Rearward sensing system for a vehicle

Abstract

Devices, systems, and methods for operating a rear sensing system of a vehicle are described. An example rear sensing system includes two corner units and a central unit, where each of the two corner units and the central unit includes a camera module and a dual-band transceiver. A method for operating a rear sensing system includes pairing with a control unit by communicating via at least a first frequency band using the dual-band transceiver, transmitting a first trigger signal to the two corner units via a second frequency band that does not overlap with the first frequency band, and switching to an active mode. In an example, the first trigger signal causes the two corner units to switch to the active mode, which includes orienting the camera modules on the central unit and the two corner units to provide an unobstructed view of an area behind and around the vehicle.

Description

[0001] This application is a divisional application of Chinese patent application No. 201980058299.7, filed on September 9, 2019, entitled "Rearward Perception System for Vehicles".

[0002] Cross-references to related applications

[0003] This patent document claims priority and benefit to U.S. Patent Application No. 16 / 125,531, filed September 7, 2018, entitled “REAR-FACING PERCEPTION SYSTEM FOR VEHICLES”. The entire contents of the aforementioned patent application are incorporated herein by reference as part of the disclosure of this patent document. Technical Field

[0004] This article relates to vehicle monitoring and control. Background Technology

[0005] Autonomous vehicle navigation is a technology that uses the sensing of a vehicle's position and movement to autonomously control the vehicle to navigate to its destination. Autonomous vehicle navigation can have important applications in the transportation of people, goods, or services. One autonomous driving component that ensures the safety of the vehicle, its passengers, and people and property near the vehicle is the accurate perception of the area surrounding the rear of the vehicle. Summary of the Invention

[0006] Devices, systems, and methods for a rear-view perception system for a vehicle are disclosed. In some embodiments, the self-powered and automatically synchronized rear-view perception system, comprising a central unit and two corner units, is mounted at the rear of the vehicle or on a semi-trailer truck (typically referred to as a towed trailer or "semi"), providing an unobstructed area around the rear of the vehicle. The corner units and the central unit communicate wirelessly with a control unit located adjacent to the driver's position within the vehicle.

[0007] In one aspect, the disclosed technology can be used to provide a method for operating a rear-view perception unit in a vehicle. An exemplary rear-view perception system includes two corner units and a central unit, wherein each of the two corner units and the central unit includes a camera module and a dual-band transceiver. The method includes: pairing with a control unit by communicating via at least a first frequency band using the dual-band transceiver; transmitting a first trigger signal to the two corner units upon successful pairing, wherein the first trigger signal is transmitted via a second frequency band that does not overlap with the first frequency band; and switching to an active mode after transmitting the first trigger signal, wherein the first trigger signal causes the two corner units to switch to an active mode, wherein the power module includes a battery, and wherein the active mode includes: orienting the camera modules on the central unit and the two corner units to provide an unobstructed view of the area surrounding the rear of the vehicle.

[0008] In another aspect, the above method is implemented in the form of processor executable code and stored in a computer-readable program medium.

[0009] In another aspect, an apparatus configured or operable to perform the methods described above is disclosed. The apparatus may include a processor programmed to implement the methods.

[0010] The above and other aspects and features of the disclosed technology are described in more detail in the accompanying drawings, description and claims. Attached Figure Description

[0011] Figure 1 An example of a rearward sensing system installed on a semi-trailer truck (often referred to as a towed trailer) is shown.

[0012] Figure 2 A block diagram of an example backward sensing system is shown.

[0013] Figure 3 A block diagram of an example central integration unit (CIU) of a backward sensing system is shown.

[0014] Figure 4 A block diagram of an example corner integration unit of a backward sensing system is shown.

[0015] Figure 5 A flowchart of an example method for manually synchronizing a backward sensing system is shown.

[0016] Figure 6 A flowchart of another example method for automatically synchronizing backward sensing systems is shown.

[0017] Figure 7 A flowchart of an example method for the wake-up process of a backward sensing system is shown.

[0018] Figure 8 A flowchart of an example method for the hibernation process of a backward sensing system is shown.

[0019] Figure 9 A flowchart is shown for an example method for running a backward sensing system.

[0020] Figure 10 A flowchart is shown for another example method for running a backward sensing system.

[0021] Figure 11 Examples of hardware platforms that can implement some of the technologies described in this article are shown. Detailed Implementation

[0022] Because blind spots exist behind every car and truck, thousands of people are injured each year in backing-out accidents. Typically, these blind spots range from 15 feet in smaller cars to over 25 feet in larger pickup trucks and SUVs, and even longer for towed trailers. Human drivers usually rely on a visual check of the area behind their vehicle before entering it to drive. However, autonomous vehicles lack this mechanism. The increasing use of autonomous vehicles makes accurate perception of objects behind and around the vehicle crucial, especially for towed trailers maneuvering around static obstacles, loading docks, and other similar locations (as part of the routine operation of towed trailers).

[0023] A reversing camera (and more generally, a rear-view perception system) can maintain driver control and visibility while the vehicle is in motion. For example, a backup camera can prevent the vehicle from reversing over a person (especially sensitive to young children and pets) or an object, and can assist in parallel parking while avoiding damage to nearby vehicles. In another example, and if the vehicle is hit by another vehicle, a rear-view perception system can provide evidence of an accident for insurance purposes.

