阅读说明：本技术 车辆雷达传感器和操作方法 (Vehicle radar sensor and method of operation ) 是由 E·塞勒 于 2019-08-23 设计创作，主要内容包括：本公开涉及车辆雷达传感器和操作方法。本文描述一种用于车辆中的雷达传感器(300)。所述雷达传感器包括：至少一个发射器(308)和至少一个接收器(302),用于发射和接收所述雷达传感器(300)的雷达信号；加速度传感器(200),用于测量所述雷达传感器或所述车辆的加速度；处理器(320),联接到所述加速度传感器(200)以使用所述所测量加速度计算从所述车辆投射的雷达信号的倾斜；存储器(330),用于存储所述所计算的雷达倾斜。(The present disclosure relates to vehicle radar sensors and methods of operation. A radar sensor (300) for use in a vehicle is described herein. The radar sensor includes: at least one transmitter (308) and at least one receiver (302) for transmitting and receiving radar signals of the radar sensor (300); an acceleration sensor (200) for measuring an acceleration of the radar sensor or the vehicle; a processor (320) coupled to the acceleration sensor (200) to calculate a tilt of a radar signal projected from the vehicle using the measured acceleration; a memory (330) for storing the calculated radar tilt.)

1. A radar sensor (300) for use in a vehicle, comprising:

at least one transmitter (308) and at least one receiver (302) for transmitting and receiving radar signals of the radar sensor (300);

an acceleration sensor (200) for measuring an acceleration of the radar sensor (300) or the vehicle;

a processor (320) coupled to the acceleration sensor (200) to calculate a tilt of a radar signal projected from the vehicle using the measured acceleration;

a memory (330) for storing the calculated radar tilt;

wherein the sensor (300) is capable of processing the measured acceleration and adjusting the tilt of the radar signal or classifying the measured data in response to the measured acceleration.

2. The radar sensor (300) according to any one of the preceding claims, wherein the acceleration sensor (200) is coupled to the transmitter (308) of the radar sensor (300).

3. The radar sensor (300) according to claim 1 or claim 2, characterized in that the acceleration sensor (200) measures the acceleration of the radar sensor (300) in a direction making an angle between 30 ° and 150 ° with the direction of travel of the vehicle.

4. A radar sensor according to claim 3, characterised in that the direction of the acceleration sensor is at an angle of between 75 ° and 105 ° to the direction of travel.

5. The radar sensor (300) according to any one of the preceding claims, further comprising a beam corrector (360), wherein the beam corrector (360) compares the calculated radar tilt with a preset reference tilt and adjusts the tilt to a preset value if the difference between the preset value and a reference value exceeds a set threshold.

6. The radar sensor of claim 5, wherein the threshold value is dynamically adjusted based on driving conditions.

7. Radar sensor according to claim 5 or claim 6, characterised in that the beam corrector is a beam redirector or a phase rotator (360).

8. Radar sensor according to any one of claims 1 to 4, characterised in that the tilt of the radar signal is adjusted in the receiver via software control.

9. The radar sensor of any one of claims 1 to 4, wherein the processor is capable of processing the classified data from the radar signal in conjunction with the calculated radar tilt.

10. A method for adjusting a radar signal transmitted from a vehicle, comprising:

transmitting a radar signal from the vehicle;

measuring the acceleration of the vehicle;

calculating a tilt of the radar signal using the measured acceleration;

comparing the calculated tilt to a stored reference tilt;

adjusting the tilt of the radar signal if the comparison of the calculated tilt to the reference tilt exceeds a predetermined value.

Technical Field

The present invention relates to a radar system for use in a vehicle to measure and/or correct any tilt of the radar beam that may be caused by driving conditions.

Background

There is an increasing demand for active safety systems for vehicles. Active safety systems require multiple radar sensors per vehicle, each typically operating with a particular radar technology. In automotive applications, radar sensors are constructed primarily using a plurality of Integrated Circuits (ICs), sometimes referred to as 'chips'. The current trend is to provide a radar system on chip (SOC, using Radio Frequency (RF) CMOS process technology) solution in order to reduce cost and power consumption.

