sample is generated during another interval corresponding to another obstacle range.

In one embodiment, low-pass filtering and low-speed digital sampling are performed after fast analog sampling to produce digital samples. In another embodiment, digital samples are generated by high-speed digital sampling and a digital detector of a digital signal processor (DSP). The DSP processes the digital samples (corresponding to the desired obstacle range) in response to the trigger pulse from the time delay. This reduces the amount of data that the DSP has to process, thus reducing the complexity and expense of the radar system. In another embodiment, the analog-to-digital converter generates a digital sample from the intermediate frequency signal in response to the programmable time delay. The programmable time delayer selects samples corresponding to the desired obstacle range (e.g., desired down-range).

Another aspect of the present invention relates to a lane change assistant system that detects an object (obstacle) in a driver's blind spot to help a safe lane change travel so that the driver does not receive or receive little or no stress at the time of lane change . One or more lane changing radars detect obstacles in the side object zone of the vehicle. The radar sensor allows the lane change system to distinguish between relatively close objects and relatively close objects.

In order to further reduce the warning error, the lane change assist system according to one embodiment uses the vehicle speed to determine the maximum obstacle distance for the audible warning. At a given vehicle speed, if an obstacle is detected to be out of the maximum distance at a given speed, no audible alert occurs. Conversely, if an obstacle is detected to be within a maximum distance at a given speed, an audible alert occurs.

In one embodiment, when an object is detected on the left side of the vehicle and the left turn signal is illuminated, a warning is generated. Similarly, when an object is detected on the right side of the vehicle and the right turn signal is lit, a warning is issued.

In one embodiment, the pulsed radar detects a pulse reflected by an obstacle by sensing a trailing edge of the pulse.

In one embodiment, a light source array, such as a light emitting diode array, is located in front of the radar antenna. A power supply line that supplies power to the light emitting diode is arranged to reduce the interface between the power supply line and the radar antenna. In one embodiment, the power supply lines are preferentially arranged such that these lines are orthogonal to the electric field (E-field) supplied by the radar antenna.

FIG. 1A is a diagram illustrating an automobile 100 operating using a reverse warning radar system 102. FIG. The radar system 102 may be a single radar unit including a radar sensor and a control unit. Otherwise, the radar system 102 may be a plurality of radar sensors coupled to a common control. The radar system 102 may include a detection function for a back warning system and may include a detection function for a side object alarm system. The radar system 102 transmits electromagnetic energy (waves) that illuminate obstacles such as a child 110 and a group of people 112. The child 110 reflects wave 108 back into the radar and a group of people 112 reflect wave 106 back into the radar. The reflected wave 108 from the young child 110 is reflected by the wave 106 from a group of people 112 because the young child 110 is located closer to the radar 102 than a group of people 112. [ Reaches the radar 102 before it reaches the radar 102. The radar 102 receives the waves 106 and 108 and warns the driver of the automobile 100 that the object is behind the automobile 100. [ The radar 102 generally has a view field extending to the rear of the vehicle 100. The view field is three-dimensional including depth, width, and width, but since the vehicle moves in two dimensions, it will be discussed for a two-dimensional view field for convenience. The two-dimensional view field extends a certain distance from the rear of the vehicle in the down-range direction and extends a certain distance from the rear of the vehicle in the cross-range direction. The radar can "see" the obstacles in the view field defined by the cross-range and down-range limits.

In addition to the view field, the function of the radar observing obstacles is influenced by the external size of the obstacles. The external size of the obstacle differs from the actual size and is measured by the radar and measured by the radar cross section in units of decibels per square meter (dBsm). Sometimes the external dimensions of an object are not related to the actual size of the object. For example, in a radar 102, a young child 110 may appear smaller than a group of people 112. Conversely, a group of people 112 may appear smaller than a child 110. Since the child is closer to the automobile than a group of people 112, the driver of the automobile 100 first receives a warning to the child. When the driver stops at an appropriate time to prevent collision with the child 110, it also prevents collision with a group of people 112. [ Accordingly, it is desirable that the radar 102 warns more strongly of an object located closer to the radar 102. Obstacles far away from the radar 102 are at least less important for the time being, and there is less need to warn them.

1B is similar to FIG. 1A except for the use of a reverse warning radar in the case of a construction or heavy duty truck. In Fig. 1B, radar 102 is attached to heavy duty vehicle 120. Fig. The heavy duty vehicle 120 includes a reverse warning device 122 that automatically sends out a beeping signal whenever the vehicle 120 is reversed. The necessary warning devices, such as the warning device 122, are intended to warn people, such as the workers 124 standing behind the vehicle 120, that the vehicle is reversing. Experience has shown, however, that in a somewhat noisy construction site where a number of warning devices 122 are present, the worker begins to ignore the warning sound, and therefore accidents involving vehicle back-up still occur. Also, since the driver of the vehicle 120 is still moving back toward the inanimate object, the warning device 122 is effective only for a person. Therefore, there is a need for a radar warning device that can be used in a construction or heavy equipment environment. This warning device provides a warning to the outside of the vehicle that is different from the warning provided to the driver.

In all cases illustrated in FIGS. 1A and 1B, some of the usefulness of the radar system 102 lies in the accuracy of the warning provided. For example, if the radar 102 is so sensitive that a false alarm sounds every time the vehicle 100 or 120 is backed up, the driver of the vehicle will soon ignore the warning and thus the warning effect disappears. Conversely, if the radar 102 is not sensitive enough to not warn the user each time, the warning effect also disappears. Many prior art radar systems attempted to limit the number of warning errors by limiting the down-range view field of the radar. Limiting the down range view field is a somewhat inexperienced solution in which the driver refuses most of the information he needs to avoid collisions in real life situations. Current radar system 102 reduces warning errors by providing the operator with additional information about the obstacles in the view field of the radar, such as down-range and cross-range information.

2 is a view illustrating a plurality of radar sensors integrated with the vehicle 100. As shown in Fig. The automobile 100 illustrated in FIG. 2 is for illustrative purposes only and may use any vehicle, vessel, airplane, or structure that can benefit from such a radar sensor instead of a motor vehicle. Each of the sensors 202, 204, and 206 includes a radar transmitter circuit, a radar receiver circuit, a transmitting antenna, and a receiving antenna. The sensor 202 is mounted in a central portion of the vehicle and generally detects obstacles in the Field of View (FOV) extending directly behind the vehicle. The sensor 204 is located in the right rear portion of the vehicle and generally detects the obstacle in the FOV 205 located on the rear of the vehicle and located to the right of the obstacle detected by the sensor 202. The sensor 206 is located in the left rear portion of the vehicle and is generally located behind the vehicle and detects obstacles in the FOV 207 located on the left side of the obstacle detected by the sensor 202. The sensor 208 detects the obstacle in the FOV 209 located on the right rear side of the vehicle and covering the right object region of the driver. The sensor 210 is located on the left side of the vehicle and generally detects obstacles in the FOV 211 covering the left object region of the driver. Although it is desirable to use five sensors 202, 204, 206, 208, and 210, a greater number of sensors may be used within the scope of the present invention.

Each of the sensors 202, 204, 206, 208, 210 is coupled to a data bus 220. The data bus 220 is connected to the central control unit 222. The data bus 220 may be dedicated to the radar function. Otherwise, the bus may be a generic data bus used by multiple systems of the vehicle 100. The bus 220 may be a commercial bus using a nonstandard protocol or may use standard protocols such as, for example, Universal Serial Bus (USB), IEEE 1394 fire wire, ISB, The central control 222 monitors data from each of the sensors 202, 204, 206, 208 and 210, and controls and collects its operation. The central control unit 222 uses the data collected from the sensors to identify obstacles. The reverse switch 226 is connected to the control unit 222 to indicate that the vehicle 100 is moving backward. When the vehicle 100 is in the backward state, the controller 222 warns the driver using one or more displays 224 if an obstacle is determined.

The control unit 222 may be a radar function dedicated control unit or a vehicle control unit that provides a general command and control function to the vehicle 100. [ In another embodiment, since each of the sensors 202, 204, 206, 208, 210 is configured by a radar control function represented by the central control 222, each sensor operates as a relatively autonomous sensor, The obstacles in the field may be detected and the obstacle information may be provided to the bus 220 to be used by other systems in the vehicle 100. [

In one embodiment, the display 224 is provided in a vehicle area that the driver naturally looks at while the vehicle is reversing. This area includes an area near the rear view mirror and an area near the rear of the passenger compartment. Most vehicles have left and right rearview mirrors and an internal rearview mirror mounted near the top and center of the front windshield. In a preferred embodiment, therefore, the first display 224 is provided in the vicinity of the left exterior rearview mirror, the second display 224 is provided in the vicinity of the right exterior rearview mirror, . The display 224 may be provided near the center of the rear window of the vehicle or may be provided at both the top of the window and the bottom of the window or both the top and bottom of the window.

The display 224 may be coupled to the bus 220 illustrated in FIG. In one embodiment, the control unit 222 directly transmits a command to the display unit 224 that controls the operation of the control unit.

In another embodiment, the display 224 is not controlled by a direct command from the controller 222, but rather monitors the information on the bus 220 and displays information based on the determination made within the display 224 And operates as a relatively autonomous intelligent display device. For example, the control unit 222 may transmit general obstacle information (for example, an obstacle of 3 meters), not information for only a specific control unit, and the control unit 224 connected to the bus 220 may transmit obstacle information And provides a warning display to the driver. By using this embodiment, the number of displays 224, the display form (e.g., audiovisual display, etc.), and the manner in which the information is displayed can be changed without changing the control 222.

In particular, in a modular embodiment, each of the radar sensors 202, 204, 206, 208, 210 is an intelligent sensor that includes an internal control and transmits obstacle information on the bus 220. Sensor 224 is an intelligent display device that monitors information on bus 220 and displays information based on decisions made within display 224. The intelligent sensor may operate in a relatively autonomous mode, or may operate in a cooperative mode in which one or more intelligent sensors communicate with each other. In one cooperative mode, the intelligent sensor operates in a master-slave configuration where one intelligent sensor acts as the master and the other intelligent sensor acts as the slave.

Otherwise, the display 224 may be directly connected to the control unit 222 and controlled by the control unit 222, rather than connected to the bus 220.

The display 224 may be provided outside the vehicle to warn people in the rear of the vehicle. The external display 224 may be audible or visual, or it may be audiovisual, provided in combination with the alarm device 122, or may be used in place of the alarm device 122. The external display provides an individual sound that changes as the vehicle approaches the people 124. [ Thus, the person 124 standing behind the vehicle 120 can hear a single sound when the vehicle 120, which may add a small risk to the people 124, is distant or slowly moving. When a vehicle 120 that can add a great danger to the people 124 is approaching or moving at high speed toward the people 124, people will hear different sounds.

2 illustrates an embodiment of a system for connecting a plurality of sensors to a controller 222, wherein a sensor and a controller 222 are coupled to a common bus 220. FIG. The bus 220 may comprise wires, optical fibers, or both. The bus 220 may only transmit data for the radar sensor, or the bus 220 may be a general purpose vehicle bus that transmits data to and from another vehicle system. By coupling the radar sensor and / or controller 222 with the universal vehicle bus, greater interaction between the radar system and other systems in the vehicle, such as, for example, an auto-braking system, an airbag system, a display system, . In another embodiment, each of the sensors 202, 204, 206, 208, 210 is connected to the control 222 by a separate cable.

2 also illustrates a radar sensor 230 within a passenger compartment. The radar sensor 230 is connected to a control unit 228 which controls the airbag 232. The radar sensor 230 provides data for passengers, such as the size and location of the passengers, to the control unit 228, thus improving the functionality of the control unit 228 to effectively use the airbag 232.

3A illustrates a stand-alone radar unit 302 having an internal patch antenna including a transmitting antenna 304 and a receiving antenna 306. As shown in FIG. The antenna may comprise multiple patches configured to favor an antenna radiation pattern. The connector 308 provides power, an input signal, and an output signal from the radar unit 302. The radar section 302 may be a sensor, such as a sensor 202 that includes a transmitter and a receiver but does not have a central control system. Otherwise, the radar unit 302 may be a complete radar system including a controller, such as a radar sensor (such as sensor 202) and a controller 222. In the preferred embodiment, the antennas 30 and 3064 are printed wiring circuit patch antennas, and other antennas may be used.

3B is a diagram illustrating a display panel 224 using a current radar warning system and including a light emitting diode 312-315 and a visual alert device 320. FIG. Diodes 312-315 are used to indicate the distance between the obstacle and the vehicle 100. [ In one embodiment, the diode 312 corresponds to the closest obstacle and the diode 315 corresponds to the most distant obstacle. In a preferred embodiment, all diodes 312-315 are illuminated when a near obstacle is detected, and only one diode is illuminated when only a distant obstacle is detected. In another embodiment, the number of illuminated diodes is determined by the relative speed of the obstacle relative to the radar. In another embodiment, the number of diodes is determined by the time at which the obstacle and the radar collide, the shorter the time to collide, the greater the number of diodes to be provided. In one embodiment, the audible warning device 320 sounds a loud warning when an obstacle is detected in a closer range, a silent warning when the obstacle is detected in a medium range, It will not sound a warning. The hearing alert may include a voice alert message based on the size or range of obstacles detected.

4 is a block diagram of a radar system 102 illustrating interaction between a radio frequency (RF) unit 402, an analog unit 404, and a control unit 406. In a preferred embodiment, RF portion 402 and analog portion 404 include radar sensors such as radar sensors 202, 204, 206, 208, 210, and 230 illustrated in FIG. 4, only one RF unit 402 and an analog unit 404 are illustrated on the assumption that a plurality of RF units 402 and a plurality of analog units 404 are connected to the control unit 406 . The controller (controller) 406 preferably provides the control functions displayed by the controllers 222 and 228 of FIG. In a preferred embodiment, the control unit 406 includes a microprocessor-based control device having an analog-to-digital converter (ADC) for converting the analog signal 420 into a digital format. In another embodiment, because the ADC is moving to the analog portion 404, the radar obstacle data may pass from the analog portion 404 to the control portion 406 in digital form. The ADC is preferably a 12-bit converter.

The RF section 402 provides an output signal to the transmitting antenna 304. [ The receiving antenna 306 provides the received signal to the RF unit 402. The analog portion 404 provides a transmit timing signal 410 and a receive timing signal 412 to the RF portion 402. The RF section 402 provides an intermediate frequency (IF) signal 414 to the analog section 404. The IF signal 414 includes a signal received by the RF portion 402 and downconverted to the baseband as described below.

As described in more detail below with reference to FIGS. 5 and 6, the RF section transmits the RF transmit pulse to the transmitting antenna 304 by a pulse on the transmit timing signal 410. [ Immediately after each transmit pulse, the analog unit 404 transmits a pulse on the receive timing signal 412 to open the receive window. Since the receiving window is only opened for a predetermined time, only obstacles within this time are observed by the radar. Since the timing of the waves received from a particular obstacle is a function of the travel time of the electromagnetic waves traveling from the transmitting antenna to the obstacle and again to the receiving antenna, the obstacle time can be easily translated into distances. The travel time of the electromagnetic wave in the air is about 1 nanosecond per foot. Therefore, the receiver time window of the obstacle 1 foot away from the transmitting and receiving antennas is about 2 의 after the transmission pulse. When the receiving window is opened, the RF unit 402 transmits the IF data on the IF signal 414 to the analog unit 404.

The analog portion 404 provides additional signal processing on the IF signal 414 to generate the analog radar signal 420. The analog portion 404 provides the analog radar signal 420 to the control portion 406. The analog radar signal 420 is an analog output from the radar and contains all obstacle information. The controller 406 converts the analog radar signal 420 to a digital domain using an analog-to-digital converter for additional obstacle processing.

The controller 406 transmits the sensor enable signal 421, the program enable signal 422, the program clock 424, and the program data 426 to the analog unit 404. The radar analog section 404 starts transmitting the transmission timing signal 410 to the RF section 402 by the sensor enable signal 421. [ 6, the program enable signal 422, the program clock 424, and the signal 426, which is program data, are coupled to an analog section 404, which includes a programmable delay line and a two-stage programmable gain amplifier ) ≪ / RTI > do.