[0024] Rear-viewing systems can improve operational safety for autonomous vehicles. Unlike passenger cars, where rear-view cameras are permanently installed, some applications of autonomous vehicles may only require the use of rear-viewing systems occasionally. For example, in freight operations, truck cabs (cab or tractor unit) are often attached to different cargo holds or trailers. Therefore, including a rear-viewing system would be useful where the system requires minimal or no installation when the truck cab is attached to another trailer. Specifically, it would be beneficial where the truck driver does not have to connect cables from the rear-viewing system portion on the trailer to displays and other electronics in the cab. In such cases, the ease of setting up and activating the rear-viewing system saves the truck driver additional time and effort, and eliminates human error during system connection and setup. Furthermore, transport service providers often manage a large number of trailers and cabs, and truck trailers may often simply sit in parking lots when not in use. In this scenario, it would be ideal if the electronics associated with the rear-end sensing system could be put into use by simply detaching them from an unused trailer and attaching them to another trailer that would be paired with and used in the truck cab.

[0025] Some expected features of this system may include: (i) the ability to be mounted on a semi-trailer trailer, thus providing full rearward awareness without blind spots; (ii) low cost and self-powered; (iii) easy to install and remove; (iv) the ability to communicate wirelessly with the driver; (v) accurate perception of the location of all objects in the reversing path; and (vi) providing automatic calibration and synchronization.

[0026] The techniques disclosed herein provide solutions to the aforementioned and other technical problems in the backward monitoring and control of fully and semi-autonomous vehicles. Figure 1 An example of a rearward perception system mounted on a semi-trailer truck (commonly referred to as a towed trailer) is shown. As shown, a central integration unit (CIU, 125), a left-turn integration unit (LIU, 135-1), and a right-turn integration unit (RIU, 135-2) are mounted on trailer 115, and a vehicle control unit (VCU, 145) and a telematics box 155 are mounted on the towing vehicle 105 of the towed trailer.

[0027] In some embodiments, Figure 1The component subsets (CIU, LIU, and RIU) of the rearward perception system shown can be advantageously mounted at the rear and / or sides of a trailer to provide complete rearward perception coverage without blind spots or blind areas. Other advantageous features of embodiments of the disclosed technology include, but are not limited to, batteries or solar panels for self-powering capabilities (e.g., independent of wiring or external power sources), ease of installation (e.g., attachment for a secure fixation and subsequent easy removal), wireless communication capabilities that eliminate the need for complex electrical and mechanical construction, and support over-the-air (OTA) updates, as well as automatic synchronization and calibration capabilities. Furthermore, the CIU, LIU, and RIU can include a variety of different sensors, and information from these sensors can be fused to enable accurate detection of objects and / or people that may be present behind the vehicle.

[0028] In some embodiments, the CIU, LIU, and RIU include an attachment mechanism configured to enable easy attachability and detachability of the integrated unit to a vehicle or a trailer for a towed trailer. For example, the attachment mechanism may be a magnetic panel that can be used to easily secure the integrated unit to the trailer. In another example, a suction panel or hook-and-loop fastener system may be used for the attachment mechanism.

[0029] Figure 2 A block diagram of an example backward sensing system is shown, and functional (e.g., communication) sub-components are encapsulated within... Figure 1 An example of a component described in the context of [the example]. Figure 2 As shown, embodiments of the disclosed technology can support communication in several different frequency bands using multiple standards. This feature advantageously provides a component (or module) with the ability to communicate simultaneously without interfering with the communication of other components or modules.

[0030] In some embodiments, and as Figure 2As shown, the tractor unit 205 includes a VCU 245, a telematics box 255, and a synchronization button 231 (for manual synchronization, which will be discussed later herein). For example, the telematics box may include a dual-band transceiver supporting communication using the LTE standard 223 as well as radio frequency (RF) communication in the ultra-high frequency (UHF) band 221 (e.g., using a low-power device 433MHz (LPD433)). The LTE transceiver 223 can be used by the tractor unit to provide updates to traffic and map services to the driver, while the RF-433M transceiver 221 can be used to communicate with the CIU, LIU, and / or RIU attached to the trailer 215. In another example, the VCU 245 may include an EEPROM (Electrically Erasable Programmable Read-Only Memory) 224, which can be configured to store the address and / or ID of each component in the backward sensing system for independently transmitting data and control signals to / from each component.

[0031] In some embodiments, and as Figure 1 and Figure 2 As shown, trailer 215 may include CIU 225, LIU 235-1, and RIU 235-2. In this example, each integrated unit may include a dual-band transceiver supporting RF communication in both the UHF and low-frequency (LF) bands. RF-433M transceiver 221 may be used to communicate with VCU 245 in the tractor unit (as indicated by dashed line 298), while a 125kHz RFID (Radio Frequency Identification) module 222 may be used to communicate between integrated units (as indicated by dashed line 299).

[0032] In some embodiments, different frequency bands and alternating wireless protocols and devices can be implemented in the operation of the backward sensing system. For example, the VCU and integrated unit can use Bluetooth, Zigbee, Direct Short Range Communication (DSRC) based on the 802.11p wireless standard, etc.