Commercial automotive radar sensors typically include multiple receivers and transmitters, a combination of which is known as a Transceiver (TRX), implemented as a phased array radar system in order to improve output power, receiver sensitivity, and angular resolution. A Microcontroller (MCU) performs digital control on the transceiver circuit and digital signal processing (e.g., Fast Fourier Transform (FFT) and digital signal processing) on the digitized data to output the processed radar data to a Central Processing Unit (CPU) of the vehicle.

In addition, there are few radar sensor technologies available for adoption and installation by leading vehicle manufacturers. Each of these techniques differs in operational principle, and typically each radar sensor architecture (and associated radar technology) is supported by a dedicated set of ICs. Radar systems having a large number of transceiver units configured to operate in parallel are known to provide better angle estimation accuracy and detection range. It is also known that radar customers desire that radar transceiver ICs can support multi-chip cascading to enhance the accuracy of target location and path prediction for their systems.

Today, many vehicles will use radar systems to provide information about ambient conditions, detect other vehicles or pedestrians on the road, or other objects on the road on which the vehicle is traveling. Radar can also be used to detect the overall condition of the road on which the vehicle is traveling. This is illustrated in fig. 1. Generally, the radar is mounted at the front and/or rear of the vehicle 100 and is generally positioned vertically with respect to the direction of travel of the vehicle, which will project a beam at a known angle as the vehicle travels along the road 102 (direction of travel as indicated by arrow a). Assuming that the vehicle is traveling on a flat road surface and that the vehicle 100 is maintaining a stable position while traveling along the road, the radar will have a standard known projection ahead of the vehicle 104. When the rear of the vehicle is lower than the front (e.g. if the rear of the vehicle carries a load), the front of the vehicle will be higher than the rear and therefore the radar at the front of the vehicle will have an upward inclination. Conversely, if the vehicle 100 is braked sharply, the front of the vehicle will tilt down and the radar at the front of the vehicle will have a downward tilt 106. For example, in some cases, if the vehicle is traveling along an uneven road surface, the front of the vehicle will move up and down according to the road surface, and the angle of the radar beam from the front of the vehicle will vary 108 as the road surface varies. These possible alternatives are shown in fig. 1.

As shown in fig. 1, the beam will tilt downward when the vehicle 100 is braking and upward when the vehicle is accelerating (not shown). As also shown in fig. 1, when the vehicle is traveling on an uneven road surface, the beam may tilt up and down in any manner. The inclination may also vary depending on acceleration or braking speed, and may also be affected by vehicle dimensions, tire springs, and other parameters associated with the vehicle. However, these do not have as much of an effect of speed on tilt. These "vehicle" parameters may vary from vehicle to vehicle, for example, a more expensive vehicle may have a suspension that is capable of compensating for uneven road surfaces as compared to a more basic vehicle.

Currently, there is a need in the automotive industry to enable radar systems on vehicles to perform elevation angle measurements with good resolution. The resolution of current systems is typically 1.

Movement of the vehicle while the vehicle is travelling, for example due to road bumps, accelerations, braking, etc., may cause the inclination of the transmitted radar signal to change. This applies to ordinary vehicles with human drivers as well as to autonomous vehicles. This may result in large errors in the elevation measurement of the radar signal. Traveling large distances may also exacerbate this problem. A small tilt of the radar beam may result in a significant difference in measured elevation angle, and this will increase with increasing distance. For example, a beam tilted 1.4 degrees over a distance of 200m will result in measured heights differing by 5m, while a beam tilted 2.8 degrees will produce the same difference in height of 5m, but over a distance of 100 m.

Disclosure of Invention

According to a first aspect of the present invention, there is provided a radar sensor for use in a vehicle, comprising:

at least one transmitter and at least one receiver for transmitting and receiving radar signals of the radar sensor;

an acceleration sensor for measuring acceleration of the radar sensor or the vehicle;

a processor coupled to the acceleration sensor to calculate a tilt of a radar signal projected from the vehicle using the measured acceleration;

a memory for storing the calculated radar tilt;

wherein the sensor is capable of processing the measured acceleration and adjusting the tilt of the radar signal or classifying the measured data in response to the measured acceleration.

In one or more embodiments, the acceleration sensor is coupled to the transmitter of the radar sensor.

In one or more embodiments, the acceleration sensor measures acceleration of the radar sensor in a direction at an angle of between 30 ° and 150 ° to a direction of travel of the vehicle.

