Method, system, computer readable storage medium and vehicle for preventing collision of vehicle wheels

Abstract

The application provides a wheel anti-collision method, system, computer readable storage medium and vehicle. The method comprises the following steps: detecting the distance from an obstacle to a wheel via a wheel radar to determine whether there is an obstacle near the wheel, wherein the obstacle comprises a low obstacle with a height lower than the chassis of the vehicle; in response to the determination result that there is an obstacle near the wheel, collecting an image of the obstacle and analyzing the image to obtain the included angle between the displacement direction of the obstacle and the wheel; and performing wheel radar alarm according to the distance from the obstacle to the wheel and the included angle between the displacement direction of the obstacle and the wheel. Through the execution of these steps, the wheel anti-collision method can meet the application requirements of various practical scenarios such as roadside parking, side parking, narrow road turning and narrow road U-turn of the driver.

Description

Technical Field

[0001] This invention relates to vehicle assistance technology, and more particularly to a wheel collision avoidance method, a wheel collision avoidance system, a computer-readable storage medium, and a vehicle. Background Technology

[0002] With the continuous development of the automotive industry, parking assistance systems based on vehicle radar have become standard equipment in the vast majority of mid-to-high-end vehicles. This parking assistance system uses distance sensors to provide the driver with the distance between the vehicle and adjacent obstacles or vehicles, thereby helping to avoid scratches and collisions that may occur during parking.

[0003] Existing parking assistance systems generally rely on radar warnings based on the vehicle's body, making them unable to detect low obstacles such as curbs, bollards, and rocks. However, because these obstacles, which are lower than or close to the vehicle's chassis, are located precisely in the driver's blind spot and rearview mirror, they can easily scratch the vehicle's rims, tires, and chassis, causing unnecessary financial losses for the user.

[0004] To overcome the aforementioned shortcomings, existing technologies provide a wheel collision avoidance technology that uses distance sensors mounted on the wheels to detect low-lying obstacles such as curbs, bollards, and rocks, and provides wheel warnings based on the distance between these obstacles and the wheels. However, this technology can only provide basic wheel warnings based on distance sensor signals, thus serving the basic function of alerting drivers to avoid collision risks. It cannot help drivers solve the practical problem of how to avoid these invisible low-lying obstacles, and cannot meet the application needs of drivers in various real-world scenarios such as roadside parking, parallel parking, and U-turns in narrow roads.

[0005] Therefore, there is an urgent need in this field for a more advanced wheel collision avoidance technology to help drivers solve the practical problem of how to avoid invisible low obstacles, thereby meeting the application needs of drivers in various practical scenarios such as roadside parking, parallel parking, turning on narrow roads, and making U-turns on narrow roads. Summary of the Invention

[0006] The following provides a brief overview of one or more aspects to offer a basic understanding of them. This overview is not an exhaustive summary of all conceived aspects, nor is it intended to identify key or decisive elements of all aspects, nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed descriptions that follow.

[0007] To help drivers solve the practical problem of how to avoid low obstacles, this invention provides a wheel collision avoidance method, a wheel collision avoidance system, a computer-readable storage medium, and a vehicle that can provide wheel radar warnings based on the distance from the obstacle to the wheel and the angle between the obstacle and the wheel's displacement direction, thereby meeting the application needs of drivers in various practical scenarios such as roadside parking, parallel parking, turning on narrow roads, and making U-turns on narrow roads.

[0008] Specifically, the wheel collision avoidance method provided by the first aspect of the present invention includes the following steps: detecting the distance from an obstacle to the wheel via wheel radar to determine whether an obstacle exists near the wheel, wherein the obstacle includes low obstacles with a height lower than the vehicle chassis; in response to the determination that an obstacle exists near the wheel, acquiring an image of the obstacle and parsing the image to obtain the angle between the obstacle and the displacement direction of the wheel; and issuing a wheel radar alarm based on the distance from the obstacle to the wheel and the angle between the obstacle and the displacement direction of the wheel. By performing these steps, the wheel collision avoidance method can issue a wheel radar alarm based on the distance from the obstacle to the wheel and the angle between the obstacle and the displacement direction of the wheel, thereby meeting the application needs of drivers in various practical scenarios such as roadside parking, parallel parking, turning on narrow roads, and making U-turns on narrow roads.

[0009] The wheel collision avoidance system provided in the second aspect of the present invention includes multiple wheel radars, multiple cameras, and a controller. The multiple wheel radars are respectively disposed on each wheel of the vehicle. The multiple cameras are respectively oriented towards the outer side of each wheel. The controller is communicatively connected to each wheel radar and each camera, and is configured to implement the wheel collision avoidance method provided in the first aspect of the present invention. By implementing this wheel collision avoidance method, the wheel collision avoidance system can issue wheel radar warnings based on the distance from the obstacle to the wheel and the angle between the obstacle and the wheel's displacement direction, thereby meeting the application needs of drivers in various practical scenarios such as roadside parking, parallel parking, turning on narrow roads, and making U-turns on narrow roads.

[0010] The computer-readable storage medium provided in the third aspect of the present invention stores computer instructions thereon. When the computer instructions are executed by a processor, the wheel collision avoidance method provided in the first aspect of the present invention is implemented. By implementing this wheel collision avoidance method, the computer-readable storage medium can provide wheel radar warnings based on the distance from the obstacle to the wheel and the angle between the obstacle and the wheel's displacement direction, thereby meeting the application needs of drivers in various practical scenarios such as roadside parking, parallel parking, turning on narrow roads, and making U-turns on narrow roads.

