Method for operating an environment monitoring system for a motor vehicle

Abstract

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, in front of, and behind the vehicle are determined. According to the invention, in order to improve the accuracy of the environment-monitoring system, the motion path is determined for a stationary object which the vehicle passes, and said motion path is used to determine the angular deviation with which the motion path determined for the stationary object deviates from the motion path of the vehicle.

Claims

1. A method for operating an environment-monitoring system for a motor vehicle, with the following steps: making available an environment-monitoring system with at least one sensor for monitoring the environment in front of and behind the vehicle parallel to a longitudinal axis of the vehicle and with at least one sensor for monitoring the environment laterally adjacent to the vehicle perpendicular to the longitudinal axis of the vehicle, determining positions of objects in the environment laterally adjacent to and also in front of and behind the vehicle by means of the environment-monitoring system, ascertaining a motion path for a stationary object that the vehicle is moving past, and determining therefrom an angular deviation by which the motion path ascertained for the stationary object deviates from a motion path of the vehicle when the angular deviation is greater than or equal to a first predetermined limiting value an error message and/or a warning is/are output; and when the angular deviation is less than or equal to a second predetermined limiting value the angular deviation is drawn upon by way of a correction value when determining the position of objects by means of the environment-monitoring system.

2. The method according to claim 1, wherein when the vehicle is moving along a rectilinear motion path the motion path for the 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.

3. The method according to claim 1, wherein a distance traveled by the vehicle between two successive determinations of position is ascertained, and from this a ground velocity of the vehicle is determined.

4. The method according to claim 3, wherein the ground velocity of the vehicle is drawn upon for determining a rolling circumference of wheels of the vehicle.

5. An environment-monitoring system for a motor vehicle, wherein the environment-monitoring system includes at least one sensor for monitoring the environment in front of and behind the vehicle parallel to the longitudinal axis of the vehicle and at least one sensor for monitoring the environment laterally adjacent to the vehicle perpendicular to the longitudinal axis of the vehicle, and has been set up to determine the positions of objects in the environment laterally adjacent to and also in front of and behind the vehicle, wherein an electronic control unit (ECU) with at least one microcomputer on which the method according to one of claim 1 has been stored at least partly as a computer program and runs at least partly.

6. The environment-monitoring system for a motor vehicle, according to claim 5, which has been designed as a non-tactile environment-monitoring system and configured as a radar, lidar or video system which has sensors registering its environment two-dimensionally or three-dimensionally, which register objects in a contactless manner and are radar antennas, cameras for the visible region of light, for the IR region and/or the UV region, or laser scanners.

7. An electronically controlled braking system for a motor vehicle, which includes, inter alia, an electronic stability program (ESP), wherein an environment-monitoring system according to claim 5 is a constituent of the braking system.

8. An electronically controlled driveline for a motor vehicle, which includes, inter alia, an electronic engine management system, wherein an environment-monitoring system according to claim 5 is a constituent of the driveline.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 shows, at two successive times, a vehicle with a correctly calibrated radar system, which is moving past a stationary object,

(2) FIG. 2 shows, at two successive times, a vehicle with an incorrectly calibrated radar system, which is moving past a stationary object, and

(3) FIG. 3 shows a flow chart of a preferred embodiment of the method according to the invention,

DETAILED DESCRIPTION OF THE INVENTION

(4) In FIG. 1, at two successive times t.sub.1 and t.sub.2 a vehicle is observed which is moving along a rectilinear motion path B.sub.F—that is to say, on a motion path B.sub.F without change of direction. The rectilinear motion path B.sub.F of the vehicle leads past a stationary or standing object P at a parallel spacing d. The vehicle is equipped with a non-tactile environment-monitoring system—that is to say, for example, a radar, lidar, or video acquisition system—the receiving sensor of which, for example of a radar system, has been set up to register the environment to the left adjacent to the vehicle and to the left behind the vehicle viewed in the direction of motion of the vehicle. In FIG. 1 a correctly calibrated or adjusted radar system is assumed, in which the predetermined mounting position of the radar sensor at the left rear corner of the vehicle has been determined in such a way that the acquisition region R of the radar system has been oriented precisely perpendicular to the longitudinal axis of the vehicle.

