Method and control device for controlling an ultrasonic measuring system of a motor vehicle

Abstract

A method is proposed for controlling an ultrasonic measuring system (5, 101-119) of a motor vehicle (1), which comprises a plurality of ultrasonic sensors (101-119) installed along an outer circumference of the motor vehicle and a control device (5) for carrying out the method, wherein the plurality of ultrasonic sensors (101-119) are connected to the control device (5) via a communication bus (6). The method comprises: a) determining (S21) a direction angle (α) of a direction (4, 9) of a probable collision position of the motor vehicle (1); and b) adapting (S22) an operating mode of one or more of the plurality of ultrasonic sensors (101-119) depending on the direction angle (α) of the direction (4, 9) of the probable collision position of the motor vehicle (1).

Description

[0001] The present invention relates to the field of ultrasonic measuring technology for motor vehicles, in particular for driving and / or parking assistance systems, and in particular to a method and a control device for controlling an ultrasonic measuring system of a motor vehicle.

[0002] It is known to detect the surroundings of a motor vehicle using ultrasonic sensors. In this case, 2D, 2.5D, or 3D information about the surroundings of the motor vehicle is obtained from the one-dimensional distance information obtained by the ultrasonic sensors using the known installation positions of the ultrasonic sensors through tri- or multilateration.

[0003] The ultrasonic sensors are typically connected together via a communication bus to a higher-level control device, which performs the evaluation, such as signal processing, trilateration, multilateration, etc. The ultrasonic sensors must therefore share the available bandwidth on the communication bus with each other and, if necessary, with other components of the vehicle.

[0004] There is a demand to equip a motor vehicle with the largest possible number of ultrasonic sensors and to transmit the most detailed data possible from each of the ultrasonic sensors to the higher-level control device. However, this can lead to overload situations on the communication bus or overload of a common power supply.

[0005] EP 2 144 086 A1 discloses a method and a device for controlling a parking assistance system for vehicles that are moved forward and backward during the parking process. When the vehicle moves backward, sensors of a front detection arrangement and / or associated evaluation functions in an evaluation electronics system are deactivated.

[0006] US 11,491,977 B2 discloses a driver assistance system with a detector for detecting pedestrians or obstacles in a front detection area in front of and a rear detection area behind a vehicle. A control device selectively activates the front detection area and the rear detection area depending on a state of a manual transmission of the vehicle.

[0007] US 2022 / 0126832 A1 discloses a method for controlling sensors or components of a vehicle with a control device. By evaluating measurement data from at least one sensor of the vehicle, a traffic situation in which the vehicle finds itself is determined. Depending on the specific traffic situation, the at least one sensor is activated, deactivated, or placed in standby mode.

[0008] Against this background, one object of the present invention is to further improve the efficiency of an ultrasonic measuring system.

[0009] According to a first aspect, a method for controlling an ultrasonic measuring system of a motor vehicle is proposed. The ultrasonic measuring system comprises a plurality of ultrasonic sensors installed along an outer circumference of the motor vehicle and a control device for carrying out the method. The plurality of ultrasonic sensors are connected to the control device via a communication bus. The proposed method comprises: a) determining a direction angle of a direction of a probable collision position of the motor vehicle; and b) adapting an operating mode of one or more of the plurality of ultrasonic sensors depending on the direction angle of the direction of the probable collision position of the motor vehicle.

[0010] The proposed teaching is based on the idea that a motor vehicle essentially moves in a transverse direction, while its lateral freedom of movement is generally severely restricted, as the motor vehicle can only perform lateral movements through steering movements. Thus, even if the rear ultrasonic sensors are deactivated when driving forward, for example, a great deal of unnecessary information is still recorded, as it is not to be expected that the motor vehicle as a whole will move abruptly, for example, in a lateral direction.

[0011] Against this background, the proposed method advantageously enables the ultrasonic measuring system to be focused on the specific direction (angular position) of a probable collision situation by appropriately adapting the operating modes of individual ultrasonic sensors.

[0012] In particular, the operating mode can be adapted such that, for example, less bandwidth on the communication bus and / or less energy is used to measure sections of the surroundings of the motor vehicle away from the direction of the probable collision position, and / or that more bandwidth and / or more energy is used to measure sections of the surroundings of the motor vehicle in the direction of the probable collision position.

[0013] Thus, advantageously, a required bandwidth on the communication bus and energy consumption can be reduced and / or bandwidth and energy can be used more purposefully to improve the precision of the detection of the ultrasonic measuring system in an actually relevant section of the environment of the motor vehicle.

[0014] In particular, such focusing on a relevant section of the vehicle's surroundings can be carried out much more precisely based on a specific directional angle of a direction of a probable collision situation than with solutions from the technical background, in which only a general distinction is made between driving forward and driving backward.

[0015] Changing the operating mode may in particular include selecting a different operating mode from one of several predefined operating modes than the current operating mode.The plurality of predefined operating modes may in particular include: a power-free operating mode in which the power supply of the ultrasonic sensor in question is interrupted; a standby mode in which the ultrasonic sensor is supplied with power but does not perform any measurements and does not transmit any measurement data; a reduced operating mode in which the ultrasonic sensor performs measurements with reduced transmission power, reduced acquisition frequency and / or reduced amount of transmitted data; a normal operating mode in which the ultrasonic sensor performs measurements with normal transmission power, acquisition frequency and amount of transmitted data, and a focused operating mode in which the ultrasonic sensor is operated with increased transmission power, increased acquisition frequency and / or increased amount of transmitted data.

[0016] Changing the operating mode may thus include a gradual deactivation towards operating modes with lower bandwidth and / or energy requirements at each stage, as well as a gradual activation towards operating modes with higher bandwidth and / or energy requirements at each stage.

[0017] The proposed method can in particular preferably be carried out when the motor vehicle is driving at low speeds, for example when driving at no more than 50 km / h, particularly preferably when driving at no more than 30 km / h, and very particularly preferably when driving at walking pace, for example when searching for a parking space or during a parking or exiting process.

[0018] Preferably, at least two ultrasonic sensors are installed on each of the four sides of the motor vehicle.

[0019] The total number of ultrasonic sensors installed along the outer circumference of the motor vehicle is, for example, 8 or 12 or more, preferably 18 or more, particularly preferably 22 or more. With such high numbers of ultrasonic sensors, the advantages of the proposed method are particularly evident, since simultaneous full operation of all 8, 12, 18, or 22 ultrasonic sensors could lead to an overload situation on the communication bus or an overload of the on-board power supply.

[0020] The control device is particularly designed to control the ultrasonic sensors of the ultrasonic measuring system in order to measure the surroundings of the motor vehicle.

[0021] To this end, the control device can cause the ultrasonic sensors to emit ultrasonic signals into the surroundings of the motor vehicle and receive from the ultrasonic sensors a possibly compressed or otherwise data-reduced scan of ultrasonic response signals received from the surroundings of the motor vehicle. Based on the scan, determine distances to reflection points, determine the position of the reflection points through trilateration or multilateration, form point clouds from the determined reflection points, and the like. The point clouds determined in this way can then be provided, for example, to a control device that implements a parking assistance function, a driver assistance function, and / or a function for partially or fully autonomous driving.