[0011] The vehicle provided in the fourth aspect of the present invention includes a plurality of wheels, and the wheel collision avoidance system provided in the second aspect of the present invention. The plurality of wheel radars of the wheel collision avoidance system are respectively disposed on each of the wheels of the vehicle. The plurality of cameras of the wheel collision avoidance system are respectively facing the outer side of each of the wheels of the vehicle. By configuring this wheel collision avoidance system, the vehicle can issue wheel radar warnings based on the distance from the obstacle to the wheel and the angle between the obstacle and the displacement direction of the wheel, thereby meeting the application needs of the driver in various practical scenarios such as roadside parking, parallel parking, turning on narrow roads, and U-turns on narrow roads. Attached Figure Description

[0012] The above-described features and advantages of the present invention will be better understood after reading the following detailed description of embodiments of the present disclosure in conjunction with the accompanying drawings. In the drawings, components are not necessarily drawn to scale, and components having similar related characteristics or features may have the same or similar reference numerals.

[0013] Figure 1 An installation diagram of a wheel radar provided according to some embodiments of the present invention is shown.

[0014] Figure 2 A schematic flowchart of a wheel collision avoidance method provided according to some embodiments of the present invention is shown.

[0015] Figure 3 A schematic diagram of the wheel radar startup process provided according to some embodiments of the present invention is shown.

[0016] Figure 4A and Figure 4B A schematic diagram showing the angle between an obstacle and the direction of wheel displacement according to some embodiments of the present invention is shown.

[0017] Figure 5 A schematic diagram of a wheel radar alarm interface provided according to some embodiments of the present invention is shown.

[0018] Figures 6A-6C A schematic diagram illustrating the alarm and driving assistance of a wheel collision avoidance method provided according to some embodiments of the present invention is shown.

[0019] Figure 7 A schematic diagram illustrating the alarm and driving assistance of a wheel collision avoidance method provided according to some embodiments of the present invention is shown. Detailed Implementation

[0020] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a thorough understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description.

[0021] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] Furthermore, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," and "vertical" used in the following description should be understood as the orientations shown in the relevant paragraphs and accompanying drawings. These relative terms are for illustrative purposes only and do not imply that the described apparatus must be manufactured or operated in a specific orientation, and therefore should not be construed as limiting the invention.

[0023] It is understood that although terms such as "first," "second," and "third" may be used herein to describe various components, regions, layers, and / or parts, these components, regions, layers, and / or parts should not be limited by these terms, and these terms are only used to distinguish different components, regions, layers, and / or parts. Therefore, the first components, regions, layers, and / or parts discussed below may be referred to as second components, regions, layers, and / or parts without departing from some embodiments of the present invention.

[0024] As mentioned above, existing parking assistance systems generally rely on radar warnings based on the vehicle's body, failing to detect low obstacles such as curbs, bollards, and rocks. This can easily damage the vehicle's wheels, tires, and chassis, causing unnecessary financial losses for users. While existing wheel collision avoidance technologies can provide basic wheel warnings based on the distance between low obstacles and the wheels, they cannot help drivers solve the practical problem of how to avoid these invisible low obstacles, failing to meet the application needs of drivers in various real-world scenarios such as roadside parking, parallel parking, and U-turns in narrow roads.

[0025] To help drivers solve the practical problem of how to avoid low obstacles, this invention provides a wheel collision avoidance method, a wheel collision avoidance system, a computer-readable storage medium, and a vehicle that can provide wheel radar warnings based on the distance from the obstacle to the wheel and the angle between the obstacle and the wheel's displacement direction, thereby meeting the application needs of drivers in various practical scenarios such as roadside parking, parallel parking, turning on narrow roads, and making U-turns on narrow roads.

[0026] In some non-limiting embodiments, the wheel collision avoidance method provided in the first aspect of the present invention can be implemented by the wheel collision avoidance system provided in the second aspect of the present invention. This wheel collision avoidance system can be configured in the vehicle provided in the fourth aspect of the present invention, in the form of software programs and / or hardware devices, to prevent the wheels of the vehicle from scraping and colliding with low obstacles such as curbs, bollards, and rocks.

[0027] Specifically, please refer to Figure 1 . Figure 1 An installation diagram of a wheel radar provided according to some embodiments of the present invention is shown.

[0028] like Figure 1 As shown, in some embodiments of the present invention, the wheel collision avoidance system may include multiple wheel radars 11, multiple cameras 12, and a controller (not shown). The multiple wheel radars 11 may be respectively installed on each wheel of the vehicle 10 to detect the distance of various obstacles of different heights to the corresponding wheels. The multiple cameras 12 may be respectively installed on the left and right side mirrors, front and rear fenders, etc., of the vehicle 10, and respectively facing the outside of each wheel of the vehicle 10 to collect images of obstacles near each wheel.

[0029] The controller (not shown) can be configured in the vehicle's infotainment system of vehicle 10 via software programs and / or hardware devices, and is communicatively connected to each wheel radar 11 and each camera 12. Furthermore, the controller may include a memory and a processor. The memory includes, but is not limited to, the computer-readable storage medium described in the third aspect of the present invention, on which computer instructions are stored. The processor is communicatively connected to the memory and is capable of executing the computer instructions stored in the memory to implement the wheel collision avoidance method described in the first aspect of the present invention.

[0030] The working principle of the above-mentioned wheel collision avoidance system will be described below with reference to some embodiments of wheel collision avoidance methods. Those skilled in the art will understand that these wheel collision avoidance methods are merely non-limiting embodiments provided by this invention, intended to clearly demonstrate the main concept of the invention and provide specific solutions convenient for public implementation, rather than limiting all functions or all operating methods of the above-mentioned wheel collision avoidance system. Similarly, this wheel collision avoidance system is also only a non-limiting embodiment provided by this invention and does not limit the entity performing each step in the above-mentioned wheel collision avoidance method.

