WO2021094099A1 - Procédé d'activation d'unité de détection, et dispositif capteur - Google Patents

Procédé d'activation d'unité de détection, et dispositif capteur Download PDF

Info

Publication number
WO2021094099A1
WO2021094099A1 PCT/EP2020/080427 EP2020080427W WO2021094099A1 WO 2021094099 A1 WO2021094099 A1 WO 2021094099A1 EP 2020080427 W EP2020080427 W EP 2020080427W WO 2021094099 A1 WO2021094099 A1 WO 2021094099A1
Authority
WO
WIPO (PCT)
Prior art keywords
sensor unit
sensor
unit
motor vehicle
function
Prior art date
Application number
PCT/EP2020/080427
Other languages
German (de)
English (en)
Inventor
Alin Jianu
Original Assignee
Audi Ag
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 Audi Ag filed Critical Audi Ag
Publication of WO2021094099A1 publication Critical patent/WO2021094099A1/fr

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D3/00—Indicating or recording apparatus with provision for the special purposes referred to in the subgroups
    • G01D3/08—Indicating or recording apparatus with provision for the special purposes referred to in the subgroups with provision for safeguarding the apparatus, e.g. against abnormal operation, against breakdown
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/86—Combinations of radar systems with non-radar systems, e.g. sonar, direction finder
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S15/00—Systems using the reflection or reradiation of acoustic waves, e.g. sonar systems
    • G01S15/86—Combinations of sonar systems with lidar systems; Combinations of sonar systems with systems not using wave reflection
    • 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
    • G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/86—Combinations of lidar systems with systems other than lidar, radar or sonar, e.g. with direction finders
    • 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
    • G01S17/00—Systems using the reflection or reradiation of electromagnetic waves other than radio waves, e.g. lidar systems
    • G01S17/88—Lidar systems specially adapted for specific applications
    • G01S17/93—Lidar systems specially adapted for specific applications for anti-collision purposes
    • G01S17/931—Lidar systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/40—Means for monitoring or calibrating
    • G01S7/4004—Means for monitoring or calibrating of parts of a radar system
    • G01S7/4026—Antenna boresight
    • 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
    • G01S7/48—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S17/00
    • G01S7/497—Means for monitoring or calibrating
    • G01S7/4972—Alignment of sensor
    • 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
    • G01S7/52004—Means for monitoring or calibrating
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
    • G01S2013/9327—Sensor installation details
    • G01S2013/93271—Sensor installation details in the front of the 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
    • 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
    • G01S2015/937—Sonar systems specially adapted for specific applications for anti-collision purposes of land vehicles sensor installation details
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/027—Constructional details of housings, e.g. form, type, material or ruggedness
    • 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
    • G01S7/521—Constructional features