[0022] The control device can also be configured to carry out the proposed method.

[0023] The directional angle of the direction of the probable collision position can be determined qualitatively, for example, as one of the statements "vehicle is steered to the right," "vehicle is steered to the left," or "vehicle is driving straight ahead." Alternatively, the directional angle of the direction of the probable collision position can be determined quantitatively, for example, as the value of the angle formed by the direction of the probable collision position with the vehicle's longitudinal direction.

[0024] The direction of the probable collision position can, for example, be a steering direction of the motor vehicle or a direction in which an obstacle has already been determined by the ultrasonic measuring system or another measuring system of the motor vehicle. In particular, the direction of the probable collision position generally does not run parallel to the vehicle's longitudinal direction, but rather forms an angle with it, i.e., the directional angle.

[0025] Determining the directional angle of a direction of a probable collision position of the motor vehicle can be performed repeatedly "live" while the motor vehicle is traveling (preferably at low speed) and can relate to a direction of a probable collision position at the current time. Determining the directional angle of the direction of the probable collision position of the motor vehicle can also be performed for a specific distance or a specific period of time in advance, provided that information about the probable collision positions is available in advance, such as in a trained, planned parking maneuver.

[0026] According to one embodiment, a steering direction of the motor vehicle is used as the direction of the probable collision position of the motor vehicle.

[0027] The steering direction of the motor vehicle can, for example, be obtained from a sensor that detects a steering wheel or handlebar position of the motor vehicle, or can be obtained from a control device for partially or fully autonomous driving by which the motor vehicle is steered.

[0028] Accordingly, the operating modes of the ultrasonic sensors can be adaptively adjusted to a respective steering direction of the motor vehicle and, for example, an area into which the motor vehicle is steered can be measured more accurately, while areas remote from the steering direction cannot be measured or can be measured less accurately in order to keep the bandwidth and / or energy required for more accurate measurement of the relevant area free.

[0029] This means, for example, that a driver of a motor vehicle can not only steer the wheels of the motor vehicle with the steering wheel of the motor vehicle, but can also steer the detection field of the ultrasonic measuring system, so that it is no longer necessary to measure the entire surroundings of the motor vehicle with ultrasound, but only the area into which the motor vehicle is steered, which in turn can advantageously be measured particularly precisely.

[0030] According to a further embodiment, the steering direction of the motor vehicle is determined on the basis of a trajectory planned in advance by a control device for autonomous driving of the motor vehicle.

[0031] Such a trajectory can, for example, be pre-planned by an automatic parking unit that has been trained by a vehicle owner to park at a home parking space.

[0032] Preferably, a respective steering direction can be determined in advance at several support points along the pre-planned trajectory.

[0033] Accordingly, the proposed method can advantageously be used to determine, during the journey or in advance, for the entire trajectory to be traversed during parking, in which sections of this trajectory which of the ultrasonic sensors is to be operated in which operating mode.

[0034] According to a further embodiment, a direction in which an obstacle has been detected by a measuring system of the motor vehicle is used as the direction of the probable collision position of the motor vehicle.

[0035] The measuring system used to detect the obstacle may be the ultrasonic measuring system or may be another measuring system such as a radar system, a lidar system or a camera system.

[0036] Accordingly, the ultrasonic measuring system can advantageously be focused on an area where an obstacle has already been detected in order to determine the obstacle's position even more accurately. The additional power and / or bandwidth on the communication bus that may be required for this purpose can be provided by throttling or deactivating ultrasonic sensors that do not monitor the direction of the obstacle.

[0037] Particularly preferably, the measuring system used to detect the obstacle is a camera system. Camera systems are good at determining the angular position of an obstacle, i.e., the directional angle, but poor at determining the distance to the obstacle. In contrast, the ultrasonic measuring system may be good at determining the distance to an obstacle, but the trilateration performed to determine the position may be less accurate than the determination of the angular position by the camera system.

[0038] Accordingly, the measuring system can advantageously first detect a direction in which an obstacle is present, and then the ultrasonic measuring system can advantageously be focused on the area in which the obstacle has been detected in order to determine the distance to the obstacle with particular precision. The camera system and the ultrasonic measuring system can therefore advantageously interact synergistically.

[0039] According to a further embodiment, the adjusting b) comprises partially or completely deactivating one or more of the ultrasonic sensors that detect an area located away from the direction of the probable collision position of the motor vehicle.

[0040] Complete deactivation means, in particular, selecting an operating mode in which the completely deactivated ultrasonic sensor does not transmit any measurement data, for example, disconnecting the power supply of the ultrasonic sensor or selecting the standby operating mode.

[0041] An area located away from the direction of the probable collision situation may, in particular, be an area that the motor vehicle does not pass through or touch when moving in accordance with its steering direction, or may be an area for which freedom from obstacles has already been determined by a (different or the same) measuring system of the motor vehicle.

[0042] Accordingly, advantageously no bandwidth on the communication bus and no energy is consumed for measuring areas in the surroundings of the motor vehicle in which no collision can occur.

[0043] According to a further embodiment, partially deactivating an ultrasonic sensor comprises reducing a transmission power, a detection frequency and / or a transmitted data amount per detection.

[0044] Accordingly, less bandwidth and / or less energy is advantageously consumed for measuring the remote area, while a rough screening of the remote area is maintained, allowing newly emerging obstacles to be at least qualitatively detected. If such a newly emerging obstacle is detected during the screening, the remote area can then be considered again as an area in the direction of a probable collision position, and one or more additional ultrasonic sensors can be focused on this area by activating their operation.

[0045] According to a further embodiment, the adjusting b) comprises activating the operation of one or more ultrasonic sensors that detect an area arranged relative to the motor vehicle in the direction of the probable collision position of the motor vehicle.

[0046] Accordingly, the ultrasonic measuring system can advantageously be focused on a relevant area in which a collision of the motor vehicle with an obstacle that may be present there is possible and likely.

[0047] Particularly advantageously, bandwidth and / or energy freed up by deactivating other ultrasonic sensors monitoring an area away from the direction of the likely collision positions of the motor vehicle can be used for this focusing.

[0048] Enabling operation may include bringing a deactivated ultrasonic sensor into operation, i.e. restoring power and / or exiting standby mode.

[0049] However, activating operation can also be understood as an additional or further activation of an ultrasonic sensor that is already in operation.

[0050] Thus, according to a further embodiment, activating the operation comprises increasing a transmission power and / or a detection frequency and / or a transmitted data volume per detection of the ultrasonic sensor to be activated.

[0051] Within the scope of the further activation described for the present embodiment and within the scope of the partial deactivation described for a previously mentioned embodiment, the following applies: Increasing or decreasing the transmission power may result in an increase or decrease in the range and / or an improvement or deterioration in the signal-to-noise ratio of the received signal of the ultrasonic sensor. Increasing or decreasing the sampling frequency may result in an increase or decrease in energy and bandwidth consumption and in a higher or lower timeliness of the measurement data.