Fig. 5 is a block diagram of the RF unit 402. Fig. A carrier frequency oscillator 502 of the RF section 402 provides an RF signal to an input of a power divider 504. The power divider In a preferred embodiment, the oscillator 502 provides a 5.8 GHz signal. A first output of power divider 504 is provided at the input of an RF amplifier 506. The output of the RF amplifier 506 is provided at one terminal of a single pole single throw (SPST) switch 508. The second terminal of the SPST switch 508 is provided to the transmitting antenna 304. [ The SPST switch 508 is a high frequency switch that can be switched on and off in nanosecond time frames. The SPST switch 508 is also configured to pass the RF signal at 5.8 GHz without significant attenuation.

The transmit signal 410 is provided to a pulse generator 510 that provides a pulse of fixed width to the control input of the SPST switch 508. Generally, the SPST switch 508 is in an open position. The pulse provided by the pulse generator 510 closes the SPST switch 508 for a fixed period of time and then opens the SPST switch 508 again during the next transmit pulse. During the period when the SPST switch 508 is closed, the unmodulated 5.8 GHz carrier at the output of the RF amplifier 506 is provided to the transmitting antenna 304 and a short burst of RF energy is transmitted by the antenna. In a preferred embodiment, the SPST switch 508 is closed for 10 nanoseconds. Thus, in a preferred embodiment, the bandwidth of the transmitted pulse is about 3% of the carrier frequency 5.8 GHz or about 200 MHz.

A second output of the power divider 512 is provided at the input of the RF amplifier 512. The output of the RF amplifier 512 is provided to a local oscillator (LO) of a mixer 514. The output of the receiving antenna 306 is provided at the input of an RF low noise amplifier (LNA) 516 and the output of the amplifier 516 is provided at the RF input of the mixer 514. The output of the mixer 514 is provided at the input of a low pass filter 518. The output of the low pass filter 518 is supplied to the input of the IF amplifier 522 via a direct current (DC) block 520.

The energy transmitted by the transmitting antenna 304 is reflected by the obstacle in the FOV and is received by the receiving antenna 306. [ If the obstacle is stationary with respect to the antennas 304 and 306, the received energy will have the same frequency (5.8 GHz) as the transmitted energy. If the obstacle is not stationary relative to the antennas 304,306, the received energy is frequency shifted by the Doppler effect. The frequency shift is about 25 Hz / mile / hour. The mixer 514, low pass filter 518, and DC block 520 down-convert and filter the received signal from RF to IF (audible) frequency. The non-Doppler shift received energy appears at the output of the mixer 514 to DC and is blocked by the DC block 520. The Doppler shifted received energy appears at the output of the mixer 514 at the fundamental band Doppler shift frequency. Thus, an obstacle moving at 2 miles per hour with respect to the antenna will produce a signal of about 50 Hz at the output of the IF amplifier 522.

The output of the IF amplifier 522 is provided to the first terminal of the SPST switch 524. The second terminal of the SPST switch 524 is the IF signal 414. A receive timing signal is provided at the input of the pulse generator 526 and an output of the pulse generator 526 is provided at the control input of the SPST switch 524.

As with the SPST switch 508, the SPST switch 524 is typically the open position. The pulse provided by the pulse generator 526 closes the SPST switch 524 for a fixed time and then opens the SPST switch 524 again when the next receive timing pulse is generated on the receive timing pulse signal 412. While the SPST switch 524 is closed, the IF signal at the output of the IF amplifier 522 is provided to the IF signal path 414. In the preferred embodiment, the SPST switch 524 is closed for 5 nanoseconds.

6A is a block diagram illustrating one embodiment of the analog portion 404. The embodiment illustrated in FIG. 6A is preferred to operate without using a separate control 406, but is limited to initialize the number of range outputs. 6A, the output of a pulse repetition frequency (PRF) generator 602 is provided to a transmit timing signal 410, an input of a selectable time delay 604, a clock input of a programmed counter 612 do. In a preferred embodiment, the PRF generator operates at a frequency of 5.7 MHz.

Each of the outputs of the four time delays of the time delay 604 is provided to a Single Pole Four Throw (SP4T) switch 605. The output of the fourth (longest) time delay of time delay 604 is provided at the input of time delay 606. Each of the outputs of the fourth time delay of the time delay 606 is provided to an individual throw of the SP4T switch 607. The output of the fourth (longest) time delay of time delay 606 is also provided at the input of time delay 608. Each output of the fourth time delay of the time delay 608 is provided to an individual throw of the SP4T switch 609. The output of the fourth (longest) time delay of time delay 608 is also provided at the input of time delay 610. Each of the outputs of the time delays of the time delay 601 is provided to an individual throw of the SP4T switch 611. Each pole of each SP4T switch 605, 607, 609, 611 is provided to an individual throw of SP4T switch 614. The pole of the switch 614 is the receive timing signal 412.

The two output bits of the counter 612 are provided to the control input of the SP4T switch 614 and to the control input of the SP4T switch 616. The IF signal 414 is provided to the pole of the SP4T switch 616. Each of the throws of SP4T switch 616 is connected to the input of an individual IF amplifier (amplifiers 620, 622, 624, and 626). The output of the IF amplifier 620 is connected to the input of the fundamental bandpass filter 630. The output of the IF amplifier 622 is connected to the input of the fundamental bandpass filter 632. The output of the IF amplifier 624 is connected to the input of the fundamental bandpass filter 634. The output of the IF amplifier 626 is connected to the input of the fundamental bandpass filter 636. The outputs of the fundamental bandpass filters 630, 632, 634, and 636 are analog outputs to the obstacles, and each output corresponds to a different down-range distance.

Each of the time delays selected by the SP4T switch 614 is in the output range of the base bandpass filters 630, 632, 634, 636, since the counter 612 operates the SP4T switches 614, 616 synchronously. . In a preferred embodiment, the counter 612 moves the pulse switches 614 and 616 to a new pole every 128 transmit pulses on the transmit timing signal 410. That is, the switches 614 and 616 stay in respective range gates for 128 transmission pulses. The fundamental band-pass filters 630, 632, 634 and 636 operate as an integrator. The average of the signals received from the 128 transmission pulses is found and thus the output signal is smoothed. Switches 604, 606, 608, 610 are initially set to provide the desired set of four delay times corresponding to four down-range distances. In the preferred embodiment, the four delay times corresponding to down-range distances of 5 ft, 4 ft, 6.5 ft, and 10 ft are 1 nanosecond, 8 nanometers, 13 nanometers, and 20 nanometers.

6B is a block diagram of an analog portion 404 of a preferred embodiment that provides programmable delay (range gate) and programmable gain within the IF amplifier for any number of down-range distances. In a preferred embodiment, the down range distance is approximately 0-60 ft. 6B, the output of the PRF generator 602 is provided to the first terminal of the SPST transmit enable switch 644 and to the clock input of the timing generator 643. The sensor enable signal 421 is provided at the enable input of the timing generator 643. The control output of the timing generator 643 is provided to the control input of the transmit enable switch 644.

A second terminal of the transmit enable switch 644 is provided at the input of the transmit timing signal 410 and the programmable delay 646. Programmable delay 646 is programmed by an input provided by programmable enable signal 421, program clock signal 424, and signal 426, which is program data. In the preferred embodiment, the programmable delay 646 can produce a time delay of 0-118 해당 corresponding to a down-range distance of approximately 0-59 ft at 5. Intervals.

The IF signal 414 is provided at the input of a low pass filter 648. The output of the low-pass filter 648 is provided at the input of the DC-block 650. The output of the DC-block 650 is provided at the input of the first programmable gain amplifier 652 and at the first terminal of the SPST switch 660. The program enable signal 421 is provided to the control input of the switch 660 through a 5 ms (millisecond) delay. The second terminal of the SPST switch 660 is connected to ground.

The output of the programmable gain amplifier 652 is provided at the input of the second programmable gain amplifier 654. The output of the second programmable gain amplifier is provided at the input of a low pass filter 656. The output of the low pass filter 656 is the analog output signal 420. The first and second programmable amplifiers 652 and 654 are programmed by an input provided by a program enable signal 421, a program clock signal 424, and a signal 426, which is program data.

Pass filter 648 has a rolloff frequency of about 500 Hz at a rate of 15 dB / decade and a low-pass filter 656 has a frequency of about 500 Hz at a rate of 15 dB / decade Off frequency of < / RTI > The voltage gain of the first programmable gain amplifier 652 is preferably adjustable from 1 to 252 and the voltage gain of the second programmable gain amplifier 654 is preferably adjustable from 8 to 38. [

7A and 7B are schematic circuit diagrams of RF sections corresponding to the block diagram shown in FIG. The carrier frequency oscillator 502 is based on a 5.8 GHz oscillator 702. 7V power is supplied to the Vcc input terminal of the oscillator 702, and the 7V power supply is bypassed to the ground by the capacitors 706 and 707 at the oscillator. The 7V power supply is also supplied to the first terminal of the resistor 703. The second terminal of the resistor 703 is connected to the first terminal of the resistor 704, the first terminal of the capacitor 705 and the bias terminal of the oscillator 702. The output terminal of the oscillator 702 is the output terminal of the carrier frequency oscillator block 502. In a preferred embodiment, the capacitor 706 is 33 pF, the capacitor 707 is 1 microfarad, the capacitor 705 is 33 picofarad, the resistor 704 is 39 k ?, and the oscillator 702 is Voltage Controlled Oscillator (VOC) manufactured by MODCO.

The output of the oscillator 702 is provided to a first terminal of a resistive matching network 710. The second terminal of the resistive matching network 710 is connected to the input of the power distributor 504. In a preferred embodiment, the power divider 504 is a single stage Wilkinson power divider having a resistance 711 of 100 < RTI ID = 0.0 >. ≪ / RTI > An output terminal of the power distributor 502 is provided at an input terminal of the amplifier 506 through a DC blocking capacitor 712. The output of the amplifier 506 is connected to the 7V power supply by a resistor 714 and to ground by a capacitor 715 and to the first terminal of the matching network 720 through a DC blocking capacitor 716 . The switch 508 is comprised of a solid switch 721. The second terminal of the matching network 720 is connected to the first terminal of the solid state switch 721 via a DC blocking capacitor 713. [ The second terminal of the solid state switch 721 is connected to the first terminal of the matching network 723 via a DC blocking capacitor 722. The second terminal of the matching network 723 is connected to the transmitting antenna 304.

In the preferred embodiment, the impedance matching networks 710, 720, and 723 are PI network attenuators with attenuation ranges from 0 dB to 10 dB. The DC blocking capacitors 712, 713, 716 and 722 are 33 kV. The resistor 714 is 64 OMEGA, and the capacitor 715 is 33 kA. Solid switch AS006M1-16 from Alpha is preferred.

The pulse generator 510 comprises a delay line 739. The transmit timing signal 410 is provided to the data input of the delay line 739 via a resistor 740. A 5V supply voltage is provided at the Vcc input terminal of the delay line 739, the P0 input terminal and the P1 input terminal. In a preferred embodiment, delay line 739 is Dallas Semiconductor Corp.'s DS1040.

The output terminal of the delay line 739 is provided to the first terminal of the resistor 736, the first terminal of the resistor 737 and the exclusive-or XOR gate 733 via the DC blocking capacitor 738 do. A 5V supply voltage is provided to a second terminal of resistor 737, a second input of XOR gate 733, and a first input of XOR gate 730. The output terminal of the XOR gate 730 is provided at the second input terminal of the XOR gate 730. The output terminal of the XOR gate 733 is provided to the V2 control input of the solid state switch 721 through a resistor 726. [ The output terminal of XOR gate 730 is also connected to ground by resistor 728. The bias input terminal of the XOR gate 730 is connected to the cathode of the diode 732, and the anode of the diode 732 is connected to the ground.

The second terminal of the resistor 736 is connected to the first input of the XOR gate 731. The output terminal of the XOR gate 731 is provided to the V1 control input terminal of the solid state switch 721 through a resistor 727. [ The XOR gate 731 is also connected to ground by a resistor 729.

In a preferred embodiment, the resistors 737, 728 and 729 are 1 k [Omega], the resistor 736 is 0 [Omega], the resistors 726 and 727 are 10 OMEGA, and the diode 732 is replaced by 0 OMEGA. The XOR gates 730, 731, and 733 are preferably of the 74AC86 type.

The second output of the power divider 504 is provided to the amplifier 512 via a DC blocking capacitor 742. The output of the amplifier 512 is provided by a resistor 744 to a 7V power supply, by a capacitor 745 to ground, and by a DC blocking capacitor 746 to a first terminal of the matching network 747. The second terminal of the matching network 747 is provided at the LO input of the mixer 514.

The output terminal of the receiving antenna 306 is provided at the input of the amplifier 515 through the DC blocking capacitor 750. The output of the amplifier 516 is provided by a resistor 751 to a 7V power supply, to a ground by a capacitor 752, and to a RF input of a mixer 514 via a DC blocking capacitor 753.

In the preferred embodiment, the capacitors 750, 751, and 752 are 33 volts and the resistor 751 is 220 ohms. Amplifier 516 is preferably an MGA-86363 2-8 GHz amplifier supplied by Hewlett-Packard, and mixer 514 is preferably HMC168C8 supplied by Hitite.

The output terminal of the mixer 514 is provided at the first terminal of the inductor 755. [ The second terminal of inductor 755 is connected to ground through capacitor 756 and to the first terminal of inductor 757. The output terminal of the inductor 757 is connected to the input terminal of the amplifier 760 through the DC blocking capacitor 520. The output terminal of the amplifier 760 is provided to the first terminal of the inductor 761 and the DC blocking capacitor 770. The second terminal of the inductor 761 is connected to a 7V power supply via a resistor 762. [

In the preferred embodiment, the inductors 755 and 757 are 90 nH, the capacitor 756 is 3 volts, and the DC blocking capacitor 520 is 1 volts. The amplifier 760 is preferably a VAM-6 supplied by Mini-Circiuts. The inductor 761 is 47 nH and the resistor 762 is 220 OMEGA.

The output of the amplifier 760 is also connected to the input of the amplifier 772 via a DC blocking capacitor 770. The output terminal of the amplifier 772 is provided to the first terminal of the inductor 773 and the DC blocking capacitor 776. The second terminal of the inductor 773 is connected to a 7V power source through a resistor 775. [

The amplifier 772 is preferably a VAM-6 supplied by Mini-Circiuts. In a preferred embodiment, the inductor 773 is 47 nH and the resistor 775 is 65 OMEGA.

The switch 524 is configured to include a solid switch 777. The output terminal of the amplifier 772 is provided to the first terminal of the solid state switch 777 through the DC blocking capacitor 776 and the second terminal of the solid state switch 77 is provided to the IF signal 414. [ The second terminal of the solid state switch 777 is also provided to ground through a capacitor 790. The receive timing signal 412 is provided to the data input terminal of the delay line 785 through a resistor 526. [ A 5V supply is provided at the Vcc input of the delay line 785 and at the P0 input. The ground is provided at the P1 input terminal, the P2 input terminal, and the ground input terminal of the delay line 785. [ The output data terminal of the delay line 785 is provided at the first input of the XOR gate 782 and at the first input of the XOR gate 783. [ The second input of the XOR gate 782 is provided with a ground and the second input of the XOR gate 783 is provided with a 5V power supply. The output of the XOR gate 782 is provided to the first control input of the solid state switch 777 via a capacitor 780. The output of the XOR gate 782 is provided to the second control input of the solid state switch 777 via a capacitor 780. A 5V supply is also provided to the first control input of the solid state switch 777 via resistor 778. The ground is also provided to the second control input of the solid state switch 777 via resistor 779.

In a preferred embodiment, resistor 784 is 0 ohm, resistors 778 and 779 are 1 k OMEGA, and capacitors 871, 780 and 790 are 1000 ohms. The delay line 785 is preferably a DS1040, the solid state switch 777 is an SW239 switch supplied from M / A Com, and the XOR gates 782 and 783 are of a 74AC86 type.

Figs. 8A to 8D are schematic circuit diagrams of the analog portion 404 corresponding to the block diagram shown in Fig. 6B. 8A-8D illustrate a PRF generator 642 that includes an inverter 807, an inverter 806, and an inverter 804. The output terminal of the inverter 807 is provided to the first terminal of the resistor 803 and the input terminal of the inverter 806. The output terminal of the inverter 806 is provided at the first terminal of the capacitor 808 and at the input terminal of the inverter 804. The second terminal of the capacitor 808 is provided to the second terminal of the resistor 803 and the first terminal of the resistor 809. [ The second terminal of the resistor 809 is provided at the input of the inverter 807.

In a preferred embodiment, resistor 809 is 620 ohms, resistor 803 is 62 ohms, and capacitor 808 is 1000 ohms.

