Method for controlling a radar sensor for blind spot monitoring on a 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 a first detection region (E1), and a second mode, in which the radar sensor (5) covers a second detection region (E1), are provided. The second detection region (E2) is closer to a part (3) of the vehicle (1) than the first detection region (E1). A part (3) of the vehicle (1) is only in the second detection region (E2).

Description

[0001] Description

[0002] title

[0003] METHOD FOR CONTROLLING A RADAR SENSOR FOR BLIND SPOT MONITORING ON A VEHICLE

[0004] The present invention relates to a method for controlling a radar sensor mounted on the side of a vehicle. The radar sensor is used to prevent collisions with obstacles and vulnerable road users.

[0005] State of the art

[0006] A radar sensor mounted on the side of a vehicle is also called a corner radar sensor. This type of radar sensor is used, for example, to cover the blind spot on the side of a vehicle. This is typically used for combinations, where the corner radar sensor is mounted on a towing vehicle and directed toward a trailer. However, the corner sensor can also be used on individual vehicles, especially long vehicles.

[0007] In the commercial vehicle sector, the detection range of the radar sensor typically also includes part of the vehicle itself. This applies both to vehicle combinations, where the single- or multi-axle trailer can typically be within the detection range as part of the vehicle, particularly if it is movable relative to the towing vehicle, and to vehicles without a trailer, where a body of the vehicle or another part of the vehicle can be within the detection range. In vehicle combinations, the relative movement of the trailer to the towing vehicle creates an area in which (depending on the state of movement) an external object or the vehicle's own trailer can be located. In addition, due to the reduced detection performance at the edges of the radar sensor's detection range, it is not possible to align the detection range exactly along the vehicle or trailer.Thus, even with rigid vehicles, part of the vehicle, especially the body, may be within the detection range. A safety margin indicates the extent to which the vehicle is completely covered by the radar sensor and whether there are any blind spots.

[0008] If the part of the vehicle is located at an unfavorable angle to the radar sensor within the detection range, multiple reflections / multipath reflections can occur. In this case, the transmitted radar signal is first reflected by the part of the vehicle and then by a target before the reflected signal is detected by the radar sensor. Due to multiple reflections, the radar signal travels a longer path than a radar signal that is only reflected by the target. However, the radar sensor or an evaluation unit cannot distinguish between a multiply reflected radar signal and a singly reflected radar signal, so the multiply reflected radar signal is evaluated in the same way as the singly reflected radar signal.Typically, the distance to an object is evaluated based on the time between transmission and reception of the radar signal (time-of-flight) and / or a frequency shift between the input and output signals, for example, by evaluating chirp modulation. The additional path traveled by the radar sensor via detours is interpreted as a greater distance between the target and the radar sensor. Target positions that are further away due to multiple reflections are referred to as ghost locations. Ghost locations lead to false positive detection results.

[0009] DE 10035 223 A1 describes an obstacle detection system which has a plurality of detection devices, wherein the fields of view of two adjacent detection devices overlap.

[0010] Disclosure of the invention

[0011] The method for controlling a radar sensor mounted on the side of a vehicle (corner radar sensor) is characterized in that the radar sensor is operated in a first mode, in which the radar sensor covers a first detection range, and in a second mode, in which the radar sensor covers a second detection range. The detection range is understood here to be the transmission range and the detection range of the radar sensor. The radar sensor comprises a transmitter that transmits radar signals and a receiver that receives reflected radar signals. The vehicle that has the radar sensor is also referred to as the ego vehicle.

[0012] The detection areas are selected so that the second detection area is closer to the vehicle than the first detection area and only the second detection area includes part of the vehicle, whereas the first detection area does not.

