Radar system with sub-bands

Abstract

The present disclosure relates to a radar system (210) for a vehicle (200), the radar system comprising a control unit (208) and a plurality of radar transceivers (202, 203, 204, 205). Each radar transceiver (202, 203, 204, 205) is associated with a main pointing direction (P1, P2, P3, P4) and a certain frequency sub-band (A, B, C, D), wherein the sub-bands (A, B, C, D) together form a certain dedicated frequency band. The control unit (208) is adapted to: - define a driving direction interval dividing the full turning interval 0°-360° into segments, - assign a corresponding sub-band (A, B, C, D) to each driving direction interval, - determine a driving direction (F) of the own vehicle, and - assign the corresponding sub-band (A, B, C, D) to each of the radar transceivers (202, 203, 204, 205) according to the driving direction interval including the driving direction (F) of the own vehicle.

Description

BACKGROUND

[0001] The present disclosure relates to radar systems suitable for automotive applications. Radar systems and methods for operating radar systems are disclosed.

[0002] A radar transceiver is generally a device arranged for transmitting and receiving radar signals in a dedicated radar frequency band. Radar transceivers are commonly used in vehicles for monitoring the environment surrounding the vehicle. Automatic cruise control (ACC) functionality, emergency brake (EB) functionality, advanced driver assistance systems (ADAS) and autonomous driving (AD) are some examples of applications where radar data represent an important source of information on which the vehicle control is based.

[0003] Many dedicated automotive radar frequency bands allow uncoordinated transmissions, which means that two or more radar transceivers can transmit in the same frequency band at the same time and thus interfere with each other.

[0004] EP 3244229 discusses the general impact of interference on frequency-modulated continuous wave (FMCW) radar systems and proposes a method for repairing interfered radar signals.

[0005] Although the previously proposed repair methods generally have excellent efficiency, there is a need for further improvements of vehicle radar systems in order to reduce interference and possibly provide a lower cost means of avoiding radar interference. SUMMARY

[0006] It is an object of the present disclosure to provide an improved radar system where interference is reduced or completely removed compared to known vehicle radar systems, such as uncoordinated automotive radar based on uncoordinated FMCW transmissions.

[0007] This object is obtained by a radar system for a vehicle, the radar system comprising a control unit and a plurality of radar transceivers. Each radar transceiver is associated with a main pointing direction and a certain frequency sub-band, where the sub-bands together form a certain dedicated frequency band. The control unit is adapted to define a driving direction interval dividing the full turning interval 0°-360° into segments, to assign a corresponding sub-band to each driving direction interval, and to determine a driving direction of the host vehicle. The control unit is further adapted to assign the corresponding sub-band to each of the radar transceivers according to the driving direction interval including the driving direction of the host vehicle.

[0008] In this way, a certain dedicated frequency band is divided into sub-bands assigned to the radar transceiver in question, which enables reduction of interference. According to some aspects, the sub-bands are non-overlapping.

[0009] According to some aspects, the control unit is adapted to apply a hysteresis when passing a boundary before performing a shift of sub-band.

[0010] In this way, unwanted sub-band switching is avoided.

[0011] According to some aspects, the radar system comprises a front radar transceiver which is assigned another dedicated frequency band.

[0012] In this way, the remote radar can be used independently.

[0013] According to some aspects, the control unit is adapted to perform signal repair and / or to have a slant polarization direction of the front radar transceiver when experiencing front radar interference.

[0014] In this way, the interference can be corrected so that the front radar transceiver can work in an effective and reliable manner.

[0015] According to some aspects, the radar system comprises a first front corner radar transceiver, a second front corner radar transceiver, a first rear corner radar transceiver and a second rear corner radar transceiver. The corner radar transceivers are assigned corresponding sub-bands according to a driving direction interval comprising the driving direction of the own vehicle.

[0016] In this way, a certain dedicated frequency band can be divided into four frequency bands. Vehicles equipped in this way will not cause mutual interference, regardless of their respective positions.

[0017] According to some aspects, the radar system comprises at least one lateral radar transceiver, wherein the control unit is adapted to assign a sub-band to each lateral radar transceiver which corresponds to a sub-band which is currently assigned to an adjacent radar transceiver according to a driving direction interval comprising the driving direction of the own vehicle.