The output terminal of the inverter 804 is provided at the first terminal of a pull-up resistor 805, at the first terminal of the NAND gate 810 and at the clock input terminal of the first counter 817. The VDD input of the first counter 817 is connected to the 5V supply voltage Vcc. The RST and VSS input terminals of the first counter 817 are connected to the ground. The output Q1 of the counter 817 is provided at the clock input of the second counter 816 and at the clock input of the programmable array logic (PAL) 815. The VDD input of the second counter 816 is connected to the 5V supply voltage Vcc and the VSS input of the second counter 816 is connected to ground. Outputs Q5-Q8 of the second counter 816 are provided at inputs I1-I4 of the PAL 815, respectively. The program enable signal 422 is provided to the input I7 of the PAL 815 and the sensor enable signal 421 is provided to the input I5 of the PAL 815, And is provided to input terminal I10. The PAL 815 has a transmit enable output (pin I0-5) at the second input of the NAND gate 810 and a reset output (pin I0-9) of the PAL 815 at the second input of the second counter 816 Is provided at the reset input.

In a preferred embodiment, the first and second counters 817 and 816 are a 14040 12-bit counter supplied by National and the PAL 815 is a PAL22V10-PLCC supplied from Lattice. The PAL 815 is programmed according to the PAL source program given in Table 1.

The NAND gate 644 is provided at the input of a pull-up resistor 811, an input of a fixed time delay 812, and an input of a programmable time delay 813. The COM signal of the fixed time delay 812 is provided to ground and the 10 占 delayed output of the fixed delay 812 is provided to the transmission timing signal 410. The output terminals P1-P7 of the programmable time delay 813 are connected together and pulled up to Vcc by a pull-up resistor 814. [ The MOD input of the programmable time delay 813 is provided to ground. Program enable signal 422 is provided at the program enable input of programmable time delay 813. Program clock signal 424 is provided at the program clock input of programmable time delay 813. The program enable data 426 is provided at the program data input of the programmable time delay 813.

In the preferred embodiment, the pull-up resistors 811 and 814 are each 1 k [Omega]. The fixed time delay 812 is preferably SIL2T-10 공급 supplied by Rhombus, and the programmable time delay 813 is preferably DS1021-50 supplied by Dallas Semiconductor.

Programmable time delay 813 is a programmable 8 bit silicon delay line. The delay value can be changed to more than 256 equivalent steps with an incremental delay of 0.5 ns.

The output of the programmable time delay 813 will substantially regenerate the logic state of the input after the delay time has been determined by the 8 bit value clock input to the data input of the delay 813. [ With the program enable signal 422 being a logic high, the timing data, due to the rising edge of the program clock signal 424, is shifted from the MSB (Most Significant Bit) to the LSB (Least Significant Bit) ). When the timing value is shifted to the program data input of the delay 813, the previous contents of the 8-bit input are shifted from the MSB to the program data output in LSB order and output.

The program enable signal 422 is provided to the base of the transistor 823 via a series resistor 821. [ An emitter of transistor 823 is provided at ground. The collector of transistor 823 is connected to Vcc by a series resistor 422 and to the first and second inputs of a two input NAND gate 825 and to ground by a capacitor 824. The output of the NAND gate 815 is provided to the control input of the SPST switch 660. The second terminal of the SPST switch 660 is connected to ground.

In the preferred embodiment, the resistors 821 and 822 are 4.7 k ?, the transistor is 2N2222, the capacitor 824 is 1 ?, the NAND gate is 74AC00, and the SPST switch 660 is CD4066.

The IF signal 414 is provided to a low pass filter 648 which is comprised of a resistor 845, a capacitor 846, and a resistor 847. The IF signal 414 is provided to the first terminal of the resistor 845 and the second terminal of the resistor 845 is connected to the first terminal of the capacitor 846, the first terminal of the resistor 847, and the DC blocking capacitor 610). The second terminal of the capacitor 846 and the second terminal of the resistor 847 are all provided to ground. The second terminal of the DC blocking capacitor 610 is connected to the first terminal of the SPST switch 660, the first terminal of the resistor 819 and the first fixed terminal (also referred to as L0 terminal) of the programmable potentiometer 820, . The second fixed terminal (also referred to as H0 terminal) of the programmable potentiometer 820 is provided at the output terminal of the first operational amplifier 827 through a series resistor 828. [ The noninverting input terminal of the operational amplifier 827 is provided to the ground and the inverting input terminal of the operational amplifier is provided to the wiper terminal W0 of the programmable potentiometer 820. [

The program enable signal 422 is provided at the program enable input of the potentiometer 820. A program clock signal 424 is provided at the program clock input of the potentiometer 820 and a signal 426 that is program enable data is provided at the program data input of the potentiometer 820. The program data output from the delay line 813 is provided to a program data input terminal of the potentiometer 820.

In the preferred embodiment, resistor 845 is 100Ω, capacitors 846 and 610 are 1Ω, resistors 847 and 819 are 4.7 kΩ, and resistor 828 is 100 kΩ. The OP amp 827 is preferably the LM2902 supplied by National Semiconductor. Potentiometer 820 is DS1267-100A (100 k?) Supplied by Dallas Semiconductor. The DS1267-100A is a dual potentiometer and has a first potentiometer 820 with terminals L0, W0, and H0 and a second potentiometer 830 with terminals L1, W1, and H1. Each of the dual potentiometers can be individually programmed.

The programmable potentiometer 820 is coupled to an operational amplifier 827 that constitutes a first programmable gain stage 612. The programmable potentiometer 820 has a first fixed terminal L0, a second fixed terminal H0, and a wiper W0, similar to a mechanical potentiometer. The position of wiper W0 asserts the program enable signal 422 and uses the program clock 424 as clock data to enter the programmable potentiometer 820 internal shift register from signal 426, do. Programmable potentiometer 820 is comprised of 256 resistive parts. Between each resistor and both ends of the potentiometer is a tap point to access the wiper. The wiper position on the resistive array is set by an 8-bit value that controls which branch point is connected to the wiper output stage. Programmable potentiometer 820 is programmed in a manner similar to programmable delay 813. By connecting the program data output of delayer 813 to the program data input of potentiometer 820, a plurality of devices can be daisy-chained (cascaded) for programming purposes. Programmable potentiometer 820 includes an 8 bit value for wiper WO; 8-bit value for wiper W1; And a 1-bit stack select bit (the stack select bit is not used in the preferred embodiment).

The output terminal of the operational amplifier 827 is provided to the wiper W1 of the programmable potentiometer 830 through a resistor 829. [ Since the potentiometers 820 and 830 are part of a dual unit, the programming line used to program the potentiometer 820 is also used to program the potentiometer 830. The fixed terminal H1 of the potentiometer 830 is connected to the wiper WO of the programmable potentiometer 831. [

The program data output from the potentiometer 820 is provided to a program data input of the programmable potentiometer 831. [ The program enable signal 422 is provided at the program enable input of the potentiometer 831 and the program clock signal 424 is provided at the program clock input of the potentiometer 831. The fixed output terminal H0 of the potentiometer 831 is provided at the inverting input terminal of the second OP amplifier 833. [ The noninverting input of the second OP amp 833 is provided at ground. The feedback resistor 832 is connected between the inverting input of the second OP amp 833 and the output of the second OP amp 833. The combination of the second operational amplifier 833, the programmable potentiometers 830, 831 and the feedback resistor 832 constitute a second programmable gain stage 654.

In a preferred embodiment, the programmable potentiometer 831 is DS1267, the feedback resistor 832 is 2 M OMEGA, and the second OP amp 833 is LM2902.

The output terminal of the second OP amplifier 833 is provided at the first terminal of the resistor 834. The second terminal of the resistor 834 is provided to the first terminal of the capacitor 835, the first terminal of the resistor 836 and the analog output signal 420. The second terminal of the capacitor 835 and the second terminal of the resistor 836 are provided to ground. The combination of the capacitor 835 and the resistors 834 and 836 constitute a low-pass filter 656.

In a preferred embodiment, the capacitor 835 is 1 picolitres, the resistor 834 is 100 ohms, and the resistor 836 is 4.7 k ?.

[Table 1]

9 is a high-level flow chart showing the operation of the controller 406. Fig. In the flowchart shown in FIG. 9, the controller begins at an initialization block 902 that initializes the radar system hardware, data structure, and controller interrupt structure. The hardware initialization includes RF section 402, analog section 404, and controller 406 initialization. After initialization, the process proceeds to a decision block 903 where the controller determines whether the vehicle 100 is backward. If the vehicle is a reverse, the process proceeds to a process block 904. If the car is not backward, the process returns to decision block 903.

At processing block 904, the controller 406 collects radar target data according to the flowchart shown in FIG. Following the completion of processing block 904, the process proceeds to processing block 906 where the controller analyzes the obstacle data according to the flowchart shown in FIG. Following the completion of processing block 906, the process continues to processing block 908 where the controller updates display 224 in accordance with the flowchart shown in FIG. Following the completion of processing block 908, the process jumps to decision block 903.

As shown in the flow chart of FIG. 9, whenever the car is reversed, the controller 406 continues to collect radar obstacle data from one or more analog portions (such as analog portion 404), analyze the collected data, And updates the display 224 based on the results of the data analysis.

FIG. 10 is a flowchart showing a data collecting process, and includes an obstacle search in both cross-range and down-range directions. The search starts at a loop process block 1002 where the down-range distance D is selected. The process then proceeds to loop processing block 1006 to select the radar sensor S (which constitutes analog portion 404). After selecting the down range and sensor, the process proceeds to processing block 1008 where the time delay in accordance with distance D is programmed into programmable time delay 646 in sensor S. Processing block 1008 also programs the desired gain in analog section 404. The desired gain is programmed by programming the programmable potentiometers 820, 830, 831. Once the delay time and gain are programmed, the process proceeds to processing block 1010 to obtain obstacle data. The obstacle data is obtained by asserting the sensor enable signal 421 and then sampling the obstacle data (using the ADC) on the analog signal line 420. In a preferred embodiment, three samples are obtained.

The sampled obstacle data (i.e., three samples) is estimated through the processing block 1012 to the peak obstacle voltage Vp. In general, the analog signal 420 exhibits a sine wave-like oscillation pattern over a period of several cycles. Estimation of the peak value Vp of the analog signal 420 is obtained from the data obtained at processing block 1010. [ In a preferred embodiment, estimation of the peak value is obtained by selecting the largest sample obtained at processing block 1010. [ Thus, in the preferred embodiment, V p = max (S ₁ , ... S _N ). Where S ₁ is the first sample, S _N is the last sample, and N = 3. In another embodiment, the Vp values are obtained by sine wave parameter estimation using three samples S ₁ , S ₂ , and S ₃ at times t ₁ , t ₂ , and t ₃ , respectively. The amplitude A of the estimated sine wave can be calculated by the following equation.

here,

And,

here, . The frequency of the estimated sine wave is given by equation Lt; / RTI > Since the estimated relative relative velocity for the radar is proportional to the frequency of the estimated sinusoid, the obstacle velocity can be calculated from the estimated frequency. The relative obstacle acceleration for the radar can be calculated by using two successful estimates of the estimated velocity.

Once the Vp value is determined at processing block 1012, the process proceeds to processing block 1014 where Vp is stored in the database for later use in the data analysis process shown in FIG. The process then proceeds to a loop test block 1016 to select the next sensor. When executing a sensor loop comprising processing blocks 1006 and 1016, after finishing the loop for all sensors, the process proceeds to loop test block 1018 to select the next down range distance. The process is completed when the down-range loop including processing blocks 1002 and 1018 has finished looping for all down-range distances.

11 is a flowchart showing a data analysis process including a false target detection algorithm.

The database generated by the flowchart of Fig. 10 is composed of a series of values V (r, s, k), where r is the index for selecting the down range distance, s is the index for selecting the sensor, 1 ... N is an index for selecting the last value of Vp (r, s). The data analysis flow chart of FIG. 11 begins at loop processing block 1102 where down range index r is selected. The process then proceeds to loop processing block 1104 where sensor index s is selected. With r and s selected, the process proceeds to processing block 1106 where the vector Vp (r, s, 1 ... N) is scanned for the obstacle. It is determined that an obstacle exists if the vector Vp (r, s, 1 ... N) includes at least an M value exceeding a preset threshold value. In a preferred embodiment, N = 8 and M = 3. Therefore, if three of the last eight Vp values are obtained with a value exceeding the threshold value, the controller determines that an obstacle has been detected in the range r by the sensor s.

The processor then proceeds to loop test block 1108, which selects the sensor index s. When executing the sensor loop including processing blocks 1108 and 1104, after finishing the loop for all sensors, the process proceeds to loop test block 1110 which selects the next down range distance r. When executing a down-range loop including processing blocks 1110 and 1102, the loop ends for all range indices r and the process proceeds to processing block 1112. [ The current obstacle distance (NEW_RANGE) corresponding to the obstacle with the smallest down-range distance (found in processing block 1106) is selected in processing block 1112 and the process ends.

12 is a flow chart illustrating the display update process, beginning with decision block 1202 where NEW_RANGE is compared to OLD_RANGE (previous obstacle distance). If NEW_RANGE is less than OLD_RANGE, the process proceeds to processing block 1204, else the process proceeds to processing block 1208. [ At processing block 1204, the OLD_RANGE value is set to NEW_RANGE, and the process proceeds to processing block 1206. [ At processing block 1208, the NEW_RANGE value is again compared to OLD_RANGE. If NEW_RANGE is equal to OLD_RANGE, the process proceeds to processing block 1206, else the process proceeds to processing block 1210.

The display update is based on a display timer. The display timer is reset at processing block 1206 and the process proceeds to decision block 1214. [ At processing block 1208, the display timer is incremented and the process proceeds to decision block 1214. [ At decision block 1214, the value of the display timer is checked. If the display timer is greater than the highest value, the process proceeds to processing block 1212, else the process proceeds to processing block 1216. [ At processing block 1212 the value of OLD_RANGE is set to infinity and the process proceeds to processing block 1216. [ At processing block 1216, the value of OLD_RANGE is sent to display 224 and the process ends.

Integrated radar-taillight sensor and current-carrier network system (Integrated Radar-Taillight Sensor and Current-Carrier Network System)

For example, a radar sensor such as the radar sensor 202 shown in FIG. 2 may be mounted on a large truck, a delivery van, construction vehicles, and a semi-trailer (collectively " truck & . However, in some circumstances, the installation of the radar sensor 202 may be difficult or costly. Thus, the radar sensor can conveniently be used to control one or more conventional lighting assemblies (i.e., taillights, side turn-signal lights, forward turn-signal, etc.) based on the truck as shown in Figures 13a- 13A shows a conventional tractor 1302 and a semi-trailer 1304. The tractor 1302 represents many large trucks, construction vehicles, etc., and the like are all typically integrated with a single left taillight assembly 1330 (shown) and a single right taillight assembly (not shown). The trailer 1304 may have a direction indicator light 1335 mounted on the front portion and the trailer 1304 may have a further direction indicator light 1337 mounted on the side of the trailer. In the following discussion, an integrated radar- Will be described in connection with a backup warning radar sensor integrated with a backlight, etc. Those skilled in the art will appreciate that a radar sensor connected to a lane-change aid (integrated with direction indicators etc.) And may be provided as a means necessary for the direction indicating assembly 1335 and 1337. It will be appreciated that the steering wheel of the tractor 1302 The display 1314 mounted on the display 1314 provides audible / visual information from the radar sensor to the driver. The display 1314 may also include other displays, such as, for example, the display 224 shown in FIG. have.

An electrical signal is provided from the tractor 1302 to the first portion of the connector 1312 by cable 1310. A first portion of connector 1312 is connected to a second portion of connector 1312. A second portion of the connector 1312 provides an electrical signal to the trailer 1304 via the cable 1308.

13B is a rear view of the trailer 1304, which shows a left backlight 1306, a right backlight 137, one or more driving lights 1320, and one or more brake lights 1321. Unlike the tractor 1302, many trailers have separate tail lamps for the back light 1307 and other taillights.

FIG. 13C illustrates a typical example of an integrated taillight assembly 1330. FIG. Assembly 1330 is typically provided as a rectangular housing with upper and lower chambers. The upper chamber accommodates a back light and is covered with a white or transparent lens 1331. The lower chamber accommodates a running light, a brake, and the like, and has a red lens 1332.