(5) At time t.sub.1 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 r.sub.1 and the angle Φ.sub.1, are registered with respect to the left rear corner of the vehicle viewed in the direction of motion of the vehicle. From the range r.sub.1 and the angle Φ.sub.1 both the parallel spacing d from the stationary object P
d=r.sub.1 cos(Φ.sub.1)
and the distance s.sub.1 that the left rear corner of the vehicle, starting from time t.sub.1, (still) has to travel until said corner is located (precisely) at the parallel spacing d from the stationary object P can be determined:
s.sub.1=r.sub.1 sin(Φ.sub.1)

(6) At time t.sub.2 the vehicle, starting from time t.sub.1, 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 r.sub.2 and the angle Φ.sub.2 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=r.sub.2 cos(Φ.sub.2)
and the distance s.sub.2, which the left rear corner of the vehicle, starting from time t.sub.2, (still) has to travel until said corner is located (precisely) at the parallel spacing d from the stationary object P, can be determined.
s.sub.2=r.sub.2 sin(Φ.sub.2)

(7) If the radar system has been correctly calibrated or adjusted, as a first condition B1
r.sub.1 cos(Φ.sub.1)=r.sub.2 cos(Φ.sub.2)  (B1)
holds, because the parallel spacing d remains constant at times t.sub.1 and t.sub.2. Therefore the motion path B.sub.P ascertained for the stationary object P also runs parallel to the rectilinear motion path B.sub.F of the vehicle.

(8) Between times t.sub.1 and t.sub.2 the vehicle has travelled the distance s. Therefore between distances s.sub.1 and s.sub.2 and distance s there exists the relationship
s.sub.2=s.sub.1−s
and, as a second condition B2 for the radar system to have been correctly calibrated or adjusted, it holds that
•r.sub.2 sin(Φ.sub.2)=r.sub.1 sin(Φ.sub.1)−s  (B2)

(9) Since the velocities v.sub.1 and v.sub.2 of the vehicle at times t.sub.1 and t.sub.2 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 t.sub.1 and t.sub.2 with the constant acceleration
a=(v.sub.2−v.sub.1)/(t.sub.2−t.sub.1)
the distance s can be ascertained by twofold integration:
s=½(v.sub.2−v.sub.1)(t.sub.2−t.sub.1)+v.sub.1(t.sub.2−t.sub.1)

(10) In FIG. 2 the vehicle that is being moved past the stationary object P has been represented at two successive times t.sub.1 and t.sub.2 in the case where the radar system has not been correctly calibrated or adjusted; that is to say, in contrast to FIG. 1, the predetermined mounting position of the radar sensor is not maintained, so the acquisition region R of the radar system has not been oriented perpendicular to the longitudinal axis of the vehicle. In this case an angular deviation Φ.sub.κ arises, by reason of which the motion path B.sub.P ascertained for the stationary object P does not run parallel to the rectilinear motion path B.sub.F of the vehicle. In the situation represented in FIG. 2 the spacing d.sub.1 at time t.sub.1 is greater than the spacing d.sub.2 at time t.sub.2 (d.sub.1>d.sub.2). The angle at which the motion path B.sub.P ascertained for the stationary object P and the rectilinear motion path B.sub.F of the vehicle run towards one another corresponds, by reason of the geometrical conditions, to the angular deviation Φ.sub.κ.

(11) By reason of the geometrical conditions the angular deviation Φ.sub.κ can be ascertained, by the motion path B.sub.P ascertained for the stationary object P being projected onto a virtual motion path B.sub.P* for the stationary object P that runs parallel to the rectilinear motion path B.sub.F of the vehicle. For this purpose, distance s.sub.1 ascertained at time t.sub.1 and distance s.sub.2 ascertained at time t.sub.2 are projected onto line segments XP and ZP which are located on the virtual motion path B.sub.P*, and the lengths thereof are determined. In this way, for line segment XP it follows that
XP=s.sub.1/cos(Φ.sub.κ)
and for line segment ZP
ZP=s.sub.2/cos(Φ.sub.κ)

(12) Since, by reason of the geometrical conditions, distance s travelled between times t.sub.1 and t.sub.2 corresponds to the difference of the line segments XP and ZP, it holds that
s=(s.sub.1−s.sub.2)/cos(Φ.sub.κ)

(13) Therefore the angular deviation Φ.sub.κ has been determined by the equation
Φ.sub.κ=arcos((s.sub.1−s.sub.2)/s)  (G1)

(14) The determination of the angular deviation Φ.sub.κ 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 B.sub.F. 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 v.sub.VEH of the vehicle.

