Method for controlling radar sensor for blind area monitoring on motor vehicle

Abstract

The invention relates to a method for controlling a radar sensor (5) arranged on the side of a vehicle (1). A first mode in which the radar sensor (5) covers the first detection range (E1) and a second mode in which the radar sensor (5) covers the second detection range (E1) are set. The second detection range (E2) is arranged closer to a portion (3) of the vehicle (1) than the first detection range (E1). In this case, only a part (3) of the vehicle (1) is present within the second detection range (E2).

Description

Technical Field

[0001] The invention relates to a method for controlling a radar sensor arranged at the side of a vehicle. The radar sensor is used to prevent collisions with obstacles and unprotected road users. Background Art

[0002] Radar sensors arranged on the side of the vehicle are also called corner radar sensors. Such radar sensors are used, for example, to cover the vehicle blind spots on the side of the vehicle. Such radar sensors are typically used on tow-and-trailer combinations, where the corner radar sensors are arranged on the towing vehicle and are oriented in the direction of the trailer. However, corner sensors can also be used on single vehicles, in particular on long vehicles.

[0003] In the field of commercial vehicles, the detection range of a radar sensor typically also includes parts of the vehicle itself. This applies both to vehicle-trailer combinations, in which typically a single-axle or multi-axle trailer as part of the vehicle may be within the detection range, especially when the trailer is movable relative to the towing vehicle, and to vehicles without a trailer, in which the body of the vehicle or other parts of the vehicle may be within the detection range. In a vehicle-trailer combination, the relative movement of the trailer relative to the towing vehicle creates a range in which (depending on the state of motion) external objects or the own trailer may be located. In addition, due to the reduced detection performance at the edge of the radar sensor's detection range, the detection range cannot be oriented precisely along the vehicle or trailer. Therefore, even in rigid vehicles, parts of the vehicle, especially the body, may be within the detection range. The safety margin indicates to what extent the vehicle is completely covered by the detection of the radar sensor and there are no blind spots.

[0004] If a portion of the vehicle is at an unfavorable angle relative to the radar sensor within the detection range, multiple reflections / multipath reflections may occur, in which the emitted radar signal is first reflected on the portion of the vehicle and then on the target, after which the reflected signal is detected by the radar sensor. Due to multiple reflections, the radar signal travels a longer distance than a radar signal that is only reflected on the target. However, the radar sensor or evaluation unit cannot distinguish between multiple reflected radar signals and single reflected radar signals, so that multiple reflected radar signals and single reflected radar signals are evaluated in the same way. Typically, the distance to the object is evaluated via the time (Time-of-Flight) between the transmission and reception of the radar signal and / or via the frequency shift between the input signal and the output signal, such as the frequency shift obtained by the evaluation of linear frequency modulation. The longer distance traveled due to the detour is interpreted as a greater distance from the target to the radar sensor. This position of the target with a greater distance due to multiple reflections is called a ghost position (Ghost Locations). Ghost positions lead to false positive results in detection.

[0005] DE 100 35 223 A1 describes an obstacle detection system having a plurality of detection facilities, wherein the fields of view of two adjacent detection facilities are compared with one another. Summary of the invention

[0006] The method for controlling a radar sensor (corner radar sensor) arranged on the side of a vehicle is characterized in that the radar sensor operates in a first mode and a second mode, in which the radar sensor covers a first detection range and in which the radar sensor covers a second detection range. The detection range here is understood to be the transmission range and the detection range of the radar sensor. The radar sensor includes a transmitter that transmits a radar signal and a receiver that receives the reflected radar signal. A vehicle having the radar sensor is also referred to as a host vehicle.

[0007] The detection range is selected such that the second detection range is arranged closer to the vehicle than the first detection range and that the second detection range encompasses only a portion of the vehicle, while the first detection range does not.

