WO2009141019A1 - Procédé et dispositif pour mesurer un obstacle - Google Patents

Procédé et dispositif pour mesurer un obstacle Download PDF

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Publication number
WO2009141019A1
WO2009141019A1 PCT/EP2008/065693 EP2008065693W WO2009141019A1 WO 2009141019 A1 WO2009141019 A1 WO 2009141019A1 EP 2008065693 W EP2008065693 W EP 2008065693W WO 2009141019 A1 WO2009141019 A1 WO 2009141019A1
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WO
WIPO (PCT)
Prior art keywords
distance
obstacle
sensor
vehicle
detectability
Prior art date
Application number
PCT/EP2008/065693
Other languages
German (de)
English (en)
Inventor
Volker Niemz
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2009141019A1 publication Critical patent/WO2009141019A1/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S15/00—Systems using the reflection or reradiation of acoustic waves, e.g. sonar systems
    • G01S15/88—Sonar systems specially adapted for specific applications
    • G01S15/93—Sonar systems specially adapted for specific applications for anti-collision purposes
    • G01S15/931—Sonar systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/52—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S15/00
    • G01S7/539—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S15/00 using analysis of echo signal for target characterisation; Target signature; Target cross-section

Definitions

  • the invention relates to a method and a device for measuring an obstacle located in a direction of travel of a vehicle.
  • the method according to the invention with the features of claim 1 has the advantage that a height of an obstacle is determined. In addition, a previous pass to the measurement and classification is not required.
  • the limit distance below which the detectability of the obstacle is below a threshold, is determined, and from this a height of the obstacle is determined.
  • the obstacle is located in a direction of travel of the vehicle, which may be directed in particular forward or backward, or obliquely thereto, corresponding to a steering wheel or a possible track.
  • the obstacle may be one that limits a parking space, such as a curb, another vehicle, a wall, etc.
  • the obstacle is detected by a distance-sensitive sensor.
  • a distance-sensitive sensor This can, for example, operate according to the pulse-echo method, ie to record a radiation that is reflected by the obstacle after it has been emitted by a radiation source, possibly assigned to the sensor, in the direction of the obstacle.
  • the obstacle If the obstacle is detectable by the distance-sensitive sensor, it supplies a distance signal which directly represents the distance of the obstacle from the sensor or is correlated with the distance to the obstacle, so that the distance from this can be determined. If the obstacle is not or only partially detectable, the sensor will not provide any or a limited distance signal.
  • the signal supplied by the distance-sensitive sensor can therefore be assigned a detectability which, in the simplest case, describes the presence or absence of a distance signal, but which can also represent a quantitative measure, for example for the usability of the distance signal.
  • Distance-sensitive sensors often have a detection area in the form of a geometric cone-like figure that is pointed towards the sensor, which is often referred to as a "lobe."
  • the detection area of the sensor In order for a distance-sensitive sensor arranged on a vehicle to detect obstacles in the travel path of the vehicle, the detection area of the sensor has to detect or at least approach the road surface at a certain distance, the lower envelope of the detection area is therefore inclined downwards, starting from the installation height of the sensor, a low obstacle which is still at a first distance from the sensor
  • measures can be provided to make the detection range of the sensor continuous or homogeneous so that reliable detection of the obstacle is always ensured within the detection range istet is.
  • the height of the obstacle is determined from the limit distance at which, when approaching the obstacle, the detectability of the obstacle disappears or falls below a threshold value.
  • the relationship between the limit distance and the difference between the height of the sensor above the roadway and the height of the obstacle may be linear or approximately linear, but may also be non-linear, for example with a curved lower envelope of the "club.”
  • the nature of the correlation between Limit distance and height of the obstacle may be predetermined and, for example, depend only on the installation height, type and orientation of the distance sensor, but may also be due to current vehicle parameters, such as the load, or dynamic data, such as current speed,
  • Acceleration and / or steering gear be changeable.
  • the correlation for example, by signals from other sensors, such as ground clearance sensors, be situation specific customizable.
  • the inventive method is particularly advantageous when a transverse parking space is controlled, which is limited by an obstacle forward. But even with different types of parking spaces, the height of a located in the direction of travel of the vehicle obstacle can be determined in a simple manner and without passing by, for example, a curb, a L Lucassparklücke forward or limited behind.
  • the invention makes it possible to determine the height of such an obstacle with a simple, robust and cost-effective sensor.
  • the detectability of the obstacle from the distance signal generated by the at least one distance-sensitive sensor. For this purpose, it can be used, for example, if the distance-sensitive sensor no longer outputs a distance signal when the obstacle disappears from the detection range of the sensor. Often, however, near the edge of the detection area, the sensor will provide a distance signal that is unstable, or may issue a distance signal to another obstacle that happens to be in the detection area of the sensor. It is therefore preferable to deduce the detectability of the obstacle from the quality of the distance signal, in particular from its stability and / or from possibly occurring jumps in the distance values.
