Reversing control method, system and vehicle

Abstract

The present application relates to the field of vehicle control technology, and in particular to a reversing control method, system and vehicle, the method comprising: obtaining dynamic obstacle information behind the vehicle under reversing conditions, the dynamic obstacle information comprising an interference distance, the interference distance referring to the distance between a target point and the rear of the vehicle, the target point referring to the intersection between a predicted motion path of the vehicle and a predicted motion path of the dynamic obstacle; determining a target vehicle speed based on the dynamic obstacle information, the target vehicle speed being positively correlated with the interference distance; controlling the vehicle speed based on the target vehicle speed; the method can stably control the vehicle speed under reversing conditions, avoid excessive vehicle speed during reversing, reduce the risk of collision with dynamic obstacles, and thus effectively reduce safety hazards.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a reversing control method, system and vehicle. Background Art

[0002] When reversing a vehicle, the driver usually needs to observe the rear area through the rearview mirror and side mirrors to identify potential obstacles, such as pedestrians, vehicles, and other obstacles that are not easy to detect. During this process, the driver must quickly judge the distance, speed, and direction, and flexibly adjust the speed or take braking measures according to the observation situation to avoid collision.

[0003] However, the above-mentioned reversing process is highly dependent on the driver's subjective judgment and driving experience, which is prone to misjudgment, untimely response or improper operation, increasing the risk of accidents. Summary of the invention

[0004] The present application provides a reversing control method, system and vehicle to solve the technical problem in the related art that the reversing process is highly dependent on the driver's subjective judgment and driving experience, resulting in a major safety hazard.

[0005] The present application provides a reversing control method, the method comprising: obtaining dynamic obstacle information behind the vehicle in a reversing condition, the dynamic obstacle information comprising an interference distance, the interference distance refers to the distance between a target point and the rear of the vehicle, the target point refers to the intersection between a predicted motion path of the vehicle and a predicted motion path of the dynamic obstacle;

[0006] Based on the dynamic obstacle information, determining a target vehicle speed, wherein the target vehicle speed is positively correlated with the interference distance;

[0007] Based on the target vehicle speed, the speed of the vehicle is controlled.

[0008] In one embodiment of the present application, determining a target vehicle speed based on the dynamic obstacle information includes:

[0009] Based on the interference distance, a target weight is obtained, and the interference distance is positively correlated with the target weight;

[0010] According to the target weight, the preset ideal reverse speed and the real-time speed of the vehicle are weighted to obtain the target speed, wherein the weight of the ideal reverse speed is the target weight, and the weight of the real-time speed is the complement of the target weight.

[0011] In one embodiment of the present application, determining a target vehicle speed based on the dynamic obstacle information includes:

[0012] If the interference distance is greater than a preset distance threshold, a preset ideal reverse vehicle speed is determined as the target vehicle speed;

[0013] If the interference distance is less than the distance threshold and greater than the preset braking distance, a target weight is obtained, and the target weight is positively correlated with the interference distance; the product of the target weight and the ideal reverse vehicle speed is determined as a first intermediate value; the complement of the target weight is determined as a second intermediate value; the product of the second intermediate value and the real-time vehicle speed is determined as a third intermediate value; and the sum of the first intermediate value and the third intermediate value is determined as the target vehicle speed;

[0014] If the interference distance is equal to the braking distance, the target vehicle speed is determined to be 0, and an obstacle warning is issued.

[0015] In one embodiment of the present application, the dynamic obstacle information further includes: a target angle and a dynamic obstacle speed, the target angle refers to the angle between a first line segment and a second line segment, the first line segment is a line segment between the position of the rear of the vehicle and the target point, and the second line segment is a line segment between the position of the dynamic obstacle and the target point;

[0016] Determining a target vehicle speed based on the dynamic obstacle information includes:

[0017] The target vehicle speed is determined based on the interference distance, the target angle, and the dynamic obstacle speed, wherein the target vehicle speed is positively correlated with the target angle, and the dynamic obstacle speed is negatively correlated with the target vehicle speed.

[0018] In one embodiment of the present application, the dynamic obstacle information further includes acceleration in a moving direction of the dynamic obstacle, and the method further includes:

[0019] The acceleration of the vehicle is controlled according to a preset constraint condition and the acceleration in the moving direction of the dynamic obstacle, wherein the constraint condition is that the acceleration of the vehicle is always smaller than the acceleration in the moving direction of the dynamic obstacle.