[0018] In this way, a dedicated lateral radar coverage can be obtained.

[0019] According to some aspects, the control unit is adapted to time-multiplex the use of the current sub-bands between the lateral radar transceivers and the corner radar transceivers.

[0020] In this way, interference between the lateral radar transceivers and adjacent corner radar transceivers is avoided.

[0021] According to some aspects, the control unit is adapted to determine whether a radar transceiver which has been assigned a corresponding sub-band according to a driving direction interval comprising the driving direction of the own vehicle is disturbed or will cause a disturbance. If this is not the case, the control unit is adapted to assign two or more sub-bands to the radar transceiver.

[0022] In this way, a larger part of a certain dedicated frequency band is available for each corner radar transceiver.

[0023] According to some aspects, the control unit is adapted to determine the driving direction of the own vehicle by means of GNSS (Global Navigation Satellite System) data.

[0024] According to some aspects, the control unit is adapted to determine the vehicle's direction of travel by determining the direction of extension of the main road.

[0025] This method avoids unnecessary sub-band switching.

[0026] This article also discloses vehicles and methods related to the aforementioned advantages.

[0027] Generally, unless otherwise expressly defined herein, all terms used in the claims are to be interpreted according to their ordinary meaning in the art. Unless otherwise expressly stated, all references to “a / the element, device, component, apparatus, step, etc.” are to be publicly interpreted as referring to at least one instance of an element, device, component, apparatus, step, etc. Unless expressly stated otherwise, the steps of any method disclosed herein need not be performed in the exact order disclosed. Further features and advantages of this disclosure will become apparent upon examination of the appended claims and the following description. Without departing from the scope of this disclosure, those skilled in the art will recognize that different features of this disclosure can be combined to create embodiments other than those described below. Attached Figure Description

[0028] This disclosure will now be described in more detail with reference to the accompanying drawings, in which:

[0029] Figure 1 The traffic scene is illustrated schematically;

[0030] Figure 2 A schematic top view of the vehicle is shown;

[0031] Figure 3 A schematic top view of a vehicle with a range of driving directions is shown;

[0032] Figures 4A-4F Different vehicle orientations were shown;

[0033] Figure 5 The traffic scene is illustrated schematically;

[0034] Figure 6 An exemplary vehicle radar system is shown;

[0035] Figure 7 The control unit is shown schematically;

[0036] Figure 8 An exemplary computer program product is shown; and

[0037] Figure 9 This is a flowchart illustrating the method. Detailed Implementation

[0038] Aspects of the disclosure will now be described more fully in connection with the accompanying drawings. The various apparatuses and methods disclosed herein can, however, be implemented in many different forms and should not be construed as limited to the aspects set forth herein. Throughout, like reference numerals will be used in the drawings to refer to similar components.

[0039] The terminology used herein is for the purpose of describing aspects of the disclosure only and is not intended to be limiting of the disclosure. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

[0040] Figure 1 A traffic scenario 100 is shown in which vehicles 110, 120, 130, 140 are travelling on a road 101. Each vehicle comprises one or more radar transceivers which transmit in an uncoordinated manner in a common frequency band, which means that the radars can unknowingly interfere with each other.

[0041] In Figure 1 , the front-facing radar transceivers of vehicle 120 and vehicle 130 can interfere with each other, and the front-facing radar transceivers of vehicle 110 and vehicle 140 can interfere with each other. Vehicle 120 further comprises a rear-facing radar transceiver which can interfere with, for example, the front-facing radar transceiver of vehicle 110.

[0042] As Figure 2 is shown, and with further reference to Figure 6 , there is an autonomous vehicle 200 having a vehicle driving direction F, which comprises a radar system 210 which in turn comprises a first front corner radar transceiver 202, a second front corner radar transceiver 203, a first rear corner radar transceiver 204 and a second rear corner radar transceiver 205 and a control unit 208. Each corner radar transceiver 202, 203, 204, 205 is associated with a corresponding coverage range main or boresight direction P1, P2, P3, P4, around which a mutually different radar coverage range is obtained in a known manner. The corner radar transceivers 202, 203, 204, 205 are adapted to operate in a first dedicated radar frequency band, such as for example the 77-81 GHz frequency band.