[0052] Increasing or decreasing the transmitted data volume can be achieved by enabling or disabling lossy data compression, increasing or decreasing the compression rate of the lossy data compression, increasing or decreasing the resolution or sampling rate of the ultrasonic received signal, and the like. Thus, by increasing or decreasing the transmitted data volume, the quality of the measurement (the measurement points determined from the raw measurement data, etc.) can be increased or decreased.

[0053] The respective increase or decrease of transmission power, energy and bandwidth consumption and / or transmitted data volume are examples of (further) activation or (partial) deactivation and thus examples of a (gradual) change of an operating mode of the respective ultrasonic sensor.

[0054] Accordingly, the system can adapt the bandwidth and energy consumption of the ultrasound system to the respective conditions with high flexibility.

[0055] According to a further embodiment, adjusting b) comprises partially or completely deactivating one or more of the ultrasonic sensors on one or both lateral sides of the motor vehicle while the motor vehicle is traveling straight ahead, and comprises partially or completely deactivating one or more of the ultrasonic sensors on one of the lateral sides of the motor vehicle while the motor vehicle is steered to the other lateral side of the motor vehicle.

[0056] Accordingly, advantageously no bandwidth on the communication bus and no energy is consumed for measuring areas in the surroundings of the motor vehicle which the motor vehicle does not touch or cross according to its steering direction.

[0057] A side to which the motor vehicle is steered corresponds in particular to a direction of a probable collision position of the motor vehicle.

[0058] According to a further embodiment, one or more of the ultrasonic sensors record diagnostic data, and transmission of the diagnostic data to the control device occurs only when one or more other of the ultrasonic sensors are partially or completely deactivated.

[0059] Diagnostic data, such as service life data, replacement intervals, and the like, are lower-priority data that are less time-critical than the measurement data from the ultrasonic measurement system. They can therefore be deferred when all ultrasonic sensors are transmitting data and can be transmitted when, for example, some of the ultrasonic sensors are deactivated during a steering maneuver—which inevitably occurs sooner or later.

[0060] In this way, bandwidth on the communication bus can advantageously be used jointly for measurement data and for diagnostic data without having to reserve separate bandwidth quotas for each data type.

[0061] According to a further embodiment, a bandwidth available for the transmission of measurement data from the ultrasonic sensors on the communication bus and / or a total power of a power supply of the ultrasonic sensors provided for the ultrasonic sensors is designed to be lower than a total bandwidth requirement and / or a total power consumption of all of the plurality of ultrasonic sensors during maximum activated operation.

[0062] This means that the communication bus and / or the power supply can be deliberately under-dimensioned or a higher number of ultrasonic sensors can be provided on the motor vehicle than would otherwise be possible with a predetermined, in particular an economical, dimensioning of the communication bus and / or the power supply, and the proposed method can advantageously be used to activate or operate only as many of the ultrasonic sensors as is necessary, depending on the specific direction of the probable collision situation, so that the design bandwidth and the design power are not exceeded.

[0063] According to a further embodiment, the method comprises activating the operation of one or more of the ultrasonic sensors only when it is ensured by partially or completely deactivating one or more other of the ultrasonic sensors that the bandwidth available on the communication bus for transmitting measurement data from all of the plurality of ultrasonic sensors and / or a total power provided for all of the plurality of ultrasonic sensors is not exceeded.

[0064] It should be noted that the bandwidth available for communication with the ultrasonic sensors, and in particular for transmitting the measurement data on the communication bus, may, for example, be a constant, reserved bandwidth. However, the bandwidth available for transmitting the measurement data may also vary depending on the situation and may, for example, be reduced during the execution of other functions in the motor vehicle that use the same communication bus, such as self-diagnosis, defrosting, restarting, measuring environmental conditions such as temperature, humidity, air pressure, and the like.

[0065] Accordingly, the ultrasonic measuring system can advantageously adaptively use only the currently available bandwidth by activating or deactivating individual ultrasonic sensors. Since the proposed selection of the ultrasonic sensors to be operated, activated, and / or deactivated depends on the direction of a likely collision position of the motor vehicle, it can be ensured in particular that the most relevant ultrasonic sensors are always operated and the less relevant ultrasonic sensors are deactivated.

[0066] According to a second aspect, a computer program product is proposed which comprises instructions which, when the program is executed by a control device of a motor vehicle which is connected via a communication bus to a plurality of ultrasonic sensors installed along an outer circumference of the motor vehicle, cause the control device to carry out the proposed method of the first aspect or one of its embodiments.

[0067] A computer program product, such as a computer program means, can be provided or delivered, for example, as a storage medium, such as a memory card, USB stick, CD-ROM, DVD, or in the form of a downloadable file from a server in a network. This can be done, for example, in a wireless communications network by transmitting a corresponding file containing the computer program product or the computer program means.

[0068] According to a third aspect, a control device for controlling an ultrasonic measuring system of a motor vehicle is proposed. The ultrasonic measuring system comprises a plurality of ultrasonic sensors installed along an outer circumference of the motor vehicle and the control device. The plurality of ultrasonic sensors can be connected to the control device via a communication bus. The control device has: a) a first unit configured to determine a direction angle of a direction of a probable collision position of the motor vehicle; and b) a second unit configured to adapt an operating mode of one or more of the plurality of ultrasonic sensors depending on the direction angle of the direction of the probable collision position of the motor vehicle.

[0069] According to a fourth aspect, a motor vehicle is proposed with an ultrasonic measuring system comprising a plurality of ultrasonic sensors installed along an outer circumference of the motor vehicle and the control device of the third aspect, wherein the plurality of ultrasonic sensors are connected to the control device via a communication bus.

[0070] The embodiments, advantages and features described for the proposed method of the first aspect apply accordingly to the proposed computer program product of the second aspect, the proposed control device of the third aspect and the proposed motor vehicle of the fourth aspect.

[0071] Further possible implementations of the invention also include combinations of features or embodiments described above or below with respect to the exemplary embodiments that are not explicitly mentioned. In this case, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the invention.

[0072] Further advantageous embodiments and aspects of the invention are the subject of the dependent claims and the exemplary embodiments of the invention described below. The invention will be explained in more detail below using preferred embodiments with reference to the accompanying figures. Fig. 1 shows a motor vehicle according to embodiments from a bird's eye view; Fig. 2 shows a schematic representation of functional units of the motor vehicle; Fig. 3 shows a schematic representation of functional units of a control device of the motor vehicle; Fig. 4 illustrates steps of a method performed by the control device; Fig. 5 shows a motor vehicle according to a first embodiment driving straight ahead from a bird's eye view; Fig. 6 shows the motor vehicle 1 according to the first embodiment when cornering from a bird's eye view; Fig. 7 shows the motor vehicle 1 according to variants of the first embodiment when cornering from a bird's eye view; Fig. 8 schematically illustrates the automatic parking of a motor vehicle according to a second embodiment; Fig. 9 shows a motor vehicle according to a second embodiment when driving straight ahead from a bird's eye view; and Fig. 10 shows a motor vehicle according to an advantageous development of the second embodiment when driving straight ahead from a bird's eye view.