[0033] Figure 3 A block diagram of an example central integration unit (CIU) of a backward sensing system is shown. In some embodiments, and as... Figure 3 As shown, the CIU may include seven modules: ultrasound module 311, human-computer interaction (HMI) module 312, radar module 313, computing module 314, RF module 316, camera module 317, and power module 318.

[0034] In some embodiments, the ultrasonic module 311 may include a left sensor 341 and a right sensor 342 respectively mounted on the left and right corners of the trailer. In this example, the ultrasonic module 311 can be used not only to detect the presence of an object but also to determine the distance between the object and the vehicle. In some embodiments, the camera module 317 may include a conventional camera 361 and / or a fisheye camera 362 (e.g., to provide an extremely wide field of view ranging from 100° to 180°) to provide a view of the area surrounding the rear of the vehicle. For example, the input from the ultrasonic module 311 and / or the camera module 317 can be used independently to provide accurate perception of any obstacles behind the vehicle.

[0035] In some embodiments, inputs from the camera module 317 and the ultrasonic module 311 may be combined or fused before being used to detect obstacles and people behind the vehicle. For example, the ultrasonic module 311 can be used to augment the camera module 317 so that the rear-view sensing system can accurately determine the distance between objects and the vehicle and operate in low-light conditions or even in complete darkness.

[0036] In some embodiments, radar module 313 may include a 24 GHz radar module 351 configured to extend camera module 317. For example, radar module 313 is capable of detecting obstacles in any weather conditions. The combination of camera and radar modules enables the rear-view perception system to operate accurately in the presence of fog or mist, thereby ensuring the safety of the autonomous vehicle even in adverse conditions.

[0037] In some embodiments, HMI module 312 may include a synchronization button 331, an alarm light 332, and an alarm buzzer 333. For example, and as discussed later herein, the synchronization button 331 may be configured to activate the corner integration unit as part of a manual synchronization process between the VCU and the CIU, LIU, and RIU. In this example, the alarm light 332 and the alarm buzzer 333 may be configured to provide visual and auditory stimuli when the backward sensing system is operable.

[0038] In some embodiments, the computing module 314 includes a microcontroller unit (MCU, 381) and a microelectromechanical system (MEMS)-based inertial measurement unit (IMU). For example, an IMU is an electronic device that uses a combination of accelerometers and gyroscopes (and sometimes magnetometers) to measure and report the specific force and angular rate of a subject, and sometimes also the magnetic field around the subject. In this example, the MCU may control the MEMS and / or other components to ensure that the rear-view sensing system is operating in an energy-efficient manner to ensure the safety of vehicles and personnel.

[0039] In some embodiments, RF module 316 includes a dual-band transceiver supporting RF communication in both the UHF and LF bands. RF-433M transceiver 321 can be used to communicate with the VCU, while the 125kHz RFID module 322 can be used to communicate with the LIU and RIU. In this example, the UHF and LF frequency bands do not overlap in frequency. In other embodiments, the dual-band communication can be orthogonal in time (e.g., using TDMA (Time Division Multiple Access)) or in structure (e.g., using CDMA (Code Division Multiple Access)).

[0040] In some embodiments, the power module 318 includes a battery 371 and / or a solar panel 372. More generally, the power module 318 is a self-powered source for various components of the rear-view sensing system, which does not require a constant connection to the power grid. In some embodiments, the power module 318 may be periodically recharged to ensure that the various components function as expected during vehicle operation.

[0041] Figure 4 A block diagram of an example corner unit of a backward sensing system is shown. This example includes... Figure 3 Some features and / or components are similar to those shown and described above. At least some of these features and / or components may not be described individually in this section. In some embodiments, and as... Figure 4 As shown, the LIU and / or RIU may include five modules: ultrasound module 411, computing module 414, RF module 416, camera module 417, and power module 418.

[0042] In some embodiments, camera module 417 includes mechanisms for keeping the respective conventional and fisheye cameras of the CIU, LIU, and RIU clean. For example, a camera cleaning system may be configured to spray a cleaning solvent (or water) onto the camera lens, followed by air jets to dry the camera lens. In another example, the VCU may provide instructions or prompts to the vehicle's driver to ensure that the cameras are clean before the vehicle is operated.

[0043] Figure 5 A flowchart illustrating an example method for manually synchronizing a backward sensing system is shown. Figure 5 As shown, when the synchronization button on the CIU is pressed (e.g., as shown in the image), Figure 3 When the synchronization button 331 shown is pressed, the manual synchronization process 500 begins at step 510. Pressing the CIU synchronization button uses, for example, a 125kHz RFID module in a dual-band transceiver to transmit a trigger signal (step 530). This trigger signal can be a synchronization signal for both the LIU and RIU.

[0044] In some embodiments, synchronization can be achieved by pressing a synchronization button on the tractor (e.g., Figure 2 Step 510 is performed using the synchronization button 231 (which may be located near the On-Board Diagnostics (OBD) port). Activation of the two synchronization buttons on the CIU and VCU, and triggering of the RIU and LIU, requires an interval of 15 to 30 seconds (or a waiting period) (step 540). If this waiting period is unavailable during the manual synchronization process (e.g., due to the vehicle being shut down for an emergency), the process is aborted and exits (step 570).