[0013] In the first mode, the radar sensor covers a first detection area that preferably extends substantially to the side (along the transverse axis) of the vehicle. The first detection area is selected so that it is spaced apart from the vehicle. The first detection area is selected to be as large as possible, but it should only be large enough that no part of the vehicle is within this first detection area, even when cornering. Compared to a conventional radar sensor, the first detection area has a smaller safety margin because the detection area does not include the vehicle itself. The first mode offers the following advantage: Since no part of the vehicle is within the first detection area, no multiple reflections occur and no ghost positions are generated. In the first mode, only positions that lie within the first detection area are detected.This is achieved either through the structure of the radar sensor or by rejecting reflections from outside the first detection area. In addition, the smaller first detection area compared to a conventional radar sensor offers the advantage of reducing the emission angle, allowing the same energy to be concentrated in a smaller area. This can increase the range and / or improve the detection of less reflective objects. In the second mode, the radar sensor covers a second detection area, which is preferably oriented substantially in the rearward (or forward) direction. The second detection area is selected such that part of the ego vehicle, when detected by the radar sensor, lies only in the second detection area. Accordingly, the second detection area is positioned directly on the vehicle and is closer to the affected part of the vehicle than the first detection area.The second mode has a high safety margin because 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 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 is moving. The selected angular range also covers the range of movement of the part of the vehicle, for example any existing bend angle between a trailer and a tractor. The second detection range can, for example, be in an angular range of 120° to 215°, preferably in an angular range of 145° to 190°. The precise selection of an angular range for the second detection range and thus also for the first detection range is left to a specialist.

[0014] In the present application, detection zones that do not contain any part of the vehicle and that differ from other first detection zones only in their position are interpreted as a common first detection zone. Simply dividing a first detection zone into two smaller sub-zones without making any additional changes should not result in the size of the sub-zones being used for assessment.

[0015] Since the second detection range covers part of the vehicle, more ghost positions can be generated in the second mode. In the second mode, only (ghost) positions within the second detection range are detected. This is achieved either by the structure of the radar sensor or by rejecting reflections from outside the first detection range. This results in the following advantage: Since the second detection range is selected to be comparatively small, the ghost positions appear in a significantly smaller area in the second mode compared to conventional radar sensors. This leads to a reduction in false detections. In addition, the second detection range offers the advantage compared to conventional radar sensors that detection in the small area around the vehicle is significantly improved, so that approaching bicycles, for example, can be detected more effectively.This can also increase the range of the radar sensor.

[0016] The combination of the two detection zones thus covers the same angular range as a single overall detection zone and maintains the same safety margin. While ghost positions can still occur in both detection zones, they are significantly reduced compared to a single overall detection zone. Overall, the two modes with the different detection zones significantly improve the balance between true positives and false positives, thus improving overall obstacle detection performance. Furthermore, the radar sensor's range can be extended or its accuracy improved at long distances without reducing the overall detection zone.

[0017] The division alone makes the second detection area smaller than the total detection area. Preferably, the second detection area is smaller than the first detection area, so that the area with a higher incidence of ghost positions is smaller than the area with few or no ghost positions.

[0018] The detection zones can be generated using one or more of the following methods. Generally, other methods can also be used to generate different detection zones:

[0019] The two detection areas of the radar sensor can be easily implemented, preferably using beamforming, to focus the radar signals in the respective areas. Beamforming uses multiple antennas to transmit the radar signal primarily in a specific direction. Generally, all types of beamforming can be applied, including analog beamforming, digital beamforming, and so on. Digital beamforming is preferably used, in which multiple antennas arranged close to one another transmit radar waves at different times, so that constructive interference amplifies the radar waves in specific directions and destructive interference attenuates the radar waves in other directions. Beamforming, especially digital beamforming, also has the advantage of allowing quick and easy switching between the two modes.Alternatively, at least two separately controlled antenna pairs or antenna ranges can be used to generate and evaluate the different detection ranges.

[0020] Alternatively, a portion of the antenna area can be shielded alternately to generate two different detection zones. For example, a cover made of reflective or absorbent material is placed over part of the antenna, which is then moved using a drive.

[0021] Alternatively, it can also be provided to pivot the radar sensor and / or at least one antenna contained therein mechanically and / or microelectromechanically in order to generate the detection zones. The radar sensor or antenna is then pivoted into a first position by means of a drive, operated there in the first mode, and generates the first detection zone. The radar sensor is then pivoted into a second position, operated there in the second mode, and generates the second detection zone.

[0022] A simple way to implement the different modes on the same radar sensor is to switch between the two modes, thus running them one after the other in time. With the digital beamforming described above, the detection ranges can be changed by changing the antenna control during operation. Switching between different detection ranges is thus possible with conventional modern radar sensors. In the time between switching between the two modes, the environment around the vehicle can change. Locations (and abstracted representations from them, such as objects) can be assigned between the modes using tracking algorithms to form uniform objects.