[0020] In one embodiment of the present application, the speed of the vehicle is controlled based on the target vehicle speed, including:

[0021] Based on the difference between the target vehicle speed and the real-time vehicle speed, obtaining a target opening degree of the accelerator pedal;

[0022] Based on the target opening, the accelerator pedal is controlled to control the vehicle speed.

[0023] In one embodiment of the present application, based on the difference between the target vehicle speed and the real-time vehicle speed, the target opening of the accelerator pedal is obtained, including:

[0024] Obtaining a proportional control amount according to the difference and a preset proportional gain;

[0025] Integrating the difference to obtain a target integral value, and obtaining an integral control amount according to the target integral value and a preset integral gain;

[0026] Derivative the difference to obtain a target derivative value, and obtain a differential control amount according to the target derivative value and a preset derivative gain;

[0027] The target opening is obtained according to the proportional control amount, the integral control amount, and the differential control amount.

[0028] In one embodiment of the present application, it further includes:

[0029] When a manual takeover signal is received, control of the vehicle speed is stopped. The manual takeover signal includes: a button signal, a steering wheel control signal, an accelerator pedal signal, a brake pedal signal, and a voice signal. The button signal is issued when a preset manual takeover button or a manual takeover switch is triggered.

[0030] The present application also provides a reversing control system, the system comprising: a dynamic obstacle information acquisition module, used to acquire dynamic obstacle information behind the vehicle under the vehicle reversing condition, the dynamic obstacle information comprising an interference distance, the interference distance refers to the distance between a target point and the rear of the vehicle, the target point refers to the intersection between the predicted motion path of the vehicle and the predicted motion path of the dynamic obstacle;

[0031] A target vehicle speed determination module, used to determine a target vehicle speed based on the dynamic obstacle information, wherein the target vehicle speed is positively correlated with the interference distance;

[0032] The control module is used to control the speed of the vehicle based on the target vehicle speed.

[0033] The present application also provides a vehicle, comprising the reversing control system as described above.

[0034] Beneficial effects of the embodiments of the present application: The embodiments of the present application provide a reversing control method, system, and vehicle. The method obtains dynamic obstacle information behind the vehicle under the reversing condition. The dynamic obstacle information includes an interference distance, which refers to the distance between a target point and the rear of the vehicle. The target point refers to the intersection between the predicted motion path of the vehicle and the predicted motion path of the dynamic obstacle. Based on the dynamic obstacle information, the target vehicle speed is determined. The target vehicle speed is positively correlated with the interference distance. Based on the target vehicle speed, the vehicle speed is controlled. The method can stably control the vehicle speed under the reversing condition, avoid excessive speed during reversing, reduce the risk of collision with dynamic obstacles, and thus effectively reduce safety hazards. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A schematic diagram of a flow chart of a reversing control method provided in one embodiment of the present application;

[0036] Figure 2 This is an exemplary schematic diagram of the interference distance in the reversing control method provided in one embodiment of the present application;

[0037] Figure 3 A schematic diagram of a flow chart of obtaining a target opening of an accelerator pedal in a reversing control method provided in an embodiment of the present application;

[0038] Figure 4 A schematic diagram of the structure of a reversing control system provided in one embodiment of the present application;

[0039] Figure 5 A schematic diagram of the structure of an electronic device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0040] The following describes the embodiments of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0041] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application, and thus the drawings only show components related to the present application rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed at will, and the component layout may also be more complicated.

[0042] In the following description, a large number of details are discussed to provide a more thorough explanation of the embodiments of the present application. However, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present application difficult to understand.

[0043] Combine the following Figures 1 to 5 , the reversing control method, system and vehicle provided in this application are explained.

[0044] See also Figure 1 , Figure 1 A flowchart of a reverse control method provided in an embodiment of the present application is shown in FIG. Figure 1 As shown, the method includes:

[0045] S110: When the vehicle is reversing, dynamic obstacle information behind the vehicle is obtained, where the dynamic obstacle information includes an interference distance, where the interference distance refers to the distance between a target point and the rear of the vehicle, and the target point refers to the intersection between a predicted motion path of the vehicle and a predicted motion path of the dynamic obstacle.