Some embodiments of the present invention integrate the radar with existing style and form-factors of the taillight assemblies 1306, 1307, 1330 to facilitate installation of the radar sensor in a truck or trailer. The power for the taillights assemblies 1306, 1307, 1330 (similar to the other taillights of the trailer) is supplied through the connector 1312. The configuration provided by the connector 1312 and the number of electrical signal lines are standardized so that one tractor 1302 can be virtually attached to any trailer 1304. [ Thus, certain embodiments of the present invention also facilitate the integration of radar sensors into existing truck wiring by utilizing current carrier networking to provide data communication between the radar-taillight assembly and the central control. Conventional truck wiring, including cables 1310 and 1308 and connector 1312, is used to carry data between the integrated radar-taillight sensor and the central control.

14 is a complete block diagram of a truck radar-taillight system that uses current-carrying networking for communication between central control 1402 and four radar-backlight sensor units 1420, 1430, 1440, 1450. The radar-taillight unit 1420 is composed of a radar sensor portion 1421 and a back light 1422. In the preferred embodiment, the radar sensor portion 1421 is supplied with electrical power from the same wire that supplies power to the back light 1422. The radar-taillight units 1430, 1440, and 1450 are each composed of a radar sensor similar to the radar sensor unit 1421 and a backward similar to the backward light 1422. The radar-taillight units 1440 and 1450 are mounted on a tractor and can be replaced with a typical taillight assembly 1330. The radar-taillight units 1420 and 1430 are mounted on the trailer. For example, the radar-taillight units 1420 and 1430 can be replaced with the typical backlit assemblies 1306 and 1307 shown in Fig. 13B. The radar-taillight assemblies 1420 and 1430 are powered via a connector 1312.

The radar-taillight sensors 1420, 1430, 1440 and 1450 are controlled by a central control unit 1402 and draw power from an electrical system represented by a truck battery 1404. The battery 1404 also supplies power to the first contact of the reverse switch 1406. A reverse switch 1406, also known as a reverse sender unit, is normally located within the transmission and is activated when the transmission is in the reverse position. The second contact of the reverse switch is connected to the reverse sense input 1405 of the controller 1402, the first terminal of the network coupler 1408, the connector 1312 and the radar-taillight sensors 440 and 1450 1407). The bidirectional data port 1403 of the control unit 1402 is provided at the second terminal of the network coupler 1408. The control unit 1412 also provides data to the auditory-visual display 1314. Those skilled in the art will appreciate that the control unit 1402 and the display 1314 can be combined into a single unit.

The control unit 1402 transmits data to a radar sensor such as the radar sensor 1421 by AC (Alternating Current) carrier modulation to generate a modulated carrier wave. The modulated carrier wave is coupled to the backward circuit 1407 by the network coupler 1408. Since the reverse circuit 1407 is connected to the radar-taillight assembly, the modulated carrier wave is thus provided to the radar sensor within the taillight assembly. The radar sensor 1421 is provided in a network coupler similar to the network coupler 1408. The radar sensor 1421 receives the modulated carrier wave and extracts the data transmitted by the control unit 1402. [ The radar sensor transmits data to the control unit 1402 by modulating the data in the same manner as that in which the control unit 1402 transmits data to the sensor 1421, that is, by modulating the data into a carrier wave and then combining the carrier wave with a circuit for reverse. The control unit 1402 receives the modulated carrier wave through the network coupler 1408. [ Communication between a central processor and a radar sensor, such as sensor 1421, may be accomplished by, for example, time division multiple access (TDMA), code division multiple access (CDMA) (FDMA), Carrier Sense Collision Detect Multiple Access (CSCD / MA), token passing technique, and the like. .

The sense input terminal 1405 of the control unit 1402 is optional. Since the sense input terminal 1405 is integrally coupled to the second terminal of the reverse switch 1406, the control unit 1402 knows when the reverse switch is activated. In some embodiments, the radar sensor 1421 is not powered until the reverse switch 1406 is activated. Accordingly, the control unit 1402 may not perform certain configuration, reliability, and maintenance functions accompanying the radar sensor until the backward switch is activated. The sense input terminal 1405 provides the control unit 1402 with a simple method of knowing whether the radar unit 1421 should be powered up and communicating. For example, when the controller 1420 detects that the backward switch 1406 is closed but the radar sensor 1421 does not respond, the controller 1402 may alert the driver that the radar sensor has failed.

In another embodiment, the radar sensor 1421 is continuously powered and the radar sensor 4121 responds to a command at the central control 1402 to provide a switching circuit < RTI ID = 0.0 > to provide.

In another embodiment, the control unit 1402 can continuously provide a low power, carrier signal to the radar sensor 1421. [ The low power signal is preferably a low voltage at which the lamp 1422 can not cause a glow discharge but is high enough for the communication function circuit of the radar sensor 1421 to operate. The radar sensor 1421 extracts and rectifies the low power signal, filters the extracted signal, and provides the rectified and filtered signal to a DC-to-DC converter. The dc-to-dc converter provides sufficient voltage to the operating portion of the radar sensor 1421. Alternatively, the radar sensor 1421 may use a transformer to step up the unmodulated carrier from a lower voltage to a higher voltage, and then the unmodulated carrier is rectified to power the radar sensor 1421 Filtered.

15A-15G illustrate various embodiments of an integrated radar-taillight assembly. Fig. 15A shows the taillight 1330 shown in Fig. 13C replaced with the integrated radar-taillight assembly 1500. Fig. The taillights 1330 and 1500 provide a back light, a driving light, a brake, and the like. Assembly 1500 includes a housing 1502 having upper and lower sections. The upper section accommodates a backward ramp 1510 mounted on the front of the reflector 1508. Light emerging from lamp 1510 is reflected through a transparent (or white) lens 1504. The lower section accommodates a travel / brake lamp 1512 mounted on the front face of the reflecting surface 1514. The lamp 1512 typically has two filaments, wherein the first filament is used for running light, and both the second filament or both filaments are used for a brake lamp. The light from the driving / brake lamp 1512 is reflected through the red lens 1517. [ A transmitting radar antenna 1517 and a receiving radar antenna 1518 are mounted on the front face of the reflector 1514. Electromagnetic radiation from the radar antennas 1517 and 1518 passes through the lens 1506 in a slightly damped state so that the antennas 1517 and 1518 are allowed to be viewed through the lens 1508.

In one embodiment, antennas 1517 and 1518 are patch antennas that are conformal to the surface of reflector 1506 and are separated from the reflector by a thin layer of dielectric material. The antennas 1517 and 1518 reflect light from the lamp 1512 because the surface of the patch antenna can be painted white or coated with a polishing material (e.g., tin) and glossy.

In other embodiments, the antennas 1517 and 1518 may be dipoles, for example, mounted on the rear of the lens 1506. In another embodiment, antennas 1517 and 1518 are slot antennas in which the slots form a wire grid. The wire grid (i.e., wire screen) functions as a ground plate at the radar frequency and also allows light from the lamp 1512 to pass through.

The antennas 1517 and 1518 are operably connected to a radar circuit board 1516 mounted on the rear of the reflector 1514. Reflector 1514 behaves like a heat shield that retains heat generated by lamp 1512 away from the electronic components mounted on the circuit board. The electronic components for the radar sensor are mounted on the radar circuit board 1516. The radar circuit board 1516 is shown in the lower section of the housing 1502 because the lower section is generally wider than the upper section. Those skilled in the art will appreciate that the radar circuit board 1516 may also be located in both the compartments or the upper compartment.

Wire leads (1520-1523) provide connections for ground, reverse, brakes, and travel, respectively. The leads 1522 and 1523 are provided in a lamp 1512. The leads 1522 and 1523 may also be provided on the radar circuit board 1516 to allow the radar circuit board 1516 to sense the filament voltage of the lamp 1512. The lead 1521 is provided to the radar circuit board 1516 and the reverse lamp 1510. The ground lead 1520 is provided to the lamp 1512, the lamp 1510, and the radar circuit board 1516.

The radar circuit board 1516 provides a communication function as described with reference to Fig. 16 with the radar sensor. The RF signal generated by the radar circuit board 1516 is provided to the transmitting antenna 1517 and the transmitting antenna 1517 radiates electromagnetic waves through the lens 1506 and enters the rear space of the taillight assembly 1500 . Electromagnetic waves are reflected by the assembly 1500 rear obstacle. The reflected wave is received by the receiving antenna 1518 through the lens 1506. The receiving antenna converts the electromagnetic wave into an RF current supplied to the radar circuit board 1516. An optional photosensor 1503 may be provided in the upper chamber of the housing 1502 and an optional photosensor 1505 may be provided in the lower chamber of the housing 1502. [ The optical sensors 1503 and 1505 provide signals to the radar circuit board 1516 in response to the respective lights from the lamps 1510 and 1505, respectively. Alternatively, the sensors 1503 and 1505 may be current sensors that sense current through the lamps 1510 and 1512. Using the information from the sensors 1503 and 1505, the communication circuitry of the radar circuit board 1516 alerts the driver if the lamp fails.

The lamp 1512 includes a filament for running light, so that it can be turned on for a long period of time. The heat generated in the filament will significantly raise the temperature inside the housing 1502. In addition, the lamp 1512 has additional filaments that are used in connection with brakes and the like. When the brake or the like is activated, the lamp 1512 operates in a higher output mode and generates more heat. Therefore, even if the brake or the like is not used as much as driving, the operation of the brake or the like can cause a considerable heat rise in the housing 1502. [ The test shows that the lamp 1512 can cause a temperature rise in the housing 1502 of more than 100 degrees Celsius. This temperature will raise the heat of the electronic equipment, such as the radar circuit board 1516, and therefore somehow adversely affect the operation of the radar sensor.

By replacing the lamp 1512 with an LED array, the temperature rise caused by the lamp 1512 can be reduced. Figs. 15B and 15C illustrate side and front views of an alternative embodiment of an integrated radar-taillight assembly 1530 that replaces taillight 1330 shown in Fig. 13C. Assembly 1530 is similar in many respects to assembly 1500 except that lamp 1512 and reflector 1514 in assembly 1530 are replaced with red LED arrays. The LEDs generate less heat than the incandescent lamps and therefore cause less heat rise inside the housing 1502. [ In the experiment, the LED array raises the internal temperature of the housing 1502 by just a few degrees Celsius. Advantageously, LEDs have a much longer lifetime than incandescent lamps. Because LED arrays also provide fairly large tolerance tolerances, some LED failures in LED arrays will not have a significant impact on the overall light output of the array.

Assembly 1530 has a housing 1502 having upper and lower sections. The upper section accommodates a backward lamp 1510 mounted on the front surface of the reflector 1508. [ Light emerging from the backward ramp 1510 is reflected through the lens 1540. The lower compartment accommodates an LED array mounted on the LED circuit board 1531. The LED array is wired to provide two light output levels: a low output level for driving lights and a high output level for brakes. Light emerging from the array is reflected through the red lens 1506. A transmitting radar antenna 1536 and a receiving radar antenna 1534 are provided on the surface of the LED circuit board 1531. The antennas 1534 and 1536 are preferably printed circuit types such as patch antennas or printed dipole antennas. The LED circuit board 1531 is preferably a three-layer circuit board having first, second and third conductor layers. The first conductor layer provides patch antennas 1534 and 1536 with an outer layer (near the LED array). The second layer is a ground plane layer for the patch antenna. The third layer provides circuit connections for the LED array.

In another embodiment, the antennas 1534 and 1536 are mounted on the rear surface of the lens 1506 or are mounted in the space between the LED circuit board 1531 and the lens 1506. In another embodiment, antennas 1534 and 1536 are slot antennas in which the slots form a wire grid.

The radar circuit board 1516 is mounted behind the LED circuit board 1531 and the antennas 1534 and 1536 are operatively connected to the radar circuit board 1516. Those skilled in the art will appreciate that the radar circuit board 1516 and the LED circuit board 1531 can be combined. The electronic components for the radar sensor are mounted on the radar circuit board 1516. Those skilled in the art will appreciate that radar circuit board 1516 and / or antennas 1534 and 1536 may also be located in different compartments, such as the upper compartment.

Wire leads (1520 - 1523) provide connections for ground, reverse, etc., for braking, etc., and for driving, respectively. The leads 1522 and 1523 are provided on the LED circuit board 1531 to supply power to the LEDs. The lead 1521 is provided to the radar circuit board 1516 and the reverse lamp 1510. The ground lead 1520 is provided to the LED circuit board 1531, the lamp 1510, and the radar circuit board 1516.

The radar circuit board 1516 provides a communication function as described with reference to Fig. 16 with the radar sensor. An optional light (or current) sensor 1503 is provided in the upper chamber of the housing 1502. An optional light (or current) sensor 1505 is also provided in the lower chamber of the housing 1502. The outputs from the sensors 1503 and 1505 are provided to a communication circuit that transmits a warning to the driver when the lamp 1510 in the radar circuit board 1516 and the radar circuit board 1516 or the LED fails.

Figs. 15D and 15E show side and front views of an integrated radar-taillight assembly 1550 replacing the back taillights 1306 and 1307 shown in Figs. 13A and 13B. The backward taillight 1306 provides only a backward light. The assembly 1550 includes a housing 155 that receives a backward ramp 1554 mounted on the front face of a reflector 1556. Light emerging from the backward lamp 1554 is reflected through a transparent (or white) lens 1553. The transmitting and receiving radar antenna 1558 and the receiving radar antenna 1560 are mounted on the front face of the reflecting plate 1556. The electromagnetic radiation at the radar antennas 1558 and 1560 passes through the lens 1553 in a slight damped state, allowing the antennas 1556 and 1558 to emit.

In one embodiment, antennas 1556 and 1558 are patch antennas that are conformal to the surface of reflector 1506, similar to patch antennas 1517 and 1518, and are separated from the reflector by a thin layer of dielectric material

In other embodiments, antennas 1558 and 1560 may be mounted on the back surface of lens 1553. In yet another embodiment, antennas 1558 and 1560 are slot antennas in which the slots form a wire grid. The antennas 1558 and 1560 are operatively connected to a radar circuit board 1560 mounted on the rear of the reflector 1553. The reflector 1553 behaves like a heat shield that keeps the heat generated by the lamps 1554 away from the electronic components mounted on the circuit board. The electronic components for the radar sensor are mounted on the radar circuit board 1516. The wire leads 1551 and 1552 provide a connection for each of the ground, reverse, and the like. The leads 1552 are provided to the radar circuit board 1516 and the backward lamps 1554. The ground lead 1551 is provided to the lamp 1554 and the radar circuit board 1516.

An optional sensor 1503 responds to the ramp 1554 to provide a signal to the radar circuit board 1516. The communication circuitry of radar circuit board 1516 alerts the driver if lamp 1554 fails.

Figs. 15F and 15G show side and front views of an alternative embodiment of an integrated radar-taillight assembly 1580 replacing taillight 1306 shown in Fig. 13A. The assembly 1580 is similar in many respects to the assembly 1550 except that in the assembly 1580 the lamp 1512 and the reflector 1554 are replaced by a white LED array.

Lamp 1554 may take several milliseconds to warm up. During the warm-up period, the lamp 1554 may draw a lot of current and interfere with the operation of the radar circuit board 1516. [ The LED provides near-instantaneous performance with little or no initial current surge in addition to the other qualities listed above. Thus, the use of the LEDs keeps the housing 1555 cooler and provides a different starting current environment to the radar circuit board 1516.

The assembly 1580 includes a housing 1555 and an LED array mounted on the LED circuit board 1571. Light from the LED is reflected through the lens 1553. A radar antenna 1575 and a radar antenna 1576 are provided on the surface of the LED circuit board. Antennas 1575 and 1576 are similar to antennas 1536 and 1534 discussed with respect to Figures 15B and 15C. The configuration of the LED circuit board 1571 is also similar to the LED circuit board 1531 discussed with reference to Figs. 15B and 15C.

In other embodiments, antennas 1575 and 1576 may be slots or dipole antennas mounted behind lens 1553.

The wire leads 1551 and 1522 provide a connection for ground, backward, and the like. A lead 1552 is provided in the radar circuit board 1516 and the LED circuit board 1571. The ground lead 1551 is provided to the LED circuit board 1571 and the radar circuit board 1516.