[0023] The detection zones can be defined in advance. For this purpose, the detection zones are selected based on typical application parameters. For example, for a towing vehicle with a trailer, a maximum trailer articulation angle of 30° is assumed in typical driving situations. The second detection zone is selected with a safety margin of 5° in the angle range from 120° to 215°, preferably in an angle range from 145° to 190°. Different driving situations can be defined, for example, urban and rural, where different parameters are provided. The detection zones can then be selected depending on the driving situation.

[0024] Alternatively, the detection zones can be selected while driving depending on the actual position of the part of the vehicle. For this purpose, the position of the part of the vehicle is estimated using methods known per se. For a towing vehicle with a trailer, for example, a Trailer State Estimation (TASTE) can be carried out to determine the position of the trailer and the articulation angle. The second detection zone is then selected depending on the estimated position of the part of the vehicle. This allows the second detection zone to be better adapted to the actual position of the part of the vehicle and, as a result, can be selected to be even narrower. This is particularly advantageous for the towing vehicle with a trailer when turning, as the angle between the trailer and the radar sensor changes. In this way, the second detection zone advantageously moves with the trailer and the first detection zone is reduced accordingly.

[0025] The edges of the detection areas are blurred in practice. In order to still be able to carry out robust detection of targets in this border area, it is advantageous for the first detection area and the second detection area to overlap. The positions determined in the first mode from the first detection area are assigned to the positions determined in the second mode from the second detection area. Targets in the different detection areas cannot be detected simultaneously. This can be remedied by using tracking algorithms, as these take the temporal offset of the measurements into account. Tracking enables a uniform assignment of a real object / location to an object / location detected by the radar sensor.

[0026] Generally, two modes with different detection ranges as described above are sufficient. For further improvement, at least one additional mode can be provided in which the radar sensor covers a wider detection range. The other detection ranges can be adjusted accordingly. Using more than two detection ranges allows even greater optimization of the radar sensor by exploiting the effects described above. This can increase both the number of detection ranges in which part of the vehicle is located and the number of detection ranges in which no part of the vehicle is located. In addition, detection ranges can also be provided in which part of the vehicle is located only in certain driving situations. If the number of detection ranges is increased, the size of the other detection ranges decreases.

[0027] The principle is not limited to different detection zones in the horizontal plane. It is conceivable that the radar sensor's performance could be increased by dividing it into different vertical and / or horizontal (any solid angle) detection zones. The different heights can reduce the generation of ghost positions and increase the detection zone.

[0028] It may be possible to increase the number of detection zones to such an extent that the surrounding area is scanned, similar to electric beam steering. Beamforming, particularly digital beamforming as described above, can be used for this purpose. It may also be possible to mechanically rotate the radar sensor for this purpose. The scanning is performed using discrete acquisition times or a continuous measurement, generating a corresponding number of detection zones.

[0029] A feedback loop is optionally available. Initially, the radar beam is uniform, i.e., with the same intensity, within each detection zone. If the radar sensor then receives a weak radar signature that allows it to "guess" an object, the corresponding zone is amplified, i.e., with a higher intensity.

[0030] This allows the object to be reliably detected. If an object moves from one detection zone to another, feedback can be provided preferentially across the multiple zones. This is particularly easy to implement with beamforming.

[0031] The method is preferably applied to a radar sensor arranged on the side of a vehicle combination. A vehicle combination consists of a towing vehicle and at least one trailer pulled by the towing vehicle. Examples of such vehicle combinations are trucks with trailers, such as articulated trucks or semi-trailers (a semi-trailer is also interpreted as a trailer here), or passenger cars with trailers, such as a caravan. The radar sensor is preferably arranged on the towing vehicle and is aligned such that it at least partially covers the trailer. The part of the vehicle that is only in the second detection range is therefore the trailer of the vehicle combination. Such a trailer moves sideways relative to the towing vehicle when cornering, which typically generates ghost positions.

[0032] In general, however, the procedure can be applied to various vehicles, especially for rigid vehicles with and without trailers.