[0046] In some examples of this embodiment, a dynamic obstacle refers to an obstacle located behind the vehicle and moving toward the predicted motion path of the vehicle, and the dynamic obstacle may be a pedestrian or a vehicle, etc. It is understandable that if a pedestrian or a vehicle is located behind the vehicle, but its movement direction is away from or facing away from the predicted motion path of the vehicle, then the pedestrian or the vehicle does not pose a threat or obstacle to the vehicle, and therefore is not a dynamic obstacle in this embodiment.

[0047] In some examples of this embodiment, the predicted motion path of the vehicle can be predicted based on the historical position and current position of the vehicle. The predicted motion path of the dynamic obstacle can also be predicted based on the historical position and current position of the dynamic obstacle.

[0048] Figure 2 This is an exemplary schematic diagram of the interference distance in the reversing control method provided in an embodiment of the present application. Please refer to Figure 2 , Figure 2 3 dynamic obstacles, namely 3 pedestrians 20, are shown as examples, namely pedestrian A, pedestrian B, and pedestrian C, and their locations are point A, point B, and point C. The extended line where point A is located represents the predicted motion path of pedestrian A, the extended line where point B is located represents the predicted motion path of pedestrian B, and the extended line where point C is located represents the predicted motion path of pedestrian C. Figure 2 The dotted line in represents the predicted motion path of the vehicle, which is the extension line in the direction of vehicle motion. Figure 2Oa in the figure is the interference distance of pedestrian A to the vehicle 10, Ob is the interference distance of pedestrian B to the vehicle 10, and Oc is the interference distance of pedestrian C to the vehicle 10.

[0049] It can be understood that when there are multiple dynamic obstacles, reversing control can be performed based on the dynamic obstacle with the closest interference distance.

[0050] S120: Determine a target vehicle speed based on the dynamic obstacle information, where the target vehicle speed is positively correlated with the interference distance.

[0051] In some examples of this embodiment, the target vehicle speed can be obtained according to the interference distance and a preset first mapping relationship, where the first mapping relationship refers to a mapping relationship between the interference distance and the vehicle speed, and in the first mapping relationship, the vehicle speed is positively correlated with the interference distance.

[0052] It can be understood that the larger the interference distance, the smaller the risk of the dynamic obstacle to the vehicle, so the corresponding target speed is larger. The smaller the interference distance, the greater the risk of the dynamic obstacle to the vehicle, so the corresponding target speed is smaller. By setting the target speed to be positively correlated with the interference distance, it is possible to achieve efficient reversing while achieving stable control of the vehicle's speed during the reversing process, avoiding excessive speed during the reversing process, and effectively reducing the risk of collision with dynamic obstacles.

[0053] S130: Controlling the speed of the vehicle based on the target vehicle speed.

[0054] In some examples of this embodiment, a corresponding vehicle speed signal can be sent to the vehicle's power system based on the target vehicle speed to achieve vehicle speed control. During the entire control process, the vehicle speed changes smoothly, which can effectively enhance the comfort level in the vehicle and avoid sudden changes in vehicle speed. In addition, through the above control, the vehicle speed can be prevented from being too high, reducing the safety hazards in the reversing process.

[0055] In some embodiments, determining a target vehicle speed based on the dynamic obstacle information includes:

[0056] 1. Based on the interference distance, a target weight is obtained, and the interference distance is positively correlated with the target weight.

[0057] In some examples of this embodiment, the target weight can be obtained according to the interference distance and a preset second mapping relationship, where the second mapping relationship refers to a mapping relationship between the interference distance and the weight, and the weight in the second mapping relationship is positively correlated with the interference distance.

[0058] In some examples of this embodiment, the target weight is greater than or equal to 0 and less than or equal to 1.

[0059] 2. According to the target weight, the preset ideal reverse speed and the real-time speed of the vehicle are weighted to obtain the target speed, wherein the weight of the ideal reverse speed is the target weight, and the weight of the real-time speed is the complement of the target weight.

[0060] It can be understood that the ideal reverse speed refers to the ideal speed of the vehicle when reversing in the absence of dynamic obstacles and in compliance with traffic regulations. The weighted processing in the above embodiment refers to weighted summation.

