Patent Grant
9776629
This application is a national stage of International Application No. PCT/EP2013/068891 filed Sep. 12, 2013, and which claims priority to German Patent Application No. 10 2012 018 012.8 filed Sep. 12, 2012, the disclosures of which are incorporated herein by reference in their entirety.
The invention relates to a method for operating an environment-monitoring system for a motor vehicle, by means of which the positions of objects in the environment laterally adjacent to and also in front of and behind the vehicle are determined.
Document DE 101 07 219 A1 relates to a method for operating an adaptive driving-speed control system for a motor vehicle. The adaptive driving-speed control system includes a central control unit to which speed data and spacing data are communicated from a radar sensor. The document makes reference to a method and an apparatus for recognition of maladjustment in a motor vehicle. In this case electromagnetic waves are emitted, and the electromagnetic waves reflected from a stationary object are received and evaluated; the signals that are capable of being evaluated are the relative angle and a relative spacing between the detected stationary object and a reference axis of the motor vehicle, as well as a relative velocity between the detected stationary object and the motor vehicle; subsequently, on the basis of the relative angle and the relative spacing between the motor vehicle and the detected stationary object, and also on the basis of a vehicle-specific velocity, a correction value for the relative angle is determined.
Document DE 43 39 371 A1 relates to a detection method for registering a horizontal error between a scan centre line and the travel-direction line of a vehicle during straight-ahead driving. With this method, a computer registers a change of position of a reflector that has been provided at the left edge of a road. A further computer derives a location of the reflector, which represents a spacing between the reflector and the vehicle and a direction of the vehicle from the reflector.
Document DE 10 2006 045 165 A1 relates to a driving-assistance system for motor vehicles, with an angle-resolving position-finding sensor and with a locking and unlocking device for disabling and enabling an assistance function. The driving-assistance system includes an angle-resolving position-finding sensor and an electronic data-processing system which evaluates the data supplied by the position-finding sensor, and on this basis performs one or more assistance functions. In the data-processing system a correction module has, in addition, been implemented, with which any faulty adjustment, i.e. a maladjustment angle, of the position-finding sensor can be established during operation of the driving-assistance system. An independent algorithm for determining the maladjustment angle is based on the evaluation of apparent transverse motions of stationary objects at the edge of the roadway, which are simulated by the maladjustment of the sensor.
Document EP 1 286 177 A1 relates to the registering of an occurrence of an axial displacement in a horizontal direction in the case of a radar mounted on a vehicle, the determining of the degree of axial displacement in the horizontal direction, and the correction of the axial displacement in the horizontal direction. In this connection an FM-CW radar radiates a radio wave in the forward direction of the vehicle and calculates the spacing from a target located in front of said vehicle, and the relative velocity thereof.
It is already known to employ environment-monitoring systems in modern motor vehicles. The most important components of an environment-monitoring system are sensors that register the range, the angular position and the relative velocity of objects in the environment laterally adjacent to and also in front of and behind the vehicle in question. Since the greatest efficiency when determining the position of objects above all, in bad weather is obtained by means of radar sensors, here the designation ‘environment-monitoring system’ is to be regarded as synonymous with the designation ‘radar system’.
By means of environment-monitoring systems, inter alia the following functions are realised with a view to enhancing the driving safety.
In the case of adaptive speed control (ACC, adaptive cruise control), the positions of vehicles travelling ahead of the vehicle in question are registered, in order to adapt the speed of the vehicle in question to changing traffic conditions automatically by self-acting accelerating, easing off the throttle, or braking. Hence an ACC system permits the maintenance of a spacing, depending on speed, of the vehicle in question from a vehicle in front. An ACC system has been described in WO 2004/045888 A1.
In the case of a collision warning system (FCW, forward collision warning), in addition to an ACC system the driver is warned of critical spacing situations and, by automatic partial braking, is assisted in shortening the stopping-distance. In the case of an automatic emergency braking system (AEB, automatic emergency braking), furthermore collisions can even be avoided entirely in the ideal case. An FCW or AEB system has been described in WO 2012/062451 A1.
In the case of a lane-change assistance system (LCA, lane change assistant), the positions of vehicles travelling behind and laterally adjacent to the vehicle in question are registered, in order to warn the driver about vehicles in the blind spot adjacent to his/her own vehicle, and about vehicles that are located in a region adjacent to or behind his/her own vehicle that is critical for a change of lane. An LCA system has been described in DE 10 2010 054 221 A1.