16 is a block diagram of a radar sensor 1600 that illustrates one embodiment of the functions provided by radar circuit board 1516. [

The V + input 1512 provides power and current carrier signals to the radar circuit board 1516. The V + input 1512 may be provided by the backlight circuit 1407 as shown in FIG. The ground connection is provided by a ground input 1514. The V + input 1512 is provided at a first input / output port of a power filtering and conditioning block 1602 and a network coupler 1604. The network coupler 1604 provides extraction (input) and insertion (output) of the modulated carrier signal at the V + input. The second input / output port of the network coupler 1604 is provided to a first port of the filtering and signal conditioning block 1606. A second port of the filtering and signal conditioning block 1606 is provided at an input / output port of a data modulation / demodulation block 1608. The data output of the data modulation / demodulation block 1608 is provided to the coded data input of the data coding / decoding block 1610 and the encoded data output of the data coding / (coded data output) is provided at the data input port of data modulation / demodulation block 1608. The bidirectional data bus 1611 couples the data coding / decoding block 1610 to the radar unit 1612. The RF output of the radar unit 1612 is provided to the transmitting antenna 1651 and the RF input of the radar unit 1612 is provided by the receiving antenna 1650. [

The power output of the power filtering and regulation block 1602 is connected to the power input of the network coupler 1604, the power input of the filtering and signal conditioning block 1606, the power input of the data modulation / demodulation block 1608, A power input terminal of the radar unit 1610, and a power input terminal of the radar unit 1612. Those skilled in the art will appreciate that any block shown in FIG. 16, such as network coupler 1604 and filtering and signal conditioning block 1606, may be constructed of passive elements in some embodiments.

The power supplied to the V + input 1501 is often dirty power including engine noise, voltage spark, current spark, and the like. The power filtering and regulation block 1602 converts the bad power at the V + input 1501 from the power output stage port to clean power. Pure power is used to operate the active circuit of the radar sensor 1600. [

Blocks 1604, 1606, 1608, and 1610 constitute a network interface 1601 between the V + input 1512 and the radar unit 1612. When the network interface 1601 receives the data, the network coupler 1604 extracts the modulated carrier signal from the V + input 1512. When the network interface 1601 transmits data, the network coupler 1604 inserts the modulated carrier signal into the V + input. In one embodiment, network coupler 1604 is comprised of a series capacitor in which a first input / output port of network coupler 1640 is coupled to a second input / output port of network coupler 1604. In another embodiment, the network coupler is configured with an impedance matching element, such as, for example, a transducer that matches the impedance of the V + input 1512 with the impedance of the filtering and signal conditioning block 1606. In yet another embodiment, the network coupler is comprised of active elements that provide signal amplification and regulation. The filtering and signal conditioning block 1606 provides additional signal processing to purge the input signal extracted by the network coupler and provision of an output signal to be inserted into the V + port.

In one embodiment, a portion of the network interface 1601 is met using an SCC P111 PL (Power Line) Media Interface Integrated Circuit (IC) manufactured by Intellon Corp. and an SCC P200 PL network interface IC. In another embodiment, a portion of the network interface 1601 is fulfilled using a PLT-21 transceiver manufactured by Echelon Co., and an MC143120B1 processor manufactured by Motorola, Inc.

Data modulation / demodulation block 1608 demodulates the modulated carrier signal received from network coupler 1604 and provides demodulated (but still encoded) data to data coding / decoding block 1610. In other words, the modulation / demodulation block 1608 does not interpret the data, but rather provides a demodulated data bit stream to the data coding / decoding block 1610. Similarly, the modulation / demodulation block 1610 receives the data from the data coding / decoding block 1610 and modulates the data into a transmission carrier.

Data coding / decoding block 1610 interprets the data received from modulation / demodulation block 1608. At block 1610, the demodulated bit stream is separated into packets and interpreted. In one embodiment, the packet includes an address bit and a data bit. Each radar sensor 1600 is assigned an address so that the controller 1402 can transmit a specific command to a specific radar sensor. If the address bit in the packet matches the address of the radar sensor 1600, the data bit of the packet is interpreted as a command and data for the radar sensor 1600. The control unit 1402 also transmits broadcast packets received by all the sensor units. The data coding / decoding block 1610 also collects commands and data sent to other radar sensors or controllers 1402 as packets (each consisting of an address and data).

The radar unit 1612 provides an actual radar function. In one embodiment, the radar section 1612 is implemented by the radar section 402 shown in FIG. In this embodiment, bi-directional bus 1611 includes TX signal 410, RX signal 412, and IF signal 414 shown in FIG. The central control unit 1402 transmits TX and RX commands (corresponding to the TX and RX signal lines) to the radar sensor 1600 and the radar sensor unit 1600 transmits IF commands (corresponding to the digitized data from the IF line) To the central control unit 1402. [

In another embodiment, the radar portion 1612 is implemented by the radar portion 402 and the analog portion 404 shown in FIG. In this embodiment, bidirectional data bus 1611 includes signal lines 420, 421, 424, 426, and 428. The central control unit sends a command to the radar sensor 1600 and sends a command to the sensor 1600 to transmit the command to the radar sensor 1600. [ Responds with the digitized ANALOG data and the PROG DATA OUT (program data output) command.

In another embodiment, the radar section is implemented by the RF section 402, the analog section 404, and the control section 406 shown in Fig. In this embodiment, bidirectional data bus 1611 comprises a vehicle input bus and a display bus 432 as shown in Fig. The central control transmits the vehicle input command to the radar sensor 1600 and the sensor 1600 responds with obstacle information and / or display commands.

Intelligent Backup Warning Device

In another embodiment of the present invention, the audible warning device 122 illustrated in FIG. 1 is an intelligent alarm device comprising a hearing alarm and a network interface 1601. The intelligent alarm device may receive commands from sensors such as the central control 1402 and / or the radar sensor 1600. [ The command received by the intelligent warning device 122 instructs the warning device to alert the user of a new warning sound, a pitch change, a volume change, etc., in order to more effectively warn of the danger. For example, the operator 124 shown in FIG. 1 may recognize that there is a risk of injury by hearing that the warning device 122 changes to another sound. The backup warning device 122 is powered by the reverse circuit 1407. [ Thus, by providing the network interface 1601 to the audible warning device 122, the central control 1402, or the radar sensor 1600, allows the command to be transmitted to the warning device 122. [

Improved data efficiency in automotive ranging radars

Some desirable qualities of high performance vehicle radar systems include low cost, good manufacturability, and stable operation over time and temperature. Manufacturing performance stability can be improved by replacing analog processing with digital processing. However, in digital systems, data processing and communication requirements can become bulky unless they take the criteria to control the amount of data generation. One way to reduce the cost of the system is to reduce the amount of digital data generated and processed by the radar system. In a preferred embodiment, the amount of digital data is reduced by controlling the number of analog-to-digital conversions. Preferably, the digital samples are generated during a desired time period corresponding to a desired target range, and the digital samples are not generated during another period corresponding to another target range. Reducing the amount of data reduces system cost and complexity by allowing simpler, slower DSPs to be used for data processing.

FIG. 17 shows an embodiment of a low cost computer-based radar system 1700 similar to the system shown in FIG. The system 1700 generates a detector signal from an intermediate frequency (IF) signal by using fast analog sampling followed by low-pass filtering and low-speed digital sampling.

The system 1700 includes an antenna portion 1702, an RF portion 1704, a signal processor portion 1706, and a counter 1708. The switched analogue detector signal 1765 in system 1700 is provided to the controller 1708 so that the controller 1708 can only determine that the signal of the detector is to contain obstacle information for the desired obstacle It is necessary to perform digital-analog conversion.

The antenna unit 1702 includes a transmitting antenna 1710 and a receiving antenna 1712. [ An RF output signal from the RF unit 1704 is provided to the transmitting antenna 1710. [ The output of the receiving antenna 1712 is provided at the RF input of the RF unit 1704.

The RF section 1704 transmits an RF transmission pulse to the transmission antenna 1710 in response to a transmission command pulse from the signal processor section 1706. A transmit command pulse at the signal processor portion 1706 is provided at the control input of the SPST RF switch 1714. A first terminal of the SPST RF switch 1714 is provided at the transmission output terminal of the RF unit 1704.

Within RF section 1704 an output from RF oscillator 1720 is provided at the input of a transmit RF amplifier 1718 and a local oscillator (LO) RF amplifier 1722. The output of the LO RF amplifier 1722 is provided at a first input of a mixer 1726. The mixer 1726 is used as a down converter to convert the RF radar signal to an IF signal. A receiver input of the RF unit 1704 is provided to a Low Noise Amplifier (LNA) The output of the LNA 1724 is provided at the second input of the mixer. The output terminal of the mixer 1726 is provided at the IF output terminal of the RF unit 1704.

The output of the transmit amplifier 1718 is provided at the output of the programmable attenuator 1716 to the second terminal of the SPST switch 1714. The RF attenuation command at the controller 1708 is provided at the control input of the programmable attenuator 1716.

Within the signal processor portion 1706, a first pulse repetition frequency (PRF) oscillator 1736 is provided at the input of a control gate 1734. The output of the second PRF oscillator 1740 is provided at the input of the second control gate 1738. The output at the control gate 1734 provides a trigger input of a monostable multivibrator (1-SHOT) 1732 and an input of a programmable delay 1742. An output terminal of the 1-SHOT 1732 is provided at an input terminal of a switch driver buffer 1730. The output from the buffer 1730 is provided to the transmission control output terminal of the signal processor unit 1706. A transmit pulse width control output at controller 1708 is provided at the pulse width control input of 1-SHOT 1732. The first oscillator selector output at controller 1708 is provided at the control input of gate 1734. A second oscillator control output at controller 1708 is provided at the control input of gate 1738.

The delayed signal output at programmable delay 1742 is provided at the trigger input of 1-SHOT 1744. The switched output at 1-SHOT 1744 is provided to switch driver buffer 1746. The output of the buffer 1746 is provided to the control input of the SPST switch 1754. A receive pulse width control output at controller 1708 is provided at the pulse width control input of 1-SHOT 1744.

The IF output at the RF section 1704 is provided at the input of the band pass filter 1750. The output from the bandpass filter 1750 is provided at the input of the amplifier 1752. The output terminal of the amplifier 1752 is provided to the first terminal of the SPST switch 1754. A second terminal of the SPST switch 1754 is provided at the input of the low pass amplifier 1756. [ An output at the low-pass amplifier 1756 is provided at the first terminal of the SPST switch 1748 and at the input of the programmable gain block 1760.

The second terminal of the SPST switch 1748 is provided on the ground. A detector control signal at the controller 1708 is provided at the control input of the SPST switch 1748.

The output at the programmable gain stage 1760 is provided to a two stage amplifier comprising a first amplifier 1762 and a level shifter 1764. An output terminal of the level shifter 1764 is provided at an analog detector signal input terminal.

Programming to the controller 1708 may be performed in a program memory (e.g., a ROM, a RAM, etc.), which may be configured to include a read only memory (ROM), an electrically erasable programmable read only memory (EEPROM), a flash memory, 1766). Information constituting the program and data is provided from the program memory 1766 to the controller 1708. [

In one embodiment, radar system 1700 exchanges data with other devices in the vehicle by modulating data on and off the power line as described in connection with FIG. Thus, in Fig. 17, the radar system 1700 depicts that the power connector 1772 is connected to the vehicle power cable. The power output at the connector 1772 is provided to a voltage regulator and power regulator 1774. One or more outputs at the regulator 1774 are provided to the power input of the controller 1708, the signal processor portion 1706, and the RF portion 1704.

A first bi-directional data output at connector 1772 is provided at the input of user information control block 1768. The output at user information control block 1768 is provided at the user control input of controller 1708. [ A second bi-directional data output at the connector is provided at the input of data communication block 1770. The output at data communication block 1770 is provided at the data input of controller 1708.

The RF portion 1704, the signal processor portion 1706 and the controller 1708 function in a manner similar to the RF portion 402, the analog portion 404 and the control portion 406 described with reference to FIG. An analog sampling switch 1754 provides an analogue sample of the IF signal to a low pass amplifier 1756. The filtered samples are amplified and provided to an analog detector signal input of a controller 1708 as an analog detector signal. In one embodiment, the controller 1708 includes an analog-to-digital converter that converts the analog detector signal into a digital data signal.

Analog components such as analog sampling switch 1754 and low pass amplifier 1756 are often difficult to manufacture and can cause stability problems in operation due to long term storage, temperature sensitivity, and the like. 18 shows an embodiment of a digital data processor (DSP) based on a radar system 1800. [

System 1800 uses high-speed digital sampling and digital detectors in a digital signal processor (DSP) instead of an analog high-speed sampling detector in system 1700. The system 1800 is similar in most respects to the system 1700 and includes an antenna portion 1702, an RF portion 1704, and a controller 1708 shown in Fig. The system 1800 includes a signal processor portion 1806 similar to the signal processor portion 1706 except for minor modifications. In the signal processor unit 1806, the IF output at the RF unit 1704 is provided at the input of a low-pass filter 1810. [ The output of the low-pass filter 1810 is provided at the input of the programmable gain amplifier 1812. The output at programmable gain amplifier 1812 is provided at the input of a high speed analog-to-digital (A / D) converter 1816. The output of the programmable delay 1742 is provided to the first input of the A / D converter 1816.

The digital output at the A / D converter 1816 is provided at the first input of the DSP 1820. [ The digital output at the DSP 1820 is provided at the digital detector input of the controller 1708. [ The gain control output at the controller 1708 is provided at the gain control input of the gain control amplifier 1812.

The A / D converter 1816 converts the filtered analog IF signal into digital samples in response to a control signal from the time delay 1742. DSP 1820 processes digital samples (corresponding to the desired range of obstacles), thereby reducing the number of digital samples. Reducing the number of digital samples reduces the amount of data the DSP has to process, thus reducing the complexity and cost of the system 1800 by allowing simpler, less expensive DSPs to be used.

The radar system 1800 provides a higher level of functionality than the system 1700 due to the signal processing capabilities of the DSP 1820. The DSP provides signal processing for the digitized IF signal and provides the processed data to the controller 1708. In one embodiment, the DSP provides signal processing that includes, for example, digital filtering, extracting information about obstacles in the digital samples. Digital filtering may include a finite impulse response filter, an infinite impulse response filter, a non-linear filter, and the like. The use of digital filtering provides more flexibility and less time delay than filtering provided by analog filtering.

DSP 1820 provides a higher level of functionality but is costly. 19A is a block diagram of a radar system 1900 that reduces the signal processing cost relative to the system 1800 by removing the DSP 1820. System 1900 is similar in most respects to system 1700 and includes an antenna portion 1702, an RF portion 1704, and a controller 1708 shown in Fig. The system 1900 includes a signal processor portion 1906 similar to the signal processor portion 1706 except for minor modifications. In the signal processor portion 1906, the IF output at the RF portion 1704 is provided to a bandpass filter 1810. [ An output at the bandpass filter 1810 is provided at the input of the programmable gain amplifier 1812. The output of the programmable gain amplifier 1812 is provided to the analog input of the A / D converter 1920. The output of the programmable delay 1742 is provided to the control input of the A / D converter 1920. The digital output at the A / D converter 1920 is provided at the digital data input of the controller 1708. [

The radar system 1900 reduces the digital data throughput by reducing the number of digital samples. The A / D converter 1920 converts the analog IF signal filtered at regular intervals in response to the trigger pulse into digital samples. This limits the number of digital data samples that are provided to the controller 1708 as samples, which is generally useful. The output at programmable delay 1742 controls the operation of A / D converter 1920, such as A / D converter 1920, which provides a digital output stage for a desired period of time. The desired time period is selected by the programmable delay 1742 and coincides with the desired obstacle range.

As discussed above, system 1700 uses fast analog sampling (provided by switches 1754 and 1748) followed by band pass filtering (provided by amplifier 1758). Low-pass filtering comes after amplification and low-speed digital sampling. Systems 1800 and 1900 use high-speed digital sampling. Thus, systems 1800 and 1900 provide simplified system blocks and consequently overall cost savings. A high-speed digital sampling system can be on-chip with a small number of capacitors and other analog components. This makes digital sampling systems more manufacturable, reliable, and stable than analog designs. Digital sampling systems are readily configured using one or two simple integrated circuits with a small number of external components.

A DSP based system 1800 and a controlled A / D based system 1900 respond to commands from a controller 1708 that is somewhat dependent on the hardware pulse repetition frequency (PRF) To provide a digital sample. This configuration allows the processor to enable dithering and other signal enhancement algorithms. Also, because range reads are readily available, the system can provide faster and more accurate responses than analog based systems. Since the controller 1708 can obtain the digital data as it is, the processing request according to the application request is reduced.