[0008] In the first mode, the radar sensor covers a first detection range, which preferably extends substantially to the side of the vehicle (along the transverse axis). The first detection range is selected so that it is spaced apart from the vehicle. The first detection range is selected to be as large as possible, but it should only be so large that no part of the own vehicle is located in the first detection range, even during driving on a curve. Compared with conventional radar sensors, the first detection range has a smaller safety margin because the detection range does not include the vehicle itself. The first mode provides the following advantages: Since no part of the vehicle is located in the first detection range, multiple reflections do not occur on the vehicle and ghost positions are not generated. In the first mode, only positions within the first detection range are detected. This is achieved by the structure of the radar sensor or by discarding reflections outside the first detection range. In addition, the first detection range that is reduced compared to conventional radar sensors provides the following advantages: the emission angle is reduced, so that the same energy can be concentrated in a smaller range. This can increase the effective range and / or improve the recognition of weakly reflecting objects. In the second mode, the radar sensor covers a second detection range, which is preferably oriented substantially in the rearward direction (or in the forward direction). The second detection range is selected in such a way that a part of the vehicle is only within the second detection range if it is detected by the radar sensor. The second detection range is therefore arranged directly on the vehicle and closer to the vehicle part in question than the first detection range. The second mode has a high safety margin, since the second detection range completely covers the part of the vehicle. This also applies when the vehicle is turning. The second detection range should be selected to be as small as possible. For safety reasons, the angular range of the second detection range is selected to be slightly larger than the angular range in which the part of the vehicle moves. The selected angular range also covers the movement play of the part of the vehicle, such as the bending angle that may exist between the trailer and the tractor. The second detection range can be, for example, within an angular range from 120° to 215°, preferably within an angular range from 145° to 190°. The precise selection of the angular range of the second detection range and thus also of the first detection range is made by a person skilled in the art.

[0009] In the present application, a detection range in which no part of the vehicle is included and which differs from other first detection ranges only in its position is interpreted as a common first detection range. Simply dividing the first detection range into two smaller sub-ranges without additional changes should not result in the size of the sub-ranges being used for evaluation.

[0010] Since the second detection range covers part of the vehicle, ghost positions can be generated more strongly in the second mode. In the second mode, (ghost) positions are detected only within the second detection range. This is achieved by the design of the radar sensor or by discarding reflections outside the first detection range. This results in the advantage that since the second detection range is selected to be relatively small, in the second mode, ghost positions appear in a significantly smaller area than with conventional radar sensors. This leads to a reduction in false detections. In addition, the second detection range offers the advantage that detection in a small area around the vehicle is significantly improved compared to conventional radar sensors, so that, for example, an approaching bicycle can be better identified. In addition, the effective range of the radar sensor can be increased thereby.

[0011] Therefore, the combination of the two detection ranges covers the same angular range as a single overall detection range and meets the same safety margin. Although ghost positions may still continue to occur in the two detection ranges, they are significantly reduced compared to a single overall detection range. Overall, the balance of target conflicts between true positive results and false results is significantly improved by two modes with different detection ranges, so that the overall performance when identifying obstacles is improved. In addition, the effective range of the radar sensor can be increased or the accuracy of the radar sensor at long distances can be improved without reducing the overall covered detection range.

[0012] The second detection range is already smaller than the overall detection range simply by division. The second detection range is preferably selected to be smaller than the first detection range, so that the range where ghost positions appear more is smaller than the range where ghost positions do not appear or appear only rarely.

[0013] The detection range can be generated by one or more of the possibilities mentioned below. In general, other methods for generating different detection ranges can also be used:

[0014] The two detection ranges of the radar sensor can preferably be realized in a simple manner with the aid of beamforming in order to focus the radar signal into the corresponding range. Multiple antennas are used in beamforming in order to transmit the radar signal primarily in a certain direction. In general, all forms of beamforming can be applied, i.e. analog beamforming, digital beamforming, etc. Preferably, digital beamforming is used, in which multiple antennas arranged close to each other transmit radar waves at different times, so that the radar waves are strengthened in a certain direction by constructive interference and the radar waves are weakened in other directions by destructive interference. Beamforming, in particular digital beamforming, also has the advantage that it is possible to switch between the two modes in a simple and fast manner.