[0043] The first dedicated radar frequency band is evenly divided between the four corner radar transceivers, such that four suitably non-overlapping sub-bands A, B, C, D are obtained, each of which has a 1 GHz bandwidth, as schematically indicated by the dotted lines in Figure 2 .

[0044] With further reference to Figure 3The illustration shows an example according to the present disclosure, in which control unit 208 is adapted to define driving direction intervals 301, 302, 303, 304 that divide the full steering range of 0°-360° into segments, and to assign corresponding subbands A, B, C, D to each driving direction interval 301, 302, 303, 304. Control unit 208 is further adapted to determine the vehicle's driving direction F, and to assign corresponding subbands A, B, C, D to each of radar transceivers 202, 203, 204, 205 according to the driving direction interval including the vehicle's driving direction F.

[0045] Each subband A, B, C, and D is associated with a corresponding geographic orientation of the autonomous vehicle 200 (and therefore the radar system 210) relative to a fixed direction (such as magnetic north N or about a map). The geographic orientation is determined based on the vehicle's direction of travel F. Each corner radar transceiver 202, 203, 204, and 205 is assigned a subband A, B, C, and D based on the vehicle's direction of travel F. When the autonomous vehicle 201 and therefore the radar system 210 has turned 360°, all corner radar transceivers 202, 203, 204, and 205 have been assigned to all subbands A, B, C, and D.

[0046] Based on some aspects, continue to refer to Figure 3 The fixed direction is magnetic north (N), where 0° corresponds to the fixed direction N. The travel direction intervals 301, 302, 303, and 304 are arranged such that the first travel direction interval 301 is defined by a first angle interval of 45°-135°, the second travel direction interval 302 is defined by a second angle interval of 45°-135°, the third travel direction interval 303 is defined by a third angle interval of 135°-225°, and the fourth travel direction interval 304 is defined by a fourth angle interval of 225°-315°. Figure 3 In this context, "RT" stands for "radar transceiver" and "SB" stands for "subband".

[0047] Depending on several factors, the angle intervals may have different sizes and may partially overlap. The angle intervals should cover at least most of a full 360° turn, and most appropriately, the entire 360° turn.

[0048] In addition Figures 4A-4F The text shows the data based on... Figure 3 The example in this disclosure shows an autonomous vehicle turning clockwise. Figures 4A to 4B The four subbands A, B, C, and D are assigned to the same angle radar transceiver. The first subband A and the second subband B are respectively assigned to the first front angle radar transceiver 202 and the second front angle radar transceiver 203, and the third subband C and the fourth subband D are respectively assigned to the first rear angle radar transceiver 204 and the second rear angle radar transceiver 205.

[0049] exist Figure 4C In this configuration, four subbands A, B, C, and D have been offset, such that the second subband B and the fourth subband D are correspondingly assigned to the first front angle radar transceiver 202 and the second front angle radar transceiver 203, and the first subband A and the third subband C are correspondingly assigned to the first rear angle radar transceiver 204 and the second rear angle radar transceiver 205. Figure 4D In the meantime, the shift continues, but not to the point where the subband switches from its associated corner radar transceiver. However, it is almost at the boundary or limit for shifting subbands.

[0050] exist Figure 4E In this configuration, four subbands A, B, C, and D have been offset, such that the fourth subband D and the third subband C are correspondingly assigned to the first front angle radar transceiver 202 and the second front angle radar transceiver 203, and the second subband B and the first subband A are correspondingly assigned to the first rear angle radar transceiver 204 and the second rear angle radar transceiver 205. Figure 4F In the middle, it continues to shift, but not to the point where the subband switches from its associated corner radar transceiver. However, it almost reaches the boundary or limit for shifting subbands.

[0051] exist Figure 5 The diagram illustrates traffic situation 400, in which an autonomous vehicle 200 encounters an oncoming vehicle 200A and a passing vehicle 200B. The autonomous vehicle 200 is also followed by a vehicle 200C. All vehicles 200, 200A, 200B, and 200C are equipped according to this disclosure, each having frequency subbands A, B, C, and D assigned to their corresponding angular radar transceivers 202, 203, 204, 205; 202A, 203A, 204A, 205A; 202B, 203B, 204B, 205B; 202C, 203C, 204C, 205C, based on the vehicle's orientation.