[0045] Typically, the manual synchronization process continues to step 550, where the CIU, LIU, and RIU send their identification information to the VCU using, for example, an RF-433M module in a dual-band transceiver. If the process is successful (step 560), the VCU stores the ID in EEPROM (e.g., ...). Figure 2 In EEPROM 224). If the ID is not successfully saved in VCU, the manual synchronization process is aborted (and exits, step 580).

[0046] Figure 6 A flowchart of another example method for automatically synchronizing a backward sensing system is shown. Figure 5 Compared to the manual synchronization process described in the context, Figure 6 The automatic synchronization process shown requires no manual intervention and relies on the movement of components of the rearward sensing system. For example, if a tow trailer with a newly installed rearward sensing system does not need to move backward first (and therefore does not need to use the rearward sensing system), then forward movement of the tow trailer can trigger a process as described in... Figure 6 The automatic synchronization process described in the context of [the context].

[0047] The automatic synchronization process 600 begins at step 610, where movement of the VCU is detected in the form of signals from one or more axes of the VCU's IMU. In the example, if the detected signal corresponds to an acceleration of less than 1g (step 620), then the automatic synchronization process terminates (step 670). However, if the detected signal corresponds to an acceleration greater than or equal to 1g (e.g., 1g of acceleration is equivalent to a rate of change of speed of approximately 35 km / h (or 22 mph) per second), then the VCU uses, for example, an RF-433M module in a dual-band transceiver to transmit a synchronization signal (step 630).

[0048] The synchronization signal is received by the integrated unit (CIU, LIU, RIU), which then transmits it to its corresponding IMU (for CIU and LIU / RIU respectively). Figure 3 and Figure 4The signals corresponding to the axes of IMUs 382 and 482 in the integrated unit are detected. The IMU signals from the CIU / LIU / RIU are detected (step 640), and if the IMU signal is similar to the IMU signal from the VCU (step 650), then the ID from the integrated unit is stored in the VCU EEPROM (step 660, and...). Figure 5 (Similar to step 560 in the previous step). However, if a mismatch exists in the IMU signals from the VCU and the integrated unit (step 650), the automatic synchronization process terminates (step 670). For example, the tractor unit may have just delivered the trailer to the loading dock and left the location after unhooking the trailer from the hook. In this case, the IMU signal from the tractor unit will register an acceleration greater than 1g, but the trailer's IMU signal will be close to 0g, and synchronization will not occur (as expected, since the tractor unit is not attached to the trailer).

[0049] exist Figure 5 and Figure 6 The manual and automatic synchronization processes described in the context can typically be performed separately when the tractor and trailer are initially paired. As long as the same tractor-trailer combination is in operation, the synchronization process does not need to be repeated. On the other hand, if the trailer is replaced, the rearward sensing system can be detached from the original trailer and attached to the new trailer, and either the manual or automatic synchronization process can be performed.

[0050] In some embodiments, the disclosed technology implements wake-up and hibernation processes to operate in an energy-efficient manner, thereby enabling the self-powered CIU, LIU, and RIU to operate with frequent charging. Figure 7 and Figure 8 Examples of the wake-up and sleep processes of a backward sensing system are provided respectively.

[0051] Figure 7 A flowchart of an example method 700 for waking up a rear-view sensing system is shown. Method 700 includes, in step 710, waking up the VCU based on an event that can be manually triggered or inferred from vehicle operation. For example, if the vehicle is in reverse, the VCU wakes up automatically.

[0052] Method 700 includes: in step 720, the VCU uses, for example, an RF-433M module in a dual-band transceiver to transmit a wake-up signal. In some embodiments, the wake-up signal is directed to the CIU, which then wakes up upon receiving the wake-up signal from the VCU (step 730).

[0053] In some embodiments, in response to a wake-up signal, the CIU transmits a signal to the VCU. Additionally, the CIU uses, for example, a 125kHz RFID module in a dual-band transceiver to send a trigger signal (e.g., a wake-up signal that may be equivalent to or different from the wake-up signal received from the VCU) to the LIU and RIU (step 740). Upon receiving this trigger signal, the LIU and RIU wake up (step 750).

[0054] The wake-up process ends when the VCU receives a signal from the CIU, LIU, and RIU (step 760), thereby confirming its active operating mode. Embodiments of the disclosed technology can use the wake-up process to ensure that the backward sensing system operates in an energy-efficient manner.

[0055] Figure 8 A flowchart of an example method 800 for a hibernation process for a rear-view sensing system is shown. The hibernation process begins with a "hibernation event" that includes: the VCU detecting that the rear-view sensing system is not needed (step 810). For example, if the vehicle is placed in cruise control (which typically results in prolonged forward movement), the VCU automatically detects this as a hibernation event. In another example, the driver of the vehicle may explicitly trigger a hibernation event even if, for example, a tow truck is queuing at a weighbridge and does not need to reverse throughout the process.

[0056] When a sleep event is detected or initiated, the VCU uses, for example, an RF-433M module in a dual-band transceiver to transmit a sleep signal to the integrated unit at the rear of the trailer (step 820). Upon receiving the sleep signal, the CIU, LIU, and RIU switch to sleep mode (step 830). In some embodiments, switching to sleep mode includes power modules (e.g., for the CIU and LIU / RIU respectively). Figure 3 and Figure 4 (318 and 418 in the original text), the power module shuts down one or more modules (e.g., ultrasound module, camera module, radar module, etc.). In other embodiments, the power module can switch one or more modules to a power-saving operating mode, where only certain functionalities of the corresponding model are active.