[0033] The computer program is configured to perform each step of the method, particularly when executed on a computer or control unit. It enables the method to be implemented in a conventional electronic control unit without requiring any structural modifications. For this purpose, it is stored on the machine-readable storage medium.

[0034] By loading the computer program onto a conventional electronic control unit, the electronic control unit is obtained which is configured to control the radar sensor.

[0035] Short description of the drawings

[0036] Embodiments of the invention are illustrated in the drawings and explained in more detail in the following description.

[0037] Figure 1 shows a schematic representation of a traffic situation in which a radar sensor performs a measurement according to the state of the art.

[0038] Figure 2 shows a schematic representation of the traffic situation in which the radar sensor performs a measurement according to one embodiment of the method according to the invention. Figure 3 shows a flowchart of one embodiment of the method according to the invention.

[0039] Figures 4 a and b show a schematic representation of the traffic situation in which the radar sensor carries out a measurement according to a further embodiment of the method according to the invention.

[0040] Figure 5 shows a schematic representation of the traffic situation in which the radar sensor carries out a measurement according to yet another embodiment of the method according to the invention.

[0041] Figures 6 a and b show a schematic representation of the traffic situation in which the radar sensor carries out a measurement according to yet another embodiment of the method according to the invention.

[0042] Embodiments of the invention

[0043] Figure 1 shows a traffic situation with a vehicle combination 1 consisting of a towing vehicle 2 and a trailer 3, as well as another vehicle, which will be referred to as the target vehicle 4. In this traffic situation, the vehicle combination 1 turns to the right, so that the trailer 3 is angled towards the towing vehicle 2. A radar sensor 5 is arranged on the side of the towing vehicle 2 and is designed as a corner radar sensor. According to the prior art, the radar sensor 5 detects the detection area marked E, which here covers an angular range of approximately 205° and partially includes the trailer 3. The radar sensor 5 comprises a transmitter which emits radar signals into the detection area E, and a receiver which receives the reflected radar signals from the detection area E.Even though the detection area E is shown here as a circular section, this is only intended to represent the angular range; the radius in which the reflected radar signals are received is considerably larger. Likewise, the actual antenna pattern can have a different shape than E and does not necessarily radiate all angles in E with the same intensity. In this example, two radar signals RI and R2 are shown, which are emitted by the radar sensor 5. A first radar signal RI is emitted in the direction of the target vehicle 4 and reflected by it. The reflected wave travels back along the same path and is received by the radar sensor 5. In total, the first radar signal RI has covered the distance d between the radar sensor 5 and the target vehicle 4 twice. The position of the target vehicle 4 is determined from the emitted and the correspondingly reflected first radar signal RI using frequency shifting (chirp sequence radar).The position determined from the first radar signal RI represents the true position WP of the target vehicle 3 at a distance d.

[0044] Furthermore, a second radar signal R2 is transmitted, which strikes the trailer s at point P and is reflected by it in the direction of the target vehicle 4. The second radar signal R2 travels the distance dl 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 reflected once more from the target vehicle 4 to the radar sensor 5 and received by the latter. In doing so, the second radar signal travels the distance d between the target vehicle 4 and the radar sensor 5. The radar sensor 5 or an evaluation unit cannot determine from the received second radar signal R2 that it was previously reflected at point P and thus traveled the significantly longer outward path dl + d2 compared to the first radar signal RI. From the frequency shift, a distance d3 for the position is calculated in the simplest form as d3 = (dl + d2 + d) / 2.Thus, a false position of the target vehicle 4 is calculated, which is called ghost position GP.