In one or more embodiments, the direction of the acceleration sensor is at an angle of between 75 ° and 105 ° to the direction of travel.

In one or more embodiments, the radar sensor further comprises a beam corrector, wherein the beam corrector compares the calculated radar tilt with a preset reference tilt, and adjusts the tilt to a preset value if a difference between the preset value and a reference value exceeds a set threshold.

In one or more embodiments, the threshold is dynamically adjusted based on driving conditions.

In one or more embodiments, the beam corrector is a beam redirector or a phase rotator.

In one or more embodiments, the beam corrector is located within the at least one transmitter.

In one or more embodiments, the tilt of the radar signal is adjusted in the receiver via software control.

In one or more embodiments, the radar sensor further comprises a calibration unit for calibrating the radar signal.

In one or more embodiments, the calibration unit is located within the processor.

In one or more embodiments, the processor is capable of processing the classified data from the radar signal in conjunction with the calculated radar tilt.

According to a second aspect of the present invention, there is provided a method for adjusting a radar signal emitted from a vehicle, comprising:

transmitting a radar signal from the vehicle;

measuring the acceleration of the vehicle;

calculating a tilt of the radar signal using the measured acceleration;

comparing the calculated tilt to a stored reference tilt;

adjusting the tilt of the radar signal if the comparison of the calculated tilt to the reference tilt exceeds a predetermined value.

In one or more embodiments, the radar signal is adjusted using a phase rotator.

In one or more embodiments, the radar signal is adjusted using software.

These and other aspects of the invention are apparent from and will be elucidated with reference to the embodiments described hereinafter.

Drawings

Further details, aspects and embodiments of the invention will be described, by way of example only, with reference to the drawings. In the drawings, like reference numbers are used to identify identical or functionally similar elements. Elements in the figures are illustrated for simplicity and clarity and have not necessarily been drawn to scale.

FIG. 1 illustrates an example of radar signals of a vehicle traveling under different conditions;

FIG. 2 illustrates an acceleration sensor used in the present invention;

FIG. 3 is an example of a radar apparatus of the present invention;

FIG. 4 is an alternative example of a radar apparatus of the present invention;

fig. 5 is a flow chart illustrating the method of the present invention.

Detailed Description

Because the illustrated example embodiments of the present invention may, for the most part, be implemented using electronic components and circuits known to those skilled in the art, details will not be explained in any greater extent than that considered necessary as illustrated below, for the understanding and appreciation of the underlying concepts of the present invention and in order not to obfuscate or distract from the teachings of the present invention.

The inventors have recognized and appreciated that it is desirable to improve the resolution of radar devices. As automotive radar sensors have evolved, they will be required to have higher resolution, for example, improved resolution may be helpful in deciding whether a vehicle is likely to cross an obstacle on a road. The obstacle may be a speed bump, gully or drain cover. If an obstacle causes the radar beam to tilt towards the street due to vehicle braking or the presence of a hole in the road, this may result in the vehicle making an emergency brake, for example, or the vehicle slowing down, which may affect the overall driving, or in a trip delay, particularly for autonomous vehicles.

Using acceleration measurements and radar information to correct beam tilt or obtain system information will result in an improvement in the overall performance of the system.

Fig. 2 is an example of an acceleration sensor 200 that may be used in the present invention. The acceleration sensor 200 includes a voltage regulator 202, a programmable data array 204, a reference oscillator 206, a master oscillator 208, a clock monitor 210, an internal clock 212, control logic 214, a Serial Peripheral Interface (SPI)216, a Pulse Code Modulator (PCM)218, a Digital Signal Processor (DSP)220, a temperature sensor 222, sinc filters 224 and 236, converters 226 and 234, ion photovoltaics (g-cells) 228 and 232, and a self test interface 230. In examples of the present invention, the acceleration sensor 200 measures acceleration of the radar sensor on the vehicle in the vertical direction when the vehicle is moving, but in some examples, the sensor may measure acceleration of the radar sensor in other directions relative to the direction of movement of the vehicle. Generally, the acceleration will be measured at an angle between 30 ° and 150 ° to the direction of vehicle travel, or more specifically, between 75 ° and 105 °. In another preferable example of the invention, the acceleration is measured in a direction substantially perpendicular to a traveling direction of the vehicle. For example, acceleration measurement of a radar sensor or a vehicle chassis in a vertical direction may be implemented based on the principle of differential capacitance resulting from acceleration-induced motion of the radar sensor.