[0031] Please refer to the reference. Figure 1 and Figure 2 , Figure 2 A schematic flowchart of a wheel collision avoidance method provided according to some embodiments of the present invention is shown.

[0032] exist Figure 1 and Figure 2 In the illustrated embodiment, when the vehicle 10 is in drive mode, the controller of the wheel collision avoidance system can first drive the wheel radars 11 configured on each wheel of the vehicle 10 to detect the distance of obstacles near each wheel. It is understood that the aforementioned drive mode is a non-limiting description and includes, but is not limited to, the drive (D), reverse (R), sport (S), and manual (M) gears of automatic transmission vehicles, and the forward gears (e.g., 1-5) and reverse gears (e.g., 6) of manual transmission vehicles other than neutral. The target obstacles detected by each wheel radar 11 can include conventional obstacles higher than the vehicle chassis height, such as walls, trees, other vehicles, and pedestrians, as well as low obstacles equal to or lower than the vehicle chassis height, such as curbs, bollards, and rocks.

[0033] In some preferred embodiments, the wheel radars 11 configured on each wheel of the vehicle 10 do not necessarily need to be activated all at once, but can be partially activated and put into sleep mode based on the vehicle 10's speed, direction of travel, and / or steering wheel offset. Specifically, please refer to... Figure 3 . Figure 3 A schematic diagram of the wheel radar startup process provided according to some embodiments of the present invention is shown.

[0034] exist Figure 3In the illustrated embodiment, in response to detecting that vehicle 10 is in any of the aforementioned driving gears, the controller of the wheel collision avoidance system can obtain the vehicle speed data of vehicle 10 in real time from the vehicle's infotainment system to preliminarily determine whether the driver has various needs such as roadside parking, parallel parking, turning on narrow roads, or making U-turns on narrow roads. Specifically, if the vehicle speed of vehicle 10 is greater than a preset speed threshold (e.g., 10-20 km / h), the controller can determine that the driver does not have various needs such as roadside parking, parallel parking, turning on narrow roads, or making U-turns on narrow roads, thereby keeping all wheel radars 11 in a dormant state to reduce the data processing load of the vehicle's infotainment system, reduce data transmission congestion on the vehicle bus, and avoid unnecessary disturbance to the driver. Conversely, if the vehicle speed 10 is less than or equal to a preset speed threshold (e.g., 10-20 km / h), the controller can determine that the driver may have various needs such as parking on the side of the road, parallel parking, turning on a narrow road, or making a U-turn on a narrow road. In this way, the controller will activate the radar 11 configured on one or more wheels that are at risk of collision to detect the distance of the obstacle to these wheels, so as to intelligently provide the driver with wheel collision avoidance assistance.

[0035] Furthermore, in some embodiments, the controller of the wheel collision avoidance system can determine one or more wheels at risk of collision based on the driving direction of the vehicle 10 and / or the deflection state of the vehicle's steering wheel. Specifically, the controller can obtain the gear position information of the vehicle 10 from the vehicle's infotainment system and determine the gear position of the vehicle 10 based on the obtained gear position information. For the aforementioned automatic transmission vehicle, if the vehicle 10 is in Drive (D), Sport (S), or Manual (M) gear, the controller can determine that the vehicle 10 is currently in a forward gear. Conversely, if the vehicle 10 is in Reverse (R) gear, the controller can determine that the vehicle 10 is currently in a reverse gear. Similarly, for the aforementioned manual transmission vehicle, if the vehicle 10 is in gears 1 to 5, the controller can determine that the vehicle 10 is currently in a forward gear. Conversely, if the vehicle 10 is in gear 6, the controller can determine that the vehicle 10 is currently in a reverse gear.

[0036] In some embodiments, in response to the determination that the vehicle 10 is in drive, the controller can determine that both the left and right front wheels of the vehicle 10 are at risk of collision, while the left and right rear wheels are not at risk of collision. Therefore, the controller detects the distance from the obstacle to the two front wheels only via the wheel radars 11 located on the left and right front wheels of the vehicle 10. At this time, the wheel radars 11 located on the left and right rear wheels of the vehicle 10 are in a dormant, inactive state.

[0037] In other embodiments, in response to the determination that the vehicle 10 is in reverse gear, the controller can determine that each wheel of the vehicle 10 is at risk of collision. Therefore, it is necessary to detect the distance of the obstacle to each front wheel via wheel radar 11 located on the left and right front wheels of the vehicle 10, and to detect the distance of the obstacle to each rear wheel via wheel radar 11 located on the left and right rear wheels of the vehicle 10.

[0038] Furthermore, in response to the determination that vehicle 10 is in reverse gear, the controller can obtain the vehicle steering wheel offset data from the vehicle system to determine the vehicle steering wheel offset state, and then further determine one or more wheels that are at risk of collision based on the vehicle steering wheel offset state.

[0039] Specifically, in response to the vehicle 10 being in reverse and the steering wheel offset data indicating that the steering wheel is in an unloaded state, the controller can determine that there is no risk of collision with the left and right front wheels of the vehicle 10, and thus only detect the distance of the obstacle to each rear wheel via the wheel radars 11 located on the left and right rear wheels of the vehicle 10. At this time, the wheel radars 11 located on the left and right front wheels of the vehicle 10 are in a dormant and inactive state.