[0015] Alternatively, at least two separately activated antenna pairs or antenna ranges may also be used in order to generate and evaluate different detection ranges.

[0016] Alternatively, a part of the antenna range can also be shielded alternately to generate two different detection ranges. In this case, for example, a covering layer made of a reflective material or an absorbing material is arranged on a part of the antenna, and the antenna is moved by means of a drive device.

[0017] Alternatively, it can also be provided that the radar sensor and / or at least one antenna contained therein is mechanically and / or micro-electromechanically pivoted to generate a detection range. The radar sensor or the antenna is pivoted by means of a drive device into a first position, where it is operated in a first mode and a first detection range is generated. Subsequently, the radar sensor is pivoted into a second position, where it is operated in a second mode and a second detection range is generated.

[0018] A simple way to implement different modes on the same radar sensor is to switch between two modes so that the two modes can be operated one after the other in time. With the digital beamforming described above, the detection range can be changed during operation by changing the antenna control. Thus, it is possible to switch between different detection ranges on conventional modern radar sensors. During the time of switching between the two modes, the environment around the vehicle may change. Positions (and representations abstracted from these positions, such as objects) can be assigned between the modes with the help of tracking algorithms in order to form a unified object.

[0019] The detection range can be predetermined. For this purpose, the detection range is selected according to typical application parameters. For example, for a tractor with a trailer, it is assumed that the bending angle of the trailer is a maximum of 30° in typical driving conditions. A second detection range with a 5° safety margin is selected within an angle range of 120° to 215°, preferably within an angle range of 145° to 190°. Different driving conditions can be defined, such as urban roads and rural roads, in which further parameters are provided. The detection range can then be selected depending on the driving condition.

[0020] Alternatively, the detection range can be selected during driving according to the actual position of the part of the vehicle. For this purpose, the position of the part of the vehicle is estimated using known methods. For a towing vehicle with a trailer, for example, a trailer state estimation (Trailer State Estimation, TASTE) can be performed to determine the position and bending angle of the trailer. The second detection range is then selected according to the estimated position of the part of the vehicle. This allows the second detection range to be better adapted to the actual position of the part of the vehicle and can therefore also be selected to be narrower. This is particularly advantageous for a towing vehicle with a trailer when turning, because the angle between the trailer and the radar sensor changes at this time. Therefore, the second detection range advantageously moves with the trailer, and the first detection range becomes smaller accordingly.

[0021] In practice, the edges of the detection range are not clearly constructed. In order to still be able to perform robust detection of objects in the border area, it is advantageously provided that the first detection range and the second detection range overlap each other. The position obtained from the first detection range in the first mode is assigned to the position obtained from the second detection range in the second mode. Objects in different detection ranges may not be detected at the same time. Remedial measures can be taken by using a tracking algorithm, because the tracking algorithm takes into account the deviation of the measurement in time. With the help of tracking, the real object / positioning is uniformly assigned to the object / positioning detected by the radar sensor.

[0022] In general, two modes with different detection ranges as described above are sufficient. For further improvement, at least one other mode can be provided in which the radar sensor covers another detection range. The other detection ranges can be adapted accordingly. The use of more than two detection ranges allows the radar sensor to be optimized more strongly by utilizing the above-mentioned effects. In this case, both the number of detection ranges in which parts of the vehicle are located and the number of detection ranges in which no part of the vehicle is located can be increased. In addition, detection ranges can be set in which parts of the vehicle are located only under certain driving conditions. If the number of these detection ranges is increased, the size of the other detection ranges is reduced.