  • a signal received by the sensor can indicate whether the obstacle is in the detection range of the sensor. If the intensity is too low, the distance sensor can not provide reliable distance values.
  • the determination of the detectability from a signal received by the sensor has the advantage that the determination of the detectability is possible in a direct and more accurate manner, and the inclusion of fewer distance values may be sufficient.
  • the threshold for detectability which indicates the obstruction of the obstacle to the sensor, may accordingly refer to the presence or quality of the distance signal and / or to a signal received by the sensor.
  • the threshold value can be fixed or also situation-dependent, for example, including the speed of the vehicle, the number of distance sensors, the degree of contamination of the sensors, or other vehicle sensors. or situation-dependent factors. Thus, for safety reasons, for example, a higher threshold value can be set at a higher vehicle speed if higher measurement errors are to be expected than at a low speed.
  • a curb typically has a front that is nearly perpendicular to the roadway and, together with the roadway surface in the manner of a triple mirror, emits radiation emitted by a sensor almost in the same direction, ie. h., reflected back to the sensor. Therefore disappears when approaching the vehicle to a curb the throat of the curb from the detection range of the sensor, this can be determined by a change in the return intensity or the slope of the intensity signal. If no change in the course of the intensity of the intensity of the curb can be detected, this can be an indication that it is not a curb, but another object.
  • an unstable or patchy distance signal may indicate that the detected obstacle is a pillar rather than a curb. It is therefore advantageous, in this case, not to carry out a height determination according to the invention, but rather to output a corresponding warning signal, for example.
  • the distance signal generated by the at least one distance-sensitive sensor is advantageous to subject the distance signal generated by the at least one distance-sensitive sensor to filtering and / or averaging.
  • the detectability of the obstacle or the signal underlying the detectability can be subjected to filtering and / or averaging. In this way, it is possible to prevent individual, possibly faulty, values above the threshold value and / or individual values below the threshold value from triggering the determination of the limit distance for height determination.
  • the time or interval interval during which the detectability must be above or below the threshold in order to be used for determining the limit distance may be fixed or vehicle or situation-dependent, for example dependent on the damping time of vehicle vibrations.
  • the distance signals generated by them can also be filtered and / or averaged, for example, to eliminate the signals of individual distance sensors and / or to allow an averaged and therefore more stable distance value and a more accurate altitude measurement.
  • the signals of the sensors can each be evaluated individually and / or the signals or distance values of some or all sensors can be compared with one another to obtain independent height measurements for the respectively observed obstacles or parts of the obstacles or further properties of the obstacles, such as curvatures or interruptions of a curb, to determine. In this way, the inventive method can be increased in accuracy and reliability and adapted to a variety of possible situations.
  • At least one displacement sensor For example, wheel speed or odometry sensors can be used for this purpose, which are often already present as part of other systems, for example ABS or ASR, but other sensors or position measuring systems can also be used.
  • wheel speed or odometry sensors can be used for this purpose, which are often already present as part of other systems, for example ABS or ASR, but other sensors or position measuring systems can also be used.
  • the distance increment between the recording of a distance value and that of the next can be determined. This is particularly important for such distances from the obstacle, where the distance sensor provides no distance value.
  • Based on at least one distance value, which has been determined from the signal of the sensor a calculated distance can then also be assigned to those values of the detectability which are below the threshold value. This allows a more accurate determination of the limit distance value.
  • a correlation of distance values measured by the distance sensor with the data supplied by the distance sensor enables an independent or more accurate determination of the stability or scattering of the distance values and thus a more reliable calculation of the limit distance. Since the distance values determined on the basis of the sensor signal represent the distance between sensor and obstacle or reflection point on the obstacle, but the path increments are measured in the roadway plane, it is advantageous to compare the distance values or at least the limit distance by projection with the measured paths or path increments close.
  • the determined height of the obstacle is used and compared with vehicle data which take into account in particular the ground clearance, possibly the load, the installation location of the distance sensor, the position and size of the wheels, etc. Based on this information, the obstacle can be classified, for example, as traversable or überragbar or not überfahr- or überragbar, depending on whether the ground clearance of the front and rear apron is sufficient. In vehicles with a complex profile, such as a bumper, can be determined in this way, how far the vehicle can overtop the obstacle. For obstacles whose height is less than the radius of the wheels of the vehicle, the distance traveled by one of the wheels until the obstacle is touched is also dependent on the height of the obstacle and can be determined.