Since for the purpose of determining the position of features the polar coordinates thereof, namely the range thereof and the angular position thereof with respect to the actual sensor(s), are registered, it is necessary to adjust the sensor(s) very precisely in the course of mounting on the vehicle, specifically in such a way that the mounting position(s) of the sensor(s) for monitoring the environment in front of and behind the vehicle has/have been oriented parallel to the longitudinal axis of the vehicle and the mounting position(s) of the sensor(s) for monitoring the environment laterally adjacent to the vehicle has/have been oriented perpendicular to the longitudinal axis of the vehicle. If this has not been ensured, above all the acquisition of the angular position of objects becomes faulty, so that the accuracy of the environment-monitoring system is impaired in disadvantageous manner. On the other hand, however, it is necessary to permit a specified mounting tolerance, in order to keep down the costs and the effort in connection with the mounting of the sensor(s).
In order to satisfy these requirements, with a view to operating an aforementioned environment-monitoring system the invention proposes that the motion path for a stationary object that the vehicle is moving past is ascertained, and from this the angular deviation is determined by which the motion path ascertained for the stationary object deviates from the motion path of the vehicle. In this connection, by ‘environment-monitoring system’ in the following a non-tactile environment-monitoring system is understood, which may have been configured as a radar, lidar, video or other acquisition system. In this connection, sensors registering the environment two-dimensionally or three-dimensionally may be employed, which register objects in contactless manner. The sensors of the environment-monitoring system may be radar antennas, cameras for the visible region of light, for the IR region and/or the UV region, laser scanners or such like.
In principle, the motion path of the vehicle may exhibit any arbitrary shape, in particular a winding shape, since modern motor vehicles have been equipped anyway with an electronic stability program (ESP) which makes available the data needed for determining the motion path of the vehicle, for example the steering angle, the yaw rate, the longitudinal/transverse acceleration and also the velocity of the vehicle. However, in order to optimise the effort and accuracy for determining the angular deviation, in preferred manner the invention provides that when the vehicle is moving along a rectilinear motion path the motion path for a stationary object that the vehicle is moving past is ascertained, and from this the angular deviation is determined by which the motion path ascertained for the stationary object deviates from the rectilinear motion path of the vehicle. For if the vehicle is moving along a (substantially) linear motion path, a (substantially) rectilinear motion path also arises for the stationary object.
Since the angular deviation determined in accordance with the invention corresponds to the fault angle that occurs when registering the angular position of objects if the mounting position of the actual sensor(s) has been oriented not perpendicular or not parallel to the longitudinal axis of the vehicle, the following advantages arise.
In advantageous manner, when the angular deviation is greater than or equal to a first predetermined limiting value an error message and/or a warning can be output, whereby a corresponding error code can be saved in a fault memory for diagnostic purposes. In the course of a visit to a workshop a mechanical realignment or readjustment of the affected sensor(s) can then be undertaken. For already in the event of slight rear-end collisions a mechanical misalignment of the sensor(s) may occur, above all when it/they has/have been mounted in the region of the bumpers of the vehicle.
In particularly preferred manner the invention provides that the angular deviation is drawn upon by way of correction value when determining the position of objects by means of the environment-monitoring system, so that during operation of the vehicle an electronic self-calibration of the sensor(s) is effected. Such a self-calibration can be carried out not only, for example, in the course of the ‘end-of-line’ test when commissioning the new vehicle and/or in the diagnostic mode during visits to a workshop, but also, for example, at periodic intervals as a function of a predetermined operating life and/or predetermined performance of the vehicle.
In accordance with the invention the angular deviation is determined with respect to stationary objects, that is to say, those whose relative-velocity component—viewed in the direction of motion of the vehicle in question—is equal to the velocity of the vehicle in question with sign reversed, and is drawn upon by way of correction value within the scope of the monitoring of the environment when determining the position of objects, above all moving objects—that is to say, vehicles that are moving relatively with respect to the vehicle in question.