[0040] In response to the vehicle 10 being in reverse and the steering wheel offset data indicating that the steering wheel is offset to the left, the controller can determine that there is a collision risk to the right front wheel and the left and right rear wheels of the vehicle 10, while there is no collision risk to the left front wheel. Therefore, the controller detects the distance of the obstacle to the right front wheel via the wheel radar 11 located on the right front wheel of the vehicle 10, and detects the distance of the obstacle to each rear wheel via the wheel radars 11 located on the left and right rear wheels of the vehicle 10. At this time, the wheel radar 11 located on the left front wheel of the vehicle 10 is in a dormant, inactive state.

[0041] In response to the vehicle 10 being in reverse gear and the steering wheel offset data indicating that the steering wheel is tilted to the right, the controller can determine that there is a collision risk to the left front wheel and the left and right rear wheels of the vehicle 10, while there is no collision risk to the right front wheel. Therefore, the controller detects the distance of an obstacle to the left front wheel via the wheel radar 11 located on the left front wheel of the vehicle 10, and detects the distance of an obstacle to each rear wheel via the wheel radars 11 located on the left and right rear wheels of the vehicle 10. At this time, the wheel radar 11 located on the right front wheel of the vehicle 10 is in a dormant, inactive state.

[0042] By employing one or more of the above-mentioned methods to identify one or more wheels with collision risks, and then using wheel radar 11 configured on the corresponding wheels to detect the distance of obstacles to these risky wheels, the present invention can eliminate the process of radar detection, image acquisition, image analysis and collision judgment for wheels without risks, thereby further reducing the data processing load of the vehicle system and the data transmission load of the vehicle bus, so as to improve the timeliness of wheel radar alarms and avoid unnecessary disturbance to the driver.

[0043] like Figure 1 As shown, after identifying one or more wheels with a collision risk and detecting the distance of obstacles to each risky wheel via wheel radar 11, the controller of the wheel collision avoidance system can determine whether there are obstacles near each wheel of the vehicle 10 based on whether the detected obstacle distance is less than a preset distance threshold d0 (e.g., 1-20 cm). In response to the determination that there is an obstacle near any risky wheel, the controller can activate one or more corresponding cameras to acquire an image of the obstacle and analyze the acquired image to obtain the angle between the displacement direction of the obstacle and the risky wheel.

[0044] For more details, please refer to the following: Figure 4A and Figure 4B . Figure 4A and Figure 4B A schematic diagram showing the angle between an obstacle and the direction of wheel displacement according to some embodiments of the present invention is shown.

[0045] like Figure 4A and Figure 4B As shown, in some embodiments of the present invention, in response to a determination that the distance d from the obstacle 42 (e.g., a curb) to the wheel 41 is less than or equal to a preset distance threshold d0 (i.e., d ≤ d0), the controller can activate one or more corresponding cameras to acquire an image of the obstacle 42. Then, the controller can proceed as follows: Figure 4A and Figure 4B The acquired image is analyzed as shown. The displacement direction of wheel 41 is determined based on the gear information of vehicle 10, and the angle α between obstacle 42 and the displacement direction of wheel 41 is determined based on this displacement direction. When wheel 41 moves closer to obstacle 42, the angle α1 belongs to (-90°, 90°). Conversely, when wheel 41 moves away from obstacle 42, or moves along the extension direction of obstacle 42, the angle α2 belongs to [90°, 270°].

[0046] After that, as Figure 4AAs shown, in response to the distance d from obstacle 42 to wheel 41 being less than or equal to a preset distance threshold d0 (i.e., d ≤ d0), and the angle α between the displacement direction of obstacle 42 and wheel 41 indicating the judgment result that wheel 41 is approaching obstacle 42 (i.e., α1 ∈ (-90°, 90°)), the controller can provide the driver with a wheel radar alarm via the buzzer and / or voice broadcast system of vehicle 10. Furthermore, the controller can also provide the driver with an image and / or text wheel radar alarm via the display interface of vehicle 10, and display which wheel the wheel radar alarm originates from via the display interface of vehicle 10. Please refer to [link / reference needed] for details. Figure 5 , Figure 5 A schematic diagram of a wheel radar alarm interface provided according to some embodiments of the present invention is shown.

[0047] like Figure 5 As shown, in some embodiments of the present invention, the wheel collision avoidance system may be configured with a wheel radar alarm interface. In response to the determination that a wheel radar alarm is required for any one or more wheels, the controller may display the wheel radar alarm interface via a human-machine interface such as the central control display screen of the vehicle 10, and provide the driver with an image and / or text wheel radar alarm through the wheel radar alarm interface.

[0048] For example, in response to the determination that a wheel radar alarm is needed for the right front wheel of the vehicle, the controller can first determine the corresponding alarm level based on the distance d from the obstacle to the right front wheel, and then provide the corresponding visual and / or audible wheel radar alarm based on the alarm level.

[0049] Specifically, when the distance d from the obstacle to the right front wheel is less than or equal to the preset first-level distance threshold (e.g., d0 = 20cm), but greater than the preset second-level distance threshold (e.g., d1 = 10cm), the controller can illuminate a warning arc on the right front wheel in the wheel radar alarm interface and provide a soothing buzzer at a frequency of 2Hz via the vehicle's buzzer to alert the user that there is a low obstacle near the right front wheel.

[0050] Furthermore, when the distance d from the obstacle to the right front wheel is less than or equal to the secondary distance threshold (e.g., d1 = 10cm), but greater than the preset tertiary distance threshold (e.g., d2 = 5cm), the controller can illuminate the two warning arcs of the right front wheel in the wheel radar alarm interface and provide a faster beeping sound at a frequency of 5Hz via the vehicle's buzzer to warn the user that there is a low obstacle near the right front wheel.