[0073] In the figures, identical or functionally identical elements have been given the same reference numerals unless otherwise stated. General configuration of a motor vehicle with ultrasonic measuring system

[0074] Fig. 1 shows a motor vehicle 1 according to embodiments from a bird's eye view.

[0075] The motor vehicle 1 has four wheels 71-74, the front wheels 72, 73 of the four wheels 71-74 being steerable. Fig. 1, the motor vehicle 1 travels on the road 2 along a rectilinear trajectory 3; the vector 4 indicates the steering direction of the motor vehicle 1, in the present example the steering direction is straight ahead, a steering angle α (angle between the steering direction 4 of the front wheels 72, 73 and the vehicle longitudinal direction) is thus 0 degrees.

[0076] The motor vehicle is equipped with a total of eighteen ultrasonic sensors 101-109, 111-119, which are arranged around an outer periphery of the motor vehicle 1. The ultrasonic sensors 101-119 can be mounted openly or concealed, i.e., an ultrasonic membrane of a respective ultrasonic sensor 101-119 can be exposed to the outside or can be mounted behind and coupled to a vehicle outer skin. In particular, more than one of the ultrasonic sensors 101-119 is arranged on each of the four sides of the motor vehicle 1.

[0077] A respective ultrasonic sensor 101-119 is configured to emit ultrasonic signals into the surroundings of the motor vehicle 1 and to receive ultrasonic signals from the surroundings of the motor vehicle 1. The emitted ultrasonic signals are transmitted as signal beams that cover a certain detection range. Fig. Figure 1 shows a respective associated detection range 201-219 for each of the ultrasonic sensors 101-119. The depiction of a detection range 201-219 for an associated ultrasonic sensor 101-119 in the figure here and below means that the associated ultrasonic sensor 101-119 is active and transmitting and receiving ultrasonic signals. If no associated detection range is depicted for an ultrasonic sensor 101-119 in one of the later figures, this means that the corresponding ultrasonic sensor 101-119 is inactive (power supply switched off or in standby mode).

[0078] Fig. 2 shows a schematic representation of functional units of the motor vehicle 1. As in Fig. As shown in Figure 2, the plurality of ultrasonic sensors 101-119 of the motor vehicle 1 are connected to a control device 5 of the motor vehicle 1 via a common communication bus 6. The plurality of ultrasonic sensors 101-119 and the control device 5 together form an ultrasonic measuring system of the motor vehicle 1. The control device 5 controls the ultrasonic measuring system, as described in detail below.

[0079] It should be noted that the ultrasonic measuring system of the motor vehicle comprises the ultrasonic sensors 101-119 and the control device 5 and may optionally also comprise the communication bus 6. However, the communication bus 6 need not be part of the ultrasonic measuring system and may also be a vehicle-wide shared communication bus 6 that is used by both the ultrasonic sensors 101-119 and other components of the motor vehicle 1.

[0080] Fig. 3 shows a schematic representation of functional units of the control device 5 and Fig. 4 illustrates steps of a method performed by the control device according to embodiments. Fig. 1 to Fig. 5 is referred to.

[0081] First, the ultrasonic measuring system (101-119, 5) of motor vehicle 1 is described.

[0082] The third unit 50 of the control device 5 carries out the Fig. 4 on the left side for measuring an environment of the motor vehicle 1.

[0083] The method comprises cyclically performing step S10.

[0084] In this step S10, the third unit 50 causes the ultrasonic sensors 101-119 (all active; activation and deactivation will be discussed later) to transmit ultrasonic signals (signal beams) into the lateral environment of the motor vehicle 1. If an obstacle is detected in one of the detection areas 201-219 of the signal beams, the ultrasonic signal emitted by the ultrasonic sensor 101-119 is reflected by the obstacle and travels back to (the same or a different) ultrasonic sensor 101-119, where it is received and sampled as an ultrasonic reception signal. A sample of the ultrasonic reception signal is transmitted from the receiving ultrasonic sensor 101-119 via the communication bus 6 to the third unit 50 of the control device 5.

[0085] The third unit 50 of the ultrasonic control device 5 determines the occurrence of peaks in the samples of the transmitted received signals and determines a distance to a reflection point in the surroundings of the motor vehicle 1 based on a signal propagation time between the transmission of an ultrasonic signal and the occurrence of a corresponding peak. As in Fig. As shown in Figure 1, the detection ranges 201-219 of the various ultrasonic sensors 201-219 overlap, so that an obstacle in the surroundings of the motor vehicle can be detected by several of the ultrasonic sensors 201-219. Based on the positions of the respective ultrasonic sensors and the determined distances, the third unit 50 determines the position of the respective reflection point in the surroundings of the motor vehicle 1 by trilateration or multilateration.

[0086] The third unit 50 forms a point cloud from the determined reflection points and continuously updates it by repeatedly performing step S10. The point cloud thus maintained by the first unit 50 is provided, for example, to a parking assistance system or a driver assistance system that performs a driver assistance function / driver support function and / or semi-autonomous and / or fully autonomous driving depending on the acquired point cloud.

[0087] A parking assistance system (not shown) is configured, in particular, for partially or fully autonomous driving of the motor vehicle 1. Semi-autonomous driving is understood, for example, to mean that the parking assistance system controls a steering device and / or an automatic gearshift. Fully autonomous driving is understood, for example, to mean that the parking assistance system also controls a drive device and a braking device.

[0088] For example, a motor vehicle automation level of 1 represents an automation level according to the SAE classification system. The SAE classification system was published in 2014 by SAE International, a motor vehicle standards organization, as J3016, "Taxonomy and Definitions for Terms Related to On-Road Motor Vehicle Automated Driving Systems." It is based on six different levels of automation and takes into account the degree of required system intervention and driver attention. The SAE automation levels range from level 0, which corresponds to a fully manual system, through driver assistance systems at levels 1 to 2, to semi-autonomous (levels 3 and 4) and fully autonomous (level 5) systems, where a driver is no longer required.An autonomous motor vehicle (also known as a driverless car, self-driving car, and robotic car) is a motor vehicle capable of sensing its environment and navigating without human input, and it conforms to SAE Automation Level 5.

[0089] A driver assistance function / driving support function provided by a driver assistance system (not shown) includes, for example, speed assistance (adaptive cruise control, distance control, ACC: Adaptive Cruise Control), lane assistance, lane keeping assistance (LKA: Lane Keep Assist), lane change assistance, emergency braking assistance (AEB: Automatic Emergency Braking), steering assistance, emergency steering assistance (AES: Automatic Emergency Steering), traffic jam assistance (TJA: Traffic Jam Assist), light assistance, high beam assistance, highway assistance (HWA: Highway Assist) and / or traffic jam pilot (TJP: Traffic Jam Pilot).

[0090] The driving assistance function is, for example, a driver assistance function (SAE level 1 or 2) or an automated driving function (SAE level 3 to 5). The driving assistance function includes, for example, providing information to the driver and / or warning the driver of the motor vehicle and / or intervening in the driving of the motor vehicle. The driving assistance function has, for example, an SAE automation level of 1, 2, 3, 4, or 5. Driving assistance functions can be a function for autonomous driving or semi-autonomous driving, whereby the motor vehicle is driven / controlled partially or fully automatically.

