Patent Application
20080077327
For a better understanding of the present invention, and to show more clearly how it may be carried into effect, reference will now be made, by way of example, to the accompanying drawings, which illustrate aspects of embodiments of the present invention and in which:
Rooftop cargo racks, otherwise simply known as roof-racks, provide an option for transporting cargo that does not use space inside a vehicle. However, despite the usefulness of roof-racks, once cargo is secured to a roof-rack on a vehicle there is the added potential for a collision between the cargo and some overhead obstruction—such as, for example only, a garage door, over-hanging sign, public parking structure and tree branch, etc.
Previous collision avoidance systems that employ either ultrasonic acoustic or Doppler-based radar systems are poorly suited for detecting the potential of a collision between rooftop mounted cargo and an overhead obstruction in situations where it would be most useful. On the one hand, ultrasonic acoustic systems often suffer from poor performance resulting from low signal directivity and a severely limited ability to filter out ambient noise, the combination of which leads to either too many false-positives (i.e. an indication of a possible collision that is not a real risk) or too many errors (i.e. not providing a suitable indication of an actual collision risk). On the other hand, Doppler-based radar systems perform poorly at low vehicle speeds and/or when the vehicle is stationary, which are common circumstances around which collisions between rooftop mounted cargo and an overhead obstruction occur.
By contrast, aspects of the present invention provide systems and methods for reducing the risk of a collision between rooftop mounted cargo and overhead obstructions by providing sub-systems for detecting overhead obstructions and warning drivers and, if present, passengers in vehicles when there is a risk of a collision. In accordance with some aspects of the invention methods are provided for detecting and evaluating the radar measurements to determine the risk of a collision between rooftop mounted cargo and overhead obstructions. Rooftop mounted cargo includes a range of items including, but not limited to, recreational equipment (e.g. bicycles, skies, snowboards, canoes, kayaks, surfboards, etc.), cargo boxes, building materials, appliances, luggage, animal cages and anything else that someone may want to transport on the roof of a vehicle.
Generally, a system provided in accordance with aspects of the invention includes a radar-based detector and a user interface unit that co-operate to detect and signal drivers (and passengers if present) of the risk of a collision between rooftop mounted cargo and an overhead obstruction. More specifically, the radar-based detector is provided to detect the presence of overhead obstructions that pose a collision risk to rooftop mounted cargo. The user interface unit is connected to the radar-based detector for receiving detection information from the radar-based detector and subsequently warning drivers and, if present, passenger(s) in the vehicle when there is a risk of a collision between rooftop mounted cargo and a detected overhead obstruction.
Some embodiments in accordance with aspects of the invention includes a radar-based detector having a forward or rear radar sensor that includes at least one antenna with a specifically shaped beam pattern (i.e. having a specifically shaped lobe) generally conforming to a very specific space proximate to the vehicle in which the potential for a collision exists. In more specific embodiments, the radar-based detector includes multiple sensors with corresponding multiple antennas, each with a specifically shaped beam pattern (i.e. having a specifically shaped lobe) generally conforming to a respective very specific space proximate to the vehicle in which the potential for a collision exists. In some other embodiments, the radar-based detector also includes a cargo radar sensor for detecting the presence or absence of rooftop mounted cargo above a vehicle. In some other embodiments, the radar-based detector also includes a forward radar sensor for detecting an object that is in a driver's forward line of sight, so that no alarm signal is provided when the object is in the driver's forward line of sight. In some embodiments the radar-based detector is configured to periodically measure the distance between a point on a vehicle and an overhead obstruction located in the path of travel of the rooftop mounted cargo, while in other embodiments simply the presence of overhead obstructions is determined. Additionally, as will be described below, similar features may also be optionally provided for the rear of a vehicle.
Aspects of the invention may be embodied in a number of forms. For example, various aspects of the invention can be embodied in a suitable combination of hardware, software and firmware. In particular, some embodiments include, without limitation, entirely hardware, entirely software, entirely firmware or some suitable combination of hardware, software and firmware. In a preferred embodiment, the invention is implemented in a combination of hardware and firmware, which includes but is not limited to firmware, resident software, microcode, etc.
Additionally and/or alternatively, aspects of the invention can be embodied in the form of a computer program product that is accessible from a computer-usable or computer-readable medium providing program code for use by or in connection with a computer or any instruction execution system. For the purposes of this description, a computer-usable or computer readable medium can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by, or in connection with, the instruction execution system, apparatus, or device.