Definitions

  • the invention relates to a method for operating a sensor unit for a motor vehicle.
  • the invention also includes a sensor device for a motor vehicle.
  • driver assistance functions are based on data, in particular on measurement data, which are made available by different sensors. This means that poor quality of the measured or delivered data can have a corresponding effect on the associated driver assistance function. Accordingly, in the case of driver assistance functions, it makes sense not only to keep an eye on a direct hardware unit for the corresponding function, but also to keep an eye on those sensor units that provide the information basis for the driver assistance function.
  • the patent application DE 10 2014 219 382 A1 describes a sensor calibration in a park. An internal sensor in a vehicle is calibrated with an external sensor. For this purpose, external position data are recorded with the sensor. The external location data is sent to the vehicle and filtered based on the external location data from internal location data recorded by the internal sensor and dependent on the location of the vehicle.
  • the laid-open specification DE 19934 197 A1 describes an adjusting device for a sensor attached to a vehicle.
  • the sensor are one Measuring device and an adjusting device assigned.
  • the measuring device detects an actual alignment of the sensor.
  • an actuating signal is sent to an adjustment device. This adjusts the sensor to the target alignment.
  • the sensor can be pivoted with respect to a horizontal plane and also with respect to a vertical plane.
  • a brief impairment of the sensor quality may occur under certain circumstances.
  • the task can be seen to operate a sensor unit for a motor vehicle more reliably. This applies in particular after a shock event that a motor vehicle experiences.
  • the invention proposes a method for operating a sensor unit for a motor vehicle.
  • the following process steps are carried out for this purpose.
  • a shock is detected on a carrier unit.
  • the carrier unit can in particular be designed in one piece. In particular, it is a part of the motor vehicle.
  • the carrier unit carries the sensor unit directly. This means that the sensor unit can have direct contact with the carrier unit.
  • the shock is detected by an acceleration sensor that differs from the sensor unit.
  • the acceleration sensor can be designed as a vibration sensor or shock sensor.
  • the acceleration sensor is in particular able to detect the impact on the sensor unit.
  • the acceleration sensor is arranged on the carrier unit. In particular, the acceleration sensor is arranged directly on the carrier unit.
  • a function assigned to the sensor unit is deactivated. This can be done, for example, by means of a corresponding signal, a deactivation signal.
  • the acceleration sensor can be designed to store corresponding information for the function assigned to the sensor unit in a non-volatile memory by means of the deactivation signal. If in the far- If the sensor unit or a control device with the assigned function is activated, then the function assigned to the sensor unit can be deactivated by means of the stored information.
  • the acceleration sensor can determine the impact, for example, in that the acceleration sensor measures an amount of acceleration which exceeds a threshold value.
  • a time curve of the measured acceleration can also be taken into account when the shock is detected.
  • the acceleration sensor can detect very brief impacts which have a time profile similar to a peak function (for example a delta distribution).
  • a shock can arise, for example, as a result of objects bouncing off the motor vehicle.
  • a bouncing object can be a ball, for example.
  • the acceleration sensor can in particular be designed to detect such impacts which do not cause any visible damage to the motor vehicle.
  • the motor vehicle experiences a bump due to a ball bouncing off, this brief bump could have temporarily changed the alignment of the sensor unit.
  • this cannot initially be recognized by a driver. Instead of the rebounding ball, the sensor unit could also be negatively affected by a small parking bump.
  • the function assigned to the sensor unit may be supplied with incorrect measurement data from the sensor unit.
  • the assigned function can be, for example, object recognition, a lane departure warning system or an emergency braking assistant.
  • an additional or alternative embodiment provides that the function assigned to the sensor unit is deactivated when the motor vehicle is at rest when the motor vehicle is operated again, or the function is deactivated immediately after the shock is detected when the motor vehicle is in motion. If the motor vehicle is at rest at the time of the impact, for example in a parked position, the sensor unit is often not in operation. However, it is preferably provided that the acceleration sensor can detect the impact. In response to the detected shock, the acceleration sensor can store information which is taken into account when the motor vehicle is operated again and thus when the sensor unit is operated again. This information includes, in particular, an instruction for the sensor unit. In particular, the function assigned to the sensor unit should not be activated or used temporarily. This can be done, for example, by interrupting a corresponding data transmission from the sensor unit to a control device operating the function.