[0091] All of the above-mentioned functions can be performed, at least in part, based on the point cloud provided by the first unit 50. Therefore, it is desirable to determine this point cloud with the greatest possible accuracy.

[0092] The accuracy can be improved either by using a large number of ultrasonic sensors 101-119, such as those shown in Fig. 1, is provided around the outer circumference of the motor vehicle 1, so that the density of the ultrasonic sensors 101-119 per unit length along the outer circumference is high, and / or also by the fact that the sampling of the received ultrasonic signals from a respective one of the ultrasonic sensors 101-119 to the control device 5 is carried out with high accuracy and correspondingly large amounts of data are transmitted. In all of these cases, however, the bandwidth requirement for transmitting the samples (measurement data) from the multiple ultrasonic sensors to the one central control device 5 increases. This quickly leads to design limits of the communication bus 6.

[0093] In addition, commercially available ultrasonic sensors 101-119 require a power supply with a significant current of approximately half an ampere for approximately a few milliseconds each to transmit and receive an ultrasonic signal. If too many ultrasonic sensors 101-119 are provided and operated simultaneously, their simultaneous operation may also result in an overload of the on-board power supply.

[0094] Commercially available ultrasonic sensors 101-119 transmit the samples of the received ultrasonic signals to the control device 5 at a data rate of several hundred kilobits per second. If the number of ultrasonic sensors 101-119 is further increased, the bandwidth of the common communication bus 6 may be insufficient.

[0095] This means that a bandwidth available for the transmission of measurement data on the communication bus 6 and / or a total power of a power supply of the ultrasonic sensors 101-119 provided for the plurality of ultrasonic sensors 101-119 can be designed to be lower than a total bandwidth requirement and / or a total power consumption of all of the plurality of ultrasonic sensors 101-119 during maximum activated operation (with maximum low or absent compression, maximum detection and transmission frequency, and the like).

[0096] It should also be noted that these commercially available ultrasonic sensors 110-119, which have a data rate of several hundred kilobits per second, already involve lossy compression of the transmitted data. This compression occurs linearly or nonlinearly in time and / or amplitude. This means that a sampling frequency and / or the number of sampling points can be reduced, the resolution of the amplitude quantization can be reduced, adaptive compression can be used, in which deltas are transmitted instead of full samples, evaluation can be performed using filters, and so on.

[0097] In principle, it would be desirable to transmit a full scan of each raw received ultrasonic signal to the control device 5 in order to enable the most precise analysis possible. In addition to the described determination of peaks in the scans, aspects such as peak shape, number of peaks, and the like are also of interest in order to distinguish actual ultrasonic echoes from false echoes, determine heights, classify obstacles, and the like. The ultrasonic signals can, for example, be signal pulses modulated onto a 50 kHz carrier signal; a full scan would therefore have to be performed and transmitted at 100 kHz. The bandwidth required for this is very large. If this is not possible due to bandwidth limitations of the communication bus 6, it is at least desirable to perform the compression with the lowest possible loss.

[0098] Against this background, the control device 5 also carries out the Fig. 4 on the right side for controlling the ultrasonic measuring system 5, 101-119 of the motor vehicle 1. The method is aimed at optimizing the efficiency with regard to accuracy, energy consumption, and bandwidth consumption of the ultrasonic measuring system 5, 101-119. Overview of implementation examples

[0099] First, with further reference to the Fig. 1 to 4, an overview of the method for controlling an ultrasonic measuring system 5, 101-119 according to embodiments is given.

[0100] The method comprises cyclically performing steps S21 and S22. This can be performed simultaneously in parallel with the cyclical execution of step S10 of the measurement method, or serially alternating with it, or the like.

[0101] In step S21, the first unit 51 of the control device 5 determines a direction angle of a direction of a probable collision position of the motor vehicle. That is, the first unit 51 determines in which two-dimensional direction on the road plane a collision of the motor vehicle 1 is possible and likely. Various examples of such directions of a probable collision position will be described in more detail below.

[0102] In step S22, the third unit 52 adapts the operating mode of one or more of the plurality of ultrasonic sensors 101-119 depending on the directional angle of the direction of the probable collision position of the motor vehicle 1 determined in step S21.

[0103] Adapting the operating mode may, for example, include completely deactivating the respective ultrasonic sensor 101-119, i.e., placing it in standby mode or disconnecting its power supply, or activating it, i.e., ending the standby mode or restoring the power supply. Gradual deactivation and activation is also conceivable. For example, with partial deactivation or partial activation in multiple stages, a degree of compression of the aforementioned compression of the data transmitted from a respective ultrasonic sensor 101-119 to the control device 5 may be reduced or increased, or a frequency of performing the measurements in step S10 (a detection frequency) may be reduced or increased in order to reduce or increase the amount of data transmitted per unit time.It is also conceivable to reduce the transmission power of the respective ultrasonic sensor 101-119, which accordingly leads to a reduction of the associated detection range 201-219 in order to save energy, or to increase the transmission power in order to expand the associated detection range 201-219 and to focus the ultrasonic system on a specific obstacle, as described later.

[0104] The operating mode of the respective ultrasonic sensors 101-119 is adapted depending on the determined directional angle of the direction of the probable collision position of the motor vehicle 1.

[0105] In particular, the adjustment may be made in such a way that an area away from the probable collision location is detected less intensively, less frequently and / or less accurately.

[0106] In this way, energy and bandwidth on the communication bus 6 can be saved, which is freed up, for example, for other functionalities not described and / or for further devices not shown that are also connected to the communication bus 6.

[0107] In particular, the adjustment can also be carried out by focusing the ultrasound system 5, 101-119 on an area around the probable collision location and detecting this area more intensively, more frequently, or more accurately. The additional bandwidth and / or energy required for this can be obtained by detecting another area away from the probable collision location less intensively, less frequently, and / or less accurately.

[0108] In this way, the available bandwidth on the communication bus 6 and / or the available power supply can advantageously be used more efficiently for more accurate and intensive monitoring of the area of ​​interest around the probable collision location, without overloading the communication bus 6 and / or the on-board power supply. Example 1: Deactivation of ultrasonic sensors depending on the steering direction

[0109] Fig. 5 shows the motor vehicle 1 according to a first embodiment when driving straight ahead from a bird's eye view.

[0110] According to the first embodiment, the direction of the probable collision position of the motor vehicle 1 is a steering direction of the motor vehicle 1. The steerable front wheels 72, 73 are in Fig. 5 parallel, that is, the motor vehicle 1 travels straight along a rectilinear trajectory 3, the direction of the probable collision position coincides with the vehicle's longitudinal direction and the direction angle of the direction of the probable collision position is therefore 0°.

[0111] In this situation, the motor vehicle 1 cannot collide laterally with an obstacle, but it can, depending on the gear engaged, collide with an obstacle either in front of or behind the motor vehicle 1. Accordingly, the second unit 52 ( Fig. 2) the control device 5 ( Fig. 2) of the motor vehicle 1 based on the determined directional angle of 0°, the ultrasonic sensors 103-107 and 113-117 arranged on the lateral sides of the motor vehicle, i.e. at an angle of approximately 190° relative to the determined directional angle of 0°.