[0052] follow Figure 5 Subbands A, B, C, and D of any of vehicles 200, 200A, 200B, and 200C do not overlap with subbands A, B, C, and D of any of vehicles 200, 200A, 200B, 200C, and 200D. Therefore, regardless of the vehicle's position, there is no interference between the corner radar transceivers 202, 203, 204, 205; 202A, 203A, 204A, 205A; 202B, 203B, 204B, 205B; and 202C, 203C, 204C, 205C of any of vehicles 200, 200A, 200B, and 200C.

[0053] According to some aspects, radar system 210 includes a front-mounted radar transceiver 201 adapted to operate in a second dedicated radar frequency band, such as the 76GHz-77GHz band, which can be used, for example, for long-range radar applications in vehicles. This band has the beneficial effect of higher permissible equivalent all-directional radiated power (EIRP) in European countries, enabling front-mounted long-range radar applications such as adaptive cruise control.

[0054] Optionally, depending on some aspects, the autonomous vehicle 200 includes a first lateral radar transceiver 206 and a second lateral radar transceiver 207. The first and second lateral radar transceivers are arranged on opposite sides of the vehicle, wherein they are configured to cover a field of view extending laterally from the vehicle's direction of travel F.

[0055] With the autonomous vehicle including a front-mounted radar transceiver 201, each of the other vehicles 200A, 200B, and 200C includes a corresponding front-mounted radar transceiver 201A, 2021B, or 201C. Each front-mounted radar transceiver 201, 201A, 2021B, or 201C is adapted to operate in a second dedicated radar frequency band, which means that interference may occur. Figure 5 In the event of interference, there will be interference between the corresponding front radar transceivers of the autonomous vehicle 200 and the oncoming vehicle 200A, and interference will also exist between the corresponding front radar transceivers of the passing vehicle 200B and the following vehicle 200C. This interference can be mitigated by conventional interference cancellation methods, such as, for example, the remediation methods described in EP3244229. For example, at least one of slant polarization, scheduling, and CDMA (Code Division Multiple Access) techniques can also be used to cancel the interference. Two front radars facing each other with slant antenna polarization of +45° will have mutually orthogonal polarizations.

[0056] Interference can also be caused by other vehicles not equipped according to this disclosure, and can then be mitigated by conventional interference elimination methods, such as, for example, by means of the repair methods described in EP 3244229.

[0057] According to some aspects, in the side radar transceivers 206 and 207, such as Figure 2 In the scenario shown, lateral transceivers 206 and 207 will be assigned to the same subband as their adjacent (i.e., located on the same side as the lateral radar transceiver) front or rear corner radar transceivers. This means, for example, that the first lateral radar transceiver 206 is assigned to the same subband as the first front corner radar transceiver 202 or the first rear corner radar transceiver 204.

[0058] According to some aspects, the lateral radar transceivers 206 and 207 can be time-multiplexed and assigned to the same subband as the adjacent corner radar transceiver. This means that the lateral radar transceivers and the adjacent corner radar transceivers share the same subband, but in different time slots, so that there is no mutual interference between the bare chips.

[0059] Subbands may overlap to some extent, but should at least largely not overlap. One or more subbands may have different bandwidths.

[0060] According to some aspects, the control unit 208 is adapted to record the orientation of the autonomous vehicle by means of compass data obtained by compass device 211 and / or any suitable type of GNSS (Global Navigation Satellite System) device 212. According to some aspects, the control unit 208 is adapted to record the orientation of the autonomous vehicle by means of map data obtained from any suitable type of GNSS device. The map data can be used to determine the main road extension for determining the orientation of the autonomous vehicle. As an example, refer to Figure 3 If the road is determined to extend primarily in a westward direction, then the direction of travel is determined to be included in the fourth direction of travel section 304.

[0061] With the aid of the acquired autonomous vehicle orientation, corresponding to the vehicle's driving direction F, the control unit 208 is adapted to control which subbands A, B, C, and D should be assigned to which angular radar transceivers 202, 203, 204, and 205 at a certain moment.