Figure 19B is a flow diagram illustrating the operations performed by the controller 1708 to obtain digital radar data in the systems 1800, 1900. The flow chart begins at processing block 1949 where the controller 1708 effectively stabilizes the transmitter power by setting the transmit attenuation of the programmable attenuator 1716. Higher power is used for the longer range and lower power is used for the shorter range. After setting the transmit power, the process proceeds to processing block 1950 where controller 1708 sets the transmit pulse width generated by 1-SHOT 1732. A relatively longer pulse width is used for the long range and a relatively shorter pulse width is used for the shorter range. After setting the transmit pulse width, the process proceeds to processing block 1952 where the controller 1708 selects the PRF by selecting the PRF oscillator 1736 or the PRF oscillator 1740. Relatively faster PRFs are used for obstacles at closer distances and relatively slower PRFs are used for obstacles at greater distances. After selecting the PRF, the process proceeds to processing block 1954 where the controller 1708 selects a minimum obstacle range by programming a time delay to the programmable time delay 1742. A relatively longer delay corresponds to a relatively larger minimum obstacle range. After setting the minimum obstacle distance, the process proceeds to processing block 1956 where the controller 1708 sets the receiver gain by programming into the programmable gain block 1760. Typically higher gains are used for longer ranges and smaller obstacles.

After setting the receiver gain, the process proceeds to processing block 1958 where the controller 1708 collects a group of digital data samples from the signal processor. PRF oscillators 1734 and 1740 are typically free-running oscillators that continuously generate transmit pulses. The continuous transmit pulse sequence results in a continuously received analog data stream being provided to the A / D converters 1816 and 1920. The delay setting at the programmable delay 1742 determines which digital A / D output is to be processed.

After obtaining the selected group of digital data samples at processing block 1958, the process proceeds to processing block 1960. At processing block 1960, the digital samples are analyzed to extract obstacle coverage and Doppler information. The process then proceeds to processing block 1962 where obstacle data is transmitted to the user interface display controller. After the data transfer, the process proceeds to decision block 1964, where the operating parameter determines whether adjustment is required. If the parameter requires adjustment, the process jumps to processing block 1949 and returns; otherwise, the process jumps back to processing block 1958 to obtain further obstacle data.

Speed-Sensitive Lane-Change Aid System

As discussed above in connection with FIG. 2, a radar system for detecting objects (obstacles) in the driver's blind zone helps the driver to receive less or no stress from the lane change more safely. Preferably, lane-changing radars, such as radar units 208 and 210 shown in FIG. 2, detect vehicles in adjacent lanes but do not false-trigger for vehicles over two lanes, Error triggers for fixed objects such as barriers, signposts, lamps, trees, etc. can pass through the view field of the radar. One aspect of the present invention is a radar system that reduces any number of alarm errors by controlling any aspect of the operation of the lane change assist system to use the driver's vehicle speed.

20 shows a lane change assistance system consisting of a radar sensor 2002, a speedometer pick-up 2004, a turn signal pick-up 2008, and a user interface 2010. The user interface 2010 includes a control unit such as the control unit 222 or the control unit 1402 shown in Fig. The user interface also includes one or more displays, such as the display 224 shown in FIG. 2 or the display 1314 shown in FIGS. 13A and 14.

The speedometer pickup 2004 provides the vehicle speed information to the user interface 2010. In one embodiment, the user interface 2010 obtains information from the speedometer pickup 2004 via the vehicle information bus. The rotation signal pick-up provides rotation signal information to the user interface 2010. The radar sensor 2002 (e.g., radar 208 shown in FIG. 2 or radar 1421 shown in FIG. 14) may selectively detect obstacle range and obstacle doppler (speed) as discussed above with respect to FIG. ). ≪ / RTI > In one embodiment, the radar sensor 2002 is comprised of a vehicle left sensor and a vehicle right sensor, as shown in Fig. The one or more block-to-block communications shown in FIG. 20, including the user interface 2010, the rotation signal pickup 2008, the speedometer pickup 2004, and the radar sensor 2002, Or may be provided by other communication systems.

As shown, it is desirable that the radar sensor 2002 measure the distance to the obstacle, and the system 2002 is able to distinguish a number of obstacles based on the range and Doppler. This allows the lane change system to distinguish objects closer together. For example, range detection allows to distinguish between motorcycles in adjacent lanes and buses across two lanes.

To further reduce triggering errors, particularly in urban operation, the lane change assist system 2000 utilizes the speed of the vehicle. In one embodiment, the lane change assist system utilizes Doppler processing as discussed in connection with FIG. 16 to determine vehicle speed. In another embodiment, the lane-changing system receives vehicle speed information from the speedometer pickup 2004. The system 2000 preferably reduces the maximum detection range at lower speeds. In one embodiment, the system 2000 has a maximum range of about 9 feet over 45 mph, a maximum range of about 6 feet from 25 to 45 mph, and a maximum range of about 3 feet from 15 to 25 mph Range, and below 10 mph the system ignores all obstacles. The system 2000 preferably estimates the speed of the obstacle by measuring the relative speed between the obstacle and the vehicle (by measuring the Doppler shift of the radar signal received from the obstacle), and then estimates the actual speed of the vehicle at the relative speed Subtract. The system 2000 warns the driver of an obstacle (i.e., a low Doppler obstacle) moving at approximately the same speed as the vehicle. The system 2000 does not warn the driver of obstacles moving at fixed or slow speeds (i.e., high Doppler obstructions).

Alternatively, the system 2000 may reject all obstacles having relative speeds (relative speeds to the speed of the vehicle) above a certain value, without accepting them as obstacles. That is, an obstacle having a large Doppler can be rejected without accepting it as an obstacle on the assumption that the obstacle is not an adjacent lane vehicle but rather an object fixed near the lane. A rejected obstacle with a large Doppler is not necessarily required from the speedometer pickup 2004, which is useful when the speedometer pickup 2004 is omitted or failed.

In one embodiment, the user interface 2010 includes one or more audible warning devices and one or more visual warning devices. Suitable auditory warning devices include such things as a buzzer, loudspeaker, tone generator, and the like. Suitable visual warning devices include, but are not limited to, lights, LEDs, flourescent displays, plasma displays, head-up displays, computer displays, dashboard indicators, mirror indicators and the like. Typically, a visual warning device is always active (or when the vehicle is operated above a certain selected speed) to provide information to the driver about the vehicle in the driver's blind spot. However, in order to avoid driver annoyance, auditory warning devices are typically activated only when the driver actually tries to change the lane and when the radar detects the vehicle in the adjacent lane. In one embodiment, it is enabled when the rotation signal pickup indicates that the driver has activated the rotation signal. The following Table 2 is a list of operational parameters for one embodiment of the system 2000.

[Table 2]

Trailing-Edge Ranging

In one embodiment, the radar system described herein detects a range for an obstacle by illuminating the obstacle with an RF energy pulse and receives a portion of the pulse reflected by the obstacle. A range search algorithm (e.g., such as the range search algorithm discussed above in connection with FIGS. 10-12) detects by detecting a portion of the received reflected pulse. The range search algorithm detects a portion of the received reflected pulse and calculates the time required for the pulse to travel from the radar to the obstacle and back to the radar. The distance to the obstacle is then calculated by multiplying by one half the travel time measured by the speed of light in the air (approximately 1 ft / s). So, for example, if a pulse took 10 seconds to travel to a radar, obstacle, or back to the radar, the obstacle would be about 5 feet (10 * 1/2) away from the radar. The factor of 1/2 is apparently due to the fact that the pulse travels in a round-trip path.

When a pulse returns from an obstacle to a radar, the pulse is detected by sensing the leading edge of the pulse, sensing the envelope of the entire pulse, or detecting the tailing edge of the pulse .

For example, FIG. 21 shows a radar 2102 that generates a pulse 2108 having a leading edge 2109 and a trailing edge 2110. The radar 2102 may be any pulse generating radar and includes any radars disclosed in the present invention. The pulse 2108 is transmitted by the transmitting antenna 2104, reflected by the obstacle 2112, and received by the receiving antenna 2106. A receiving antenna 2106 is generally provided between the transmitting antenna 2104 and the receiving antenna 2106 and a part (reflected part) of the pulse 2108 reflected by the obstacle 2112 and the transmitting antenna 2104, Such as receiving all of a portion (direct portion) of the pulse 2108 that is radiated directly at the other end. The direct portion also includes clutter (reflection) from other components of the radar, such as the lens 1506 shown in Figure 15A, a portion of the vehicle 102 shown in Figure 1, and the like. In some cases, direct portions of sufficient strength make it difficult to distinguish between direct and reflected portions. Since the reflected portion generally has zero Doppler, it is generally not detected as a Doppler shift obstacle, but rather increases the noise floor of the radar system. The detection of the obstacle 2112 becomes relatively difficult because it is relatively weaker than the noise floor when reflecting from the obstacle 2112. [ Thus, the time-overlap of the direct and reflected portions is such that the transmitting antenna 2104 is still transmitting (i.e., before the transmitting antenna 2104 completes transmitting the trailing edge 2110) It is difficult for the radar to detect an obstacle because the edge 2109 is too close to returning to the receiving antenna 2106. [

Since the transmitting and receiving antennas 2104 and 2106 are generally very close to each other, the direct portion generally occurs only during that time period when the transmitting antenna 2104 actually transmits the pulse 2108 . In one embodiment, the minimum effective range of the radar is preferably reduced by shortening the pulse duration. Where the pulse duration is pulse 2108 in time. The minimum pulse duration is generally determined by the hardware limit (i.e., the speed of the transmitter switch, such as switch 508 shown in FIG. 5), or the bandwidth limit of radar system 2112 (because relatively shorter pulses are relative Lt; RTI ID = 0.0 > a < / RTI > larger bandwidth).

In one embodiment, the minimum effective range of the radar (e.g., radar as discussed in connection with any of FIGS. 4 through 20) is preferably reduced by sensing the trailing edge of the pulse 2108.

The direct component generally disappears (because the transmitting antenna 2104 no longer transmits) until the trailing edge 2110 is received. Detecting the trailing edge thus reduces the minimum usable range of the radar to almost zero.

For example, when a leading edge 2109 is used for detection in a radar having a 10 占 pulse (i.e., 10 占 between the leading edge 2109 and the trailing edge 2110), the minimum useful detection distance is generally about 5 Feet.

In contrast, if trailing edge 2110 is used for detection, the minimum useful detection distance is generally reduced to almost zero feet.

Also, when a trailing edge is used for detection, the minimum useful range of radar 2102 is not determined by the duration of pulse 2108. [ Therefore, the duration of the pulse 2108 can be increased (thereby reducing the bandwidth) without having a strong impact on the minimum range of the radar 2102. [ The rise time (sharpness) of the leading edge 2109 can be reduced only when the trailing edge 2110 is used for pulse 2108 detection. Reducing the rise time of the leading edge 2109 further reduces the bandwidth of the pulse 2108.

Integrated Antenna-Lighting System

Figures 15B, 15C, 15F, and 15G illustrate a radar sensor integrated with a vehicle illumination assembly using an illumination source array such as an LED. In one embodiment, a uniform distribution of light generated by the illumination source array is provided by proper placement of the illumination source array. And in some instances any power supply wire for the light source in front of the radar antenna does not significantly degrade the performance characteristics of the antenna.

22A and 22B show an integrated antenna illumination system in which one or more antennas are located behind the illumination source array. As shown in Fig. 22A, the antennas 2208 to 2211 are disposed behind the LED array. A first terminal of the LED 2230 is provided to the power source 2224 and a second terminal of the LED 2230 is provided to the power source 2225. [ The power supply lines 2224 and 2225 (and the other power supply lines provided to the LED array) are arranged such that the power supply lines 2224 and 2225 are substantially orthogonal to the electric field generated by the antennas 2208 to 2211 . The first bus 220 is coupled to a first set of power supply lines including a power supply 2224 at a first terminal of the power supply. A second bus 2221 is coupled to a second set of power supply lines including a power supply 2225 at a first terminal of the power supply. The power supply lines 2224 and 2225 are located on the opposite side of the substrate 1532 or on the same side.

Buses 2220 and 2221 appear to be orthogonal to power supply lines 2224 and 2225 (and thus parallel to the electric field generated by antennas 2208 through 2211). The buses 2220 and 2221 are positioned far away from the view feed of the antennas 2208 to 2211. [ In Fig. 22A, the buses 2220 and 2221 are located on the opposite side of the substrate 1532. Fig. 22C, the buses 220 and 2221 are located on the same or other side of the substrate 1532, at the edge of the LED array.

LED 2230 and power supply lines 2224 and 2225 are mounted on substrate 1532. In one embodiment, the substrate 1532 is thin compared to the wavelength of the operating frequencies of the antennas 2208 to 2211 and the substrate 1532 exhibits a relatively low loss at the operating frequencies of the antennas 2208 to 2211. The antennas 2208 to 2211 are mounted on a substrate 2204 disposed at the back of the substrate 1532. A radar circuit board 1516 may be provided behind the substrate 2204 and directly connected to the substrate 2204. In one embodiment, a plated-through hole, such as a plated-through hole 2206, connects the antennas 2208 to 2211 to the radar circuit board 1516.

Since the power supply lines 2224 and 2225 are orthogonal to the electric field, the electric field between the power supply lines 2224 and 2225 and the electric field and the electric field will be reduced, Impedance, gain, and efficiency of the antennas 2208-2211, as will be appreciated by those skilled in the art. Any effect produced at the terminal impedances of the antennas 2208 to 2211 is reduced by adding a tuning element or an impedance transformer sensitive to the terminals of the antennas 2208 to 2211. [

In one embodiment, the antennas 2208 to 2211 are rectangular patch antennas that produce a nearly horizontal, linear, and polarized electric field. The power supply lines 2224 and 2225 are vertical and the coupling between the electric field and the power supply lines 2224 and 2225 is reduced and the power supply lines 2224 and 2225 are connected to the power supply lines 2224 and 2225, Have a reduced impact.

Other Embodiments

While certain embodiments of the invention have been described, these embodiments are presented by way of example only and are not intended to limit the scope of the invention.

Although a transmitting antenna and a receiving antenna are described separately, those skilled in the art will recognize that one antenna can be used for transmission and reception. One or both of the antennas may be a loop antenna, a dipole antenna, a patch antenna, a slot antenna, a cavity antenna, a Yagi antenna, A waveguide antenna, a traveling wave antenna, a leaky wave antenna, a wire antenna, a spiral antenna, a helical antenna, or the like.

The operating frequency of the RF source 502 may be changed to operate at other frequencies, including, for example, frequencies of 36 GHz, 77 GHz, frequencies close to 94 GHz, frequencies from 0.1 GHz to 300 GHz, . The operating frequency of the PRF generator 602 may also be changed to another frequency. The pulse width of the transmitted RF energy can be changed and the width of the receive window can be changed.

The visual display can be any suitable display technology including, for example, an incandescent lamp, an LED, a liquid crystal display, a plasma display, and the like. The auditory display can be configured using any suitable sound generation technique, such as, for example, a piezoelectric transducer, a loudspeaker, and the like.

Although primarily described in terms of backup or side object alert radar, the radar system described in this invention is also useful for many other vehicle applications. For example, the radar of the present invention can be used within a passenger compartment as part of an airbag deployment system, as part of a throttle position system, as an active suspension system, have. The radar system described in the present invention may also be used in various applications such as, for example, a home security system, an automatic door opening and closing system, an elevator system, a crossing-light system, a watercraft, And may be used in other applications not targeted to vehicles, including mobile robots, spacecraft, planetary explorer robots, and the like.

The network interface may be used with other electronic sensors including an ultrasonic sensor, a yaw sensor, a speed sensor, a temperature sensor, a motion sensor, and the like.

Accordingly, the breadth and scope of the present invention should be defined only in accordance with the following claims and their equivalents.

The radar according to the present invention provides cross-range information and down-range information for a plurality of obstacles and is not confused by the presence of a Doppler shifted object. The radar according to the present invention is simple in construction, cheap in price, and suitable for the case of a vehicle. The radar system according to the present invention is particularly suitable for a back warning system and a side object warning system which warn the driver of a vehicle that the vehicle may collide with an object that deviates from a direct view field of the driver. Current radars use a receiver that transmits a pulsed carrier frequency and has programmable delay and programmable gain, minimizing many of the problems found in the prior art.