[0112] Fig. 6 shows the motor vehicle 1 according to the first embodiment when cornering.

[0113] When cornering, the front wheels 72, 73 of the motor vehicle 1 are inclined. The steering direction 4 of the motor vehicle 1, which according to the first embodiment is used as the direction of a probable collision position of the motor vehicle 1, includes a directional angle α with the vehicle's longitudinal direction. According to a convention in which a turn to the right is indicated with positive angles and a turn to the left with negative angles, the directional angle α is negative in the figure.

[0114] The first unit 51 ( Fig. 2) the control device 5 ( Fig. 2) determines the negative directional angle α qualitatively, ie it detects that the motor vehicle 1 is steered to the left and accordingly deactivates the ultrasonic sensors 101-109 on the right side of the vehicle.

[0115] It is understood that the ultrasonic sensors 111-119 on the left side of the vehicle are deactivated accordingly when it is detected that the motor vehicle 1 is steered to the right.

[0116] Fig. 7 shows the motor vehicle 1 according to variants of the first embodiment when cornering from a bird's eye view.

[0117] According to one variant, the second unit 52 deactivates ( Fig. 2) the control device 5 ( Fig. 2) if they are based on a data sheet prepared by the first unit 51 ( Fig. 2) qualitative determination of the directional angle α detects that the motor vehicle 1 is steered to the left, only the ultrasonic sensors 107-109 at the front right of the motor vehicle 1, where a collision during steering is excluded,

[0118] According to another variant, the first unit 51 ( Fig. 2) the direction angle α quantitatively, and the second unit 52 ( Fig. 2) deactivates those ultrasonic sensors 107-109 that are located at an angle of approximately 90° to the specific steering direction and on the side opposite the steering direction. Fig. 6, these would be, for example, the ultrasonic sensors 106-108. Accordingly, the deactivated ultrasonic sensors "move" with the steering direction and can be steered by a driver together with the wheels 72, 73. In this case, exactly those ultrasonic sensors 106-180, 107-109, etc. are always deactivated that are located as far away from the direction of the probable collision position (in Fig. 7 this would be a direction in which the front wheels 72, 73 point, i.e. the steering direction 4).

[0119] According to the first embodiment, one or more of the ultrasonic sensors 101-119, which are arranged away from a direction 4 of a probable collision position of the motor vehicle 1, which direction is determined as the steering direction of the motor vehicle 1, are deactivated.

[0120] The direction angle of the steering direction 4 can be measured by a sensor or taken over by a control device (not shown) for partially or fully automatic driving.

[0121] By deactivating one or more of the ultrasonic sensors 101-119, bandwidth for data transmission on the communication bus 6 is advantageously freed up, which can be used for other purposes.

[0122] According to an advantageous development of the first exemplary embodiment, the ultrasonic sensors 101-119 collect respective diagnostic data. Diagnostic data in this case refers to data that is not required for the current measurement, but rather for maintenance of the ultrasonic system 5, 101-119. Such diagnostic data can, for example, be data that provides information about the remaining service life of the ultrasonic sensors 101-119 or about the need to recalibrate the ultrasonic sensors 101-119, or the like. The ultrasonic sensors 101-119 can buffer and retain such data and only transmit it to the control device 5 when one or more of the ultrasonic sensors 101-119 are partially or completely deactivated. Thus, it is advantageously not necessary to reserve a separate bandwidth quota for the diagnostic data on the communication bus 6. Example 2: Determining the steering direction based on a pre-planned trajectory

[0123] Fig. 8 illustrates the automatic parking of a motor vehicle 1 according to a second embodiment.

[0124] The second embodiment is based on the first embodiment. The following description focuses on the differences.

[0125] Fig. Figure 8 shows a road 21 in front of a property on which a house 11, a parking space 12, trees 13, 14, and a path 22 are located, leading from the road 21 to the garage 12. On the road, a driver has parked a motor vehicle 1, which has an ultrasonic control device 5 and a control device 15 for autonomous driving.

[0126] If the motor vehicle 1 as in Fig. 8, the control device 15 for autonomous driving plans in advance the trajectory 3 that the motor vehicle 1 is to follow from the road 21 via the path 22 to its parking space 12.

[0127] It should be noted that the control device 15 may have previously recorded and stored the manually driven trajectory 3 in a training mode. During such a training run, measurement data obtained with the ultrasound system 5, 101-119 ( Fig. 1) and possibly other measuring systems, such as a camera, are stored.

[0128] At the beginning of an autonomous parking process, the control device 15 determines the current position and surroundings of the motor vehicle 1 on the basis of current measurement data and, if necessary, adapts the stored trajectory 3 accordingly in order to obtain a trajectory 3 planned in advance for the specific parking process.

[0129] By synchronously playing back a driving state of the motor vehicle 1 recorded during the training mode, the motor vehicle 1 can autonomously follow the pre-planned trajectory 3.

[0130] Current measurement data are continuously recorded using the ultrasonic measuring system 5, 110-119 ( Fig. 1). Based on the current measurement data, the pre-planned trajectory 3 can be further adjusted and refined during the tracking. Furthermore, newly added obstacles can be detected in this way.

[0131] Here, just as in the first embodiment, one or more of the ultrasonic sensors 101-119 ( Fig. 1) deactivated, which is away from a steering direction 4 ( Fig. 5 - 7) as the direction of a probable collision position of motor vehicle 1.

[0132] The steering direction 4 ( Fig. 5 - 7) is not measured, but determined based on the pre-planned trajectory 3 and a current time position within the synchronous playback. The steering direction 4 can be read in real time from the trajectory 3, and a decision can be made in real time as to which of the ultrasonic sensors 101-119 ( Fig. 1) are to be deactivated. Alternatively, it is also possible to plan in advance, before the autonomous parking begins, when which of the ultrasonic sensors 101-119 ( Fig. 1) must be deactivated.

[0133] For example, when driving through the left-hand bends 221 and 223, the front right ultrasonic sensors 107-109 ( Fig. 1) can be deactivated, and when driving through the right-hand bend 222, the front left ultrasonic sensors 117-119 ( Fig. 1) can be deactivated.

[0134] Furthermore, the positions of trees 13 and 14 as potential obstacles can be known from the training, and ultrasonic sensors 101-119 ( Fig. 1) which point in the direction of these obstacles 13, 14 can be generally activated or additionally activated (focused) when driving past these obstacles 13, 14. Example 3: Activation of ultrasonic sensors depending on detected obstacle

[0135] Fig. Figure 9 shows a motor vehicle 1 according to a third embodiment while driving straight ahead from a bird's eye view. Fig. 9, Fig. 2 and Fig. 3 is referred to.

[0136] The motor vehicle 1 of the third embodiment differs from the motor vehicle 1 of the first or second embodiment in that a camera 10 is additionally provided, which monitors a front environment of the motor vehicle 1. The camera 10, together with a camera control unit (not shown), forms a camera system (further measuring system) of the motor vehicle 1. Furthermore, the motor vehicle 1 of the second embodiment also has the eighteen ultrasonic sensors 101-119 as well as the Fig. 2 shown control device 5 and the in Fig. communication bus 6 shown in Figure 2.