In order to carry out the electronic self-calibration of the sensor(s) only when the mechanical adjustment of the sensor(s) lies within a specified mounting tolerance, the invention may provide that when the angular deviation is less than or equal to a second predetermined limiting value the angular deviation is drawn upon by way of correction value when determining the position of objects by means of the environment-monitoring system. In this connection, the second predetermined limiting value may correspond to the specified mounting tolerance, the order of magnitude of which may amount to ±3 degrees. The second predetermined limiting value may also correspond to the first predetermined limiting value which is decisive for a mechanical realignment or readjustment of the sensor(s).
Since, due to the electronic self-calibration, the determination of the position of objects is effected with very high accuracy, in advantageous manner the invention may further provide that the distance travelled by the vehicle between two successive determinations of position is ascertained, and from this the ground velocity of the vehicle is determined. The ground velocity of the vehicle, determined in this way, can be made available to other electronic vehicle systems for plausibility checks.
In this context an electronically controlled braking system that includes an electronic stability program (ESP) is particularly relevant, since the ground velocity of the vehicle can be drawn upon for determining the rolling circumference of the wheels of the vehicle. For in the case of ESP the rolling circumference of the wheels enters into the calculation of the wheel speeds as a parameter, so that through the knowledge of the rolling circumference the accuracy of the calculation of the wheel speeds, and consequently the control quality of the ESP, can be improved.
Since the electronic vehicle systems in modern motor vehicles each include electronic control units (ECU) that exchange data with one another via bus systems—for example via a controller area network (CAN)—the invention also relates to an ECU for a motor vehicle with at least one microcomputer, whereby the method according to the invention has been stored at least partly on the at least one microcomputer as a computer program and runs at least partly on the at least one microcomputer. For it is a great advantage of the method according to the invention that it can be implemented in software-engineering terms on the at least one microcomputer, so that no cost-intensive and elaborate changes to the system hardware are necessary.
It is quite essential that the method according to the invention can be distributed in software-engineering form to one or more ECUs in a motor vehicle.
Therefore the invention also relates to an environment-monitoring system for a motor vehicle, by means of which the positions of objects in the environment laterally adjacent to and also in front of and behind the vehicle are determined, whereby the ECU, on the at least one microcomputer of which the method according to the invention has been stored at least partly and runs at least partly, is a constituent of the environment-monitoring system.
Since the environment-monitoring system interacts with the braking system, for example in order to slow down the motor vehicle automatically, the invention also relates to an electronically controlled braking system for a motor vehicle that includes, inter alia, an electronic stability program (ESP), whereby the ECU, on the at least one microcomputer of which the method according to the invention has been stored at least partly and runs at least partly, is a constituent of the braking system.
Since the environment-monitoring system interacts with the driveline (drive motor-transmission-differential), for example in order to accelerate the motor vehicle automatically, and the braking system interacts with the driveline, for example in order to adapt the power of the drive motor of the motor vehicle, the invention also relates to an electronically controlled driveline for a motor vehicle, which includes, inter alia, an electronic engine management system (EMS), whereby the ECU, on the at least one microcomputer of which the method according to the invention has been stored at least partly and runs at least partly, is a constituent of the driveline.
Other advantages of this invention will become apparent to those skilled in the art from the following detailed description of the preferred embodiments, when read in light of the accompanying drawings.
In
At time t1 the stationary object P has come within the acquisition region R of the radar system, and for the purpose of determining the position of the stationary object the polar coordinates thereof, namely the range r1 and the angle Φ1, are registered with respect to the left rear corner of the vehicle viewed in the direction of motion of the vehicle. From the range r1 and the angle Φ1 both the parallel spacing d from the stationary object P
d=r1 cos(Φ1)
and the distance s1 that the left rear corner of the vehicle, starting from time t1, (still) has to travel until said corner is located (precisely) at the parallel spacing d from the stationary object P can be determined:
s1=r1 sin(Φ1)
At time t2 the vehicle, starting from time t1, has travelled the distance s, and the stationary object P is still located in the acquisition region R of the radar system, so the range r2 and the angle Φ2 with respect to the left rear corner of the vehicle can be registered, and likewise both the parallel spacing d from the stationary object P
d=r2 cos(Φ2)
and the distance s2, which the left rear corner of the vehicle, starting from time t2, (still) has to travel until said corner is located (precisely) at the parallel spacing d from the stationary object P, can be determined.
s2=r2 sin(Φ2)
If the radar system has been correctly calibrated or adjusted, as a first condition B1
r1 cos(Φ1)=r2 cos(Φ2) (B1)
holds, because the parallel spacing d remains constant at times t1 and t2. Therefore the motion path BP ascertained for the stationary object P also runs parallel to the rectilinear motion path BF of the vehicle.