[0051] Furthermore, when the distance d from the obstacle to the right front wheel is less than or equal to the three-level distance threshold (e.g., d2 = 5cm), the controller can illuminate the three warning arcs of the right front wheel in the wheel radar alarm interface and provide a rapid beeping sound at a frequency of 10Hz via the vehicle's buzzer to warn the user that the right front wheel is about to collide with a nearby low obstacle.

[0052] In this way, the driver can determine which wheel the wheel radar alarm is coming from based on the position of the illuminated warning arcs on the wheel radar alarm interface, and determine the distance from the obstacle to the wheel based on the number of illuminated warning arcs and the frequency of the beeping sound.

[0053] In addition, the wheel collision avoidance system can also use the same or similar wheel radar warning scheme to provide wheel radar warnings for the front left, rear left and rear right wheels of the vehicle. The principle is similar to the above embodiments, and will not be repeated here.

[0054] like Figure 4B As shown, in some other embodiments, in response to the judgment that the distance d from the obstacle 42 to the wheel 41 is less than or equal to a preset distance threshold d0 (i.e., d≤d0), but the angle a between the displacement direction of the obstacle 42 and the wheel 41 indicates that the wheel 41 is not close to the obstacle 42 (i.e., a2∈[90°,270°]), the controller will not issue a wheel radar alarm in this situation, so that the driver can make full use of the limited road space to park the vehicle 10 closer to the curb and more easily complete driving operations such as turning on narrow roads and making U-turns on narrow roads.

[0055] Those skilled in the art will understand that the aforementioned angle ranges of (-90°, 90°) and [90°, 270°] are merely examples to facilitate public understanding, primarily used to illustrate the main concept of the invention, and not intended to limit the scope of protection of the invention. Optionally, in other embodiments, those skilled in the art can also adjust the angle range based on different distance thresholds d. i Configure the corresponding included angle range (e.g., d0 = 20cm, a1 ∈ (-75°, 75°), a2 ∈ [75°, 285°]; d1 = 10cm, a1 ∈ (-80°, 80°), a2 ∈ [80°, 280°]; d2 = 5cm, a1 ∈ (-90°, 90°), a2 ∈ [90°, 270°]) to determine whether the wheel 41 is close to the obstacle 42, thereby helping the driver to make fuller use of the limited road space to park the vehicle 10 closer to the curb and to more easily complete driving operations such as turning on narrow roads and making U-turns on narrow roads.

[0056] Those skilled in the art will also understand that the above-described scheme for determining whether a wheel radar alarm is needed based on the angle α between the displacement direction of obstacle 42 and wheel 41 is merely a non-limiting implementation provided by the present invention, intended to clearly demonstrate the main concept of the present invention and provide a specific scheme that is easy for the public to implement, rather than being used to limit the scope of protection of the present invention.

[0057] Optionally, in other embodiments, the wheel collision avoidance system can further acquire the vehicle steering wheel offset data, and then, based on the distance d from the obstacle to each wheel... j The angle α between the obstacle and the displacement direction of each wheel j It also uses the vehicle's steering wheel offset data to predict the displacement trajectory of each wheel in order to determine whether a wheel radar alarm is needed.

[0058] Please refer to the details. Figures 6A-6C , Figures 6A-6C A schematic diagram illustrating the alarm and driving assistance of a wheel collision avoidance method provided according to some embodiments of the present invention is shown.

[0059] like Figure 6A As shown, in some parallel parking embodiments, when a user wishes to park vehicle 10 to the right on the curb 62, they can first shift vehicle 10 into reverse (R) gear and turn the steering wheel to the right. In response to vehicle data indicating that vehicle 10 is in reverse and the steering wheel is tilted to the right, the controller of the wheel collision avoidance system can identify the left front wheel 611, left rear wheel 613, and right rear wheel 614 of vehicle 10 as risky wheels with a collision risk, and activate the wheel radars 11 configured on these risky wheels 611, 613, and 614 to detect the distance of obstacles to each wheel, in order to determine whether there are obstacles near each risky wheel 611, 613, and 614. When there are no obstacles on the left side of vehicle 10, and the distance d from the curb 62 on the right side of vehicle 10 to the right rear wheel 614 of vehicle 10 is greater than the preset distance threshold d0 (e.g., 20cm), the controller can determine that there is no risk of collision for each wheel 611 to 614, thus allowing vehicle 10 to turn to the right with the control of the steering wheel.

[0060] like Figure 6BAs shown, when vehicle 10 turns to the right by a certain angle 'a', the driver will straighten the steering wheel and reverse towards the curb 62. At this time, in response to the vehicle's infotainment data indicating that vehicle 10 is in reverse and the steering wheel is idle, the controller of the wheel collision avoidance system can determine that there is no risk of collision with the left and right front wheels 611-612 of vehicle 10. Therefore, it only identifies the left and right rear wheels 613-614 of vehicle 10 as risky wheels with a collision risk, and activates the wheel radar 11 configured on these risky wheels 613-614 to detect the distance of obstacles to each wheel in order to determine whether there are obstacles near each risky wheel 613-614. As vehicle 10 reverses, the right rear wheel 614 of vehicle 10 will gradually approach the curb 62. When the distance d from the right rear wheel 614 to the curb 62 is less than or equal to a preset distance threshold d0 (e.g., 20cm), the controller will determine that the wheel 614 will collide, thereby activating the corresponding camera 12 to capture images of the wheel 614 and the curb 62, and analyze the captured images to obtain the angle α between the displacement direction of the curb 62 and the wheel 614.