[0057] Figure 9 A flowchart of an example method 900 for operating a backward sensing system is shown. In some embodiments, the backward sensing system includes two corner units (LIE, RIU) and a central unit (CIU), wherein each of the two corner units (LIE, RIU) and the central unit (CIU) includes at least a camera module, a power module, and a dual-band transceiver. Method 900, which may be implemented in the CIU, includes pairing with a control unit in step 910. In some embodiments, pairing includes communicating via a first frequency band using the dual-band transceiver. In some embodiments, the power module includes a battery.

[0058] Method 900 includes: in step 920, transmitting a first trigger signal to two corner units upon successful pairing. In some embodiments, the first trigger signal is transmitted via a second frequency band that does not overlap with the first frequency band.

[0059] Method 900 includes: in step 930, switching to an active mode after a first trigger signal has been transmitted. In some embodiments, the first trigger signal causes the two corner units to switch to active mode. In some embodiments, active mode includes: orienting the camera modules on the central unit and the two corner units to provide an unobstructed view of the area surrounding the rear of the vehicle.

[0060] In some embodiments, and as in at least Figures 2 to 4 As described in the context, the first frequency band may include an ultra-high frequency (UHF) band (e.g., a 433 MHz frequency band), and the second frequency band that does not overlap with the first frequency band may include a low frequency (LF) band (e.g., a 125 kHz frequency band).

[0061] In some embodiments, and as in Figure 5 As described in the context, the pairing operation also includes: transmitting a synchronization signal to the LIU and RIU via a second frequency band in response to a first manual trigger (e.g., pressing a synchronization button on the CIU); and transmitting an identification signal to the VCU via the first frequency band in response to a second manual trigger (e.g., pressing a synchronization button on the tractor).

[0062] In some embodiments, and as in Figure 6 As described in the context, the pairing operation also includes: receiving a synchronization signal from the VCU via a first frequency band; and transmitting a signal corresponding to the movement of the CIU (e.g., a signal from the MEMSIMU indicating an acceleration greater than 1g to continue the automatic synchronization process).

[0063] In some embodiments, and as in Figure 7 As described in the context, method 900 further includes: receiving a first wake-up signal from the VCU via a first frequency band upon successful pairing. The CIU wakes up upon receiving the first wake-up signal and subsequently triggers the LIU and RIU via a second frequency band. Once all integrated units are awake, the VCU receives signals from the CIU, LIU, and RIU to confirm that they have switched to active mode. In the example, switching to active mode includes: orienting the camera modules of the CIU, LIU, and RIU to provide an unobstructed view of the area surrounding the rear of the vehicle.

[0064] In some embodiments, and as in Figure 8As described in the context, method 900 further includes transmitting a second trigger signal to the LIU and RIU via a second frequency band. In the example, the second trigger signal may be a sleep signal, and the CIU may switch to a power-saving mode after the second trigger signal is transmitted. Additionally, the second trigger signal may cause the LIU and RIU to switch to a power-saving mode.

[0065] More generally, and in some embodiments, the VCU can communicate directly with the CIU via a first frequency band. Subsequently, the CIU can communicate with the LIU and RIU (e.g., to relay information received from the VCU) via a second frequency band. In other embodiments, the VCU can communicate directly with each of the CIU, LIU, and RIU.

[0066] Figure 10 A flowchart of another example method 1000 for running a backward sensing system is shown. This example includes... Figure 9 Some features and / or steps are similar to those shown and described above. At least some of these features and / or components may not be described separately in this section. Method 1000, which can be implemented in the LIU and / or RIU, includes: in step 1010, pairing with the control unit by communicating via a first frequency band using a dual-band transceiver.

[0067] Method 1000 includes: in step 1020, receiving a trigger signal from the central unit via a second frequency band that does not overlap with the first frequency band upon successful pairing.

[0068] Method 1000 includes: in step 1030, switching to an operating mode matching the operating mode of the central unit after receiving a trigger signal. In some embodiments, the operating mode may be an active mode or a power-saving mode. For example, a power-saving mode may include turning off the camera modules, and an active mode may include orienting the camera modules on the central unit and the two corner units to provide an unobstructed view of the area surrounding the rear of the vehicle.

[0069] Figure 11 Examples of hardware platforms 1100 that can be used to implement some of the techniques described herein are shown. For example, hardware platform 1100 can implement methods 900 and / or 1000, or can implement various modules described herein. Hardware platform 1100 may include a processor 1102 capable of executing code to implement the methods. Hardware platform 1100 may include a memory 1104 that can be used to store processor-executable code and / or store data. Hardware platform 1100 may also include a communication interface 1106. For example, communication interface 1106 can implement one or more communication protocols (LTE, Wi-Fi, etc.) described herein.