A computer-readable medium can be an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system (or apparatus or device) or a propagation medium. Examples of a computer-readable medium include a semiconductor and/or solid-state memory, magnetic tape, a removable computer diskette, a random access memory (RAM), a read-only memory (ROM), a rigid magnetic disk and an optical disk. Current examples of optical disks include, without limitation, compact disk-read only memory (CD-ROM), compact disk-read/write (CD-R/W) and DVD.
In accordance with aspects of the invention, a data processing system suitable for storing and/or executing program code will include at least one processor coupled directly or indirectly to memory elements through a system bus. The memory elements can include local memory employed during actual execution of the program code, bulk storage, and cache memories which provide temporary storage of at least some program code in order to reduce the number of times code must be retrieved from bulk storage during execution. Additionally and/or alternatively, in accordance with aspects of the invention, a data processing system suitable for storing and/or executing program code will include at least one processor integrated with memory elements through a system bus.
Input/output (i.e. I/O devices)—including but not limited to keyboards, touch-pads, displays, pointing devices, etc.—can be coupled to the system either directly or through intervening I/O controllers.
Network adapters may also be coupled to the system to enable communication between multiple data processing systems, remote printers, or storage devices through intervening private or public networks. Modems, cable modems and Ethernet cards are just a few of the currently available types of network adapters.
Referring to
With specific reference to
With reference to both
Additionally and/or alternatively, the sensors 21, 23 and 25 may be mounted directly to the roof of a vehicle using one or more magnetic coupling devices strong enough to secure the sensors 21, 23 and 25 in place.
With reference to the more general description above, the forward radar sensor 21, the cargo radar sensor 23 and the rear radar sensor 25 are included in the radar-based detector for the collision avoidance system 20. The collision avoidance system 20 also includes a user interface unit (not shown in
The forward radar sensor 21, being a radar system, includes at least one antenna that transmit electromagnetic pulses into two separate specifically shaped beam patterns 22a and 22b. The first beam pattern 22a is radiated into the space in front of the vehicle in the EVZ to sense overhead obstructions that pose a collision risk to the rooftop mounted cargo. Accordingly, the first beam pattern 22a has a maximum height that is approximately the same as the maximum height of the cargo (e.g. bicycle 11) mounted above the vehicle 10; and, as will be described below in some embodiments the maximum height of the beam pattern 22a can either be fixed or adjustable. The second beam pattern 22b is optional and is radiated into the space in front of the vehicle in the DLOSZ. The beam patterns 22a and 22b are preferably wide beams conforming to the approximate width of the vehicle 10, so as not to detect obstructions that are not in the forward path of the vehicle 10, thereby limiting the number of false positives that may be produced. The beam patterns 22a and 22b can be created using a planar patch antenna array or another suitable antenna type known to those skilled in the art. In some embodiments, the precise location of an object is not required and at most only range and/or presence information may be required. The use of the forward radar sensor 21 is described in detail below with reference to
The optional cargo radar sensor 23, being a radar system, includes at least one antenna that transmits electromagnetic pulses into a specifically shaped beam pattern 24. The cargo radar sensor 23 is used to at least detect the presence or absence of rooftop mounted cargo. Accordingly, the beam pattern 24 is a wide beam lobe having a maximum height that is approximately the same as the maximum expected height of cargo (e.g. bicycle 11) mounted above the vehicle 10, a width that is approximately the same as the width of the vehicle and a depth that does not extend beyond the rear of the roof of vehicle 10. The use of the cargo radar sensor 23 is described in detail below with reference to
Additionally and/or alternatively, in some embodiments the maximum height of the beam pattern 24 can either be fixed or adjustable. Additionally and/or alternatively, the cargo radar sensor 23 can be adapted to detect the approximate height of rooftop mounted cargo and subsequently adjust the maximum height of the beam pattern 24. In such embodiments, the cargo radar sensor may also include a low-power “pencil-beam” radar (not shown) that scans cargo, initially detected using the beam 24, to provide an estimate of the dimensions of the rooftop mounted cargo, that in turn may be used to adjust the beam pattern 24.
The optional rear radar sensor 25, being a radar system, includes at least one antenna that transmit electromagnetic pulses into two separate specifically shaped beam patterns 26a and 26b. The first beam pattern 26a is radiated into the space behind the vehicle in the EVZ to sense overhead obstructions that pose a collision risk to the rooftop mounted cargo, when the vehicle 10 moves in the reverse direction. Accordingly, the first beam pattern 26a has a maximum height that is approximately the same as the maximum height of the cargo (e.g. bicycle 11) mounted above the vehicle 10; and, as similar to that described above in some embodiments the maximum height of the beam pattern 26a can either be fixed or adjustable. The second beam pattern 26b is optional and is radiated into the space behind the vehicle in the DLOSZ. The beam patterns 26a and 26b are preferably wide beams conforming to the approximate width of the vehicle 10, so as not to detect obstructions that are not in the reverse path of the vehicle 10, thereby limiting the number of false positives that may be produced. The beam patterns 26a and 26b can be created using a planar patch antenna array or another suitable antenna type known to those skilled in the art.