  • the information about the height and possibly the distance of the obstacle and in particular the collision-free traversable path to a higher-order system for example a semi-autonomous or autonomous parking system tenzsystem.
  • a parking operation can be performed accurately and safely even if the obstacle to be parked on, such as a curb limiting a Querparklücke for the distance sensors is no longer visible.
  • the collision-free travel path is achieved taking into account the dynamics of the vehicle or does not agree with a pre-planned parking trajectory, for example the issuing of a warning signal to the driver, the initiation of a braking maneuver, the interruption of the parking process and / or the recalculation of a Parking trajectory are triggered.
  • the method according to the invention does not start after the first distance measurement by the distance-sensitive sensor or only after a stable distance measurement which leads to a reclassification.
  • An inventive device for measuring an obstacle located in a direction of travel of a vehicle contains at least one distance-sensitive sensor arranged on the vehicle. This is arranged to detect near the road in a direction of travel of the vehicle befind Anlagen objects, in particular, the detection range of the sensor is limited downwards in a sloping obliquely from the sensor line.
  • the device according to the invention furthermore comprises first evaluation means for determining a detectability of the obstacle from the distance signal of the sensor and / or from a signal of the obstacle received by the sensor, as well as storage means for storing at least one distance value of the obstacle.
  • second evaluation means are provided for determining a limit distance value below which the detectability of the obstacle is below a threshold value, and for determining a height of the obstacle using the limit distance value, and possibly for converting the determined distance values into distances between vehicle and obstacle or real routes.
  • the first and second evaluation means and the storage means may be wholly or partially associated with the distance-sensitive sensor or the sensors or be part of a separate control unit.
  • the storage means may also be provided for storing the travel path, and in particular for storing the determined data beyond a change of direction, so that, for example, if the vehicle is parked several times, the previously recorded data about the obstacle are still available.
  • the device according to the invention has the particular advantage that the height of an obstacle can be determined with the distance sensors usually present in parking assistance systems and a parking process can be supported simply, safely and accurately.
  • a plurality of distance sensors are arranged on a vehicle both in the front and in the rear area. Sensors are preferably located near the corners of the body, whose viewing directions are slightly inclined to the direction of travel, as well as other sensors in the central region of the front or rear side. The detection areas of the sensors may partially overlap and allow extensive coverage of the possible collision areas during forward and reverse travel.
  • the at least one distance-sensitive sensor arranged on the vehicle is an ultrasonic distance sensor.
  • the measured transit time of a pulse corresponds to twice the distance to the detected object.
  • the strength of the received signal, the detected pulse length, the strength of other signals with different transit times, etc. can be used as a measure of the quality of the distance measurement.
  • Ultrasonic distance sensors are simple, inexpensive and robust. However, other sensors, such as radar or infrared sensors, may be used.
  • Figure 1 shows two situations in the detection of a curb by a distance sensor on a vehicle
  • Figure 2 is a schematic representation of the distance signal provided by a distance sensor in the scene of Figure 1;
  • Figure 3 shows three situations for determining the height of an obstacle according to the invention in three different high obstacles
  • FIG. 4 shows a flowchart for the sequence of a method according to the invention.
  • Fig. 1 shows an example of a parking in a Querparklücke, by a
  • Curb 1 is limited.
  • a vehicle 10 approaches the curb at the distance di during the parking process, while a distance sensor 11 arranged on the vehicle detects the curb when it is within the detection area 20 of the distance sensor (FIG. 1 a).
  • a source associated with the sensor 11 emits a measuring radiation, for example ultrasound waves, which is represented symbolically by some of the beams 22, 23, 24. Due to the reflection on the vertical front side of the curb and on the road surface 2, the beams 22 and 23 are reflected back almost parallel to themselves. Since the curb and the road surface always have some unevenness and wavelength-dependent diffraction effects, a measurable proportion of the energy of the emitted beams 22 and 23 reaches back to the sensor and is detected there.
  • the measuring radiation is emitted in particular as pulsed radiation.
  • the pulse-echo method can be determined from the time difference between transmission of the measuring beam and reception of the reflected back radiation, the distance covered, which corresponds to the double distance of the sensor from the obstacle with single reflection.
  • the speed of sound in air is calculated.
  • For the strength of the received pulse play u. a. the distance to the obstacle and the surface shape of the obstacle play a role. As can be seen in FIG. 1 a, stronger back-reflection is to be expected in particular when the throat 4 of the curb is still in the detection area 20 of the sensor. If the curb 2 is oblique or interrupted, the signal is correspondingly weaker.