Between times t1 and t2 the vehicle has travelled the distance s. Therefore between distances s1 and s2 and distance s there exists the relationship
s2=s1−s
and, as a second condition B2 for the radar system to have been correctly calibrated or adjusted, it holds that
•r2 sin(Φ2)=r1 sin(Φ1)−s (B2)
Since the velocities v1 and v2 of the vehicle at times t1 and t2 are each known—for example, on the basis of the wheel-speed calculation which is present anyway in the ESP—on the assumption of a uniformly accelerated motion between times t1 and t2 with the constant acceleration
a=(v2−v1)/(t2−t1)
the distance s can be ascertained by twofold integration:
s=½(v2−v1)(t2−t1)+v1(t2−t1)
In
By reason of the geometrical conditions the angular deviation Φκ can be ascertained, by the motion path BP ascertained for the stationary object P being projected onto a virtual motion path BP* for the stationary object P that runs parallel to the rectilinear motion path BF of the vehicle. For this purpose, distance s1 ascertained at time t1 and distance s2 ascertained at time t2 are projected onto line segments XP and ZP which are located on the virtual motion path BP*, and the lengths thereof are determined. In this way, for line segment XP it follows that
XP=s1/cos(Φκ)
and for line segment ZP
ZP=s2/cos(Φκ)
Since, by reason of the geometrical conditions, distance s travelled between times t1 and t2 corresponds to the difference of the line segments XP and ZP, it holds that
s=(s1−s2)/cos(Φκ)
Therefore the angular deviation Φκ has been determined by the equation
Φκ=arcos((s1−s2)/s) (G1)
The determination of the angular deviation Φκ for checking whether the radar system has been correctly calibrated or adjusted is carried out in preferred manner only whenever the vehicle is actually moving along a (substantially) rectilinear motion path BF. In order to establish this, information or data present anyway in the ESP can be accessed, such as, for example, the steering angle, the yaw rate, the longitudinal/transverse acceleration and also the velocity vVEH of the vehicle.
Furthermore, the determination of the angular deviation Φκ may relate only to stationary objects P. Since the radar system, or, to be more exact, the radar sensor, registers, besides the polar coordinates, also the relative velocity vREL of objects with respect to the velocity vVEH of the vehicle in question, stationary objects P can be identified as such, the relative-velocity component of which—viewed in the direction of motion of the vehicle in question—vREL,X is equal to the velocity vVEH of the vehicle in question with sign reversed (vREL,X=−vVEH). In practice, for the identification of stationary objects P a deviation Δv is permitted, the order of magnitude of which amounts to ±3 km/h, so that the difference formed from the absolute value of the relative-velocity component—viewed in the direction of motion of the vehicle in question—vREL,X and the absolute value of the velocity vVEH of the vehicle must be less than or equal to this deviation
|vREL,X|−|vVEH|≦|Δv|
In order to ensure the accuracy and the quality of the angular deviation Φκ determined in this way, in the practical application of the method according to the invention during operation of the radar system the determinations of the positions of stationary objects P are not undertaken only at two successive times t1 and t2—as in the (simplified) embodiment according to
Since, by reason of the cited criteria K1 to K4, firstly a plurality of angular deviations Φκ must be registered, the actual determination or verification of a current angular deviation Φκ approved for further measures can be undertaken by means of statistical methods—for example, by evaluation of the frequency distribution or probability distribution of the registered plurality of angular deviations Φκ.
With the angular deviation Φκ last determined and verified, the following further measures M1 to M4 can be carried out, by themselves or in suitable combination with one another:
For this purpose, for example the correction value Φκ is either added to or subtracted from the angles ΦACT registered for the objects, depending on the current sign, and the angles resulting therefrom, or, to be more exact, the corrected angles ΦSET (ΦSET=ΦACT≠Φκ) are adopted for the polar coordinates of the registered objects.