[0061] Then, the controller can draw a graph based on the distance d from the right rear wheel 614 to the curb 62, the angle α between the curb 62 and the displacement direction of the wheel 614, and the current idle state of the vehicle's steering wheel. Figure 6B The controller calculates the predicted displacement trajectory B as shown by the solid line in the middle, and determines whether a wheel radar alarm for the right rear wheel 614 needs to be triggered based on whether this predicted displacement trajectory B intersects with the curb 62. Specifically, in response to the determination that the displacement trajectory B intersects with the curb 62, the controller can determine that a wheel radar alarm needs to be triggered. Conversely, in response to the determination that the displacement trajectory B does not intersect with the curb 62, the controller can determine that a wheel radar alarm does not need to be triggered.

[0062] Furthermore, in some preferred embodiments, in response to the determination that the displacement trajectory B intersects with the curb 62, the controller can also provide appropriate driving assistance to the vehicle 10 based on the displacement trajectory B to help the driver complete the parallel parking operation while avoiding the collision. Specifically, in response to the determination that the displacement trajectory B intersects with the curb 62, the controller can preferably determine a steering wheel adjustment scheme that prevents it from intersecting with the curb 62 based on the displacement trajectory B, for example, by tilting the vehicle steering wheel n° to the left. In response to the existence of a steering wheel adjustment scheme that prevents the right rear wheel 614 from intersecting with the curb 62, the controller can automatically adjust the vehicle steering wheel according to the steering wheel adjustment scheme to control the right rear wheel 614 of the vehicle 10 along the curb 62. Figure 6BThe optimized trajectory B' displacement is shown by the dashed line. Conversely, in response to the absence of a steering wheel adjustment scheme that prevents the right rear wheel 614 from intersecting with the curb 62, the controller can actively brake the vehicle 10 and prompt the driver to move forward an appropriate distance via images, text, and / or voice before attempting parallel parking again.

[0063] like Figure 6C As shown, when vehicle 10 reverses along the optimized trajectory B' of the right rear wheel 614, the controller of the wheel collision avoidance system will acquire vehicle data showing that vehicle 10 is in reverse gear and the steering wheel is tilted to the left. At this time, the controller can identify the right front wheel 612, left rear wheel 613, and right rear wheel 614 of vehicle 10 as risky wheels with a collision risk based on this vehicle data, and activate the wheel radars 11 configured on these risky wheels 612-614 to detect the distance of obstacles to each wheel in order to determine whether there are obstacles near each risky wheel 612-614.

[0064] As vehicle 10 reverses along the optimized trajectory B' of the right rear wheel 614, the right front wheel 612 of vehicle 10 will gradually approach the curb 62. When the distance d between the right front wheel 612 and the curb 62 is less than or equal to a preset distance threshold d0 (e.g., 20cm), the controller will determine that wheel 612 will collide, thereby activating the corresponding camera 12 to acquire images of wheel 612 and curb 62, and analyze the acquired images to obtain the angle α between the displacement direction of curb 62 and wheel 612.

[0065] Then, the controller can, as described above, draw the following based on the distance d from the right front wheel 612 to the curb 62, the angle α between the curb 62 and the displacement direction of the wheel 612, and the current leftward offset of the vehicle steering wheel by n°. Figure 6C The controller calculates the predicted displacement trajectory C as shown by the solid line in the middle, and determines whether a wheel radar alarm for the right front wheel 612 needs to be triggered based on whether this predicted displacement trajectory C intersects with the curb 62. Specifically, in response to the determination that the displacement trajectory C intersects with the curb 62, the controller can determine that a wheel radar alarm needs to be triggered. Conversely, in response to the determination that the displacement trajectory C does not intersect with the curb 62, the controller can determine that a wheel radar alarm does not need to be triggered.

[0066] Furthermore, in response to the determination that the displacement trajectory C intersects with the curb 62, the controller can also provide appropriate driving assistance to the vehicle 10 based on the displacement trajectory C to help the driver complete the parallel parking operation while avoiding the collision. Specifically, in response to the determination that the displacement trajectory C intersects with the curb 62, the controller can preferably determine a steering wheel adjustment scheme that prevents it from intersecting with the curb 62 based on the displacement trajectory C, for example, adjusting the vehicle steering wheel back to an unloaded state. In response to the existence of a steering wheel adjustment scheme that prevents the right front wheel 612 from intersecting with the curb 62, the controller can automatically adjust the vehicle steering wheel according to the steering wheel adjustment scheme to control the right front wheel 612 of the vehicle 10 along the curb 62. Figure 6C The optimized trajectory C' displacement, shown by the dashed line, helps the driver to park the vehicle 10 at the target location.

[0067] Those skilled in the art will understand that the above-described embodiment of parallel parking based on reverse gear is merely a non-limiting implementation method provided by the present invention, intended to clearly demonstrate the main concept of the present invention and provide a specific solution that is easy for the public to implement, rather than being used to limit the scope of protection of the present invention.

[0068] Optionally, in other embodiments, the wheel collision avoidance system provided by the present invention can also be based on the drive (D) gear, sport (S) gear, and manual (M) gear of an automatic transmission vehicle, as well as the forward gears such as 1st to 5th gear of a manual transmission vehicle, to help the driver complete various practical operations such as parking on the side of the road, turning on narrow roads, and making U-turns on narrow roads. Please refer to the following for details. Figure 7 , Figure 7 A schematic diagram illustrating the alarm and driving assistance of a wheel collision avoidance method provided according to some embodiments of the present invention is shown.