[0023] This principle is not limited to different detection ranges in the horizontal plane. It is conceivable that the performance of the radar sensor can be improved by dividing the detection range into different vertical and / or horizontal (at any spatial angle). The different heights can reduce the occurrence of ghost positions and increase the detection range.

[0024] It can be provided that the number of detection ranges is increased to such an extent that the environment is scanned similarly to electric beam steering. Beam forming can be used for this purpose, in particular digital beam forming as described above. It can also be provided that the radar sensor is mechanically rotated for this purpose. The scanning is performed at discrete acquisition time points or continuous measurement, wherein a plurality of detection ranges are generated accordingly.

[0025] A feedback loop can be optionally provided. Initially, the radiation is radiated uniformly, i.e. with the same intensity, into each detection range. If the radar sensor now only receives a weak radar signal, based on which it can be "guessed" that an object is present, the corresponding area is strengthened, i.e. radiated with a higher intensity. This allows the object to be identified with certainty. If the object now moves from one detection range to another, the feedback can preferably be performed across multiple ranges. This can be implemented in a simple manner, especially in the case of beamforming.

[0026] The method is preferably applied to a radar sensor arranged on the side of a vehicle-trailer combination. The vehicle-trailer combination consists of a towing vehicle and at least one trailer towed by the towing vehicle. Examples of such a vehicle-trailer combination are: a truck with a trailer, such as an articulated truck or a semi-trailer truck (a semi-trailer trailer is also interpreted as a trailer here) or a passenger car with a trailer, such as a passenger car with a motorhome. The radar sensor is preferably arranged on the towing vehicle and oriented in such a way that it at least partially covers the trailer. Therefore, the part of the vehicle that is only located in the second detection range is the trailer of the vehicle-trailer combination. Such a trailer moves sideways relative to the towing vehicle when driving on a curve, whereby a ghost position is typically generated.

[0027] In general, the method can be applied to various vehicles, in particular to rigid vehicles with or without trailers.

[0028] The computer program is configured to perform each step of the method, in particular when the computer program is executed on a computing device or a control device. The computer program enables the method to be implemented in a conventional electronic control device without requiring structural changes thereto. To this end, the computer program is stored on a machine-readable storage medium.

[0029] By uploading the computer program to a conventional electronic control device, an electronic control device arranged for controlling a radar sensor can be obtained. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Exemplary embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description.

[0031] FIG. 1 shows a schematic diagram of a traffic situation when a radar sensor performs a measurement according to the prior art.

[0032] Figure 2 A schematic diagram shows a traffic situation in which a radar sensor performs a measurement according to one specific embodiment of the method according to the present invention.

[0033] Figure 3 A flow chart showing one specific embodiment of the method according to the invention is shown.

[0034] Figure 4a A and b show schematic diagrams of traffic situations when a radar sensor performs measurements according to another specific embodiment of the method according to the present invention.

[0035] Figure 5 A schematic diagram shows a traffic situation during which a radar sensor performs a measurement according to yet another specific embodiment of the method according to the present invention.

[0036] Figure 6aA and b show schematic diagrams of traffic situations when a radar sensor performs measurements according to yet another specific embodiment of the method according to the present invention. DETAILED DESCRIPTION