[0070] The subject matter and functional operations and modules described in this patent document can be implemented using various systems, digital electronic circuit systems, or computer software, firmware, or hardware (including the structures disclosed herein and their structural equivalents), or combinations thereof. Embodiments of the subject matter described herein can be implemented as one or more computer program products, for example, one or more modules of computer program instructions encoded on a tangible and non-transitory computer-readable medium for execution by or control of the operation of a data processing apparatus. The computer-readable medium can be a machine-readable storage device, a machine-readable storage substrate, a memory device, a composition of substances influencing machine-readable propagation signals, or combinations thereof. The terms "data processing unit" or "data processing apparatus" encompass all means, devices, and machines for processing data, including, for example, programmable processors, computers, or multiple processors or computers. In addition to hardware, the apparatus may also include code that creates an execution environment for the computer program under investigation, for example, code constituting processor firmware, a protocol stack, a database management system, an operating system, or combinations thereof.

[0071] Computer programs (also called programs, software, software applications, scripts, or code) can be written in any programming language (including compiled or interpreted languages) and can be deployed in any form (including as stand-alone programs or modules, components, subroutines, or other units suitable for use in a computing environment). A computer program does not necessarily correspond to a file in a file system. A program can be stored as part of a file that holds other programs or data (e.g., one or more scripts stored in a markup language document), or in a single file dedicated to the program in question, or in multiple collaborating files (e.g., files storing one or more modules, subroutines, or portions of code). A computer program can be deployed to execute on a single computer or on multiple computers located at a single site or distributed across multiple sites and interconnected via a communication network.

[0072] The processes and logic flows described herein can be executed by one or more programmable processors, which execute one or more computer programs to perform actions by manipulating input data and generating outputs. The processes and logic flows can also be executed by a dedicated logic circuit system (e.g., a FPGA (Field-Programmable Gate Array) or an ASIC (Application-Specific Integrated Circuit)), and the device can also be implemented as such an FPGA or ASIC.

[0073] Processors suitable for executing computer programs include, for example, general-purpose microprocessors, special-purpose microprocessors, and any type of digital computer, and any one or more processors. Generally, a processor receives instructions and data from read-only memory or random access memory, or both. Essential components of a computer are: a processor for executing instructions and one or more memory devices for storing instructions and data. Generally, a computer will also include one or more mass storage devices (e.g., magnetic disks, magneto-optical disks, or optical disks) for storing data, or the computer may be operatively coupled to receive data from or transfer data to or both of such mass storage devices. However, a computer does not necessarily need to have such devices. Computer-readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media, and memory devices, including, for example, semiconductor memory devices, such as (E)EPROM and flash memory devices. The processor and memory may be supplemented by or incorporated into a special-purpose logic circuit system.

[0074] The purpose is to include the instruction manual along with the accompanying Figure 1 The word is to be considered illustrative only, where illustrative means example. As used herein, unless the context clearly indicates otherwise, "or" is intended to include "and / or".

[0075] While this patent document contains numerous details, these details should not be construed as limiting the scope of any invention or potentially claimed content, but rather as descriptions of features that may be specific to particular embodiments of a particular invention. Certain features described in this patent document within the context of individual embodiments may also be implemented in combination in a single embodiment. Conversely, various features described in the context of a single embodiment may also be implemented individually or in any suitable sub-combination in multiple embodiments. Moreover, although features may be described above as functioning in certain combinations and initially or even equally claimed, in some cases one or more features from the claimed combination may be removed from the combination, and the claimed combination may involve sub-combinations or variations of sub-combinations.

[0076] Similarly, although operations are depicted in a specific order in the accompanying drawings, this should not be construed as requiring such operations to be performed in the specific order shown or in a sequential order, or as requiring all illustrated operations to achieve the desired result. Furthermore, the separation of various system components in the embodiments described in this patent document should not be construed as requiring this separation in all embodiments.

[0077] Only a few implementation methods and examples are described, and other implementation methods, enhancements and variations can be made based on the content described and illustrated in this patent document.

Claims

1. A device for rearward sensing of a vehicle, comprising: Control unit; Two corner units; as well as Central unit Each of the two corner units and the central unit includes a camera module, a dual-band transceiver, a power module including a battery, and an attachment mechanism configured to provide attachability and detachability of each of the two corner units and the central unit to the vehicle. The camera module of the central unit includes a fisheye camera. The control unit is configured to: in response to an acceleration greater than or equal to a threshold acceleration detected by the inertial measurement unit (IMU) of the control unit, execute a first wireless communication set between the control unit and the two corner units and the central unit via a first frequency band, wherein the first wireless communication set includes synchronization signals to the central unit and the two corner units, and The two corner units are configured to switch to an active mode in response to a first trigger signal transmitted via a second frequency band that does not overlap with the first frequency band. The active mode includes orienting the camera modules on the central unit and the two corner units to provide an unobstructed view of the area surrounding the rear of the vehicle.

2. The apparatus of claim 1, wherein the central unit further comprises: The radar module is configured to operate via a third frequency band that does not overlap with the first and second frequency bands.

3. The device of claim 1, wherein the attachment mechanism is one of the following: a magnetic panel, a suction panel, or a hook and fastener system.

4. The apparatus of claim 1, wherein the power module comprises a solar panel.

5. The apparatus of claim 1, wherein the central unit further comprises a human-computer interaction (HMI) module.

6. The apparatus of claim 5, wherein the human-machine interface (HMI) module comprises at least one of the following: a synchronization button, an alarm light, or an alarm buzzer.

7. The apparatus of claim 6, wherein the synchronization button is configured to transmit the first trigger signal when the synchronization button is pressed.