  • the motor vehicle is in motion, then in this case it is particularly provided that the function is deactivated immediately after the impact is detected.
  • a shock while driving the motor vehicle can result, for example, from a falling load from a truck.
  • An additional or alternative embodiment provides that an alignment of the sensor unit and / or a position of the sensor unit relative to a body of the motor vehicle is determined by at least one measured value of the sensor unit after the impact has been detected and the sensor unit together with the function as a function is operated by the determined alignment and / or position of the sensor unit relative to the body.
  • the sensor unit Due to the impact on the carrier unit, which carries the sensor unit directly, the sensor unit can record distorted object data from the environment. For example, a change in the position of the sensor about its yaw axis can result in a vehicle in the adjacent lane, for example, being located in the lane of your own motor vehicle. As an assigned function, this can cause the emergency brake assistant to initiate unnecessary braking.
  • Emergency braking could be erroneously triggered, for example, by a manhole cover if the sensor unit were to detect the manhole cover as an object on the roadway and not as part of the roadway. This could be the case, for example, if the sensor axis is no longer correctly aligned in its pitch axis.
  • This embodiment of the invention therefore provides that, after the impact has been detected, the alignment of the sensor unit and / or the position of the sensor unit relative to the body of the motor vehicle are determined by at least one measured value from the sensor unit.
  • the sensor unit can determine its own alignment and / or position on the basis of the at least one measured value. It is thus provided in particular that the sensor unit can calibrate itself after the impact by means of corresponding measured values.
  • the sensor unit is designed as a camera, for example, an image that is recorded by the camera after the impact can be used to determine which alignment and / or position the camera has after the impact or to what extent the alignment and / or position has changed Has.
  • the at least A measured value of the sensor unit can be used to determine the alignment of the sensor unit and / or its position relative to the body of the motor vehicle.
  • this embodiment provides that the sensor unit is operated together with the function. This is done based on the determined alignment and / or the position of the sensor unit relative to the body. This means in particular that the function assigned to the sensor unit is reactivated. The function assigned to the sensor unit can thus be reactivated after the alignment or position of the sensor unit has been determined.
  • the function assigned to the sensor unit can, for example, take into account a changed alignment and / or position of the sensor unit by means of a corresponding internal evaluation.
  • the evaluation can be carried out by a microchip of the sensor unit, the changed alignment and / or position of the sensor unit relative to the body being preferably taken into account in the evaluation. For example, after determining the alignment and / or the position, a corresponding correction value can be determined which is taken into account when the sensor unit is operated again or during operation.
  • the correction value can be determined for the alignment and / or position of the sensor unit, and the sensor unit can be operated with the activated function based on the determined correction value.
  • the correction value describes, in particular, a difference between an actual position and a target position relating to the sensor unit. The same can apply to the alignment of the sensor unit.
  • the target position is preferably an ideal position of the sensor unit in which the sensor unit supplies correct measurement data.
  • a control device that executes or realizes the function assigned to the sensor unit can also be operated in a correspondingly analogous manner.
  • the correction value can be determined, for example, by means of a statistical evaluation of several measured values. The statistical evaluation can take into account, for example, a correlation, averaging or variance deviation.
  • a yaw angle and / or a pitch angle are determined for the alignment of the sensor unit.
  • the alignment of the sensor unit can in particular relate to the body or a predetermined vehicle plane.
  • the specified vehicle level is, for example, a level surface on which the motor vehicle is located.
  • the alignment of the sensor unit can also relate to a plane which is perpendicular to the specified vehicle plane.
  • the alignment of the sensor unit can also be determined in relation to a housing of the sensor unit.
  • An additional or alternative embodiment of the method provides that the alignment and / or the position are determined by comparing the at least one measured value of the sensor unit after the impact is detected with one or more historical measured values of the sensor unit before the impact.