[0062] There is potential ambiguity when the autonomous vehicle 200 travels in such a direction, where the subbands used can change with minor directional variations in the road. This means that when the vehicle's travel direction F is around the boundaries or limits used to offset subbands A, B, C, and D, subbands A, B, C, and D shift back and forth between the corner radar transceivers 202, 203, 204, and 205, such as, for example... Figure 4B , Figure 4D and Figure 4F As shown; see also Figure 3 The boundaries are located around angles of 45°, 135°, 225°, and 315°. According to some aspects, in such cases, the control unit 208 uses averaging of vehicle lead and / or lag to avoid unwanted sub-band switching. Furthermore, algorithms using mapping information can be used to determine that the road primarily extends in a certain direction and thus adjust the bearing threshold to ensure the channel does not change in a harmful manner.

[0063] Depending on several aspects, two or more subbands or the entire first dedicated radar band can be used at each corner radar transceiver that is not identified as being interfered with or causing interference. For example, this means that as long as the autonomous vehicle 200 is traveling alone on the road, it is not necessary to divide the first dedicated radar band into subbands A, B, C, and D, but each corner radar transceiver and possibly each lateral radar transceiver can use the entire first dedicated radar band. This type of channel overlap can also be used when measures can be taken to avoid causing interference to radar transceivers in other vehicles.

[0064] Once one or more radar transceivers have been identified as being jammed or causing jamming, subbands A, B, C, and D are applied according to the present disclosure as described above.

[0065] This disclosure can be applied to any suitable radar transceiver, and the number of subbands can be any suitable number, while maintaining the function of this disclosure, namely that the subbands of other radar transceivers at other vehicles or other objects in the environment are different from each other, thereby minimizing interference.

[0066] Figure 7 The components of the control unit 208 according to an embodiment are schematically shown according to multiple functional units. Processing circuitry 710 is provided using any combination of one or more of a suitable central processing unit (CPU), multiprocessor, microcontroller, digital signal processor (DSP), dedicated hardware accelerator, etc., capable of executing software instructions stored in a computer program product (e.g., in the form of storage medium 730). Processing circuitry 710 may also be provided as at least one application-specific integrated circuit (ASIC) or field-programmable gate array (FPGA).

[0067] Specifically, the processing circuit 710 is configured to cause the control unit 208 to perform a set of operations or steps. These operations or steps have been discussed above in conjunction with various radar transceivers and methods. For example, the storage medium 1030 may store the set of operations, and the processing circuit 710 may be configured to retrieve the set of operations from the storage medium 730 to cause the control unit 208 to perform the set of operations. The set of operations may be provided as a set of executable instructions. Thus, the processing circuit 710 is thereby arranged to perform the methods and operations disclosed herein.

[0068] The storage medium 730 may also include a permanent storage device, which may be any or a combination of magnetic storage, optical storage, solid-state storage, or even remotely mounted storage.

[0069] The control unit 208 may also include a communication interface 720 for communicating with at least one other unit. Therefore, the radar interface 720 may include one or more transmitters and receivers, which include analog and digital components and a suitable number of ports for wired or wireless communication.

[0070] The processing circuit 710 is adapted to control the general operation of the control unit 208, for example, by sending data and control signals to external units and storage medium 730, by receiving data and reports from external units, and by retrieving data and instructions from storage medium 730. Other components and related functions of the control unit 208 are omitted to avoid obscuring the concepts presented herein.

[0071] Figure 8 A computer program product 810 is shown, which includes computer-executable instructions 820 arranged on a computer-readable medium 830 to perform any of the methods disclosed herein.

[0072] refer to Figure 9 This disclosure also relates to a method for operating a radar system 210 in a vehicle 201, the radar system 210 having a plurality of radar transceivers 202, 203, 204, 205, the plurality of radar transceivers being associated with primary pointing directions P1, P2, P3, P4 and a certain frequency sub-band A, B, C, D. Sub-bands A, B, C, D together form a dedicated frequency band. The method includes: defining a driving direction interval S100 that divides a fully turning range of 0°-360° into segments; assigning the corresponding sub-bands A, B, C, D to each driving direction interval S200; and determining the vehicle's driving direction F S300. The method further includes assigning the corresponding sub-bands A, B, C, D to each of the radar transceivers 202, 203, 204, 205 according to the driving direction interval including the vehicle's driving direction F S400.