Claims (176)

In an automotive radar capable of tracking and identifying at least two Doppler shifted targets, A radio frequency oscillator; A transmission pulse generator; Transmission antenna; A transmission switch configured to connect the oscillator to the transmission antenna and operated by an output of the transmission pulse generator; A receiving antenna configured to provide a received signal to a downconverter; Programmable time delay; Programmable gain amplifier; Wherein the input of the receive switch is coupled to the output of the downconverter, the output of the receive switch is coupled to the input of the programmable gain amplifier, and the receive switch is controlled by the output of the programmable time delay; And A controller operatively coupled to the transmit pulse generator, the programmable time delay, and the programmable gain amplifier, the controller configured to search for obstacles in a plurality of down-range regions for each down-range region, Setting a time delay of the programmable time delay The gain of the programmable gain amplifier is set And to trigger the transmit pulse generator. A car radar containing. The method according to claim 1, Further comprising a visual display configured to display down-range information for an obstacle detected by the radar. 3. The method of claim 2, Wherein the time display is configured to display information about an obstacle located closest to the radar. 3. The method of claim 2, Wherein the time display is configured to display information about an obstacle that will collide with the radar in a shortest time. 1. A radar system capable of tracking and identifying a plurality of obstacles that are Doppler shifted within a crossrange and a downrange, A plurality of sensor sections each including a radio frequency transmitter, a radio frequency receiver, a programmable time delay and a programmable gain amplifier; And A programmable time delay and a programmable gain amplifier; a control unit connected to each of the sensor units, And a radar system. 6. The method of claim 5, Wherein the control unit is further configured to use each of the sensor units to search for a down range for an obstacle in a view field of the sensor unit. 6. The method of claim 5, Wherein the control unit is further configured to obtain cross-range information by using each of the constant-time sensor units to search for an obstacle in the view field of the sensor unit. 6. The method of claim 5, The plurality of sensor units include a first sensor unit, a second sensor unit, and a third sensor unit, The first, second, and third sensor portions are mounted at the rear of the vehicle such that each sensor portion has a view field extending to the rear of the vehicle, Wherein the first sensor unit is mounted near a center line of the vehicle, The second sensor unit is mounted on the left side of the first sensor unit, The third sensor unit is mounted on the right side of the first sensor unit Radar system. 6. The method of claim 5, Wherein the plurality of sensor units include a first sensor unit and a second sensor unit, Wherein the first and second sensor units have first and second view fields, respectively, Wherein the first view field is different from the second view field Radar system. 10. The method of claim 9, Wherein a portion of the first view field overlaps with a portion of the second view field. 6. The method of claim 5, Wherein the plurality of sensor units include a first sensor unit and a second sensor unit, Wherein the first and second sensor units are mounted on a vehicle, The vehicle has left and right object zones, Wherein the first sensor unit has a view field substantially covering the left object zone, Wherein the second sensor unit has a view field substantially covering the right object zone Radar system. 6. The method of claim 5, And the control unit is configured to operate in connection with the vehicle information bus. 13. The method of claim 12, Wherein each of the sensor units is configured to operate in connection with a vehicle information bus. 13. The method of claim 12, Wherein the vehicle information bus transmits radar data and data from another vehicle sensor. A method for searching for an obstacle to provide down-range information from a pulsed radar system, Selecting a range gate; Programming a time delay based on the range gate to a programmable time delay; Programming a gain to a programmable gain amplifier based on the range gate; Transmitting a pulse of radio frequency energy; The reflection of the radio frequency energy pulse, wherein the reflection is generated by a pulse of the radio frequency energy reflected from the obstacle; Downconverting the reflection to produce an intermediate frequency (IF) signal; And Supplying a portion of the IF signal selected by the programmable time delay to the programmable gain amplifier The obstacle detection method comprising: A radar sensor capable of tracking and distinguishing one or more obstacles that are Doppler shifted within a down-range distance, A radio frequency transmitter configured to transmit a pulse of radio frequency energy; A radio frequency receiver configured to receive a pulse of the radio frequency energy; A programmable time delay configured to select a selected portion of the pulse received by the radio frequency receiver; A programmable gain amplifier configured to amplify the selected portion; And Configured to program the programmable time delay and the programmable gain amplifier to detect an obstacle from a different down range distance to a view field of the sensor And a radar sensor. 17. The method of claim 16, Wherein the control unit is further configured to calculate the velocity of the obstacle. 17. The method of claim 16, Wherein the controller is further configured to calculate an acceleration of the obstacle. 17. The method of claim 16, And the sensor is connected to the information bus. 20. The method of claim 19, Wherein the sensor supplies information about the obstacle to an intelligent display connected to the information bus. 20. The method of claim 19, Wherein the sensor provides information about the obstacle to an airbag deployment system. 20. The method of claim 19, Wherein the sensor provides information about the obstacle to another vehicle system connected to the information bus. 17. The method of claim 16, Wherein the sensor measures a throttle position. 17. The method of claim 16, Wherein the sensor provides information to an active suspension system. 17. The method of claim 16, When the radar sensor detects an obstacle having a first down-range distance, it generates a first sound. When detecting an obstacle having a second down-range distance, the audible alarm signal audible wherein the audible warning device is configured to generate a warning signal. 17. The method of claim 16, When the radar sensor detects a nearest obstacle having a first down-range distance, it generates a first sound, and when detecting a closest obstacle having a second down-range distance, it generates a second sound Wherein the audible warning device is configured to generate an audible warning signal in a manner that is substantially similar to that of the radar sensor. 17. The method of claim 16, Wherein the radar sensor is configured to generate a first sound when the obstacle having the first speed is detected and a second sound when the obstacle having the second speed is detected, A radar sensor that additionally includes an auditory warning device. 17. The method of claim 16, Wherein the radar sensor generates a first sound when detecting an obstacle having a first collision time and a second sound when it detects an obstacle having a second collision time so as to generate an audible warning signal A radar sensor further comprising a configured auditory warning device. An intelligent display for providing information to a driver of a vehicle, A sensor display configured to provide sensory information to a driver; And Wherein the sensor information is configured to receive sensor information from the vehicle information bus, wherein the sensor information includes data measured by one or more sensors connected to the information bus, And further configured to format the display based on the sensor information, ≪ / RTI > 30. The method of claim 29, Wherein the sensor display provides visual information. 30. The method of claim 29, Wherein the sensor display provides auditory information. 30. The method of claim 29, Wherein the sensor data comprises radar obstacle data from one or more radar sensors. 30. The method of claim 29, Wherein the radar sensor is an intelligent radar sensor, Wherein each intelligent radar sensor is configured to transmit radar obstacle information on the information bus Intelligent display. 34. The method of claim 33, The sensor display providing a first warning display for a radar obstacle having a first impingement time, Wherein the sensor display provides a second alert display for a radar obstacle having a second impact time Intelligent display. In an integrated radar sensor and taillight apparatus, housing; A lens that covers at least a part of the housing; An input connector configured to receive power from the taillight power circuit; A taillight mounted within the housing, the taillight being positioned to allow light from the taillight to pass through the lens; And A radar sensor mounted in the housing and including a network interface, a radar section, Lt; / RTI > Wherein the antenna unit is configured to emit electromagnetic waves passing through the lens, The network interface Extracting a modulated carrier signal input from the input power, Demodulating the modulated carrier signal input to obtain a data signal including an address and a command, Interprets the address and command, Modulates the carrier with the output data to generate an output modulated carrier signal, And to insert the output modulated carrier signal into the tail lamp circuit Constituted Integrated radar sensor and taillight device. In the integrated radar sensor and taillight apparatus, housing; A lens that covers at least a part of the housing; A light source mounted within the housing, wherein the light source is positioned to allow light from the light source to pass through the lens; And A radar sensor mounted in the housing and including a network interface, a radar section, and a first antenna, And the backlight device. 37. The method of claim 36, Wherein the network interface is a current-carrier network interface. 37. The method of claim 36, And the network interface is configured to communicate with a central control unit. 37. The method of claim 36, Wherein the antenna is a patch antenna. 37. The method of claim 36, The first antenna is a transmitting antenna, The radar unit A radio frequency oscillator; A transmission pulse generator; A transmission switch configured to connect the oscillator to the transmission antenna and operated by an output of the transmission pulse generator; A receive antenna configured to provide a received signal to a downconverter; Programmable time delay; Wherein the input of the receive switch is coupled to the output of the downconverter, the output of the receive switch is coupled to the input of the programmable gain amplifier, and the receive switch is controlled by the output of the programmable time delay; A controller operatively coupled to the transmit pulse generator, the programmable time delay, and the programmable gain amplifier, the controller configured to search for obstacles in a plurality of down ranges for each of the down range areas, Setting a time delay of the programmable time delay The gain of the programmable gain amplifier is set And to trigger the transmit pulse generator. And the backlight device. 37. The method of claim 36, Wherein the light source is suitable for use as a turn-signal light. 42. The method of claim 41, Wherein the light source includes an incandescent lamp. 42. The method of claim 41, Wherein the light source comprises a light emitting diode array. 37. The method of claim 36, And the light source is configured to operate as a reverse signal light. 45. The method of claim 44, Wherein the light source includes an incandescent lamp. 45. The method of claim 44, Wherein the light source comprises a light emitting diode array. In a vehicle radar system, A plurality of sensor units each including a radio frequency transmitter, a radio frequency receiver, a programmable time delay, a programmable gain amplifier, and a first network interface; And And a second network interface configured to communicate with the first network interface using a current carrier network And a vehicle radar system. 49. The method of claim 47, Wherein the control unit is further configured to use each of the sensor units to search for a down range for an obstacle in a view field of the sensor unit. 49. The method of claim 47, Wherein the control unit is further configured to obtain cross-range information by using each of the always-on sensor units to search for obstacles in a view field of the sensor unit. 49. The method of claim 47, Wherein the first network interface is addressable. 49. The method of claim 47, Wherein the plurality of sensor units include a first sensor unit and a second sensor unit, Wherein the first and second sensor units have first and second view fields, respectively, Wherein the first view field is different from the second view field Vehicle radar system. 52. The method of claim 51, Wherein a portion of the first view field overlaps with a portion of the second view field. 49. The method of claim 47, Wherein the plurality of sensor units include a first sensor unit and a second sensor unit, Wherein the first and second sensor units are mounted on a vehicle, The vehicle has left and right object zones, Wherein the first sensor unit has a view field substantially covering the left object zone, Wherein the second sensor unit has a view field substantially covering the right object zone Vehicle radar system. 49. The method of claim 47, Wherein the radar sensor portion is configured to be powered by a reverse light circuit. 55. The method of claim 54, At least a portion of each of the sensor portions being powered by an AC carrier signal applied to the backlight circuit, The carrier signal has a voltage which is insufficient for the backlight to reach the full luminance Vehicle radar system. 49. The method of claim 47, And each of the sensor units is powered by a rotation signal circuit. In an integrated vehicle light source and a radar sensor device, A light source powered by a light circuit; A radio frequency transmitter configured to transmit a pulse of radio frequency energy; A radio frequency receiver configured to receive a pulse of the radio frequency energy; And A network interface configured to extract a first modulated carrier signal from the optical circuit and insert a second modulated carrier into the optical circuit, And the radar sensor device. 58. The method of claim 57, A programmable time delay configured to select a selected portion of the pulse received by the radio frequency receiver; A programmable gain amplifier configured to amplify the selected portion; And A programmable time delay and a programmable gain amplifier for programming the programmable time delay to detect an obstacle in a view field of the sensor at different down range distances, And the radar sensor device. 58. The method of claim 57, Wherein the control unit is further configured to calculate the velocity of the obstacle. 58. The method of claim 57, Wherein the network interface is an addressable interface. 58. The method of claim 57, And the sensor supplies information on the obstacle to the central control unit. 62. The method of claim 61, And the central control unit supplies information on the obstacle to the airbag deployment system. 62. The method of claim 61, And the controller supplies information on the obstacle to another vehicle system connected to the information bus. 58. The method of claim 57, Wherein the sensor uses time division multiple access. ≪ RTI ID = 0.0 > 8. < / RTI > 58. The method of claim 57, Wherein the sensor uses code division multiple access. ≪ RTI ID = 0.0 > 8. < / RTI > 58. The method of claim 57, Further comprising a fault sensor for detecting an operating state of the light source. 67. The method of claim 66, Wherein the error sensor comprises a current sensor. 67. The method of claim 66, Wherein the error sensor comprises a voltage sensor. 67. The method of claim 66, Wherein the error sensor comprises an optical sensor. 58. The method of claim 57, Wherein the sensor further comprises a truck mounted thereon. ≪ Desc / Clms Page number 24 > 58. The method of claim 57, Further comprising a semi-trailer on which said sensor is mounted. ≪ Desc / Clms Page number 13 > 58. The method of claim 57, And further configured to track and identify a plurality of obstacles that are Doppler shifted within a cross-range and a down-range. Network interface; And A sound generating device coupled to the network interface and configured to receive a command from the network interface, The auditory warning device comprising: 77. The method of claim 73, Wherein the sound generating device generates a first audible warning sound in response to the first command and generates a second audible warning sound in response to the second command. 77. The method of claim 73, Wherein the auditory warning device is configured to receive a network data signal and receive power from a backlight circuit. 77. The method of claim 73, Wherein the audible warning device generates a first audible warning sound when no command is received by the network interface and a second audible warning sound in response to a command received by the network interface. 77. The method of claim 73, Wherein the auditory warning device is mounted to the rear of the vehicle such that the first auditory warning sound and the second auditory warning sound are generally generated in the rear area of the vehicle. 77. The method of claim 73, Wherein the auditory warning device is mounted in a passenger compartment of a vehicle. In an integrated vehicle light source and sensor device, A light source powered by a first electrical circuit; Electronic sensor; And A network interface configured to extract a first modulated carrier signal from a second electrical circuit and insert a second modulated carrier into the second electrical circuit, And the sensor device. 80. The method of claim 79, Wherein the electronic sensor comprises a radar sensor. 80. The method of claim 79, And the electronic sensor includes an error sensor for detecting an operation state of the light source. 80. The method of claim 79, And the electronic sensor includes a switch for operating the light source. 80. The method of claim 79, Wherein the electronic sensor includes an ultrasonic sensor. 80. The method of claim 79, Wherein the first electric circuit and the second electric circuit are connected together as a single electric circuit. 85. The method of claim 84, And the electronic sensor includes a switch for operating the light source. In automotive radar, A radio frequency oscillator; A transmission pulse generator; Transmission antenna; A transmission switch configured to connect the oscillator to the transmission antenna and operated by an output of the transmission pulse generator; A receiving antenna configured to provide a received signal to a down converter operating in conjunction with a filter, wherein the output of the filter is an analog intermediate frequency signal; Programmable time delay; Programmable gain amplifier; A digital data system configured to convert the analog intermediate frequency signal into a digital intermediate frequency signal in response to the programmable time delay; And A controller operatively coupled to the transmit pulse generator, the programmable time delay, and the programmable gain amplifier, the controller configured to search for obstacles in a plurality of down-range areas for each of the down-range areas, Setting a time delay of the programmable time delay The gain of the programmable gain amplifier is set And to collect a plurality of said digital intermediate frequency signals corresponding to an obstacle range determined by said programmable time delay, A car radar containing. 88. The method of claim 86, Further comprising a visual display configured to display down-range information for an obstacle detected by the radar. 88. The method of claim 87, Wherein the time display is configured to display information about an obstacle located closest to the radar. 88. The method of claim 87, Wherein the time display is configured to display information about an obstacle that will collide with the radar in a shortest time. 1. A radar system capable of tracking and identifying a plurality of Doppler shifted obstacles, Wherein the digital to analog converter is configured to convert an analog intermediate frequency signal to a digital intermediate frequency signal in response to the programmable time delay, the programmable time delay, the programmable time delay, the programmable time delay, Respectively; And The programmable time delay and the programmable gain amplifier; and a controller And a radar system. 89. The method of claim 90, Wherein the control unit is further configured to use each of the sensor units to search for a down range for an obstacle in a view field of the sensor unit. 89. The method of claim 90, Wherein the control unit is further configured to obtain cross-range information by using at least two sensor units among the always-on sensor units to search for obstacles in a view field of the sensor unit. 89. The method of claim 90, The plurality of sensor units include a first sensor unit, a second sensor unit, and a third sensor unit, Wherein the first, second and third sensor portions are mounted at the rear of the vehicle such that at least the first, second and third sensor portions have a view field extending to the rear of the vehicle, Wherein the first sensor unit is mounted near a center line of the vehicle, The second sensor unit is mounted on the left side of the first sensor unit, The third sensor unit is mounted on the right side of the first sensor unit Radar system. 