  • the historical measured values of the sensor unit thus relate in particular to a point in time that precedes the impact.
  • the at least one measured value of the sensor unit after the impact can be compared with the historical measured values before the impact.
  • the alignment and / or the position of the sensor unit can be determined on the basis of this comparison.
  • the measured value can be an image, for example. If the sensor unit is a camera, for example, a comparison or an image analysis of one image each before and after the impact can be used to determine which orientation and / or position the sensor unit assumed after the impact was detected. In this comparison, multiple historical images can be compared with multiple images after the impact.
  • An ascertained change can be stored as a correction value in a memory of the sensor unit or of the control device.
  • the alignment and / or position of the sensor unit determined in this way can be taken into account in further operation of the sensor unit and the associated function. This way you can not only have a current orientation and / or position of the sensor unit can be determined, but also a change in orientation or position due to the impact. Depending on the size of the change in alignment, it can be determined whether the sensor unit or the associated function can be compensated accordingly by the sensor unit or the driver assistance system.
  • An additional or alternative development of the method provides that in the event of a detected impact that exceeds a predetermined level, a repair signal is generated to provide information about the impact and an impact point on the motor vehicle.
  • This development of the invention is particularly useful when the motor vehicle is at rest. In this way, a driver can be informed that the motor vehicle has experienced a shock and that the sensor unit may need to be repaired.
  • a repair recommendation can be made for the sensor unit.
  • a message could be issued that a corresponding parking function is not available or, under certain circumstances, provides unreliable information with regard to a distance to adjacent vehicles.
  • information is provided as to whether the sensor unit can continue to be operated reliably after the impact has been detected. This can take place, for example, with the aid of the determined alignment and / or position of the sensor unit after the impact has been detected. With the help of the correction value, the sensor unit and the associated function can also be operated reliably after the impact. In particular, provision is made to indicate whether or not reliable operation of the sensor unit is still possible after the impact has been detected. If the sensor unit or the associated function cannot continue to be operated reliably, the driver can He can be informed about this or a repair of the corresponding sensor unit can be recommended.
  • the invention also provides a sensor device for a motor vehicle.
  • the sensor device has a sensor unit.
  • the sensor unit can be, for example, a radar sensor, a camera, a lidar sensor or an ultrasonic sensor.
  • Corresponding functions can be provided or enabled with the aid of the sensor unit. Such functions assigned to the sensor unit are, for example, a parking assistant, an emergency braking assistant or a lane departure warning system.
  • the sensor device has a carrier unit which directly carries the sensor unit.
  • the carrier unit can for example be a printed circuit board or a power board.
  • the carrier unit can be designed as a holding device of the sensor unit.
  • the sensor device also has an acceleration sensor for detecting an impact on the carrier unit.
  • the acceleration sensor is arranged on the carrier unit or the acceleration sensor can be arranged directly on the carrier unit. Furthermore, the acceleration sensor is designed to deliver a signal for deactivating a function assigned to the sensor unit.
  • the ultrasonic sensor as a sensor unit can be assigned to the function A parking aid, for example.
  • a radar sensor or a camera can be assigned to the lane departure warning function, for example.
  • the sensor unit and / or the acceleration sensor can be mechanically coupled directly or directly to the carrier unit.
  • the carrier unit can be designed as a housing of the sensor unit. In this case, the acceleration sensor can be arranged or fastened directly to the housing of the sensor unit.
  • the sensor device has a housing of the sensor unit as the carrier unit.
  • the housing contains the sensor unit.
  • the housing can completely encompass the sensor unit or enclose.
  • the sensor unit and / or the acceleration sensor can in particular be mechanically coupled to the housing.
  • shocks or vibrations which act on the sensor unit can be transmitted to the housing.
  • the acceleration sensor which can detect the impact, is attached directly to the housing. So the housing can be used as a support unit for the sensor device.
  • the housing By using the housing as the carrier unit, an existing component can be used as the carrier unit in most cases.
  • An additional or alternative embodiment provides a sensor device with an energy source.
  • the energy source is designed to supply the acceleration sensor with electrical energy in a state of immobility of the sensor device. This means in particular that the acceleration sensor is also supplied with power when the vehicle is parked.