[0037] FIG. 1 shows a traffic situation with a vehicle-trailer combination 1 consisting of a tractor 2 and a trailer 3 and another vehicle hereinafter referred to as a target vehicle 4. In this traffic situation, the vehicle-trailer combination 1 turns right, so that the trailer 3 is bent at an angle relative to the tractor 2. The radar sensor 5 is arranged on the side of the tractor 2 and is configured as an angle radar sensor. According to the prior art, the radar sensor 5 detects a detection range marked with E, which covers an angle range of about 205° here and partially includes the trailer 3. The radar sensor 5 includes a transmitter that sends a radar signal into the detection range E and a receiver that receives the radar signal reflected from the detection range E. Although the detection range E is shown as a fan here, this should only represent the angle range, and the radius of the reflected radar signal is significantly larger. The actual antenna diagram can also have a different shape from E, and it is not necessary to radiate all angles in E with the same intensity. In this example, two radar signals R1 and R2 are shown, which are emitted by the radar sensor 5. The first radar signal R1 is emitted in the direction of the target vehicle 4 and is reflected by it. The reflected wave returns along the same path and is received by the radar sensor 5. The first radar signal R1 travels a total of twice the distance d between the radar sensor 5 and the target vehicle 4. The position of the target vehicle 4 is determined from the transmitted and correspondingly reflected first radar signal R1 by means of frequency shift (Chirp-Sequenz-Radar). The position determined from the first radar signal R1 is the actual position WP of the target vehicle 3 at the distance d.

[0038] In addition, a second radar signal R2 is emitted, which hits the trailer 3 at point P and is reflected from this point in the direction of the target vehicle 4. The second radar signal R2 covers the distance d1 between the radar sensor 5 and the reflection point P and the distance d2 between the reflection point P and the target vehicle 4. The second radar signal R2 is once again reflected by the target vehicle 4 to the radar sensor 5 and received by it. Here, the second radar signal covers the distance d between the target vehicle 4 and the radar sensor 5. The radar sensor 5 or the evaluation unit cannot determine from the received second radar signal R2 that it has been reflected at point P before and has therefore covered a significantly longer distance d1+d2 than the first radar signal R1. Based on the frequency offset, the distance d3 is calculated for this position using the simplest formula d3=(d1+d2+d) / 2. Therefore, the wrong position of the target vehicle 4 is calculated, which is called the ghost position GP.

[0039] exist Figure 2The same traffic situation as in FIG1 is shown in FIG2 . According to the method of the present invention, the radar sensor 5 arranged on the side of the towing vehicle 2 detects a first detection range marked with E1 and a second detection range marked with E2. The flowchart of the method of the present invention is shown in FIG2 . Figure 3 . First, two detection ranges E1 and E2 are selected 10. These two detection ranges can be predetermined according to typical parameters. Alternatively, for example, the position of the trailer 3 can be estimated by means of trailer state estimation (TASTE), and the two detection ranges E1 and E2 are selected 10 according to the estimated position of the estimated trailer 3. The detection ranges E1 and E2 are realized by means of beamforming of the radar signal radiated by the radar sensor 5. Digital beamforming is used in particular here. However, analog beamforming, mechanical swing of the radar sensor 5 or other methods for generating the detection ranges E1 and E2 can also be set. The first detection range E1 extends on the side of the towing vehicle 2 and is selected to be as large as possible, but no part of the trailer 3 is located in the first detection range E1, even if the vehicle towing combination 1 turns. In this example, the first detection range E1 covers an angle range of 155° backward, wherein the angle range is reduced in the direction of the trailer 3. The second detection range E2 is oriented backward in the direction of the trailer 3 and as symmetrically as possible. The second detection range E2 is connected to the first detection range E1 and is closer to the trailer 3 than the first detection range E1. In this example, the second detection range E2 covers an angular range of 40°. The two detection ranges E1 and E2 overlap each other to compensate for the unclear edges of the detection ranges E1 and E2. The second detection range E2 is selected to be as small as possible, wherein the trailer 3 is still completely within the second detection range E2. The second detection range E2 and / or the detection range set in other embodiments described above can be offset on a vertical line relative to the first detection range E1. Although the detection ranges E1 and E2 are shown as sectors here, this should only represent the angular range, and the radius of receiving the reflected radar signal is significantly larger.

[0040] The radar sensor 5 operates in two modes M1 , M2 , which are performed sequentially: the first mode M1 is associated with a first detection range E1 , and the second mode M2 ​​is associated with a second detection range E2 .