(15) Furthermore, the determination of the angular deviation Φ.sub.κ 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 v.sub.REL of objects with respect to the velocity v.sub.VEH 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—v.sub.REL,X is equal to the velocity v.sub.VEH of the vehicle in question with sign reversed (v.sub.REL,X=−v.sub.VEH). In practice, for the identification of stationary objects P a deviation Δ.sub.v 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—v.sub.REL,X and the absolute value of the velocity v.sub.VEH of the vehicle must be less than or equal to this deviation
|v.sub.REL,X|−|v.sub.VEH|≦|Δ.sub.v|

(16) In order to ensure the accuracy and the quality of the angular deviation Φ.sub.κ 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 t.sub.1 and t.sub.2—as in the (simplified) embodiment according to FIGS. 1 and 2 but rather, when carrying out the method according to the invention, predetermined criteria must have been satisfied in order that an angular deviation Φ.sub.κ currently being determined is verified and approved for further measures. The following criteria K1 to K4 may come into consideration, by themselves or in suitable combination with one another: K1. The determination of the position of the stationary object P must have been effected by way of a predetermined minimum number N.sub.TMIN of successive times t.sub.1 to t.sub.n (n≧N.sub.TMIN) K2. The stationary object P must have been located in the acquisition region R of the radar system for a predetermined minimum period of time T.sub.MIN (t.sub.n−t.sub.1≧T.sub.MIN), whereby the predetermined minimum period of time T.sub.MIN may have been chosen as a function of the velocity v.sub.VEH of the vehicle (T.sub.MIN=f(v.sub.VEH)) K3. During the period of the determination of the position of the stationary object P the velocity v.sub.VEH of the vehicle must be greater than or equal to a predetermined minimum velocity v.sub.MIN (v.sub.VEH≧v.sub.MIN). The order of magnitude of the predetermined minimum velocity v.sub.MIN may amount to 15 km/h. K4. A predetermined minimum number N.sub.PMIN of different stationary objects P.sub.n according to at least one of the criteria K1 to K3 must have been registered (n≧N.sub.PMIN).

(17) Since, by reason of the cited criteria K1 to K4, firstly a plurality of angular deviations Φ.sub.κ must be registered, the actual determination or verification of a current angular deviation Φ.sub.κ 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 Φ.sub.κ.

(18) With the angular deviation Φ.sub.κ last determined and verified, the following further measures M1 to M4 can be carried out, by themselves or in suitable combination with one another: M1. If the absolute value of the angular deviation Φ.sub.κ last determined is greater than or equal to a first predetermined limiting value Φ.sub.MAX1 ((|Φ.sub.κ|≧|Φ.sub.MAX1|), an error message or warning can be output and an error code can be saved in the fault memory of the radar system for diagnostic purposes. In this connection the exceeding of the first predetermined limiting value Φ.sub.MAX1 may also be cause for an updating of the angular deviation Φ.sub.κ last determined. The order of magnitude of the first predetermined limiting value Φ.sub.MAX1 amounts to ±3 degrees. M2. The angular deviation Φ.sub.κ last determined is drawn upon by way of correction value or calibration value, in order to compensate for errors when determining the position of objects by the radar system, so that the radar system calibrates or adjusts itself electronically by itself. This is applied, above all, in the case of moving objects, that is to say, those whose relative-velocity component—viewed in the direction of motion the vehicle in question—v.sub.REL,X is unequal to the velocity v.sub.VEH of the vehicle in question (|v.sub.REL,X|≠|v.sub.VEH|).

(19) For this purpose, for example the correction value Φ.sub.κ is either added to or subtracted from the angles Φ.sub.ACT registered for the objects, depending on the current sign, and the angles resulting therefrom, or, to be more exact, the corrected angles Φ.sub.SET (Φ.sub.SET=Φ.sub.ACT≠Φ.sub.κ) are adopted for the polar coordinates of the registered objects.