  • the energy source can be a vehicle battery, for example.
  • the acceleration sensor can in particular be connected to a permanent part of an on-board network of the motor vehicle. As a result, the acceleration sensor can detect or detect the shock even when the motor vehicle is not in use. In this way, shocks from a stationary, parked motor vehicle can also be reliably recorded or detected. As a result, the method can also be implemented when the motor vehicle is stationary.
  • An additional or alternative embodiment provides a motor vehicle with a sensor device and a control unit.
  • the control device is designed to perform the function assigned to the sensor unit.
  • the control device can, for example, be a headlight of the motor vehicle.
  • the headlight of the motor vehicle can, for example, implement or implement a lane keeping function. This can be, for example, two lateral light strips that indicate a width and position of the motor vehicle.
  • the control unit can also be part of a driver assistance system.
  • a corresponding control unit of a parking aid system for the motor vehicle can be designed as the control device.
  • An ultrasonic sensor on the Motor vehicle can be provided as a sensor unit for the parking aid.
  • the data or measured values recorded by the ultrasonic sensor are preferably used for the parking aid.
  • the control device can comprise several control units for several functions.
  • the control device is designed to perform the function assigned to the sensor unit.
  • Refinements and examples in connection with the method can be transferred analogously to the sensor device and the motor vehicle.
  • Embodiments and advantages of the sensor device or of the motor vehicle can also be transferred to the method.
  • the invention also includes further developments of the method according to the invention which have features as they have already been described in connection with the further developments of the motor vehicle according to the invention. For this reason, the corresponding developments of the method according to the invention are not described again here.
  • the motor vehicle according to the invention is preferably designed as a motor vehicle, in particular special as a passenger car or truck, or as a passenger bus or motorcycle.
  • Fig. 3 a sketchy representation of the motor vehicle on a
  • the invention is based on the knowledge that different driver assistance functions or driver assistance functions are dependent on data or measured values from different sensors for correct functioning.
  • 1 shows a motor vehicle 22 which has a sensor device 50.
  • the sensor device 50 has an acceleration sensor 12 and a sensor unit 10.
  • the sensor unit 10 is carried directly by a carrier unit 14.
  • the carrier unit 14 can be, for example, a housing 14 of the sensor unit 10.
  • a quality of the delivered or measured data of the sensor unit 10 can have a considerable influence on the correct functioning of the sensor unit 10 or a function 25 assigned to the sensor unit 10.
  • the quality of the data supplied by the sensor unit 10 can play an essential role in the customer's functional experience.
  • the data or measured values supplied by the sensor unit 10 can in particular relate to a self-position or self-position estimate relate to a travel axis of the motor vehicle 22.
  • the position of the sensor unit 10 can change. Even if certain sensors can compensate for such an influence, this can take up to several minutes, depending on the route or driving style, until the sensor unit 10 has recognized this change and, if necessary, compensated for it. During this time span, the case can arise that the sensor unit 10 does not provide correct sensor data for the customer function 25 assigned to the sensor unit 10.
  • a change in position of the sensor unit 10 about the yaw axis can result in, for example, a vehicle being located in the left lane in the ego lane of the motor vehicle 22 and therefore an emergency braking assistant initiating unnecessary braking of the motor vehicle 22.
  • a change in the position of the sensor unit 10 about the pitch axis may have occurred due to the impact.
  • a manhole cover on a roadway of motor vehicle 22 can be falsely detected as a collision obstacle, which in turn could trigger braking.
  • Such changes in the sensor unit 10 with regard to the alignment, in particular the yaw axis and pitch axis can be brought about by corresponding impacts on the sensor unit 10.
  • Such a shock can occur, for example, when a ball ricochets off the motor vehicle 22.
  • a ball ricochets off the motor vehicle 22.
  • children can play with a ball.
  • the situation can arise that the motor vehicle 22 is hit by the ball. If the motor vehicle 22 is hit at a point where the sensor unit 10 is installed, this could change the orientation of the sensor unit 10.
  • the invention therefore preferably provides that, in the event of a detected impact, the function 25 assigned to the sensor unit 10 is deactivated at least temporarily.
  • a possible method is shown by way of example in FIG. 2.
  • the impact on the carrier unit 14 is detected.
  • the shock is detected by the acceleration sensor 12, which can be arranged directly on the carrier unit 14.