[0045] Figure 2 shows the same traffic situation as in Figure 1. According to the method according to the invention, the radar sensor 5 arranged on the side of the towing vehicle 2 detects a first detection area marked E1 and a second detection area marked E2. A flow diagram of the method according to the invention is shown in Figure 3. At the beginning, the two detection areas E1 and E2 are selected 10. These can be defined in advance using typical parameters. Alternatively, a position of the trailer 3 can be estimated, e.g., using Trailer State Estimation (TASTE), and the two detection areas E1 and E2 can be selected 10 depending on the estimated position of the trailer 3. The detection areas E1, E2 are realized by beamforming the radar signals emitted by the radar sensor 5. In particular, digital beamforming is used here.However, analog beamforming, mechanical pivoting of the radar sensor 5, or other types of generation of detection areas E1, E2 can also be provided. The first detection area E1 extends laterally to the towing vehicle 2 and is selected to be as large as possible without any part of the trailer 3 being located in the first detection area E1, even if the vehicle combination 1 turns. In this example, the first detection area E1 covers an angular range of 155° to the rear, whereby the angular range has been reduced in the direction of the trailer 3. The second detection area E2 is aligned rearward in the direction of the trailer 3 and as symmetrically as possible. The second detection area E2 adjoins the first detection area E1 and is closer to the trailer 3 than the first detection area E1. In this example, the second detection area E2 covers an angular range of 40°.The two detection areas E1 and E2 overlap to compensate for blurred edges of the detection areas E1, E2. The second detection area E2 is selected to be as small as possible, with the trailer 3 still lying entirely within the second detection area E2. The second detection area E2 and / or the above-mentioned detection areas provided in other exemplary embodiments can be offset vertically relative to the first detection area E1. Even though the detection areas E1 and E2 are depicted here as a circular section, this is intended to represent only the angular range; the radius in which the reflected radar signals are received is significantly larger.

[0046] Radar sensor 5 operates in two modes M1 and M2, which run consecutively. The first mode M1 is connected to the first detection area E1, and the second mode M2 ​​is connected to the second detection area E2.

[0047] In the first mode M1, a first radar signal RI is emitted 11 from the radar sensor 5 into the first detection range E1 using beamforming. The first radar signal RI is emitted in the direction of the target vehicle 4, reflected by the latter, and travels along the same path back to the radar sensor 5. The radar sensor 5 receives 12 the reflected first radar signal RI in the first detection range E1. Overall, the first radar signal RI has traveled the distance d between the radar sensor 5 and the target vehicle 3 twice. From the emitted and the correspondingly reflected first radar signal RI, the position of the vehicle 4 is determined 13 using methods known per se, such as a time-of-flight measurement or a frequency shift of a radar wave emitted with chirp modulation and the incoming radar wave. A query 14 then checks whether the determined position lies within the first detection range E1.If this is the case, this is assumed to be the true position WP of the target vehicle 4 15.

[0048] The radar sensor 5 is then operated in the second mode M2. Due to beamforming, the switch to the second mode M2 ​​occurs so quickly that the target vehicle 4 has hardly moved during this time and can be regarded as quasi-stationary. If the target vehicle 4 does move, a tracking algorithm can be provided to track the target vehicle 4. If the target vehicle 4 changes into a different detection area due to its movement, the vehicle can be tracked further using feedback. In the second mode M2, a second radar signal R2 is emitted from the radar sensor 5 into the second detection area E2 using beamforming 21. 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 once again from the target vehicle 4 to the radar sensor 5.The radar sensor 5 receives 22 the reflected second radar signal R2 in the second detection range E2. Overall, the second radar signal R2 covers the distance dl 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. From the transmitted and the correspondingly reflected second radar signal R2, the position of the vehicle 4 is determined 23 using a Doppler shift in frequency. The distance d3 for the position is calculated in the simplest form as d3 = (dl + d2 + d) / 2, according to which the determined position is a ghost position GP. A query 24 then checks whether the determined position lies within the second detection range E2. If the determined position does not lie within the second detection range E2, as is the case for the ghost position GP in the present case, it is not received by the radar sensor 5.Thus, a large proportion of ghost positions are not detected. If the determined position lies within the second detection range E2, this is assumed to be the true position of the target vehicle 4. 25. The first mode M1 is then executed again. Optionally, the detection ranges E1 and E2 can be adjusted.

[0049] Figures 4a and b show a traffic situation similar to that in Figures 1 and 2, respectively, in which the vehicle combination 1 is making a left turn in a and a right turn in b. In this embodiment, three detection areas E1, E2, E3 are provided, with the third detection area E3 being arranged between the first detection area E1 and the second detection area E2 and overlapping both. In the driving situation shown in Figure 4a, in which the vehicle 1 is turning left, the third detection area E3 contains only a small part of the trailer 3. Thus, negligible numbers of ghost positions GP are generated in this third detection area E3. However, when the vehicle 1 makes a right turn, as shown in Figure 4b, a large part of the trailer 3 is in the third detection area E3, so that many ghost positions GP are now detected.The third detection area E3 is as large as the second detection area E2, and together they are approximately as large as the second detection area E2 shown in Figure 2. Thus, the area in which ghost positions GP occur, at least during the left turn shown here, is further reduced. The third detection area E3 is generated in a third mode, which can run before or after the second mode M2. Generally, the modes M1 and M2 can run in any order.