  • the curb can migrate out of the detection area 21 of the distance-sensitive sensor 11, as soon as the lowest measuring beam 22 passes over the curb away goes.
  • the sensor will then no longer provide a distance signal since the emitted measuring beams are not reflected back into the sensor (shown symbolically in FIG. Ib for the measuring beam 22).
  • another object for example a wall 5, is located behind the curb 2, this could, if it is located in the detection area of the sensor, be detected instead, so that the distance signal then assumes another value that does not correspond to the curb.
  • Fig. 2 shows schematically the course of the determined in the situation shown in FIG. 1 from the distance signal of the sensor distance as a function of the real distance of the vehicle 10 to the obstacle 2.
  • area I for example, the distance value di, from the Sensor signal a distance L (in Fig. 2 applied upward) and after projection on the road surface or the direction of travel a distance value D (applied to the right) are determined.
  • a distance L in Fig. 2 applied upward
  • a distance value D applied to the right
  • FIG. 3 shows three scenes for ascertaining the height of different height obstacles 6, 6 ', 6 "according to the invention, mounted on a vehicle 10 is a distance-sensitive sensor 11 which communicates with evaluation and storage means 12.
  • the vehicle 10 is each shown in an initial position and the detection area 20 of the distance-sensitive sensor 11 in this initial position, and the respective detection area 21, 21 ', 21 "when the vehicle by a distance .DELTA.s, .DELTA.s' or .DELTA.s" to the obstacle has moved.
  • the lower edge of the detection area 21 only touches the upper edge of the obstacle 6 after the distance ⁇ s.
  • the distance sensor will no longer provide distance values on approaching the obstacle, so that after the distance ⁇ s a limit distance value is determined from which the height of the obstacle 6 is calculated.
  • This height is significantly lower than the ground clearance of the front apron of the vehicle 10 so that it can zoom close to the obstacle 6, to a contact with the wheels in the example of FIG. 3a.
  • a corresponding information can be output to a parking assistance system.
  • the obstacle 6 after a driving distance ⁇ s', the obstacle 6 'leaves the detection area 21' of the sensor 11, so that a limit distance value and thus a height of the obstacle can be determined.
  • the height of the obstacle 6 ' is higher than the ground clearance in the area of the front apron of the vehicle 10, so that the still possible collision-free route is correspondingly shorter than in Fig. 3a.
  • a parking assistance system can cause a corresponding warning or action on the basis of this information.
  • the obstacle 6 " is so high that the detection area 20" of the sensor 11 is not left even at very close approach. In this case, the sensor will continue to provide distance values.
  • a warning signal can be output or a braking process and, if necessary, a Cancellation of the parking process to be initiated.
  • the minimum distance must be sufficient for the sensor to detect objects at all, and also sufficient to initiate suitable actions, for example, depending on the speed.
  • the height of an obstacle can also be determined when parking in the rearward direction with at least one distance-sensitive sensor mounted in the rear region of the vehicle.
  • the sequence of a method according to the invention for measuring an obstacle is shown schematically in FIG. 4.
  • the sensor Starting from the vehicle approaching the obstacle, as soon as the obstacle enters the detection area of a distance-sensitive sensor, it emits a signal correlated with the distance to the obstacle which directly represents the distance or from which the distance is determined , If the vehicle has approached the obstacle by a distance increment ⁇ D, the sensor supplies a further distance signal to which a detectability 1 is assigned in this embodiment, or if the obstacle is now outside the detection range of the sensor, no distance signal, so that the detectability gets the value 0. The detectability is compared with a threshold, which has a value between 0 and 1 here.
  • a further distance value is determined from the further distance signal, and a further distance signal is recorded on a further approach to the obstacle. If the detectability is 0, then a limit distance value is determined; this can be, for example, the last determined distance value. From the known geometric data of the detection range of the sensor, height information about the obstacle is finally determined therefrom. The determination of the detectability does not have to take place in temporal connection with each recording of a distance signal, but can also take place in each case after a plurality of measurements, if necessary after a filtering or averaging.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • General Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Measurement Of Velocity Or Position Using Acoustic Or Ultrasonic Waves (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé servant à mesurer un obstacle se trouvant dans le sens de la marche d'un véhicule. Selon l'invention, une valeur de distance à l'obstacle est acquise lorsque le véhicule s'approche de l'obstacle au moyen d'un capteur sensible à la distance placé sur le véhicule, une valeur de distance limite au-dessous de laquelle une détectabilité de l'obstacle est inférieure à une valeur de seuil est déterminée et une hauteur de l'obstacle est déduite de la valeur de distance limite. L'invention concerne également un dispositif pour l'exécution du procédé selon l'invention.
PCT/EP2008/065693 2008-05-19 2008-11-17 Procédé et dispositif pour mesurer un obstacle WO2009141019A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008001838.4 2008-05-19
DE102008001838A DE102008001838A1 (de) 2008-05-19 2008-05-19 Verfahren und Vorrichtung zur Vermessung eines Hindernisses