  • the Acceleration sensor 12 measure or detect an amount of acceleration. If this amount exceeds a predetermined threshold value, the acceleration sensor 12 can record or detect the impact.
  • the threshold value is selected or specified in such a way that irrelevant events, such as snowfall or heavy rain, are not recorded as a shock.
  • a third step S3 the function 25 assigned to the sensor unit 10 is deactivated. This can initially reliably prevent an undesired malfunction 27 of function 25 from occurring.
  • a fourth step S4 an alignment of the sensor unit 10 and / or a position of the sensor unit 10 relative to a body 20 of the motor vehicle 22 can be ascertained or determined. This is done in particular with the aid of at least one measured value from the sensor unit 10.
  • a fifth step S5 the sensor unit 10 is operated with the function 25, in particular as a function of the determined orientation and / or position of the sensor unit 10.
  • Fig. 3 is an example of a sketchy plan view of the motor vehicle 22 shown, which is located on a road.
  • motor vehicle 22 has sensor device 50 with carrier unit 14, acceleration sensor 12 and sensor unit 10.
  • the sensor unit 10 can be, for example, a radar sensor or a camera.
  • a control device 16 is shown in FIG. 3.
  • the control device 16 is designed to implement the function 25 assigned to the sensor unit 10.
  • the function 25 is formed as a lane delimitation light.
  • the function 25 or lane delimitation light function can be represented, for example, by two light strips which better emphasize the roadway or its course. With a correct one If the lane light function 25 is functioning, the course of the road is shown correctly.
  • the sensor unit 10 can be changed in its orientation ver.
  • the camera can, for example, be rotated relative to a housing 14 or the body 20 of the motor vehicle 22 with regard to a yaw angle after a shock. This means that the course of the roadway may be determined with a deviation and the course of the roadway is therefore not displayed correctly. This is indicated by way of example with the aid of the light distribution, which has the reference number 27.
  • the alignment or position of the sensor unit 10 is determined again in order to take into account the new alignment or position of the sensor unit 10 for the further operation of the sensor device 50.
  • an automated new calibration or adjustment of the sensor unit 10 in or on the motor vehicle 22 can take place.
  • the function 25 remains deactivated until the sensor unit 10 has confirmed the new position and / or alignment.
  • the acceleration sensor 12 can be part of a crash sensor system.
  • the crash sensor system can detect a change in position in the housing 14 of the sensor unit 10.
  • the sensor unit 10 can be designed as a front radar.
  • the detection or acquisition of the impact by the acceleration sensor 12 can also take place in particular in the case of a parked motor vehicle 22. In this case, the motor vehicle 22 is not moving and has a speed of zero. For this reason, it is preferably provided that the sensor device 50 has an energy store 18.
  • the energy store 18 can also supply the acceleration sensor 12 with energy when the motor vehicle 22 is parked.
  • the energy store 18 is in particular a special vehicle battery.
  • the acceleration sensor 12 can be arranged on a power board, for example.
  • the power board can serve as a carrier unit 14 and at the same time provide a connection to the energy store 18. If the acceleration sensor 12 determines, for example, a measured value that exceeds a predetermined threshold value, the measured value can be assessed as a shock. If a shock is detected in a parked state of the motor vehicle 22, it is preferably provided that the functions 25 assigned to the sensor unit 10 are deactivated during the next ignition run, that is, when the motor vehicle 22 is operated again.
  • the sensor unit 10 must be deactivated.
  • the sensor unit 10 can continue to be operated, but the functions 25 assigned to the sensor unit 10 are preferably deactivated, at least until the alignment and / or position of the sensor unit 10 is determined after the impact has been detected.
  • the acceleration sensor 12 In order to enable shock detection even when the motor vehicle 22 is parked, provision is made in particular for the acceleration sensor 12 to be connected to a permanent part of the power grid, that is to say is also supplied with energy in the parked state.
  • the functions 25 assigned to the sensor unit 10 are deactivated the next time the motor vehicle 22 is started.
  • the examples show how a method for operating the sensor unit 10 and sensor device 50, driver assistance functions or driver assistance functions, can continue to be operated reliably even in the case of impact events. It is preferably provided that in the event of a detected impact on the sensor unit 10, the functions 25 assigned to the sensor unit 10 are deactivated in order to prevent or minimize the malfunction 27 of the function 25. In addition, by re-establishing the alignment and / or position of the sensor unit 10 after the impact event, the sensor unit 10 or sensor device 50 can continue to be operated reliably based on the determined alignment or position.