[0041] In the first mode M1, a first radar signal R1 is emitted 11 by the radar sensor 5 to a first detection range E1 using beam forming. The first radar signal R1 is emitted in the direction of the target vehicle 4, is reflected by it, and returns to the radar sensor 5 along the same path. The radar sensor 5 receives 12 the reflected first radar signal R1 within the first detection range E1. The first radar signal R1 travels a total of twice the distance d between the radar sensor 5 and the target vehicle 3. The position of the target vehicle 4 is determined 13 from the emitted and correspondingly reflected first radar signal R1 by means of known methods, such as time-of-flight measurement or by means of a frequency shift between the emitted radar wave and the incident radar wave using linear frequency modulation. At this point, it is checked in a query 14 whether the determined position is within the first detection range E1. If so, it is assumed 15 that this position is the real position WP of the target vehicle 4.

[0042] Subsequently, the radar sensor 5 operates in the second mode M2. Due to beamforming, the switch to the second mode M2 ​​is so fast that the target vehicle 4 has hardly moved during this period and can be regarded as approximately stationary. If the target vehicle 4 is still moving, a tracking algorithm can be set to track the target vehicle 4. If the target vehicle 4 changes to another detection range due to its movement, the vehicle can be continued to be tracked by feedback. In the second mode M2, the radar sensor 5 uses beamforming to transmit 21 a second radar signal R2 to the second detection range E2. In the case shown here, the second radar signal R2 hits the trailer 3 at point P and is reflected in the direction of the target vehicle 4. The second radar signal R2 is reflected from the target vehicle 4 to the radar sensor 5 again. The radar sensor 5 receives 22 the reflected second radar signal R2 in the second detection range E2. The second radar signal R2 travels a total of the distance d1 between the radar sensor 5 and the reflection point P, the distance d2 between the reflection point P and the target vehicle 4, and the distance d between the target vehicle 4 and the radar sensor 5. The position of the vehicle 4 is determined 23 from the emitted and correspondingly reflected second radar signal R2 by means of the Doppler shift in frequency. Here, the distance d3 is calculated for this position using the simplest formula d3=(d1+d2+d) / 2, and the position thus determined is the ghost position GP. In this case, a check is made in the query 24 to see whether the determined position is within the second detection range E2. If the determined position is not within the second detection range E2, as is the case in the present case for the ghost position GP, ​​then this position is not received by the radar sensor 5. Therefore, most ghost positions are not detected. If the determined position is within the second detection range E2, then this position is considered 25 to be the real position of the target vehicle 4.

[0043] The first mode M1 is then implemented again. Optionally, the detection ranges E1 , E2 can be adapted.

[0044] exist Figure 4a and b show the same Figure 2 A similar traffic situation, in which the vehicle-trailer combination 1 turns left in a and turns right in b. In this embodiment, three detection ranges E1, E2, and E3 are provided, wherein the third detection range E3 is arranged between the first detection range E1 and the second detection range E2 and overlaps with the two detection ranges. Figure 4a In the driving situation shown in FIG. 1 , the vehicle 1 turns left, and the third detection range E3 only includes a small part of the trailer 3. Therefore, a negligible number of ghost positions GP are generated in this third detection range E3. However, when the vehicle 1 turns right, as in Figure 4b As shown in FIG. 1 , most of the trailer 3 is located within the third detection range E3, so that many ghost positions GP are detected at this time. The third detection range E3 is as large as the second detection range E2 and the two together are approximately Figure 2 The third detection range E3 is the same as the second detection range E2 in FIG. Therefore, at least the range in which the ghost position GP appears when turning left as shown here is reduced again. The third detection range E3 is generated in the third mode, which can be operated before or after the second mode M2 ​​in the process. In general, the modes M1 and M2 can be operated in any order.