[0073] According to some aspects, the method includes applying an S401 hysteresis before performing subband offset when crossing a boundary.

[0074] According to some aspects, the method includes determining whether radar transceivers 202, 203, 204, 205, which have been assigned corresponding subbands according to the travel direction interval including the vehicle's travel direction F, are subject to interference or will cause interference. If this is not the case, the method includes assigning two or more subbands A, B, C, D to the radar transceiver 202, 203, 204, 205.

[0075] According to some aspects, the method includes determining the driving direction F of the S301 vehicle by means of GNSS (Global Navigation Satellite System) data and / or by determining the direction of the main road extension.

[0076] This disclosure is not limited to the examples discussed, but can be freely varied within the scope of the appended claims. For example, the dedicated frequency band can be any suitable frequency band, and the subbands can have any division suitable for this disclosure.

[0077] Radar transceivers can be of any suitable type and can include suitable devices such as antennas, transmitters, receivers, control units, etc., depending on certain aspects.

[0078] The control unit 208 may consist of a single unit or two or more distributed sub-units.

[0079] Typically, this disclosure relates to a radar system 210 for a vehicle 200, the radar system including a control unit 208 and a plurality of radar transceivers 202, 203, 204, 205. Each radar transceiver 202, 203, 204, 205 is associated with a primary pointing direction P1, P2, P3, P4 and a frequency sub-band A, B, C, D, wherein sub-bands A, B, C, D together form a dedicated frequency band. The control unit 208 is adapted to define a driving direction interval that divides the full turning range of 0°–360° into segments.

[0080] The control unit 208 is further adapted to assign the corresponding subbands A, B, C, and D to each driving direction interval and to determine the driving direction F of the vehicle.

[0081] According to some aspects, the control unit 208 is adapted to apply hysteresis before performing sub-band offset when crossing the boundary.

[0082] According to some aspects, radar system 210 includes a front-end radar transceiver 201 that is assigned another dedicated frequency band.

[0083] According to some aspects, the control unit 208 is adapted to perform signal repair and / or have the slant polarization direction of the front radar transceiver 201 when subjected to front radar interference.

[0084] According to some aspects, the radar system 210 includes a first front angle radar transceiver 202, a second front angle radar transceiver 203, a first rear angle radar transceiver 204, and a second rear angle radar transceiver 205, which are assigned corresponding subbands according to the travel direction interval including the vehicle's travel direction F.

[0085] According to some aspects, radar system 210 includes at least one lateral radar transceiver 206, 207, wherein control unit 208 is adapted to assign subbands to each lateral radar transceiver 206, 207, the subbands corresponding to the subbands currently assigned to adjacent radar transceivers 202, 203, 204, 205 according to the travel direction interval including the vehicle's travel direction F.

[0086] According to some aspects, the control unit 208 is adapted to time multiplex the use of the current subband between the lateral radar transceivers 206, 207 and the corner radar transceivers 202, 203, 204, 205.

[0087] Depending on certain aspects, control unit 208 is adapted to determine whether radar transceivers 202, 203, 204, 205, which have been assigned corresponding subbands according to the travel direction interval including the vehicle's travel direction F, are subject to interference or will cause interference. If this is not the case, control unit 208 is adapted to assign two or more subbands A, B, C, D to radar transceivers 202, 203, 204, 205.

[0088] According to some aspects, the control unit 208 is adapted to determine the vehicle's driving direction F by means of GNSS (Global Navigation Satellite System) data.

[0089] According to some aspects, the control unit 208 is adapted to determine the vehicle's driving direction F by determining the direction of extension of the main road.

Claims

1. A radar system (210) for a vehicle (200), comprising a control unit (208) and a plurality of radar transceivers (202, 203, 204, 205), each radar transceiver (202, 203, 204, 205) being associated with a primary pointing direction (P1, P2, P3, P4) and a frequency sub-band (A, B, C, D), wherein the sub-bands (A, B, C, D) together form a dedicated frequency band, wherein the control unit (208) is adapted to: The driving direction range is defined by dividing the full turning range from 0° to 360° into segments. Assign the corresponding sub-bands (A, B, C, D) to each driving direction interval. Determine the direction of travel (F) of this vehicle, and The corresponding sub-bands (A, B, C, D) are assigned to each of the radar transceivers (202, 203, 204, 205) according to the travel direction interval including the vehicle's travel direction (F). in, The control unit (208) is adapted to apply hysteresis before performing sub-band offset when passing the boundary of an adjacent driving direction interval.