[0061] In the above embodiment, the larger the interference distance, the larger the target weight, and the target speed is more inclined to the ideal reverse speed. The smaller the interference distance, the smaller the target weight, and the target speed is more inclined to the real-time speed. It can be understood that during the reverse process, the real-time speed is usually less than the ideal reverse speed.

[0062] In order to achieve efficient reversing and stable control of the vehicle speed, in some embodiments, the target vehicle speed is determined based on the dynamic obstacle information, including:

[0063] 1. If the interference distance is greater than a preset distance threshold, the preset ideal reverse vehicle speed is determined as the target vehicle speed.

[0064] It is understandable that the distance threshold can be set according to the actual situation. If the interference distance is greater than the distance threshold, it means that the dynamic obstacle has little impact on the vehicle, so the ideal reversing speed can be used as the target speed to complete efficient reversing.

[0065] 2. If the interference distance is less than the distance threshold and greater than the preset braking distance, a target weight is obtained, and the target weight is positively correlated with the interference distance; the product of the target weight and the ideal reverse speed is determined as a first intermediate value; the complement of the target weight is determined as a second intermediate value; the product of the second intermediate value and the real-time speed of the vehicle is determined as a third intermediate value; and the sum of the first intermediate value and the third intermediate value is determined as the target speed.

[0066] It can be understood that by adopting the above method, it is possible to achieve accurate speed control for the situation where the interference distance is less than the distance threshold and greater than the braking distance, thereby avoiding excessive vehicle speed. The braking distance is less than the distance threshold, and in some embodiments, the braking distance can be the braking distance set in the RCTB (Rear Crossing Traffic Brake) function of the vehicle. RCTB means that when the distance between the vehicle and the obstacle reaches the braking distance, emergency braking is performed.

[0067] 3. If the interference distance is equal to the braking distance, the target vehicle speed is determined to be 0, and an obstacle warning is issued.

[0068] Through the method in the above embodiment, the vehicle speed control in various situations can be better achieved, the stability is strong, the safety during the reversing process is effectively guaranteed, and the cost is low.

[0069] In some embodiments, if the interference distance is smaller than the braking distance, the target weight is determined to be 0, thereby obtaining the target vehicle speed.

[0070] In order to further improve the accuracy of the target vehicle speed and achieve more accurate control of the vehicle speed during reversing, in some embodiments, the dynamic obstacle information also includes: a target angle and a dynamic obstacle speed, the target angle refers to the angle between a first line segment and a second line segment, the first line segment is a line segment between the position of the rear of the vehicle and the target point, and the second line segment is a line segment between the position of the dynamic obstacle and the target point.

[0071] The above embodiment collects the target angle and the dynamic obstacle speed, so that a target vehicle speed with higher accuracy and more in line with the actual situation can be obtained based on the target angle and the dynamic obstacle speed.

[0072] In some embodiments, determining a target vehicle speed based on the dynamic obstacle information includes:

[0073] The target vehicle speed is determined based on the interference distance, the target angle, and the dynamic obstacle speed, wherein the target vehicle speed is positively correlated with the target angle, and the dynamic obstacle speed is negatively correlated with the target vehicle speed.

[0074] In some examples of this embodiment, the corresponding target vehicle speed can be obtained based on the interference distance, target angle, dynamic obstacle speed, and a preset third mapping relationship. The input object (domain) of the third mapping relationship is the interference distance, target angle, and dynamic obstacle speed, and the output object (range) is the vehicle speed. Moreover, in the third mapping relationship, the vehicle speed is positively correlated with the interference distance, the vehicle speed is positively correlated with the target angle, and the dynamic obstacle speed is negatively correlated with the vehicle speed. The third mapping relationship is exemplarily shown in Table 1 below:

[0075] Table 1 Example of the third mapping relationship

[0076]

[0077] In the above embodiment, the target vehicle speed is determined based on the interference distance, the target angle, and the speed of the dynamic obstacle, with high accuracy.

[0078] In some embodiments, the dynamic obstacle information further includes acceleration in a moving direction of the dynamic obstacle, and the method further includes:

[0079] The acceleration of the vehicle is controlled according to a preset constraint condition and the acceleration in the moving direction of the dynamic obstacle, wherein the constraint condition is that the acceleration of the vehicle is always smaller than the acceleration in the moving direction of the dynamic obstacle.