[0069] like Figure 7 As shown, in some embodiments for turning on narrow roads, when a user wishes to complete a left turn of vehicle 10 in front of curb 72, they can first switch vehicle 10 to drive (D) gear and turn the steering wheel to the left. In response to vehicle data indicating that vehicle 10 is in drive and the steering wheel is tilted to the left, the controller of the wheel collision avoidance system can identify the left front wheel 711 and right front wheel 712 of vehicle 10 as risky wheels with a collision risk, and activate the wheel radars 11 located on these risky wheels 711-712 to detect the distance of obstacles to each wheel, in order to determine whether there are obstacles near each risky wheel 711-712. At this time, the wheel radars 11 located on the left and right rear wheels 713-714 of vehicle 10 are in a dormant, inactive state.

[0070] As vehicle 10 veers to the left and moves forward under the control of the steering wheel, the right front wheel 712 of vehicle 10 will gradually approach the curb 72. When the distance d between the right front wheel 712 and the curb 72 is less than or equal to a preset distance threshold d0 (e.g., 20cm), the controller will determine that wheel 712 will collide, thereby activating the corresponding camera 12 to capture images of wheel 712 and curb 72, and analyze the captured images to obtain the angle α between the displacement direction of curb 72 and wheel 712.

[0071] Then, the controller can, as described above, draw the following based on the distance d from the right front wheel 712 to the curb 72, the angle α between the curb 72 and the displacement direction of the wheel 712, and the current leftward tilt of the vehicle steering wheel. Figure 7 The controller calculates the predicted displacement trajectory A as shown by the solid line in the diagram, and determines whether a wheel radar alarm for the right front wheel 712 needs to be triggered based on whether this predicted displacement trajectory A intersects with the curb 72. Specifically, in response to the determination that displacement trajectory A intersects with the curb 72, the controller can determine that a wheel radar alarm needs to be triggered. Conversely, in response to the determination that displacement trajectory A does not intersect with the curb 72, the controller can determine that a wheel radar alarm does not need to be triggered.

[0072] Furthermore, in response to the determination that displacement trajectory A intersects with curb 72, the controller can also provide appropriate driving assistance to vehicle 10 based on displacement trajectory A to help the driver complete the narrow road turning operation while avoiding the collision. Specifically, in response to the determination that displacement trajectory A intersects with curb 72, the controller can preferably determine a steering wheel adjustment scheme that prevents it from intersecting with curb 72 based on displacement trajectory A, for example, by further deflecting the vehicle steering wheel to the left by m°. In response to the existence of a steering wheel adjustment scheme that prevents the right front wheel 712 from intersecting with curb 72, the controller can automatically adjust the vehicle steering wheel according to the steering wheel adjustment scheme to control the right front wheel 712 of vehicle 10 along the curb 72. Figure 7 The optimized trajectory A' displacement, indicated by the dashed line, helps the driver complete the left turn operation of vehicle 10 in front of the curb 72.

[0073] In summary, this invention provides a wheel collision avoidance method, a wheel collision avoidance system, a computer-readable storage medium, and a vehicle capable of providing wheel radar warnings based on the distance d from the obstacle to the wheel and the angle α between the obstacle and the wheel's displacement direction. This helps drivers make full use of limited road space to park the vehicle 10 closer to the curb and more easily perform driving operations such as turning in narrow roads and making U-turns in narrow roads, thus meeting the application needs of drivers in various practical scenarios such as parking on the roadside, parallel parking, turning in narrow roads, and making U-turns in narrow roads.

[0074] Furthermore, the present invention also provides a trajectory prediction scheme based on the distance d from the obstacle to the wheel, the angle α between the obstacle and the wheel displacement direction, and the vehicle steering wheel offset data. By using this scheme, the present invention can not only provide more accurate wheel radar warnings, but also provide the driver with further driving assistance functions to help the driver park the vehicle 10 closer to the curb and more easily complete driving operations such as turning in narrow roads and making U-turns in narrow roads.

[0075] Although the methods described above are illustrated and depicted as a series of actions for the sake of simplicity, it should be understood and appreciated that these methods are not limited by the order of the actions, as some actions may occur in a different order and / or concurrently with other actions from the illustrations and descriptions herein or not illustrated and described herein but which may be understood by those skilled in the art, according to one or more embodiments.

[0076] Those skilled in the art will understand that information, signals, and data can be represented using any of a variety of different techniques and arts. For example, the data, instructions, commands, information, signals, bits, symbols, and chips described throughout the above description can be represented by voltage, current, electromagnetic waves, magnetic fields or magnetic particles, light fields or optical particles, or any combination thereof.

[0077] Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of both. To clearly illustrate this interchangeability between hardware and software, the various illustrative components, blocks, modules, circuits, and steps are described above in a generalized manner in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. Those skilled in the art may implement the described functionality in different ways for each specific application, but such implementation decisions should not be construed as departing from the scope of the invention.

[0078] Although the controller described in the above embodiments can be implemented through a combination of software and hardware, it is understood that the controller can also be implemented independently in software or hardware. For hardware implementation, the controller can be implemented using one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, other electronic devices for performing the above functions, or a selection of combinations of the above devices. For software implementation, the controller can be implemented using independent software modules such as procedures and functions running on a general-purpose chip, each module performing one or more functions and operations described herein.

[0079] The various illustrative logic modules and circuits described in conjunction with the embodiments disclosed herein may be implemented or performed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The general-purpose processor may be a microprocessor, but in alternatives, it may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors cooperating with a DSP core, or any other such configuration.