(20) Drawing upon the angular deviation Φ.sub.κ 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 Φ.sub.MAX2, the order of magnitude of which amounts to ±3 degrees. Therefore drawing upon the angular deviation Φ.sub.κ by way of correction value during the operation of the vehicle only takes place when the absolute value of the angular deviation Φ.sub.K last determined is less than the second predetermined limiting value (Φ.sub.MAX2 (|Φ.sub.K|≦|Φ.sub.MAX2|) M3. While the self-calibration of the radar system is being carried out in accordance with measure M2 or has been activated, a plausibility check can be effected, by a check being made as to whether conditions B1 and/or B2 elucidated in connection with FIG. 1 have been satisfied within predetermined deviations Δ.sub.B1 and Δ.sub.B2; that is to say, whether
|r.sub.1 cos(Φ.sub.1)−r.sub.2 cos(Φ.sub.2)|≦|Δ.sub.B1|
and/or
|r.sub.2 cos(Φ.sub.1)−r.sub.1 cos(Φ.sub.2)+s|≦|Δ.sub.B2|

(21) If one or both of conditions B1 and B2 is/are not satisfied, this may be cause for an updating of the angular deviation Φ.sub.κ last determined and/or for the output of an error message or warning, as well as saving an error code for diagnostic purposes. M4. If the plausibility check according to measure M3 is carried out only on the basis of the first condition B1, the second condition B2 can be drawn upon to determine distance s and the current ground velocity v.sub.ACT of the vehicle. For from the second condition it follows that
s=r.sub.1 sin(Φ.sub.1)−r.sub.2 sin(Φ.sub.2)

(22) Since the two successive times t.sub.1 and t.sub.2, between which the vehicle travels distance s are known, the current ground velocity v.sub.ACT of the vehicle results as
v.sub.ACT=(r.sub.1 sin(Φ.sub.1)−r.sub.2 sin(Φ.sub.2))/(t.sub.2−t.sub.1)

(23) In this way, the determination of the velocity v.sub.ACT 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.

(24) In practice, for the calculation of the wheel speeds v.sub.WHEEL in the ESP it is customary to ascertain the rotational speeds n.sub.WHEEL of the wheels of the vehicle over time and to multiply these by the parameter constituted by the rolling circumference U.sub.WHEEL of the wheels
v.sub.WHEEL=n.sub.WHEELU.sub.WHEEL

(25) Since the parameter constituted by the rolling circumference U.sub.WHEEL 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 v.sub.WHEEL 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 U.sub.WHEEL is adapted to the current state of the wheels on account of knowledge of the current ground velocity v.sub.ACT of the vehicle on the basis of the method according to the invention via the equation
U.sub.WHEEL≦v.sub.ACT/n.sub.WHEEL

(26) 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 v.sub.WHEEL and the ground velocity v.sub.ACT of the vehicle physically coincide (v.sub.WHEEL=v.sub.ACT).

(27) In FIG. 3 a preferred embodiment of the method according to the invention has been represented as a flow chart, according to which steps S1 to S9 are executed as follows.

(28) In step S1 it is queried whether the angular deviation Φ.sub.κ last determined is to be updated. If this is the case, in step S2 it is queried whether the motion path B.sub.F, 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 Φ.sub.κ is determined in accordance with equation G1 and verified on the basis of the aforementioned criteria K1 to K3.

(29) Thereupon in step S4 the absolute value Φ.sub.κ is compared with the first predetermined limiting value Φ.sub.MAX1. If the absolute value of the angular deviation Φ.sub.κ last determined is greater than the limiting value Φ.sub.MAX1, 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.

(30) If the query in step 1 shows that the angular deviation Φ.sub.κ last determined is not to be updated, or if the query in step 2 shows that the motion path B.sub.F is not rectilinear, the procedure continues with step S6.

(31) The procedure also continues with step S6 if the comparison in step S4 shows that the absolute value of the angular deviation Φ.sub.κ last determined is not greater than the limiting value Φ.sub.MAX1.

(32) 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 Φ.sub.κ 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.

(33) 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.

(34) 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 Δ.sub.B1. If this is the case, the procedure continues with step S9, in which the current ground velocity v.sub.ACT of the vehicle is ascertained.

(35) If the comparison in step S8 shows that condition B1 has not been satisfied within the predetermined deviation Δ.sub.B1, the procedure continues with step S5.

(36) In conclusion let it also be mentioned that a practical embodiment of the invention is elucidated in exemplary manner with reference to FIGS. 1 to 3, for which reason it lies within the discretion of a person skilled in the art to undertake modifications and combinations within the scope of the claims and the description. In this connection the embodiment has been described here for right-hand traffic, with an acquisition of the left side and the left rear of the vehicle. It will be understood that the invention, mirrored appropriately along the longitudinal axis of the vehicle, is also to be employed for vehicles in left-hand traffic.

(37) 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.