[0080] It can be understood that by setting the above constraint conditions so that the vehicle acceleration is always smaller than the acceleration in the moving direction of the dynamic obstacle, the safety of the vehicle during reversing can be effectively guaranteed and collision with the dynamic obstacle can be avoided.

[0081] In some embodiments, based on the target vehicle speed, controlling the speed of the vehicle includes:

[0082] 1. Based on the difference between the target vehicle speed and the real-time vehicle speed, a target opening degree of the accelerator pedal is obtained.

[0083] In some examples of this embodiment, the corresponding target opening can be obtained based on the difference and a preset fourth mapping relationship. The fourth mapping relationship refers to the mapping relationship between the vehicle speed difference (the difference between the target vehicle speed and the real-time vehicle speed) and the accelerator pedal opening. The difference can also be input into a preset neural network model to obtain the target opening output by the neural network model.

[0084] Second, based on the target opening, the accelerator pedal is controlled to achieve control of the vehicle speed. It can be understood that by controlling the accelerator pedal of the vehicle based on the target opening, the vehicle speed can be controlled more conveniently.

[0085] In order to ensure continuity and stability during the vehicle speed control process, in some embodiments, based on the difference between the target vehicle speed and the real-time vehicle speed, the target opening of the accelerator pedal is obtained, including:

[0086] Firstly, a proportional control amount is obtained according to the difference and a preset proportional gain.

[0087] It can be understood that the product of the difference and the preset proportional gain is determined as the proportional control amount.

[0088] Secondly, the difference is integrated to obtain a target integral value, and an integral control amount is obtained according to the target integral value and a preset integral gain.

[0089] It can be understood that the product of the target integral value and the preset integral gain is determined as the integral control amount.

[0090] Then, the difference is derived to obtain a target derivative value, and a differential control amount is obtained according to the target derivative value and a preset derivative gain.

[0091] It can be understood that the product of the target derivative value and the preset derivative gain is determined as the differential control amount.

[0092] In addition, the proportional gain, integral gain, and derivative gain are all non-negative numbers and can be set or adjusted according to actual conditions.

[0093] Finally, the target opening is obtained according to the proportional control amount, the integral control amount, and the differential control amount.

[0094] Specifically, it is assumed that there is a nonlinear relationship between the target opening and the vehicle speed difference, and the nonlinear relationship can be expressed by the following relationship:

[0095]

[0096] in, represents the target opening, Represents the proportional gain, which can speed up the response of the system. is the integral gain, which can make the vehicle speed converge to the target speed quickly. is the derivative gain, which can help reduce the overshoot amplitude and oscillation frequency of the system. Indicates the difference between the target speed and the vehicle's real-time speed. Indicates the integration of the difference between the target speed and the vehicle's real-time speed. represents the integral variable, whose value ranges from 0 to t, where t represents the current time (instantaneous time), It represents the derivation of the difference between the target speed and the real-time speed of the vehicle. Indicates the proportional control amount, represents the integral control quantity, Represents the differential control amount.

[0097] Figure 3 This is a flow chart of obtaining the target opening of the accelerator pedal in the reverse control method provided in an embodiment of the present application. Please refer to Figure 3First, input the target vehicle speed; second, input the real-time vehicle speed through the measuring element; then, perform the difference operation on the target vehicle speed and the real-time vehicle speed; then, based on the difference, respectively perform proportional adjustment (determine the product between the difference and the proportional gain as the proportional control amount), integral adjustment (integrate the difference to obtain the target integral value, and obtain the integral control amount according to the target integral value and the preset integral gain), and differential adjustment (derive the difference to obtain the target derivative value, and obtain the differential control amount according to the target derivative value and the preset derivative gain); then, sum the proportional control amount, the integral control amount, and the differential control amount to obtain the target opening; finally, output the target opening to the corresponding actuator, such as the power system.

[0098] In some embodiments, the method further comprises:

[0099] When a manual takeover signal is received, control of the vehicle speed is stopped. The manual takeover signal includes: a button signal, a steering wheel control signal, an accelerator pedal signal, a brake pedal signal, and a voice signal. The button signal is issued when a preset manual takeover button or a manual takeover switch is triggered.

[0100] It is understandable that the above method can avoid the risks caused by system failure, such as sensor failure, control error or actuator failure, etc. During the reversing control process, once a manual takeover signal is received, the control of the vehicle speed is stopped and the manual takeover is switched.