8. The apparatus of claim 1, wherein the central unit further comprises an ultrasound module.

9. The apparatus of claim 8, wherein the ultrasonic module comprises a left sensor and a right sensor respectively mounted on the left and right corners of the trailer.

10. A non-transitory computer-readable storage medium comprising executable instructions for operating a rear-view sensing unit in a vehicle, the instructions causing the at least one processor to perform operations when executed by the at least one processor, the operations including: In response to the inertial measurement unit (IMU) at the control unit detecting an acceleration greater than or equal to a threshold acceleration, the control unit is paired with the IMU, wherein the pairing includes: A synchronization signal is transmitted to a central unit and two corner units, the central unit and the two corner units being positioned to provide a view of the area surrounding the rear of the vehicle, wherein the synchronization signal is transmitted via a first frequency band that does not overlap with a second frequency band used for communication between the corner units and the central unit. Upon successful pairing, a first trigger signal is transmitted to the two corner units, wherein the first trigger signal is transmitted via the second frequency band; and After transmitting the first trigger signal, switch to active mode. The first trigger signal causes the two corner units to switch to the active mode, and The active mode includes orienting the camera modules of the central unit and the two corner units to provide an unobstructed view of the area surrounding the rear of the vehicle.

11. The non-transitory computer-readable storage medium of claim 10, wherein the pairing further comprises: In response to receiving the synchronization signal, a signal corresponding to the movement of the central unit is transmitted.

12. The non-transitory computer-readable storage medium of claim 10, wherein the executable instructions, when executed by the at least one processor, further cause operations to be performed, the operations including: A second trigger signal is transmitted to the two corner units, wherein the second trigger signal is transmitted via the second frequency band; as well as After transmitting the second trigger signal, switch to power saving mode. The power-saving mode includes turning off the camera module, and The second trigger signal causes the two corner units to switch to the power-saving mode.

13. The non-transitory computer-readable storage medium of claim 10, wherein the executable instructions, when executed by the at least one processor, further cause operations to be performed, the operations including: At the control unit, IMU acceleration measurements are received from the central unit and the two corner units; The received IMU acceleration measurement value is compared with the IMU measurement value detected at the control unit; as well as At the control unit, in response to the received IMU acceleration measurement value being equal to or nearly equal to the detected IMU measurement value, identifiers for the central unit and the two corner units are stored.

14. The non-transitory computer-readable storage medium of claim 10, wherein the executable instructions, when executed by the at least one processor, further cause operations to be performed, the operations including: The wake-up signal is transmitted from the control unit to the central unit.

15. The non-transitory computer-readable storage medium of claim 14, wherein the executable instructions, when executed by the at least one processor, further cause operations to be performed, the operations including: The central unit responds to the wake-up signal by transmitting a signal to the control unit and sends a trigger signal to the two corner units.

16. The non-transitory computer-readable storage medium of claim 10, wherein the executable instructions, when executed by the at least one processor, further cause operations to be performed, the operations including: At the control unit, signals confirming its active operation mode are received from the central unit and the two corner units.

17. A method for operating a rearward sensing unit in a vehicle, the method comprising: In response to the inertial measurement unit (IMU) at the control unit detecting an acceleration greater than or equal to a threshold acceleration, the control unit is paired with the IMU, wherein the pairing includes: A synchronization signal is transmitted to a central unit and two corner units, the central unit and the two corner units being positioned to provide a view of the area surrounding the rear of the vehicle, wherein the synchronization signal is transmitted via a first frequency band that does not overlap with a second frequency band used for communication between the corner units and the central unit. Upon successful pairing, a first trigger signal is transmitted to the two corner units, wherein the first trigger signal is transmitted via the second frequency band; and After transmitting the first trigger signal, switch to active mode. The first trigger signal causes the two corner units to switch to the active mode, and The active mode includes orienting the camera modules of the central unit and the two corner units to provide an unobstructed view of the area surrounding the rear of the vehicle.

18. The method of claim 17, comprising: The wake-up signal is transmitted from the control unit to the central unit.

19. The method of claim 18, comprising: The central unit responds to the wake-up signal by transmitting a signal to the control unit and sends a trigger signal to the two corner units.

20. The method of claim 17, comprising: At the control unit, signals confirming its active operation mode are received from the central unit and the two corner units.

21. A method for operating a rearward sensing unit in a vehicle, the rearward sensing unit comprising a control unit, two corner units and a central unit, each of the two corner units and the central unit comprising a camera module, a dual-band transceiver and a power module, the method comprising: In response to the inertial measurement unit (IMU) at the control unit detecting an acceleration greater than or equal to a threshold acceleration, pairing with the control unit, wherein the pairing includes: In response to the detection of an acceleration greater than or equal to the threshold acceleration, a synchronization signal is transmitted to the central unit and the two corner units, the central unit and the two corner units being positioned to provide an unobstructed view of the area surrounding the rear of the vehicle. The synchronization signal is transmitted via a first frequency band that does not overlap with the second frequency band, the second frequency band being used for communication between the corner unit and the central unit; Upon successful pairing, a first trigger signal is transmitted to the two corner units, wherein the first trigger signal is transmitted via the second frequency band; and After transmitting the first trigger signal, switch to active mode. The first trigger signal causes the two corner units to switch to the active mode. The power module includes a battery. The camera module of the central unit includes a fisheye camera, and The active mode includes orienting the camera modules on the central unit and the two corner units to provide an unobstructed view of the area surrounding the rear of the vehicle.