[0137] On road 2, there is an obstacle 8 on the right-hand side of the road with which motor vehicle 1 could collide.

[0138] The camera system with the camera 10 can very accurately determine an angle α at which the obstacle 8 is located relative to a longitudinal direction of the motor vehicle 1. However, it is difficult to determine a distance to the obstacle 8 with the camera system. For example, in the Fig. 8, it may be difficult to determine whether the obstacle 8 is located along direction 9, as shown, in front of the roadside, where a collision with the motor vehicle 1 would be likely, or behind the roadside, where a collision with the motor vehicle 1 is not to be expected. Therefore, it is desirable to consider an area along a direction 9 in which the obstacle is located as an area of ​​a possible collision situation and to monitor it with the ultrasonic measuring system 5, 101-119. The ultrasonic measuring system 5, 101-119 can determine distances significantly more accurately than the camera system with the camera 10. On the other hand, based on the camera image, it can be confirmed with confidence that there are no obstacles on the left lateral side of the motor vehicle 1. Monitoring the left side of the vehicle with the ultrasonic measuring system 5, 101-119 is therefore unnecessary.

[0139] Accordingly, the first unit 51 of the control device 5 of the motor vehicle 1 according to the third embodiment determines the angle α of the direction of the obstacle 8 as the directional angle of the direction 9 of a possible collision position of the motor vehicle 1. In response thereto, the second unit 52 deactivates ultrasonic sensors away from the direction 9 of the possible collision position, in particular the ultrasonic sensors 113-118 on the left side of the vehicle and the ultrasonic sensors 101 and 111 at the rear of the motor vehicle 1.

[0140] The remaining configurations, features and advantages of the first and second embodiments also apply accordingly to the third embodiment.

[0141] Fig. Figure 10 shows a motor vehicle 1 according to an advantageous development of the third embodiment, driving straight ahead from a bird's eye view. Fig. 10, Fig. 2 and Fig. 3 is referred to.

[0142] According to the advantageous development of the third exemplary embodiment, the second unit 52 of the control device 5 uses the power of the on-board power supply released by deactivating the ultrasonic sensors 101, 111, 113-118 as well as the bandwidth released on the communication bus 6 to focus the ultrasonic measuring system 5, 101-119 on the obstacle 8 detected by the camera 10 by controlling the operation of that ultrasonic sensor 108 which covers an area 208 (cf. Fig. 9) that is arranged relative to the motor vehicle 1 in the direction 9 toward the obstacle 8 detected by the camera system. In this case, "activation" is understood to mean an additional activation beyond normal operation, since the ultrasonic sensor 108 is already in an active state.

[0143] As part of the additional activation of the operation of the ultrasonic sensor 108, as in Fig. 10, the transmission power of the ultrasonic sensor 108 is increased, so that the detection range 208 of the ultrasonic sensor 108 and now, unlike in the state before the additional activation, Fig. 9, can now also detect the obstacle 8 detected by the camera 10 at an early stage. However, this increases the power consumption of the ultrasonic measuring system 5, 101-119.

[0144] Furthermore, the compression ratio for transmitting measurement data from the ultrasonic sensor 108 to the central control device 5 can be reduced, allowing the ultrasonic sensor 108 to transmit more accurate measurement data, which can be used to classify the obstacle 8 or to classify it more accurately. However, this also increases the amount of data transmitted. The detection frequency of the ultrasonic sensor 108 can also be increased, which also increases the amount of data transmitted per unit of time.

[0145] Accordingly, the obstacle 8 can advantageously be measured particularly reliably and precisely. However, despite the increased data volume and increased power consumption, the on-board power supply or the communication bus 6 is advantageously not overloaded, since the power and bandwidth of the communication bus 6 freed up by deactivating the ultrasonic sensors 101, 111, 113-118 can be used for the more precise measurement of the obstacle 8.

[0146] This means that the second unit 52 activates one or more ultrasonic sensors 108 in particular only if and only to the extent that the partial or complete deactivation of other ultrasonic sensors 101, 111, 113-118 ensures that the total bandwidth provided on the communication bus 6 for the transmission of measurement data and the total power provided by the on-board power supply for the ultrasonic sensors are not exceeded by the operation of all still active ultrasonic sensors 102-109, 112, 119.

[0147] Thus, according to the further development of the second embodiment, the ultrasonic measuring system 5, 101-119 can advantageously be focused on an interesting area of ​​an obstacle 8 while defocusing areas of no interest.

[0148] The invention has been described using exemplary embodiments, but these do not limit the invention and various modifications are possible within the scope of protection defined by the appended claims.

[0149] The features of the first or second embodiment can be combined with the features of the third embodiment. That is, there can be more than one direction of a respective probable collision position, the partial or complete activation or deactivation of ultrasonic sensors can occur depending on the multiple directional angles of the multiple directions of respective probable collision positions, and both the steering direction 4 and the direction 9 toward the obstacle 8 determined with the camera 10 can be used as a respective direction α of a respective probable collision position.

[0150] For the third embodiment, it was described that the obstacle 8 is detected with a camera 10 of a camera measuring system of the motor vehicle 1 and the direction of the probable collision position at the obstacle 8 is determined based on the obstacle 8 detected by the camera 10. However, in the third embodiment, no camera 10 needs to be provided, and the obstacle 8 can also be detected with the ultrasonic measuring system 5, 101-119. For example, when driving straight ahead, as in Fig. 1, all ultrasonic sensors 101-119 must be active, but in order to use the communication bus 6 ( Fig. 2) to avoid overloading, a high data compression rate can be used, and in order not to overload the on-board power supply, the ultrasonic sensors 101-119 can be staggered and "fired" one after the other, ie, emit ultrasonic signals, so that the detection frequency of the ultrasonic sensors 101-119 is reduced. If this ultrasonic measuring system 5, 101-119 qualitatively detects the obstacle 8 - with reference to Fig.9 this would be the case if the motor vehicle 1 has moved so far that the obstacle 8 enters the detection area 208 -, in response to the qualitative detection of an obstacle 8 on the right side of the vehicle, the ultrasonic sensors 101, 11, 112-118 can be deactivated and in return the ultrasonic sensors on the right front of the motor vehicle 1, for example the ultrasonic sensors 107, 108, 109 can now be operated simultaneously with an increased detection frequency and a data compression rate can be reduced for these ultrasonic sensors 107, 108, 109 or the data compression can be deactivated completely for these ultrasonic sensors 107, 108, 109 in order to be able to localize and classify the obstacle more precisely.

[0151] Within the scope of the exemplary embodiments, bandwidth management of the communication bus 6 was described in such a way that some ultrasonic sensors 101-119 are deactivated in order to be able to additionally activate other ultrasonic sensors 101-119 and / or to transmit diagnostic data in the freed-up bandwidth.