The calibration steps may also be routinely repeated in between uses to ensure optimal performance of the collision avoidance system. During the calibration steps it is assumed that there are no targets (e.g. cargo such as recreational equipment or cargo boxes, building materials) in the space to be monitored. However, the space to be monitored by the cargo radar sensor 25 (e.g. above a vehicle in the vicinity of the roof-rack 12) should contain within it the major features that are always going to be present, such as the roof-rack 12 or other structures that are normally present, including without limitation features of the roof. Those skilled in the art will also appreciate that the calibration steps should be performed every time there is a significant change affecting the layout of the major features in the space.
Starting at step 2-1, the method includes transmitting electromagnetic pulses into the empty space to be monitored. At step 2-2, the method includes receiving, measuring, digitizing and storing return echoes (i.e. reflections of the electromagnetic pulses) stored as “nominal return data”. That is, the nominal return data includes the return echoes from the empty space, which represent the clutter return inherent to the space.
Once the nominal return data is known, the cargo radar sensor 25 can be used for normal intended operations. As noted above, the role of the cargo radar sensor 25 is to detect the presence or absence of cargo above the vehicle 10.
Starting at step 3-1, the method includes clearing the activation signal. At step 3-2, the method includes transmitting electromagnetic pulses into the space to be monitored, which at this point may or may not be empty. At step 3-3, the method includes receiving, measuring, digitizing and storing return echoes (i.e. reflections of the electromagnetic pulses) stored as “test return data”. That is, the test return data includes the return echoes from the space, which may or may not be empty.
Step 34 of the method includes correcting the test return data with the nominal return data. In some embodiments correcting the test return data with the nominal return data includes subtracting the nominal return data from the test return data or dividing the test return data by the nominal return data. At steps 3-5, the method includes integrating the corrected test return data. In effect, the integration can be simplified to a straight-forward addition of the corrected test return data. Alternatively, a weighted average can also be calculated. The thermal and ambient noise in the corrected signals is substantially uncorrelated with respect to that in other corrected signals, while the reflection components will be strongly correlated. There will thus be an improvement seen in the received signal-to-noise ratio (SNR) by adding the signals together (i.e. integrating).
At step 3-6, the method includes processing the integrated test inverse filters to create corresponding conditioned return data. The inverse filters may be designed as either Finite Impulse Response (FIR) or Infinite Impulse Response (IIR) filters. Subsequently, at step 3-7, the method includes calculating a magnitude value set from the conditioned test return data.
At step 3-8, the method includes using signal samples of the magnitude value set, to make a comparison to an energy threshold to identify potential targets (i.e. in this case cargo). Samples above the energy threshold indicate that targets are present in the space being monitored. That is cargo is present above the vehicle 10. The samples that are above the energy threshold are termed target indicators.
It is possible that there are no targets in the space and thus there should not be any samples above the energy threshold. Accordingly, at step 3-9 of the method includes determining whether or not there are any target indicators in the magnitude value set. If there are no target indicators (no path, step 3-9) then the method proceeds to step 3-11 in which the activation signal is cleared. If target indicators are present (yes path, step 3-9) the activation signal is set in step 3-10.
In accordance with some aspects of the invention, when the activation signal is set, meaning that cargo is present above the vehicle, the collision avoidance system 20 will enter a nominal mode of operation.
Referring first to
Step 4A-3 of the method includes correcting the test return data with the nominal return data. In some embodiments correcting the test return data with the nominal return data includes subtracting the nominal return data from the test return data or dividing the test return data by the nominal return data. At steps 4A-4, the method includes integrating and filtering the test return data as described above with reference to
At step 4A-6, the method includes using signal samples of the magnitude value set, to make a comparison to an energy threshold to identify potential targets (i.e. in this case cargo). Samples above the energy threshold indicate that targets are present in the space being monitored.
It is quite possible that there are no targets in the space and thus there should not be any samples above the energy threshold. Accordingly, at step 4A-7 of the method includes determining whether or not there are any target indicators in the magnitude value set. If there are no target indicators (no path, step 4A-7) then the method proceeds to step 4A-8 in which a delay in enforced before electromagnetic pulses are transmitted again starting at step 4A-1. On the other hand, if target indicators are present in the magnitude value set (yes path, step 4A-7) the method proceeds to step 4A-9.