Landscapes

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

Abstract

L'invention concerne un procédé d'activation d'une unité de détection (10) pour un véhicule à moteur (22). Tout d'abord, un impact contre l'unité de support (14) est détecté, ladite unité (14) soutenant directement l'unité de détection (10). L'impact est détecté par un capteur d'accélération (12) disposé sur l'unité de support (14). En cas d'impact détecté, une fonction (25) attribuée à l'unité de détection (10) est désactivée. En outre, l'alignement et/ou la position de l'unité de détection (10) peut être déterminé(e)(s) au moyen d'au moins une valeur de mesure de l'unité de détection (10) après détection de l'impact. L'unité de détection (10) peut également être actionnée en fonction de l'alignement et/ou de la position déterminé(e)(s) conjointement avec la fonction (25).
PCT/EP2020/080427 2019-11-12 2020-10-29 Procédé d'activation d'unité de détection, et dispositif capteur WO2021094099A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019130486.5 2019-11-12
DE102019130486.5A DE102019130486B4 (de) 2019-11-12 2019-11-12 Verfahren zum Betreiben einer Sensoreinheit und Sensorvorrichtung

Publications (1)

Publication Number Publication Date
WO2021094099A1 true WO2021094099A1 (fr) 2021-05-20

Family

ID=73040090

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2020/080427 WO2021094099A1 (fr) 2019-11-12 2020-10-29 Procédé d'activation d'unité de détection, et dispositif capteur

Country Status (2)

Country Link
DE (1) DE102019130486B4 (fr)
WO (1) WO2021094099A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021209257B4 (de) 2021-08-24 2023-05-11 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Erkennen eines Schadens an einer Außenhülle eines Fahrzeugs
DE102022208013A1 (de) 2022-08-03 2024-02-08 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Betreiben einer inertialen Messeinheit, inertiale Messeinheit und Steuersystem für ein Fahrzeug

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19934197A1 (de) 1999-07-21 2001-01-25 Volkswagen Ag Automatische Justiervorrichtung für einen an einem Fahrzeug angebrachten Sensor
DE102005013448A1 (de) * 2005-03-23 2006-09-28 Robert Bosch Gmbh Sicherheitsvorrichtung für Kraftfahrzeuge
DE102007037298A1 (de) * 2007-08-07 2009-02-19 Continental Automotive Gmbh Verfahren und Anordnung zum Überprüfen eines Sensorsignals
DE102014219382A1 (de) 2014-09-25 2016-03-31 Continental Teves Ag & Co. Ohg Sensorkalibrierung in einer Parkanlage
DE102016225579A1 (de) * 2016-12-20 2018-06-21 Audi Ag Verfahren zum Betreiben einer Sensoreinrichtung eines Kraftfahrzeugs und Kraftfahrzeug
DE102017221692A1 (de) * 2017-12-01 2019-06-06 Volkswagen Aktiengesellschaft Verfahren zur Überprüfung einer wenigstens einen Ultraschallsensor aufweisenden Abstandsmessvorrichtung eines Kraftfahrzeugs

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006248270A (ja) 2005-03-08 2006-09-21 Honda Motor Co Ltd 検出機器の取付状態検出装置
DE102006037851A1 (de) 2006-08-11 2008-02-14 Bayerische Motoren Werke Ag Verfahren zur Sensorüberwachung eines Insassenschutzsystems sowie Insassenschutzsystem und Kraftfahrzeug mit einem Insassenschutzsystem
DE102011103250B4 (de) 2011-06-03 2014-09-18 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Vorrichtung zur Überwachung der Einbaulage von Sensoren
DE102017208169A1 (de) 2017-05-15 2018-11-15 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug-Rad mit einer Reibungsbremse und einem Bremsbelagverschleiß-Sensor mit einem RFID-Transponder

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19934197A1 (de) 1999-07-21 2001-01-25 Volkswagen Ag Automatische Justiervorrichtung für einen an einem Fahrzeug angebrachten Sensor
DE102005013448A1 (de) * 2005-03-23 2006-09-28 Robert Bosch Gmbh Sicherheitsvorrichtung für Kraftfahrzeuge
DE102007037298A1 (de) * 2007-08-07 2009-02-19 Continental Automotive Gmbh Verfahren und Anordnung zum Überprüfen eines Sensorsignals
DE102014219382A1 (de) 2014-09-25 2016-03-31 Continental Teves Ag & Co. Ohg Sensorkalibrierung in einer Parkanlage
DE102016225579A1 (de) * 2016-12-20 2018-06-21 Audi Ag Verfahren zum Betreiben einer Sensoreinrichtung eines Kraftfahrzeugs und Kraftfahrzeug
DE102017221692A1 (de) * 2017-12-01 2019-06-06 Volkswagen Aktiengesellschaft Verfahren zur Überprüfung einer wenigstens einen Ultraschallsensor aufweisenden Abstandsmessvorrichtung eines Kraftfahrzeugs

Also Published As

Publication number Publication date
DE102019130486A1 (de) 2021-05-12
DE102019130486B4 (de) 2021-09-30