2. The radar system (210) according to claim 1, wherein the radar system (210) includes a front-end radar transceiver (201) assigned another dedicated frequency band.

3. The radar system (210) according to claim 2, wherein the control unit (208) is adapted to perform signal repair and / or have the slant polarization direction of the front radar transceiver (201) when subjected to front radar interference.

4. The radar system (210) according to any one of the preceding claims, wherein the radar system (210) includes a first front angle radar transceiver (202), a second front angle radar transceiver (203), a first rear angle radar transceiver (204) and a second rear angle radar transceiver (205), wherein the angle radar transceivers are assigned corresponding subbands according to the travel direction interval including the travel direction (F) of the vehicle.

5. The radar system (210) according to claim 4, wherein the radar system (210) includes at least one lateral radar transceiver (206, 207), wherein the control unit (208) is adapted to assign subbands to each lateral radar transceiver (206, 207), the subbands corresponding to the subbands currently assigned to adjacent radar transceivers (202, 203, 204, 205) according to the travel direction interval including the vehicle's travel direction (F).

6. The radar system (210) according to claim 5, wherein the control unit (208) is adapted to control the current allocation of radar transceivers (202, 203, 204, 205) to adjacent radar transceivers (206, 207) between lateral radar transceivers (206, 207) and corner radar transceivers (202, 203, 204, 205). The sub-band of 205 is used for time multiplexing.

7. The radar system (210) according to claim 1, wherein the control unit (208) is adapted to determine whether a radar transceiver (202, 203, 204, 205) that has been assigned a corresponding subband according to the travel direction interval including the vehicle's travel direction (F) is being interfered with or will cause interference, and if the radar transceiver (202, 203, 204, 205) is not being interfered with or will not cause interference, then assigns two or more subbands (A, B, C, D) to the radar transceiver (202, 203, 204, 205).

8. The radar system (210) according to claim 1, wherein the control unit (208) is adapted to determine the vehicle's direction of travel (F) by means of GNSS (Global Navigation Satellite System) data.

9. The radar system (210) according to claim 1, wherein the control unit (208) is adapted to determine the vehicle's driving direction (F) by determining the direction of extension of the main road.

10. A method for operating a radar system (210) in a vehicle (200), the radar system (210) having a plurality of radar transceivers (202, 203, 204, 205), the plurality of radar transceivers being associated with a primary pointing direction (P1, P2, P3, P4) and a frequency sub-band (A, B, C, D), wherein the sub-bands (A, B, C, D) together form a dedicated frequency band, the method comprising: The limit (S100) divides the full turning range from 0° to 360° into segments of the driving direction range; The corresponding sub-bands (A, B, C, D) are assigned (S200) to each driving direction interval; Determine (S300) the vehicle's direction of travel (F); and According to the driving direction interval including the driving direction (F) of the vehicle, the corresponding sub-bands (A, B, C, D) are allocated (S400) to each of the radar transceivers (202, 203, 204, 205). The method includes applying a hysteresis before performing sub-band offset when passing the boundary of an adjacent driving direction interval.

11. The method of claim 10, wherein the method comprises determining whether a radar transceiver (202, 203, 204, 205) that has been assigned a corresponding subband according to the travel direction interval including the vehicle's travel direction (F) is being interfered with or will cause interference, and if the radar transceiver (202, 203, 204, 205) is not being interfered with or will not cause interference, then assigning two or more subbands (A, B, C, D) to the radar transceiver (202, 203, 204, 205).

12. The method according to any one of claims 10 or 11, wherein the method comprises determining (S301) the vehicle's direction of travel (F) by means of GNSS (Global Navigation Satellite System) data and / or by determining the main road extension direction.

13. A vehicle (100) comprising a radar system (210) according to any one of claims 1 to 9.

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