[0045] Figure 5 Also shown in Figures 1 and Figure 2 The traffic situation shown in . A very large number of infinitely small first detection ranges E1 and second detection ranges E2 are set here, only one of which is shown. These modes are changed in rapid sequence by digital beam forming, so that these detection ranges are generated in a sequential order. As a result, the rotation of the radar sensor is similar to an approximate electronic beam steering. Alternatively, the radar sensor 5 or its antenna can also be swung and the detection ranges are generated respectively in a short sequence. Since the detection range is very small, ghost positions GP are actually no longer generated. This also applies to the second detection range E2, because the two reflections required for the ghost position will not take place within the small second detection range E2.

[0046] exist Figure 6a and 6b As shown in Figure 1 and Figure 2 Similar traffic conditions, in which the vehicle 7 is traveling with a rigid body 8. In this embodiment, two detection ranges E1 and E2 or E1* and E2* with different shapes are provided. The boundaries of the first detection range E1, E1* are substantially parallel to the sides of the vehicle 7 and the body 8 and are spaced apart from them. The second detection range E2, E2* is smaller than the first detection range E1, E1*, overlaps with the first detection range E1, E1*, and covers the body 8. Figure 6aThe detection ranges E1 and E2 have the shape of circular sectors (arc segments). Figure 6b The detection ranges E1*, E2* have a ball-stick shape. The first detection range E1* extends, for example, mainly to the rear and has a small extension in the transverse direction. The intensity of the signal radiated by the radar sensor 5 can vary over the angular range covered by the detection ranges E1, E2, E1*, E2*. In other embodiments, the shape of the detection ranges E1*, E2* can also be freely selected and adapted as required.

Claims

1. A method for controlling a radar sensor (5) arranged on the side of a vehicle (1), characterized in that: A first mode (M1) and a second mode (M2) are provided, in which the radar sensor (5) covers a first detection range (E1) in the first mode, and in which the radar sensor (5) covers a second detection range (E1) in the second mode, wherein the second detection range (E2) is arranged closer to a portion (3) of the vehicle (1) than the first detection range (E1) and the portion (3) of the vehicle (1) is present only within the second detection range (E2).

2. The method according to claim 1, characterized in that: The first detection range (E1) is larger than the second detection range (E2).

3. The method according to claim 1 or 2, characterized in that: The detection range (E1, E2) is generated by beamforming a radar signal of a radar sensor.

4. The method according to claim 3, characterized in that: The beamforming is performed by digital beamforming.

5. The method according to claim 1 or 2, characterized in that: Two detection ranges (E1, E2) are generated by different antennas or antenna ranges of the radar sensor (5) and / or a part of the antenna or antenna range is shielded in order to generate the detection ranges (E1, E2).

6. The method according to claim 1 or 2, characterized in that: The radar sensor (5) and / or at least one antenna of the radar sensor (5) is mechanically swiveled in order to generate the detection range (E1, E2).

7. The method according to any one of claims 1 to 6, characterized in that: The detection range (E1, E2) is predetermined, wherein the detection range (E1, E2) is selected depending on application parameters.

8. The method according to any one of claims 1 to 6, characterized in that: The position of the part (3) of the vehicle (1) is estimated, and the detection range (E1, E2) is selected according to the estimated position of the part (3) of the vehicle (1).

9. The method according to any one of the preceding claims, characterized in that: The first detection range (E1) and the second detection range (E2) overlap each other.

10. The method according to any one of the preceding claims, characterized in that: At least one further mode is provided, in which the radar sensor (5) covers a further detection range.

11. The method according to any one of the preceding claims, characterized in that: At least one of the detection ranges is offset in a vertical line relative to the first detection range (E1).

12. The method according to any one of the preceding claims, characterized in that: The vehicle is a vehicle-trailer combination (1) and the part of the vehicle (1) that is only within the second detection range (E2) is a trailer (3).

13. A computer program arranged to perform each step of the method according to any one of claims 1 to 12.

14. A machine-readable storage medium having stored thereon the computer program according to claim 13. 15 . An electronic control device which is configured to control a radar sensor by means of a method according to claim 1 .

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