Similar Documents

Publication Publication Date Title
DE112012000466B4 (de) System und Verfahren zum Manövrieren eines Fahrzeug-Anhänger-Gespanns bei Rückwärtsfahrt
EP1658211B1 (fr) Systeme facilitant les manoeuvres d'un vehicule automobile
EP2795345B1 (fr) Procédé et dispositif pour la détermination de la position de montage d'un module capteur dans un véhicule et véhicule doté d'un tel dispositif
EP3198578B1 (fr) Étalonnage de capteur dans un système de stationnement
EP2272691B1 (fr) Procédé de détermination de la position d'une remorque accrochée à un véhicule par rapport au véhicule et système d'assistance au conducteur pour un véhicule
DE102006003675B4 (de) Verfahren und Vorrichtung zur Festlegung einer bevorzugten Endorientierung eines Kraftfahrzeugs in einer Parklücke
DE102017111054B4 (de) Verfahren zum Betreiben eines Federungssystems eines Kraftfahrzeugs, Steuergerät, Federungssystem sowie Kraftfahrzeug
DE102017212364B4 (de) Verfahren zum Abstellen eines Kraftfahrzeugs in einer Abstellposition, Steuereinrichtung, und Kraftfahrzeug
DE102015118471A1 (de) Verfahren zum zumindest semi-autonomen Manövrieren eines Kraftfahrzeugs mit aktivem Fahrwerksystem, Fahrerassistenzsystem sowie Kraftfahrzeug
WO2021094099A1 (fr) Procédé d'activation d'unité de détection, et dispositif capteur
DE102020102958A1 (de) Spurpositionserfassung und -verfolgung in einem fahrzeug
DE102008012912A1 (de) Verfahren und Vorrichtung zur Erkennung einer Berührung eines Bordsteins durch ein Fahrzeug
EP3147182B1 (fr) Procede de man uvre au moins semi-autonome d'un vehicule automobile avec reconnaissance d'une erreur odometrique, dispositif de calcul, systeme d'assistance au conducteur et vehicule automobile
EP3328715A1 (fr) Procédé permettant de man uvrer un véhicule automobile de manière au moins semi-automatique par une correction de position, système d'aide à la conduite et véhicule automobile
DE102015105720A1 (de) Verfahren zum Bestimmen einer jeweiligen Einbauposition von zumindest zwei Sensoren eines Kraftfahrzeugs, Steuereinrichtung, Fahrerassistenzsystem sowie Kraftfahrzeug
WO2017067914A1 (fr) Procédé de correction d'un alignement incorrect d'un capteur optique d'un véhicule automobile, dispositif de calcul, système d'aide à la conduite et véhicule automobile
EP3327621A1 (fr) Procédé d'aide à la conduite d'un véhicule automobile lors du stationnement, dispositif de calcul, système d'aide à la conduite ainsi que véhicule automobile
WO2020114952A1 (fr) Procédé et dispositif servant à étalonner un capteur d'environnement d'un véhicule
DE102015210816B4 (de) Verfahren für einen Anhängerrangierassistenten
DE102019003864A1 (de) Vorrichtung und Verfahren zur Kollisionserkennung einer Karosserie mit einem Objekt
DE102006018658A1 (de) Verfahren und Einrichtung zur zeitlichen begrenzten Anpassung der Fahreigenschaften eines Fahrzeuges durch Veränderung einer Fahrzeugkonfiguration
DE102016109858A1 (de) Verfahren zum Erfassen einer Kollision zwischen einem Kraftfahrzeug und einem Objekt anhand von Objektdaten einer digitalen Umgebungskarte, Vorrichtung, Fahrerassistenzsystem sowie Kraftfahrzeug
DE102020112289A1 (de) Verfahren zum Kalibrieren eines Umfeldsensors eines Fahrzeugs mit unmittelbarer Validierung sowie Recheneinrichtung
DE102019006537A1 (de) Verfahren und Steuereinrichtung zum Steuern der Lenkung eines Fahrzeugs
EP3431367B1 (fr) Procédé destiné au moins au stationnement semi-automatique d'un véhicule automobile dans une place de stationnement, système d'aide au stationnement ainsi que véhicule automobile

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20800104

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 20800104

Country of ref document: EP

Kind code of ref document: A1