22. The method of claim 21, wherein the first frequency band includes an ultra-high frequency (UHF) band, wherein the central unit includes a low-power 433MHz (LPD433) device for performing the pairing, wherein the second frequency band includes a low-frequency (LF) band, and wherein one or more 125kHz RFID (Radio Frequency Identification) modules transmit the first trigger signal.

23. The method of claim 21, wherein the pairing further comprises: In response to receiving the synchronization signal, a signal corresponding to the movement of the central unit is transmitted.

24. The method of claim 21, wherein switching to the active mode comprises: Upon successful pairing, a first wake-up signal is received via the first frequency band.

25. The method of claim 21, further comprising: A second trigger signal is transmitted to the two corner units, wherein the second trigger signal is transmitted via the second frequency band; as well as After transmitting the second trigger signal, switch to power saving mode. The power-saving mode includes turning off the camera module, and The second trigger signal causes the two corner units to switch to the power-saving mode.

26. A system for rearward perception of a truck with a trailer, comprising: The control unit can be fixed to the truck; Two corner units can be attached to the rear corner of the trailer using an attachment mechanism; as well as The central unit can be secured to the rear surface of the trailer using the attachment mechanism. Each of the two corner units and the central unit includes a camera module, a dual-band transceiver, a power module, and an inertial measurement unit (IMU). The camera modules of the two corner units and the central unit are oriented to provide an unobstructed view of the area surrounding the rear of the trailer. The camera module of the central unit includes a fisheye camera. The dual-band transceivers of the two corner units and the central unit are configured as follows: The first wireless communication set between the control unit and the central unit and the two corner units is executed via a first frequency band, including: In response to the inertial measurement unit (IMU) at the control unit detecting an acceleration greater than or equal to a threshold acceleration, it pairs with the control unit. The pairing includes: in response to an acceleration greater than or equal to a threshold acceleration detected by the inertial measurement unit (IMU), transmitting a synchronization signal to the central unit and the two corner units. The synchronization signal is transmitted via a first frequency band that does not overlap with the second frequency band, the second frequency band being used for communication between the corner unit and the central unit; Upon successful pairing, a first trigger signal is transmitted to the two corner units. The first trigger signal is transmitted via the second frequency band; and After transmitting the first trigger signal, switch to active mode. The first trigger signal causes the two corner units to switch to the active mode. The active mode includes orienting the camera modules on the central unit and the two corner units to provide an unobstructed view of the area surrounding the rear of the trailer.

27. The system of claim 26, wherein the first frequency band includes an ultra-high frequency (UHF) band, wherein the control unit includes a low-power 433MHz (LPD433) device for performing the first wireless communication set, wherein the second frequency band includes a low-frequency (LF) band, and wherein one or more 125kHz RFID (Radio Frequency Identification) modules perform the second wireless communication set.

28. The system of claim 26, wherein the attachment mechanism is a magnetic panel, a suction panel, or a hook and fastener system.

29. The system of claim 26, wherein the first wireless communication set includes a synchronization process, a wake-up process, or a sleep process.

30. The system of claim 29, wherein the synchronization process comprises: Detect a first set of signals corresponding to the movement of the control unit; Detect a second set of signals corresponding to the movement of the central unit and the two corner units, wherein the second set of signals includes one or more measurements from the corresponding IMU; Compare the first signal set with the second signal set; as well as Based on the comparison, the identification signal is selectively transmitted from the central unit and the two corner units to the control unit via the first frequency band.

31. The system of claim 29, wherein the hibernation process comprises: Determine the vehicle's status; Based on the state of the vehicle, it was detected that the vehicle would not need to use the rearward sensing unit for a predetermined period of time; as well as The sleep signal is transmitted to the central unit and the two corner units via the first frequency band.

32. The method of claim 21, further comprising: At the control unit, IMU acceleration measurements are received from the central unit and the two corner units; The received IMU acceleration measurement value is compared with the IMU measurement value detected at the control unit; as well as At the control unit, in response to the received IMU acceleration measurement value being equal to or nearly equal to the detected IMU measurement value, identifiers for the central unit and the two corner units are stored.

33. The system of claim 26, wherein the pairing further comprises: In response to receiving the synchronization signal, a signal corresponding to the movement of the central unit is transmitted.

34. The system of claim 26, wherein switching to the active mode comprises: Upon successful pairing, a first wake-up signal is received via the first frequency band.

35. The system of claim 26, wherein the transmission further comprises: A second trigger signal is transmitted to the two corner units, wherein the second trigger signal is transmitted via the second frequency band; as well as After transmitting the second trigger signal, switch to power saving mode. The power-saving mode includes turning off the camera module, and The second trigger signal causes the two corner units to switch to the power-saving mode.

36. The system of claim 26, wherein the control unit further performs: At the control unit, IMU acceleration measurements are received from the central unit and the two corner units; The received IMU acceleration measurement value is compared with the IMU measurement value detected at the control unit; and At the control unit, in response to the received IMU acceleration measurement value being equal to or nearly equal to the detected IMU measurement value, identifiers for the central unit and the two corner units are stored.

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