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Publication Number Publication Date
WO2009141019A1 true WO2009141019A1 (fr) 2009-11-26

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DE102012019510A1 (de) * 2012-10-05 2014-04-10 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Einparkhilfe, Verfahren zum Betreiben einer Einparkhilfe, Computerprogramm, computerlesbares Medium und Kraftfahrzeug
US9674664B1 (en) * 2016-04-28 2017-06-06 T-Mobile Usa, Inc. Mobile device in-motion proximity guidance system
CN111002900A (zh) * 2018-10-08 2020-04-14 株式会社万都 倒车警告设备及其方法和控制系统
CN112327307A (zh) * 2020-11-04 2021-02-05 广州小鹏自动驾驶科技有限公司 一种基于超声波雷达的探测方法、装置和车辆
CN112327307B (zh) * 2020-11-04 2024-06-04 广州小鹏自动驾驶科技有限公司 一种基于超声波雷达的探测方法、装置和车辆

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DE102009054663A1 (de) * 2009-12-15 2011-06-16 Robert Bosch Gmbh Verfahren zur Objekterfassung und Wandleranordnung hierfür
DE102013200385A1 (de) * 2013-01-14 2014-07-17 Robert Bosch Gmbh Verfahren und Vorrichtung zur Unterstützung eines Fahrers eines Fahrzeugs bei einer Fahrt auf unebenem Gelände
DE102015107389A1 (de) * 2015-05-12 2016-11-17 Valeo Schalter Und Sensoren Gmbh Verfahren zum Betreiben eines Fahrerassistenzsystems eines Kraftfahrzeugs mit Objekterkennung im Nahbereich, Fahrerassistenzsystem sowie Kraftfahrzeug
DE102015121343A1 (de) * 2015-12-08 2017-06-08 Valeo Schalter Und Sensoren Gmbh Radarsensoreinrichtung zum Erfassen eines Objektes, Fahrerassistenzsystem, Kraftfahrzeug sowie Verfahren zum Erfassen eines Objektes
US10262540B2 (en) * 2016-01-29 2019-04-16 Ford Global Technologies, Llc Bollard receiver identification
DE102018205532A1 (de) * 2018-04-12 2019-10-17 Robert Bosch Gmbh Verfahren zum Erkennen eines Hindernisses vor einem Fahrzeug

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012019510A1 (de) * 2012-10-05 2014-04-10 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Einparkhilfe, Verfahren zum Betreiben einer Einparkhilfe, Computerprogramm, computerlesbares Medium und Kraftfahrzeug
US9305464B2 (en) 2012-10-05 2016-04-05 GM Global Technology Operations LLC Parking assistance system, method for operating a parking assistance system, computer program, computer-readable medium and motor vehicle
US9674664B1 (en) * 2016-04-28 2017-06-06 T-Mobile Usa, Inc. Mobile device in-motion proximity guidance system
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CN111002900A (zh) * 2018-10-08 2020-04-14 株式会社万都 倒车警告设备及其方法和控制系统
CN112327307A (zh) * 2020-11-04 2021-02-05 广州小鹏自动驾驶科技有限公司 一种基于超声波雷达的探测方法、装置和车辆
CN112327307B (zh) * 2020-11-04 2024-06-04 广州小鹏自动驾驶科技有限公司 一种基于超声波雷达的探测方法、装置和车辆

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