[0101] In some embodiments, the reversing control method in the above embodiments can be run in a single chip microcomputer. When a manual takeover signal is detected, the speed control path of the vehicle is cut off to ensure that manual control of the vehicle can be taken over at any time.

[0102] In some embodiments, the method further comprises:

[0103] 1. When the vehicle is in a reversing condition, obtaining static obstacle information behind the vehicle, wherein the static obstacle information includes position information of the static obstacle;

[0104] Second, if the static obstacle is located in the predicted motion path of the vehicle, the vehicle's reversing path is switched, or a target prompt is issued to instruct the driver to switch the reversing path. In some examples of this embodiment, the vehicle's reversing path may be switched, or a target prompt may be issued to instruct the driver to switch the reversing path when the distance between the rear of the vehicle and the static obstacle is less than or equal to a preset target threshold.

[0105] It can be understood that the above method can avoid collision between the vehicle and static obstacles, effectively reducing safety hazards.

[0106] It should be mentioned that the reversing control method in the above embodiment better combines the RCTA (Rear Cross Traffic Alert) technology and the RCTB technology, thereby achieving stable and accurate control of the vehicle's reversing process.

[0107] It is understandable that if the driver does not actively brake after RCTA issues a warning, RCTB will force the brakes even if the vehicle is far from the obstacle when it detects that the driver has not braked. This can easily scare the occupants in the vehicle and increase safety hazards. The reversing control method in the above embodiment can perform smooth speed control before issuing a warning, and brake the vehicle when the interference distance is equal to the braking distance, which can ensure the smooth driving of the vehicle and avoid sudden braking at high speeds, thereby reducing safety hazards. In addition, the reversing control method in the above embodiment is fully automatically executed with high accuracy.

[0108] The reversing control system provided in the present application is described below. The reversing control system described below and the reversing control method described above can be referenced to each other.

[0109] Please refer to Figure 4 The reversing control system provided in this embodiment includes:

[0110] The dynamic obstacle information acquisition module 410 is used to acquire the dynamic obstacle information behind the vehicle in the vehicle reversing condition, wherein the dynamic obstacle information includes an interference distance, wherein the interference distance refers to the distance between a target point and the rear of the vehicle, and the target point refers to the intersection between the predicted motion path of the vehicle and the predicted motion path of the dynamic obstacle;

[0111] A target vehicle speed determination module 420, configured to determine a target vehicle speed based on the dynamic obstacle information, wherein the target vehicle speed is positively correlated with the interference distance;

[0112] The control module 430 is used to control the speed of the vehicle based on the target vehicle speed.

[0113] In some embodiments, the target vehicle speed determination module 420 is specifically used to obtain a target weight based on the interference distance, and the interference distance is positively correlated with the target weight;

[0114] According to the target weight, the preset ideal reverse speed and the real-time speed of the vehicle are weighted to obtain the target speed, wherein the weight of the ideal reverse speed is the target weight, and the weight of the real-time speed is the complement of the target weight.

[0115] In some embodiments, the target vehicle speed determination module 420 is specifically configured to determine a preset ideal reverse vehicle speed as the target vehicle speed if the interference distance is greater than a preset distance threshold;

[0116] If the interference distance is less than the distance threshold and greater than the preset braking distance, a target weight is obtained, and the target weight is positively correlated with the interference distance; the product of the target weight and the ideal reverse vehicle speed is determined as a first intermediate value; the complement of the target weight is determined as a second intermediate value; the product of the second intermediate value and the real-time vehicle speed is determined as a third intermediate value; and the sum of the first intermediate value and the third intermediate value is determined as the target vehicle speed;

[0117] If the interference distance is equal to the braking distance, the target vehicle speed is determined to be 0, and an obstacle warning is issued.

[0118] In some embodiments, the target vehicle speed determination module 420 is specifically used to determine the target vehicle speed based on the interference distance, the target angle, and the dynamic obstacle speed, the target vehicle speed is positively correlated with the target angle, and the dynamic obstacle speed is negatively correlated with the target vehicle speed.