[0080] The prior description of this disclosure is provided to enable any person skilled in the art to make or use this disclosure. Various modifications to this disclosure will be apparent to those skilled in the art, and the general principles defined herein may be applied to other variations without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not intended to be limited to the examples and designs described herein, but should be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for preventing wheel collisions, characterized in that, Includes the following steps: Detecting the distance from an obstacle to a wheel via wheel radar includes: acquiring vehicle gear information; in response to the vehicle being in reverse gear, acquiring steering wheel offset data; in response to the offset data indicating the vehicle steering wheel is idle, detecting the distance from an obstacle to the rear wheel via wheel radars located on the rear wheels of the vehicle, and disabling wheel radars located on the front wheels of the vehicle; in response to the offset data indicating the vehicle steering wheel is offset to the left, detecting the distance from an obstacle to the right front wheel via wheel radars located on the right front wheel of the vehicle, detecting the distance from an obstacle to the rear wheel via wheel radars located on the rear wheels of the vehicle, and disabling wheel radars located on the left front wheel of the vehicle; in response to the offset data indicating the vehicle steering wheel is offset to the right, detecting the distance from an obstacle to the left front wheel via wheel radars located on the left front wheel of the vehicle, detecting the distance from an obstacle to the rear wheel via wheel radars located on the rear wheels of the vehicle, and disabling wheel radars located on the right front wheel of the vehicle. Based on the distance, it is determined whether there is an obstacle near the wheel, wherein the obstacle includes a low obstacle whose height is lower than the vehicle chassis; In response to the determination that an obstacle exists near the wheel, an image of the obstacle is acquired, and the image is analyzed to obtain the angle between the obstacle and the displacement direction of the wheel; and Wheel radar alarms are triggered based on the distance from the obstacle to the wheel and the angle between the obstacle and the displacement direction of the wheel.

2. The wheel collision avoidance method as described in claim 1, wherein, The step of generating a wheel radar alarm based on the distance from the obstacle to the wheel and the angle between the obstacle and the displacement direction of the wheel includes: In response to the distance from the obstacle to the wheel being less than or equal to a preset distance threshold, and the angle between the displacement direction of the obstacle and the wheel indicating that the wheel is approaching the obstacle, a wheel radar alarm is triggered; and In response to the angle between the obstacle and the displacement direction of the wheel indicating that the wheel is not approaching the obstacle, no wheel radar alarm is triggered.

3. The wheel collision avoidance method as described in claim 2, wherein, The step of generating a wheel radar alarm based on the distance from the obstacle to the wheel and the angle between the obstacle and the displacement direction of the wheel includes: Obtain the vehicle steering wheel offset data; Based on the distance from the obstacle to the wheel, the angle between the obstacle and the displacement direction of the wheel, and the offset data of the vehicle steering wheel, the displacement trajectory of the wheel is predicted; and The wheel radar alarm is triggered in response to the intersection of the displacement trajectory and the obstacle.

4. The wheel collision avoidance method as described in claim 3 further includes the following steps: In response to the intersection of the displacement trajectory with the obstacle, driving assistance is provided to the vehicle based on the displacement trajectory.

5. The wheel collision avoidance method as described in claim 4, wherein, The step of providing driving assistance to the vehicle based on the displacement trajectory includes: Based on the displacement trajectory, determine a steering wheel adjustment scheme that prevents the displacement trajectory from intersecting with the obstacle; In response to the existence of the steering wheel adjustment scheme, the vehicle steering wheel is adjusted according to the steering wheel adjustment scheme; and In response to the absence of the steering wheel adjustment scheme, the vehicle is actively braked, and the driver is prompted to change the driving direction.

6. The wheel collision avoidance method according to any one of claims 1 to 5, wherein, The steps for triggering the wheel radar alarm further include: Wheel radar warnings that provide audible and / or verbal alerts to the driver via the vehicle's buzzer and / or voice broadcast system; and / or The vehicle's display interface provides the driver with visual and / or textual wheel radar warnings, and indicates which wheel the wheel radar warning originates from.

7. The wheel collision avoidance method according to any one of claims 1 to 5, wherein, The steps for triggering the wheel radar alarm further include: The alarm level is determined based on the distance from the obstacle to the wheel; and Select the corresponding alarm method based on the alarm level.

8. The wheel collision avoidance method as described in claim 1, wherein, The step of detecting the distance from an obstacle to the wheel via wheel radar includes: In response to the vehicle being in drive, the distance from an obstacle to the front wheels is detected via wheel radars located on the front wheels of the vehicle, and wheel radars located on the rear wheels of the vehicle are deactivated; and In response to the vehicle being in reverse gear, the distance from an obstacle to the front wheels is detected via wheel radars located on the front wheels of the vehicle, and the distance from an obstacle to the rear wheels is detected via wheel radars located on the rear wheels of the vehicle.

9. The wheel collision avoidance method as described in claim 1, wherein, The step of detecting the distance from an obstacle to the wheel via wheel radar includes: Obtain vehicle speed data; and In response to the vehicle's speed being less than or equal to a preset speed threshold, the distance from the obstacle to the wheel is detected via the wheel radar.

10. A wheel collision avoidance system, characterized in that, include: Multiple wheel radars are installed on each wheel of the vehicle. Multiple cameras are positioned facing the outer side of each of the wheels. as well as The controller is communicatively connected to each of the wheel radars and each of the cameras, and is configured to implement the wheel collision avoidance method as described in any one of claims 1 to 9.

11. A computer-readable storage medium storing computer instructions thereon, characterized in that, When the computer instructions are executed by the processor, the wheel collision avoidance method as described in any one of claims 1 to 9 is implemented.

12. A vehicle, characterized in that, include: Multiple wheels; as well as The wheel collision avoidance system as claimed in claim 10, wherein a plurality of wheel radars of the wheel collision avoidance system are respectively disposed on each of the wheels of the vehicle, and a plurality of cameras of the wheel collision avoidance system are respectively facing the outer side of each of the wheels of the vehicle.

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