Drawing upon the angular deviation Φκ by way of correction value during the operation of the vehicle presupposes in practice that the radar system is already mechanically adjusted so precisely when it is mounted on the vehicle that the angular deviation caused by the mounting tolerance is less than or equal to a second predetermined limiting value ΦMAX2, the order of magnitude of which amounts to ±3 degrees. Therefore drawing upon the angular deviation Φκ by way of correction value during the operation of the vehicle only takes place when the absolute value of the angular deviation ΦK last determined is less than the second predetermined limiting value (ΦMAX2 (|ΦK|≦|ΦMAX2|)
If one or both of conditions B1 and B2 is/are not satisfied, this may be cause for an updating of the angular deviation Φκ last determined and/or for the output of an error message or warning, as well as saving an error code for diagnostic purposes.
Since the two successive times t1 and t2, between which the vehicle travels distance s are known, the current ground velocity vACT of the vehicle results as
vACT=(r1 sin(Φ1)−r2 sin(Φ2))/(t2−t1)
In this way, the determination of the velocity vACT of the vehicle is effected entirely independently of the wheel-speed calculation in the ESP, so said calculation can be subjected to a plausibility check.
In practice, for the calculation of the wheel speeds vWHEEL in the ESP it is customary to ascertain the rotational speeds nWHEEL of the wheels of the vehicle over time and to multiply these by the parameter constituted by the rolling circumference UWHEEL of the wheels
vWHEEL=nWHEELUWHEEL
Since the parameter constituted by the rolling circumference UWHEEL of the wheels varies by reason of changing the tyre size and by reason of wear of the tyres over the operating life of the vehicle, results deviating from one another when calculating the wheel speeds vWHEEL are the consequence, which may have a negative effect on the control quality of the ESP. In order to counteract this, the invention may provide that the parameter constituted by the rolling circumference UWHEEL is adapted to the current state of the wheels on account of knowledge of the current ground velocity vACT of the vehicle on the basis of the method according to the invention via the equation
UWHEEL≦vACT/nWHEEL
This adaptation is carried out only when the vehicle is moving uniformly and rectilinearly—that is to say, moving with constant velocity and without change of direction—because only then do the wheel speeds vWHEEL and the ground velocity vACT of the vehicle physically coincide (vWHEEL=vACT).
In
In step S1 it is queried whether the angular deviation Φκ last determined is to be updated. If this is the case, in step S2 it is queried whether the motion path BF, along which the vehicle is moving, is rectilinear. If this is the case, the procedure continues with step S3, in which a current angular deviation Φκ is determined in accordance with equation G1 and verified on the basis of the aforementioned criteria K1 to K3.
Thereupon in step S4 the absolute value Φκ is compared with the first predetermined limiting value ΦMAX1. If the absolute value of the angular deviation Φκ last determined is greater than the limiting value ΦMAX1, the procedure continues with step S5, in which an error message or warning is output and an error code is saved for diagnostic purposes. Then step 1 is repeated.
If the query in step 1 shows that the angular deviation Φκ last determined is not to be updated, or if the query in step 2 shows that the motion path BF is not rectilinear, the procedure continues with step S6.
The procedure also continues with step S6 if the comparison in step S4 shows that the absolute value of the angular deviation Φκ last determined is not greater than the limiting value ΦMAX1.
In step S6 it is then queried whether the self-calibration of the radar system is to be activated. If this is not the case, the method according to the invention is concluded. Therefore the method according to the invention is always concluded when the angular deviation Φκ last determined according to step S1 is not to be updated and if the self-calibration of the radar system according to step S6 is not to be activated.
If the query in step S6 shows that the self-calibration of the radar system is to be activated, the procedure continues with step S7, in which the actual self-calibration is carried out as previously described.
Meanwhile, in step S8 for the purpose of plausibility checking a comparison is made as to whether condition B1 has been satisfied within the predetermined deviation ΔB1. If this is the case, the procedure continues with step S9, in which the current ground velocity vACT of the vehicle is ascertained.
If the comparison in step S8 shows that condition B1 has not been satisfied within the predetermined deviation ΔB1, the procedure continues with step S5.
In conclusion let it also be mentioned that a practical embodiment of the invention is elucidated in exemplary manner with reference to
In accordance with the provisions of other patent statutes, the principle and mode of operations of this invention have been explained and illustrated in its preferred embodiments. However, it must be understood that this invention may be practiced otherwise than as specifically explained and illustrated without departing from its spirit or scope.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2012 018 012 | Sep 2012 | DE | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2013/068892 | 9/12/2013 | WO | 00 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2014/041062 | 3/20/2014 | WO | A |
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| 20150224986 A1 | Aug 2015 | US |