Fig. 3 is an illustration of an example of a circuit embodying examples of the present invention, the circuit comprising a radar 300 sensor, an acceleration sensor 200, a car radar microcontroller 350, the car radar microcontroller 350 comprising a processor 320 and a memory 330. The processor 320 may also include a calibration unit 322. The radar sensor 300 includes a receiver array 302, a receiver antenna 304, a transmitter array 308 including a beam corrector 360 (in an example of the invention, the beam corrector may be a beam redirector or a phase rotator), a transmitter antenna 306, an output array 310, a chirp generator 312, an internal balun 314, an external balun 318, and a bypass 316. The acceleration sensor 200 is coupled to the automotive radar microcontroller 350. The radar sensor generates a radio frequency that is transmitted, reflected by an object, and then received via the RX antenna. The received signal is mixed to a lower frequency and digitized for further processing in the microcontroller.

In this example of the invention, this circuitry uses beam corrector functionality to adjust and/or correct for beam tilt errors in the beam emitted by the radar sensor caused by vehicle chassis movement. The calculated beam tilt of the sensor will be compared to a preset reference value for the beam tilt and if the difference between the two measurements exceeds a preset threshold, the beam tilt is adjusted to a preset value to correct the beam tilt back to the desired value. In the embodiment of the present invention, the preset reference threshold may be set when the radar sensor is initially mounted on the vehicle, or may be changed at any time according to driving conditions or other external factors. In a phased array antenna setup, the measured acceleration values are used to adjust the tilt of the transmitted radar beam using the beam corrector 360. In the present example, there will be a simple relationship between the measured acceleration and the tilt angle, such that if the acceleration exceeds the value x, the radar beam is corrected to an angle y °. In the example of the present invention, the larger the acceleration, the larger the corrected inclination angle. In addition, this relationship will also take into account the delay of the radar beam.

Fig. 4 shows circuitry in an alternative method for correcting beam tilt. Like elements from fig. 3 have been given like reference numerals. In this example of the invention, the circuit does not include a beam corrector, but rather uses software within the automotive radar microcontroller 350 to process the information from the acceleration sensor 200 to calculate the beam tilt, and the microcontroller will communicate with the radar sensor 300 to correct the tilt of the radar beam based on a comparison with a threshold.

In an example of the invention, the circuits of fig. 3 and 4 may be used to (i) correct radar beam elevation based on measured acceleration of the radar sensor while the vehicle is in motion and/or (ii) classify received radar data. Generally, the classified received data will be used for subsequent correction of the radar beam tilt, but the classified data may also be used for other purposes, such as later software classification of the radar data.

In an example of the present invention, the acceleration sensor 200 will measure the vertical movement of the radar sensor 300 when the vehicle chassis is moving, for example due to the vehicle travelling on a bumpy road, the vehicle accelerating or braking. The acceleration sensor 200 may be coupled directly to the radar sensor 300 or alternatively mounted somewhere on the vehicle chassis to measure the acceleration of the chassis. The measured vertical acceleration may be used to correct for the tilt of the car radar beam in elevation due to vehicle chassis movement (e.g. bumpy road, acceleration, braking) or to classify data received during chassis movement. All measured data will be stored in memory 330 and processor 320 will analyze the measured data and perform beam corrections and or data evaluations.

The memory 330 of the automotive radar microcontroller 350 will have details of the vertical tilt threshold used to determine whether the beam angle of the radar needs correction. The threshold value may be calculated based on various parameters of the vehicle, including vehicle acceleration, and in some examples of the invention, the threshold value may be dynamically adjusted according to the particular driving conditions at the time. Typically, the threshold is pre-calculated and stored in the microcontroller 350. In operation of the radar sensor, the threshold value is compared to the measured tilt angle as described above.

In an example of the present invention, tilt correction may be performed as part of calibration correction. In one example, the radar sensor of each vehicle will be calibrated to a set standard at the production facility. The calibration may be for vehicle software, in which case all vehicles in a particular production run will have the same calibration standard. In an example of the present invention, the calibration process may calibrate the correction factor for the measured acceleration value of the sensor. This can be done by measuring the beam tilt of the radar sensor relative to the measured acceleration. These measurements can then be used to correct the tilt back to the expected calibration measurements.