89. The method of claim 90, Wherein the plurality of sensor units include at least a first sensor unit and a second sensor unit, Wherein the first and second sensor units have first and second view fields, respectively, Wherein the first view field is different from the second view field Radar system. 95. The method of claim 94, Wherein a portion of the first view field overlaps with a portion of the second view field. 89. The method of claim 90, Wherein the plurality of sensor units include at least a first sensor unit and a second sensor unit, Wherein the first and second sensor units are mounted on a vehicle, The vehicle has left and right object zones, Wherein the first sensor unit has a view field substantially covering the left object zone, Wherein the second sensor unit has a view field substantially covering the right object zone Radar system. 89. The method of claim 90, Wherein the control unit is configured to operate in connection with a vehicle power circuit. 98. The method of claim 97, And each of the sensor units is configured to operate in connection with a vehicle power circuit. 98. The method of claim 97, Wherein the vehicle power circuit transmits radar data and data from another vehicle sensor. 98. The method of claim 97, And the control unit receives vehicle speed information from the vehicle information bus. 98. The method of claim 97, Wherein the control unit receives vehicle speed information from a speedometer pick-up. 98. The method of claim 97, And the control unit receives vehicle speed information from the speed sensing radar unit. 98. The method of claim 97, Wherein the system classifies the obstacles into at least one of a plurality of categories according to the speed of the vehicle and the distance of the obstacle. 98. The method of claim 97, Wherein the system classifies obstacles into at least one of a plurality of categories according to the distance of the obstacle and the relative speed between the obstacle and the vehicle carrying the radar system. 105. The method of claim 104, Wherein the system provides a first alert for a first category of obstacles and a second alert for a second category of obstacles. A method of searching for an obstacle to provide down-range information from a pulsed radar system, Selecting a range gate; Programming a time delay of the programmable time delay based on the range gate; Programming a gain of the programmable gain amplifier based on the range gate; Transmitting a pulse of radio frequency energy; The reflection of the radio frequency energy pulse, wherein the reflection is generated by a pulse of the radio frequency energy reflected from the obstacle; Downconverting at least a portion of the reflection to produce an analog intermediate frequency (IF) signal; Amplifying the analog IF signal to produce an amplified analog IF signal; And Converting the amplified analog IF signal into a digital IF signal in response to the range gate The obstacle detection method comprising: A radar sensor capable of tracking and distinguishing one or more obstacles that are Doppler shifted within a down-range distance, A radio frequency transmitter configured to transmit a pulse of radio frequency energy; A radio frequency receiver configured to receive a pulse of radio frequency energy and configured to convert the pulse of radio frequency energy into an intermediate frequency signal; A digital-to-analog converter configured to convert the intermediate frequency signal into a stream of digital samples in response to a programmable time delay; And And configured to program the programmable time delay to detect an obstruction to a view field of the sensor at different down range distances And a radar sensor. 107. The method of claim 107, Wherein the control unit is further configured to calculate the velocity of the obstacle. 107. The method of claim 107, Wherein the controller is further configured to calculate an acceleration of the obstacle. 107. The method of claim 107, And the sensor is connected to the information bus. 112. The method of claim 110, Wherein the sensor supplies information about the obstacle to an intelligent display connected to the information bus. 112. The method of claim 110, Wherein the sensor provides information about the obstacle to the airbag deployment system. 112. The method of claim 110, Wherein the sensor provides information about the obstacle to another vehicle system connected to the information bus. 107. The method of claim 107, A radar sensor further comprising a digital signal processor. 107. The method of claim 107, A radar sensor further comprising a user interface. 107. The method of claim 107, And generates a first sound when the radar sensor detects an obstacle having a first down range distance and generates an audible warning signal when a second sound is generated when an obstacle having a second down range distance is detected Wherein the audible warning device is further configured to detect an audible alarm. 107. The method of claim 107, When the radar sensor detects a nearest obstacle having a first down-range distance, it generates a first sound, and when detecting a closest obstacle having a second down-range distance, it generates a second sound Wherein the audible warning device is configured to generate an audible warning signal in a manner that is substantially similar to that of the radar sensor. 107. The method of claim 107, Wherein the radar sensor is configured to generate a first sound when the obstacle having the first speed is detected and a second sound when the obstacle having the second speed is detected, A radar sensor that additionally includes an auditory warning device. 107. The method of claim 107, Wherein the radar sensor is configured to generate a first warning when the obstacle having the first speed is detected and a second warning when the obstacle having the second speed is detected, A radar sensor further comprising a visual warning device. A radar sensor capable of tracking and distinguishing one or more obstacles that are Doppler shifted within a down-range distance, A radio frequency transmitter for transmitting pulses of radio frequency energy; A radio frequency receiver for receiving the reflected pulses of the radio frequency energy and for converting the reflected pulses of the radio frequency energy into an intermediate frequency signal; A digital-to-analog converter for converting the intermediate frequency signal into a digital sample stream in response to a programmable time delay; And A controller means for programming the programmable time delay to detect an obstacle from the view field of the sensor at different down range distances; And a radar sensor. A lane change assist system for providing information on an object in a side object area to a driver of the vehicle, A radar sensor unit configured to provide radar obstacle information to a user interface; And A speedometer pickup configured to provide vehicle speed information to the user interface The lane change assist system comprising: 124. The method of claim 121, The radar sensor A radio frequency transmitter configured to transmit a pulse of radio frequency energy; A radio frequency receiver configured to receive a pulse of radio frequency energy and configured to convert the pulse of radio frequency energy into an intermediate frequency signal; A digital-to-analog converter configured to convert the intermediate frequency signal into a digital sample stream in response to a programmable time delay; And And configured to program the programmable time delay to detect an obstruction to a view field of the sensor at different down range distances Of the lane change assist system. 124. The method of claim 121, Wherein when the vehicle moves below a desired speed, the user interface does not warn the driver about an object detected by the radar sensor beyond a maximum range. 124. The method of claim 121, Wherein the user interface is out of the range of about 5 feet when the vehicle travels less than about 15 miles per hour and does not generate audible warnings to the driver for objects detected by the radar sensor. 124. The method of claim 121, Wherein the radar sensor comprises a controller configured to transmit radar obstacle information onto an information bus, the lane change sensor being an intelligent radar sensor. 124. The method of claim 121, Wherein the user interface comprises a visual indicator. 124. The method of claim 121, Wherein the user interface includes audible and visual alerts. 124. The method of claim 121, Wherein the user interface comprises a hearing alert. 127. The method of claim 128, Wherein the user interface does not generate the audible alert when the vehicle moves below a desired speed. 127. The method of claim 128, Wherein the user interface generates an audible warning according to the distance to the detected obstacle and the relative speed between the vehicle and the detected obstacle. 124. The method of claim 121, A lane change auxiliary system further comprising a rotation signal pickup. 132. The method of claim 131, Wherein the user interface does not cause the driver to generate an audible warning to the left obstacle unless the rotation signal pickup indicates that the left rotation signal is activated. 132. The method of claim 131, Wherein the user interface does not generate an audible warning for the right obstacle to the driver unless the rotation signal pickup indicates that the right rotation signal is activated. A method for alerting a driver of a vehicle that a lane change shift may cause a collision, Sensing an object in a side object zone in response to activation of a rotation signal; And Visually warn the driver about the object; Lt; / RTI > Measuring a speed of the vehicle; Selecting a maximum range based on the velocity; And And audibly warn the driver when the range for the object is below the maximum range Containing Way. A method for alerting a driver of a vehicle that a lane change shift may cause a collision, Sensing an object in a side object zone in response to activation of a rotation signal; And Visually warn the driver about the object; Lt; / RTI > Measuring the speed of the object relative to the speed of the vehicle; Selecting a maximum range based on the velocity of the object; And And audibly warn the driver when the range for the object is below the maximum range Containing Way. 136. The method of claim 135, Wherein the step of measuring the velocity of the object comprises a Doppler processing step. A lane change assist system for providing information on an object in a side object area to a driver of the vehicle, User interface means for alerting the driver of the possibility of an accident associated with an object in an adjacent lane; Radar sensor means for providing radar obstacle information to the user interface; And Speed sensing means for providing vehicle speed information to the user interface The lane change assist system comprising: In the pulse sensor, A radio frequency oscillator; Transmission pulse generator Transmission antenna; And to connect the oscillator to the transmitting antenna, wherein the output of the transmit pulse generator is configured to transmit a radio frequency pulse of energy, wherein the radio frequency pulse has a leading edge and a trailing edge A transmitting switch operating; And And a receiver configured to measure a range for the obstacle by calculating a time that the radio frequency pulse requires to traverse a path from the transmitting antenna to the obstacle, Lt; RTI ID = 0.0 > antenna < / RTI > . A method of using a pulse radar to search for obstacles and to measure down range distances to obstacles, Pulse of radio frequency energy, wherein the pulse has a leading edge and a trailing edge; Receiving a reflection of the radio frequency energy pulse, wherein reflection is generated by a pulse of the radio frequency energy reflected by the obstacle; And Measuring the time at which the pulse is received by sensing the trailing edge Wherein the pulse radar is used as a pulse radar. A radar sensor capable of tracking and distinguishing one or more obstacles that are Doppler shifted within a down-range distance, A radio frequency transmitter configured to transmit a pulse of radio frequency energy; A radio frequency receiver configured to receive a pulse of radio frequency energy and configured to convert the pulse of radio frequency energy into an intermediate frequency signal; A digital-to-analog converter configured to convert the intermediate frequency signal into a digital sample stream in response to a programmable time delay; And Configured to program the programmable time delay to detect an obstacle to a view field of the sensor at a different down range distance, wherein the distance is measured in accordance with a trailing edge of the radio frequency energy pulse And a radar sensor. 143. The method of claim 140, Wherein the control unit is further configured to calculate the velocity of the obstacle. 143. The method of claim 140, Wherein the controller is further configured to calculate an acceleration of the obstacle. 143. The method of claim 140, And the sensor is connected to the information bus. 143. The method of claim 143, And the sensor supplies information on the obstacle to the airbag deployment system. 143. The method of claim 140, Wherein the radar sensor is configured to generate a first warning when the obstacle having the first speed is detected and a second warning when the obstacle having the second speed is detected, A radar sensor further comprising a visual warning device. A light source array configured to be positioned within a view field of an antenna while still allowing the antenna to emit and receive electromagnetic energy, A plurality of first power supply lines arranged to be orthogonal to an electric field (E-field) generated by an antenna; A plurality of second power supply lines arranged to be orthogonal to an electric field generated by the antenna; And A first terminal and a second terminal, wherein the first terminal is supplied to at least one power supply line among the plurality of first power supply lines and the second terminal is supplied to at least one of the plurality of second power supply lines And a plurality of light sources / RTI > 145. The method of claim 146, Further comprising a power supply bus provided in each of the plurality of first power supply lines. A method of transmitting electromagnetic energy through a plurality of light sources, Supplying a power supply conductor to each of the light sources; And Wherein a portion of the power supply conductor is disposed orthogonal to an electric field of the electromagnetic energy And transmitting the electromagnetic energy. A method of transmitting electromagnetic energy through a plurality of light sources, Providing a conductor for powering a light source in an array comprising a plurality of light sources; And Arranging the conductor to reduce electromagnetic coupling of the conductor and an electromagnetic field generated by an antenna disposed to radiate electromagnetic energy through the array And transmitting the electromagnetic energy. A radar sensor capable of tracking and discriminating one or more obstacles that are Doppler shifted within a down-range distance and integrated with a vehicle tail lamp, A radio frequency transmitter configured to transmit a pulse of radio frequency energy; A radio frequency receiver configured to receive a pulse of radio frequency energy and configured to convert the pulse of radio frequency energy into an intermediate frequency signal; A digital-to-analog converter configured to convert the intermediate frequency signal into a digital sample stream in response to a programmable time delay; And And configured to program the programmable time delay to detect an obstruction to a view field of the sensor at different down range distances And a radar sensor. 155. The method of claim 150, Wherein the control unit is further configured to calculate the velocity of the obstacle. 155. The method of claim 150, Wherein the controller is further configured to calculate the distance to the obstacle by determining the position of the trailing edge of the received pulse. 155. The method of claim 150, Wherein the sensor is coupled to a vehicle power circuit and configured to provide a modulated carrier on the vehicle power circuit. 155. The method of claim 153, Wherein the sensor supplies information on the obstacle to an intelligent display connected to the vehicle power circuit. 155. The method of claim 153, And the sensor supplies information on the obstacle to the airbag deployment system. 155. The method of claim 153, And the sensor supplies information on the obstacle to another vehicle system connected to the vehicle power circuit. 155. The method of claim 150, Wherein the radio frequency transmitter is configured to transmit a pulse of the radio frequency energy through the light emitting diode array. 155. The method of claim 150, A radar sensor further comprising a user interface. 155. The method of claim 150, And generates a first sound when the radar sensor detects an obstacle having a first down range distance and generates an audible warning signal when a second sound is generated when an obstacle having a second down range distance is detected Wherein the audible warning device is further configured to detect an audible alarm. 155. The method of claim 150, When the radar sensor detects a nearest obstacle having a first down-range distance, it generates a first sound, and when detecting a closest obstacle having a second down-range distance, it generates a second sound Wherein the audible warning device is configured to generate an audible warning signal in a manner that is substantially similar to that of the radar sensor. 155. The method of claim 150, Wherein the radar sensor is configured to generate a first sound when the obstacle having the first speed is detected and a second sound when the obstacle having the second speed is detected, A radar sensor that additionally includes an auditory warning device. 155. The method of claim 150, Wherein the radar sensor is configured to generate a first warning when the obstacle having the first speed is detected and a second warning when the obstacle having the second speed is detected, A radar sensor further comprising a visual warning device. A radar sensor capable of tracking and distinguishing one or more obstacles that are Doppler shifted within a down-range distance, Radar means for transmitting pulses of radio frequency energy, receiving pulses of reflected radio frequency energy, and converting pulses of said reflected radio frequency energy into intermediate frequency signals; A digital-to-analog converter for converting the intermediate frequency signal into a digital sample stream in response to a programmable time delay; Controller means for programming the programmable time delay to detect an obstacle from a different down-range distance to a view field of the sensor; And A light emitting array means for signaling a driver of the vehicle / RTI > Wherein the radar means is configured to transmit and receive pulses of the radio frequency energy through the light emitting means Radar means. A lane change assist system for providing information on an object in a side object area to a driver of the vehicle, Vehicle taillight array; A radar sensor unit located behind the vehicle taillight array and configured to provide radar obstacle information to a user interface; And A speedometer pickup configured to provide vehicle speed information to the user interface The lane change assist system comprising: 174. The method of claim 164, The radar sensor A radio frequency transmitter configured to transmit a pulse of radio frequency energy; A radio frequency receiver configured to receive a pulse of radio frequency energy and configured to convert the pulse of radio frequency energy into an intermediate frequency signal; A digital-to-analog converter configured to convert the intermediate frequency signal into a digital sample stream in response to a programmable time delay; And And configured to program the programmable time delay to detect an obstruction to a view field of the sensor at different down range distances Of the lane change assist system. 169. The method of claim 165, Wherein when the vehicle moves below a desired speed, the user interface does not warn the driver about an object detected by the radar sensor beyond a maximum range. 169. The method of claim 165, Wherein the user interface is out of the range of about 5 feet when the vehicle travels less than about 15 miles per hour and does not generate audible warnings to the driver for objects detected by the radar sensor. 169. The method of claim 165, Wherein the radar sensor comprises a controller configured to transmit radar obstacle information onto an information bus, the lane change sensor being an intelligent radar sensor. 169. The method of claim 165, Wherein the user interface comprises a time indicator. 169. The method of claim 165, Wherein the user interface includes audible and visual alerts. 169. The method of claim 165, Wherein the user interface comprises a hearing alert. 170. The method of claim 171, Wherein the user interface does not generate the audible alert when the vehicle moves below a desired speed. 170. The method of claim 171, Wherein the user interface generates an audible warning according to the distance to the detected obstacle and the relative speed between the vehicle and the detected obstacle. 169. The method of claim 165, Further comprising a rotation signal pickup, The array and the transmitter are activated in response to the rotation signal pickup Lane change assist system. 174. The method of claim 174, Wherein the user interface does not cause the driver to generate an audible warning to the left obstacle unless the rotation signal pickup indicates that the left rotation signal is activated. 174. The method of claim 164, Wherein the user interface does not generate an audible warning for the right obstacle to the driver unless the rotation signal pickup indicates that the right rotation signal is activated.