At step 4A-9, the method includes providing an alarm signal to the driver and, if present, passenger(s) of the vehicle. Additionally and optionally, the method also includes steps 4A-10 and 4A-11 in which multiple targets are individually identified and an approximate distance to each target is calculated from the test return data, respectively.
Turning to
In this particular embodiment, the second method includes radar sweeps of specific portions of the EVZ and corresponding lower portions in DLOSZ. For example, as shown in
At step 4B-6, the method, having been performed to obtain test return data for the spaces in the EVZ and DLOSZ, further includes determining whether or not there are overhead obstructions in the space within the EVZ. If there are no target indicators (no path, step 4B-6) then the method proceeds to step 4B-7 in which a delay in enforced before electromagnetic pulses are transmitted again starting at steps 4B-1a and 4B-1b. On the other hand, if target indicators are present in the magnitude value set (yes path, step 4B-6) the method proceeds to step 4B-8.
At step 4B-8, the method includes determining whether or not there are overhead obstructions in the space within the EVZ extending into the DLOZ. If there are target indicators (yes path, step 4B-8) then the method proceeds to step 4B-7 in which a delay in enforced before electromagnetic pulses are transmitted again starting at steps 4B-1a and 4B-1b. On the other hand, if no target indicators are present in the magnitude value set (no path, step 4B-8) the method proceeds to step 4B-9. At step 4B-9, the method includes providing an alarm signal to the driver and, if present, passengers of the vehicle.
Those skilled in the art will appreciate that the user interface unit 60 includes a suitable combination of structural elements, mechanical systems, hardware, firmware and software arranged to support the function and operation of the user interface unit 60, and, for the sake of simplicity, portions of the user interface unit 60 have been divided into functional units in order to conveniently describe aspects of this specific embodiment. To that end, the user interface unit 60 includes a processor (or controller) 64, a user interface control 61, an alarm unit 62, an alternate display unit 63, a local modem 31b, a memory 65 and drive/engine sensor 66.
In some embodiments, the processor 64, interface control 61, local modem 31b and memory 63 are included as a computer program product including computer usable program code for determining a risk of a potential collision between an object and cargo mounted on the roof of the vehicle. The computer usable program code including program instructions for: processing the information gathered by the radar-based detector to determine if an object is within the space covered by the first antenna beam pattern; and warning a user, by way of the alarm unit 62 or alternate display 63, that a risk of a potential collision is present when an object is determined to be in the space covered by the first antenna beam pattern.
Each of the user interface control 61, the alarm unit 62, the alternate display unit 63, the local modem 31b, the memory 65 and the drive/engine sensor 66 are communicatively connected to the processor 64. The processor 64 is configured to manage the operations of the aforementioned components as well as other supporting features that have not been specifically illustrated.
The memory 65 is provided to store computer readable instructions that the processor 64 may use during operation and intermediate data produced and/or employed by the processor 64 and/or other elements of the user interface unit 60. The local modem 31b is used to connect the user interface unit 60 with the senor units (e.g. forward radar sensor unit 20a). In some embodiments, the local modem 31b includes without limitation, simple wire connections, respective optical fiber modems, wireless modems, Universal Serial Bus (USB) ports, Ethernet modems or the like, in order to establish a data link with any one of the sensor units.
The drive/engine sensor 66 is provided to optionally detect whether or not the engine of the vehicle is running. In some embodiments, when the vehicle is not running, the processor 64 disables the collision avoidance system 20 and places the collision avoidance system in a stand-by mode in order to save power.
Additionally and/or alternatively, the user interface unit 61 includes a magnetron sensor (not shown) for providing a signal indicative as to whether or not the vehicle is moving, and in which direction. In some embodiments, when the vehicle is not moving, the processor 64 disables the collision avoidance system 20 and places the collision avoidance system in a stand-by mode in order to save power. In some embodiments, when the vehicle is moving forward, the processor 64 enables the forward sensor 21 and disables the rear sensor 25 in order to conserve power. A magnetron is known to those skilled in the art to be a motion sensor that is designed to detect displacement of the sensor relative to a static state.
The user interface control 61, alarm unit 62 and alternate display unit 63 provide the interface between a user and the collision avoidance system 20. The user interface control 61 is provided to allow a user to manipulate the collision avoidance system (e.g. turn the collision avoidance system on/off, program special features, etc.). The alarm unit 62 is provided to produce an audible and/or visible alarm signal to warn a user of the risk of a collision. The alternative display unit 63 is optionally provided as another link between a user and the collision avoidance system 20 on which information including, but not limited to, the status of the collision avoidance system 20 can be displayed.