Fig. 5 is a flow chart 400 showing steps in an example of the method of the present invention. At 402, the vertical acceleration of the radar sensor on the vehicle is measured by the acceleration sensor, this output is passed to 404, and the tilt of the radar beam extending from the vehicle due to vehicle motion changes is calculated, at 406, the radar beam tilt is corrected back to a standard value (by comparing the tilt to a vertical threshold limit stored in the microcontroller 350), or the tilt information is used to evaluate the radar data, and no radar beam adjustment occurs. This correction may be performed using a beam corrector or software control as discussed above. In the present example, the tilt correction angle corr (t) is equal to the measured vertical acceleration a (t)' multiplied by the correction factor m plus the delay function f (t), as shown in equation 1 below:

corr (t) ═ a (t) × m + f (t); equation 1

For example, if 406 results in a radar beam tilt being corrected by beam steering techniques, then this correction may occur on the transmitter or receiver side of the sensor 300. In the present example, for the transmit side correction, this would be a physical correction to the beam using, for example, the phase rotator 360 shown in fig. 3, while the receiver side radar beam correction or adjustment would be via software control within the automotive radar microcontroller 350, as shown in fig. 4.

If 406 is used to evaluate the measured radar acceleration rather than to correct for tilt, the data may be used in software processing to evaluate/classify/weight the sensor data. This may be used to improve the reliability of the autonomously driven vehicle, as the evaluated data may be fed back into the development of the autonomous vehicle.

Although examples of the invention are described with reference to a radar unit suitable for use in automotive applications, it is envisaged that the concepts described herein may be applied to other applications, for example: MR3003 radar transceiver, TEF810X radar transceiver; a microcontroller: S32R 27S 32R Radar microcontroller; MMA69XX automotive accelerometer.

In the foregoing specification, the invention has been described with reference to specific examples of embodiments of the invention. It will be apparent, however, that various modifications and changes may be made to the specific examples without departing from the scope of the invention as set forth in the claims below, and the claims are not limited to the specific examples described above. The connections as discussed herein may be any type of connection suitable for transmitting signals from or to a respective node, unit or integrated circuit device. Thus, unless implied or stated otherwise, the connections may be, for example, direct connections or indirect connections. In addition, the multiple connections may be switched to a single connection that transfers multiple signals serially or in a time division multiplexed manner. Likewise, a single connection carrying multiple signals may be divided into various different connections carrying subsets of these signals. Thus, many options exist for transferring signals.

Those skilled in the art will recognize that the architectures depicted herein are merely exemplary, and that in fact many other architectures can be implemented which achieve the same functionality. Hence, any two components herein combined to achieve a particular functionality can be seen as 'associated with' each other such that the desired functionality is achieved, irrespective of architectures or intermedial components. Hence, any two components herein combined to achieve a particular functionality can be seen as 'associated' in order to achieve the desired functionality, irrespective of architectures or intermedial components. Likewise, any two components so associated can also be viewed as being "operably connected," or "operably coupled," to each other to achieve the desired functionality.

Furthermore, those skilled in the art will recognize that boundaries between the above described operations merely illustrative. Multiple operations may be combined into a single operation, a single operation may be dispersed among additional operations, and the performance of the operations may overlap in time, at least in part. Moreover, alternative embodiments may include multiple instances of a particular operation, and the order of operations may be altered in various other embodiments.

In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word 'comprising' does not exclude the presence of other elements or steps than those listed in a claim. Furthermore, the terms "a" or "an," as used herein, are defined as one or more than one. Furthermore, the use of introductory phrases such as 'at least one' and 'one or more' in the claims should not be construed to imply that the introduction of another claim element by the indefinite articles 'a' or 'an' limits any particular claim containing such introduced claim element to inventions containing only one such element, even when the same claim includes the introductory phrases 'one or more' or 'at least one' and indefinite articles such as 'a'. The same holds true for the use of definite articles. Unless otherwise stated, terms such as 'first' and 'second' are used to arbitrarily distinguish between the elements such terms describe. Thus, these terms are not necessarily intended to indicate temporal or other priority of such elements. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.