[0119] In some embodiments, the control module 430 is also used to control the acceleration of the vehicle according to a preset constraint condition and the acceleration in the direction of movement of the dynamic obstacle, wherein the constraint condition is that the acceleration of the vehicle is always less than the acceleration in the direction of movement of the dynamic obstacle.

[0120] In some embodiments, the control module 430 is specifically configured to obtain a target opening of the accelerator pedal based on a difference between the target vehicle speed and the real-time vehicle speed;

[0121] Based on the target opening, the accelerator pedal is controlled to control the vehicle speed.

[0122] In some embodiments, the control module 430 is specifically used to obtain a proportional control amount according to the difference and a preset proportional gain;

[0123] Integrating the difference to obtain a target integral value, and obtaining an integral control amount according to the target integral value and a preset integral gain;

[0124] Derivative the difference to obtain a target derivative value, and obtain a differential control amount according to the target derivative value and a preset derivative gain;

[0125] The target opening is obtained according to the proportional control amount, the integral control amount, and the differential control amount.

[0126] In some embodiments, the control module 430 is specifically used to stop controlling the vehicle speed when a manual takeover signal is received, and the manual takeover signal includes: a button signal, a steering wheel control signal, an accelerator pedal signal, a brake pedal signal, and a voice signal.

[0127] The present application also provides a vehicle, comprising: a reversing control system as described in any one of the above embodiments. The vehicle can achieve the technical effects achieved by any one of the above embodiments, which will not be described in detail here.

[0128] In some embodiments, an electronic device is also provided, which may be a server, and its internal structure is shown in FIG. Figure 5 As shown. The electronic device includes a processor, a memory, a network interface and a database connected via a system bus. The processor of the electronic device is used to provide computing and control capabilities. The memory of the electronic device includes a non-volatile and / or volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the electronic device is used to communicate with an external client via a network connection. When the computer program is executed by the processor, the functions or steps on the server side of the above method are implemented.

[0129] In some embodiments, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the following steps are implemented: in a vehicle reversing condition, dynamic obstacle information behind the vehicle is acquired, the dynamic obstacle information including an interference distance, the interference distance refers to the distance between a target point and the rear of the vehicle, the target point refers to the intersection between a predicted motion path of the vehicle and a predicted motion path of the dynamic obstacle; based on the dynamic obstacle information, a target vehicle speed is determined, the target vehicle speed is positively correlated with the interference distance; based on the target vehicle speed, the vehicle speed is controlled.

[0130] In some embodiments, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented: in a vehicle reversing condition, dynamic obstacle information behind the vehicle is obtained, the dynamic obstacle information includes an interference distance, the interference distance refers to the distance between a target point and the rear of the vehicle, and the target point refers to the intersection between a predicted motion path of the vehicle and a predicted motion path of the dynamic obstacle; based on the dynamic obstacle information, a target vehicle speed is determined, and the target vehicle speed is positively correlated with the interference distance; based on the target vehicle speed, the speed of the vehicle is controlled.

[0131] It should be noted that the above functions or steps that can be implemented by the computer-readable storage medium or electronic device can refer to the relevant descriptions on the server side and the client side in the aforementioned method embodiment. To avoid repetition, they will not be described one by one here.

[0132] The flow chart and block diagram in the accompanying drawings illustrate the possible implementation architecture, function and operation of the method and computer program product according to various embodiments of the present disclosure. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment, or a part of a code, and the module, program segment, or a part of a code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some implementations as replacements, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0133] The above embodiments are merely illustrative of the principles and effects of the present application and are not intended to limit the present application. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present application shall still be covered by the claims of the present application.

Claims

1. A reversing control method, characterized in that: include: In a vehicle reversing condition, dynamic obstacle information behind the vehicle is obtained, wherein the dynamic obstacle information includes an interference distance, wherein the interference distance refers to the distance between a target point and the rear of the vehicle, and the target point refers to the intersection between a predicted motion path of the vehicle and a predicted motion path of the dynamic obstacle; Based on the dynamic obstacle information, determining a target vehicle speed, wherein the target vehicle speed is positively correlated with the interference distance; Based on the target vehicle speed, controlling the speed of the vehicle; Determining a target vehicle speed based on the dynamic obstacle information includes: Based on the interference distance, a target weight is obtained, and the interference distance is positively correlated with the target weight; According to the target weight, the preset ideal reverse speed and the real-time speed of the vehicle are weighted to obtain the target speed, wherein the weight of the ideal reverse speed is the target weight, and the weight of the real-time speed is the complement of the target weight.