[0152] More generally, however, a variety of data types can be transmitted via a vehicle communication bus 6. For example, additional bandwidth on the communication bus 6 is required when performing functions such as self-diagnosis, self-defrosting, restart processes, measurements of ambient conditions and the like such as temperature, humidity, air pressure and the like. Some of these functions can be carried out in the motor vehicle 1, similar to the described transmission of diagnostic data, specifically in response to bandwidth being released on the communication bus 6 due to the partial or complete deactivation of some of the ultrasonic sensors 101-119. However, it is also conceivable that some of these functions, such as defrosting, must be carried out at predetermined times or under predetermined conditions and thereby inevitably require additional bandwidth.In this case, the control device 5 can partially or completely deactivate some of the ultrasonic sensors 101-119 in response to the reduced available bandwidth on the communication bus 6 in order not to overwrite the reduced bandwidth still available for the ultrasonic system 5, 101-119, wherein the direction α of the probable collision position of the motor vehicle 1 (for example the steering direction 4 or the direction α of the detected obstacle) serves as a criterion for which of the ultrasonic sensors 101-119 must continue to be operated and which, conversely, can be partially deactivated. LIST OF REFERENCE SYMBOLS 1 motor vehicle 2 Street 3 Trajectory of the motor vehicle 4 Steering direction 5 Control device of the ultrasonic measuring system 6 Communication bus 8 Obstacle 9 Direction to the specific obstacle 10 Camera, part of another measuring system 11 House 12 parking spaces 13, 14 trees 15 Control device for autonomous driving 21 Street 22 Way 50 third unit 51 first unit 52 third unit 71 rear wheel 72, 73 front wheels 74 rear wheel 101-119 Ultrasonic sensors 201-219 Detection ranges of ultrasonic sensors 221 Left turn 222 Right turn 223 Left turn α Direction of a probable collision position S10-S22 Process steps QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] EP 2 144 086 A1

[0005] US 11,491,977 B2

[0006] US 2022 / 0126832 A1

[0007] Cited non-patent literature

[0000] J3016, “Taxonomy and Definitions for Terms Related to On-Road Motor Vehicle Automated Driving Systems

[0088] Ultrasound System 5, 101-119

[0107] Ultrasound System 5, 101-119

[0127] Ultrasonic measuring system 5, 110-119

[0130] Ultrasonic sensors 101, 111, 113-118 [0142, 0146]

Claims

[1] A method for controlling an ultrasonic measuring system (5, 101-119) of a motor vehicle (1), which comprises a plurality of ultrasonic sensors (101-119) installed along an outer circumference of the motor vehicle (1) and a control device (5) for carrying out the method, wherein the plurality of ultrasonic sensors (101-119) are connected to the control device (5) via a communication bus (6), and the method comprises: a) determining (S21) a direction angle (α) of a direction (4, 9) of a probable collision position of the motor vehicle (1); and b) adapting (S22) an operating mode of one or more of the plurality of ultrasonic sensors (101-119) depending on the directional angle (α) of the direction (4, 9) of the probable collision position of the motor vehicle (1). [2] Method according to claim 1, wherein a steering direction (4) of the motor vehicle (1) is used as the direction (4) of the probable collision position of the motor vehicle (1). [3] Method according to claim 2, wherein the steering direction (4) of the motor vehicle (1) is determined on the basis of a trajectory (3) planned in advance by a control device (15) for autonomous driving of the motor vehicle (1). [4] Method according to one of the preceding claims, wherein a direction (9) in which an obstacle (8) has been detected by a measuring system (10) of the motor vehicle (1) is used as the direction (9) of the probable collision position of the motor vehicle (1). [5] Method according to one of the preceding claims, wherein the adjusting b) (S22) comprises partially or completely deactivating one or more of the ultrasonic sensors (101-119) which detect an area which is arranged away from the direction (4,9) of the probable collision position of the motor vehicle (1). [6] The method of claim 5, wherein partially deactivating an ultrasonic sensor (101-119) comprises reducing a transmission power, a detection frequency, and / or a transmitted data amount per detection. [7] Method according to one of the preceding claims, wherein the adjusting b) (S22) comprises activating the operation of one or more ultrasonic sensors (101-119) which detect an area arranged relative to the motor vehicle (1) in the direction (4, 9) of the probable collision position of the motor vehicle (1). [8] The method of claim 7, wherein activating the operation comprises increasing a transmission power and / or a detection frequency and / or a transmitted data volume per detection of the ultrasonic sensor (101-119) to be activated. [9] Method according to one of the preceding claims, wherein the adjusting b) (S22) comprises partially or completely deactivating one or more of the ultrasonic sensors (101-119) on one or both lateral sides of the motor vehicle (1) while the motor vehicle (1) is traveling straight ahead, and comprises partially or completely deactivating one or more of the ultrasonic sensors (101-119) on one of the lateral sides of the motor vehicle (1) while the motor vehicle (1) is being steered to the other lateral side of the motor vehicle (1). [10] Method according to one of the preceding claims, wherein one or more of the ultrasonic sensors (101-119) records diagnostic data and transmission of the diagnostic data to the control device (5) only occurs when one or more other of the ultrasonic sensors (101-119) are partially or completely deactivated. [11] Method according to one of the preceding claims, wherein a bandwidth available for the transmission of measurement data from the ultrasonic sensors (101-119) on the communication bus (6) and / or a total power of a power supply of the ultrasonic sensors (101-119) provided for the ultrasonic sensors (101-119) is designed to be lower than a total bandwidth requirement and / or a total power consumption of all of the plurality of ultrasonic sensors (101-119) during maximum activated operation. [12] Method according to claim 11, wherein step b) (S22) of the method comprises activating the operation of one or more of the ultrasonic sensors (101-119) only if it is ensured by partially or completely deactivating one or more other of the ultrasonic sensors (101-119) that the bandwidth available for the transmission of measurement data from all of the plurality of ultrasonic sensors (101-119) on the communication bus (6) and / or a total power provided for all of the plurality of ultrasonic sensors (101-119) is not exceeded overall. [13] Computer program product comprising instructions which, when the program is executed by a control device (5) of a motor vehicle (1) which is connected via a communication bus (6) to a plurality of ultrasonic sensors (101-119) installed along an outer circumference of the motor vehicle (1), cause the latter to carry out the method according to one of claims 1-12. [14] Control device (5) for controlling an ultrasonic measuring system (5, 101-119) of a motor vehicle (1), which comprises a plurality of ultrasonic sensors (101-119) installed along an outer circumference of the motor vehicle (1) and the control device (5), wherein the plurality of ultrasonic sensors (101-119) are connectable to the control device (5) via a communication bus (6), and the control device (5) comprises: a) a first unit (51) which is arranged to determine a direction angle (α) of a direction (4, 9) of a probable collision position of the motor vehicle (1); and b) a second unit (52) which is arranged to adapt an operating mode of one or more of the plurality of ultrasonic sensors (101-119) depending on the directional angle (α) of the direction (4, 9) of the probable collision position of the motor vehicle (1). [15] Motor vehicle (1) with an ultrasonic measuring system (5, 101-119) which comprises a plurality of ultrasonic sensors (101-119) installed along an outer circumference of the motor vehicle (1) and the control device (5) according to claim 14, wherein the plurality of ultrasonic sensors (101-119) are connected to the control device (5) via a communication bus (6).

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