As noted above the forward unit 20a includes the forward radar sensor 21 and the cargo radar sensor 23. However, those skilled in the art will appreciate that the forward unit 20a also includes a suitable combination of structural elements, mechanical systems, hardware, firmware and software arranged to support the function and operation of the forward unit 20a, and, for the sake of simplicity, portions of the forward unit 20a have been divided into functional units in order to conveniently describe aspects of this specific embodiment. Thus, in addition to the forward radar sensor 21 and the cargo radar sensor 23, the forward unit includes a control unit 27, a memory 29 and a local modem 31a.
With the forward unit 20a the forward radar sensor 21 includes an upper forward radar unit 21a and a lower forward radar unit 21b. Similarly, the cargo radar sensor 23 includes a cargo radar unit 23a. The radar units 21a, 21b and 23a are all similarly configured. Accordingly, for the sake of brevity components common to each of the radar units 21a, 21b and 23a share common reference indicia and only one of the radar units 21a will be described in detail below. Each of the radar units 21a, 21b and 23a are coupled to a corresponding antenna (or antenna array) 41a, 41b and 24, respectively, and to the control unit 27 as shown in
The upper forward radar 21a (and similarly as do the lower radar unit 21a and the cargo radar unit 23a) includes a Radio-Frequency (RF)/Microwave front-end 42, and Analog-to-Digital Converter 44 and a Receive Digital Signal Processor (Rx DSP) 46, which are connected in series between the antenna 41a and the control unit 27.
The transmit signal chain 110 includes an RF/microwave oscillator 114. An output of the oscillator 114 is coupled to a mixer/modulator 116. The mixer/modulator 116 is also coupled to receive an input from a divide-by-N pulse generator 112, which is itself coupled to receive a clock signal from a clock generator 115. The output of the mixer/modulator 116 is couple into a pre-transmission power amplifier 118 before being sent to the circulator 100.
In operation, the transmit signal chain 110 generates electromagnetic pulses to be transmitted by the antenna 41a. In one embodiment, each pulse would have a duration of about 5-20 ns and there would be 3-5 pulses transmitted per second. The pulse signal provided by the pulse generator 112 would typically have a period of about 200 ns. Thus, the duty cycle of the electromagnetic pulses in relation to the pulse repetition interval would be on the order of 1-5%. However, in alternative embodiments the duty cycle could be substantially larger or smaller. A short pulse is advantageous because it allows reflections from relatively close targets to be detected. If the pulse were too long, the reflections from relatively close targets would arrive before the pulse duration is over and consequently they would not be detected. The pulse repetition interval is chosen such that reflections due to one pulse will be received before transmission of the next pulse, while transmitting as many pulses as possible in order to maximize the amount of information and noise reduction available.
Accordingly, the role of the divide by N pulse generator 112 is to use the clock signal provided by the clock generator 115 to produce a pulse signal with an appropriate duty cycle and frequency. This signal is delivered to the mixer/modulator 116 to modulate an RF/microwave tone from the oscillator 114 with the pulse signal.
The receive signal chain 120 is coupled to receive an input from the antenna 41 a via the circulator 100, and an input from the oscillator 114 of the transmit signal chain 110. The input from the circulator 110 is passed through a band pass filter 122. The output of the band pass filter 122 is in turn coupled in series to a low noise amplifier 124 and receive-side pre-amplifier 126. The output of the receive-side pre-amplifier 46 is coupled to a down-converter 128.
In series, after the down-converter 128, the receive signal chain 120 includes a filter 130, a post-amplifier 132, which is then coupled to the Analog-to-Digital Converter (A/D) 44, as originally shown in
Additionally and/or alternatively, the output of the receive-side pre-amplifier 126 can be split into I and Q (i.e. in-phase and quadrature branches respectively) branches. The I and Q branches can be substantially identical to the remainder of the receive signal chain 110 described above. I-Q detection permits the subtraction of clutter from the raw return more effectively than other methods such as envelope detection. However, I-Q detection requires more complex hardware on the radar transceiver.
In operation the receive signal chain 110 receives and delivers the down-converted channels from the reflections received by the antenna 411a so that the reflections can be processed as described above.
While the above description provides example embodiments, it will be appreciated that the present invention is susceptible to modification and change without departing from the fair meaning and scope of the accompanying claims. Accordingly, what has been described is merely illustrative of the application of aspects of embodiments of the invention and numerous modifications and variations of the present invention are possible in light of the above disclosure.