[0050] Figure 5 also shows the traffic situation depicted in Figure 1 and Figure 2. Here, a large number of infinitesimally small first detection areas E1 and second detection areas E2 are provided, of which only one is shown. The modes are changed in rapid succession using digital beamforming, so that the detection areas are generated one after the other. This approximates a rotation of the radar sensor similar to electronic beam steering. Alternatively, the radar sensor 5 or its antennas can be swiveled, and detection areas can be generated in quick succession. Since the detection areas are very small, practically no ghost positions GP are generated. This also applies to the second detection areas E2, since the double reflection necessary for the ghost positions cannot occur within the small second detection area E2.Figures 6a and 6b depict a traffic situation similar to that shown in Figures 1 and 2, respectively, in which a vehicle 7 is traveling with a rigid body 8. In this embodiment, two detection zones E1 and E2, or E1* and E2*, with different shapes are provided. A boundary of the first detection zone E1, E1* runs essentially parallel to the side of the.

[0051] Vehicle 7 and the body 8 and is spaced apart from them. The second detection area E2, E2* is smaller than the first detection area E1, E1*, overlaps with the first detection area E1, E1* and covers the body 8. In Figure 6a, the detection areas E1, E2 each have the shape of a circular sector (arc section). In Figure 6b, the detection areas

[0052] E1*, E2* have a lobe shape. The first detection area E1*, for example, extends primarily to the rear and has a small transverse extension. The intensity of the signal emitted by the radar sensor 5 can vary across the angular range covered by the detection area E1, E2, E1*, E2*. In the other embodiments, the shape of the detection areas E1*, E2* can also be freely selected and adapted to the requirements.

Claims

Claims 1. Method for controlling a radar sensor (5) arranged on the side of a vehicle (1), characterized by a first mode (M1) in which the radar sensor (5) covers a first detection area (E1), and by a second mode (M2) in which the radar sensor (5) covers a second detection area (E1), wherein the second detection area (E2) is arranged closer to a part (3) of the vehicle (1) than the first detection area (E1) and only a part (3) of the vehicle (1) is located in the second detection area (E2).

2. Method according to claim 1, characterized in that the first detection area (E1) is larger than the second detection area (E2).

3. Method according to claim 1 or 2, characterized in that the detection areas (El, E2) are generated by beamforming the radar signals of the radar sensor.

4. Method according to claim 3, characterized in that the beamforming is carried out by digital beamforming.

5. Method according to claim 1 or 2, characterized in that the two detection areas (El, E2) are generated via different antennas or antenna areas of the radar sensor (5) and / or a part of the antennas or the antenna area is shielded in order to generate the detection areas (El, E2).

6. 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 pivoted mechanically in order to generate the detection areas (E1, E2). Method according to one of claims 1 to 6, characterized in that the detection areas (E1, E2) are defined in advance, wherein the detection areas (E1, E2) are selected based on parameters for the application. Method according to one of claims 1 to 6, characterized in that the position of the part (3) of the vehicle (1) is estimated and the detection areas (E1, E2) are selected depending on the estimated position of the part (3) of the vehicle (1). Method according to one of the preceding claims, characterized in that the first detection area (E1) and the second detection area (E2) overlap. Method according to one of the preceding claims, characterized by at least one further mode in which the radar sensor (5) covers a further detection area.Method according to one of the preceding claims, characterized in that at least one of the detection areas is offset vertically from the first detection area (E1). Method according to one of the preceding claims, characterized in that the vehicle is a vehicle combination (1) and the part of the vehicle (1) that lies only in the second detection area (E2) is a trailer (3). Computer program that is configured to carry out each step of the method according to one of claims 1 to 12. Machine-readable storage medium on which a computer program according to claim 13 is stored. Electronic control unit that is configured to control a radar sensor by means of a method according to one of claims 1 to 12.

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