2. The reversing control method according to claim 1, characterized in that: Determining a target vehicle speed based on the dynamic obstacle information includes: If the interference distance is greater than a preset distance threshold, a preset ideal reverse vehicle speed is determined as the target vehicle speed; If the interference distance is less than the distance threshold and greater than the preset braking distance, a target weight is obtained, and the target weight is positively correlated with the interference distance; the product of the target weight and the ideal reverse vehicle speed is determined as a first intermediate value; the complement of the target weight is determined as a second intermediate value; the product of the second intermediate value and the real-time vehicle speed is determined as a third intermediate value; and the sum of the first intermediate value and the third intermediate value is determined as the target vehicle speed; If the interference distance is equal to the braking distance, the target vehicle speed is determined to be 0, and an obstacle warning is issued.

3. The reversing control method according to claim 1, characterized in that: The dynamic obstacle information also includes: a target angle and a dynamic obstacle speed, wherein the target angle refers to the angle between a first line segment and a second line segment, wherein the first line segment is a line segment between the position of the rear of the vehicle and the target point, and the second line segment is a line segment between the position of the dynamic obstacle and the target point; Determining a target vehicle speed based on the dynamic obstacle information includes: The target vehicle speed is determined based on the interference distance, the target angle, and the dynamic obstacle speed, wherein the target vehicle speed is positively correlated with the target angle, and the dynamic obstacle speed is negatively correlated with the target vehicle speed.

4. The reverse control method according to claim 1, characterized in that: The dynamic obstacle information also includes the acceleration of the dynamic obstacle in the moving direction. The method further includes: The acceleration of the vehicle is controlled according to a preset constraint condition and the acceleration in the moving direction of the dynamic obstacle, wherein the constraint condition is that the acceleration of the vehicle is always smaller than the acceleration in the moving direction of the dynamic obstacle.

5. The reversing control method according to any one of claims 1 to 4, characterized in that: Based on the target vehicle speed, the speed of the vehicle is controlled, including: Based on the difference between the target vehicle speed and the real-time vehicle speed, obtaining a target opening degree of the accelerator pedal; Based on the target opening, the accelerator pedal is controlled to control the vehicle speed.

6. The reverse control method according to claim 5, characterized in that: Based on the difference between the target vehicle speed and the real-time vehicle speed, a target opening degree of the accelerator pedal is obtained, including: Obtaining a proportional control amount according to the difference and a preset proportional gain; Integrating the difference to obtain a target integral value, and obtaining an integral control amount according to the target integral value and a preset integral gain; Derivative the difference to obtain a target derivative value, and obtain a differential control amount according to the target derivative value and a preset derivative gain; The target opening is obtained according to the proportional control amount, the integral control amount, and the differential control amount.

7. The reversing control method according to any one of claims 1 to 4, characterized in that: Also includes: When a manual takeover signal is received, control of the vehicle speed is stopped. The manual takeover signal includes: a button signal, a steering wheel control signal, an accelerator pedal signal, a brake pedal signal, and a voice signal. The button signal is issued when a preset manual takeover button or a manual takeover switch is triggered.

8. A reversing control system, characterized in that: include: A dynamic obstacle information acquisition module is used to acquire dynamic obstacle information behind the vehicle when the vehicle is reversing, wherein the dynamic obstacle information includes an interference distance, wherein the interference distance refers to the distance between a target point and the rear of the vehicle, and the target point refers to the intersection between the predicted motion path of the vehicle and the predicted motion path of the dynamic obstacle; A target vehicle speed determination module, used to determine a target vehicle speed based on the dynamic obstacle information, wherein the target vehicle speed is positively correlated with the interference distance; A control module, configured to control the speed of the vehicle based on the target vehicle speed; The target vehicle speed determination module is specifically used to obtain a target weight based on the interference distance, and the interference distance is positively correlated with the target weight; According to the target weight, the preset ideal reverse speed and the real-time speed of the vehicle are weighted to obtain the target speed, wherein the weight of the ideal reverse speed is the target weight, and the weight of the real-time speed is the complement of the target weight.

9. A vehicle, characterized in that: Comprising the reversing control system as claimed in claim 8.

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