Reversing auxiliary control method and device, storage medium and equipment

Abstract

The invention provides a reversing auxiliary control method and device, a storage medium and equipment, and the method comprises the steps: recognizing the distance between an obstacle behind a vehicle and the vehicle based on an ultrasonic radar in a vehicle torsion limiting crawling process caused by the mistaken stepping of an accelerator by a driver and the activation of an accelerator mistaken stepping prevention function, thereby judging whether the vehicle meets a pre-pressurization activation condition or not; if the pre-pressurizing activation condition is met, skipping to the pre-pressurizing state from the anti-mistaken-stepping function activation state so as to enable the braking system to make pressurizing braking preparation, then triggering the anti-collision function when the vehicle meets the anti-collision activation condition along with the decrease of the obstacle distance, and if the pre-pressurizing activation condition is not met and the anti-collision activation condition is met, stopping the anti-collision function from the anti-mistaken-stepping function activation state. And if not, directly skipping to the anti-collision function activation state from the anti-mistaken stepping function activation state. In this way, through function internal collaborative design, the response efficiency and intervention accuracy are improved, so that the backing-up assisting effect of the vehicle is effectively improved, the collision risk is reduced, and the safety in the backing-up process is improved.

Description

Technical Field

[0001] This application relates to the field of automotive control technology, and more specifically, to a reversing assist control method, device, storage medium, and equipment. Background Technology

[0002] With the development of automotive technology, accelerator pedal misoperation prevention and reversing collision avoidance functions have become important means to improve driving safety. When the driver accidentally presses the electronic accelerator, the accelerator pedal misoperation prevention function is activated, and the VCU (Vehicle Control Unit) controls the vehicle to maintain torque-limited creep. When a collision risk is detected during reversing, the reversing collision avoidance function is activated, and the VCU requests the EPB (Electrical Park Brake) to clamp the calipers to bring the vehicle to a complete stop, thereby effectively reducing the occurrence of traffic accidents. In related technologies, the accelerator pedal misoperation prevention function and the reversing collision avoidance function are usually designed to be activated independently. In some scenarios, this design has limitations such as response lag, low intervention accuracy, and inability to effectively ensure driving safety during reversing. Summary of the Invention

[0003] The purpose of this application is to provide a reversing assistance control method, device, storage medium and equipment, which aims to solve the problem that the design of the accelerator pedal anti-accidental pressing function and reversing collision avoidance function in related technologies has low intervention accuracy in complex scenarios and cannot effectively ensure driving safety during the reversing process.

[0004] In a first aspect, this application provides a reversing assist control method, comprising: when the vehicle's accelerator pedal misoperation prevention function is activated, acquiring the obstacle distance signal of the ultrasonic radar behind the vehicle, and determining whether the vehicle meets the pre-charge activation condition based on the obstacle distance signal; if the vehicle meets the pre-charge activation condition, then deactivating the accelerator pedal misoperation prevention function and activating pre-charge; during the process of the vehicle being in the pre-charge state, if the vehicle meets the anti-collision activation condition, activating the anti-collision function; the pre-charge indicates that the master cylinder pressure of the vehicle's braking system increases in advance, applying pressure to the brake calipers; if the vehicle does not meet the pre-charge activation condition but meets the anti-collision activation condition, then deactivating the accelerator pedal misoperation prevention function and activating the anti-collision function.

[0005] In the aforementioned implementation process, when the driver accidentally presses the accelerator, activating the accelerator pedal anti-accidental press function and causing the vehicle to creep with torque limitation, the distance between the vehicle and obstacles behind it is identified by ultrasonic radar. This determines whether the vehicle meets the pre-charge activation condition. If the pre-charge activation condition is met, the system transitions from the anti-accelerator pedal activation state to the pre-charge state, preparing the braking system for pressurized braking. Subsequently, as the distance to the obstacle decreases, the anti-collision function is triggered when the vehicle meets the anti-collision activation condition. If the pre-charge activation condition is not met but the anti-collision activation condition is met, the system directly transitions from the anti-accelerator pedal activation state to the anti-collision function activation state. This internal collaborative design improves response efficiency and intervention accuracy, effectively enhancing the vehicle's reversing assistance function, reducing collision risk, and improving safety during reversing.

[0006] Further, in some examples, the number of ultrasonic radars is multiple; the obstacle distance signal is used to indicate the obstacle distance measurement value; the obstacle distance measurement value represents the obstacle distance measured by the ultrasonic radar; the step of determining whether the vehicle meets the pre-charge activation condition based on the obstacle distance signal includes: processing the obstacle distance signal to obtain the processed obstacle distance, and determining whether the vehicle meets the pre-charge activation condition based on the processed obstacle distance; wherein, the step of processing the obstacle distance signal to obtain the processed obstacle distance includes: for any obstacle distance measurement value reported by an ultrasonic radar, if the current vehicle speed is higher than a first preset vehicle speed and the obstacle distance measurement value is less than the target distance, obtaining the obstacle distance at the current moment of the ultrasonic radar based on the obstacle distance processed by the ultrasonic radar at the previous moment and the current vehicle speed. If the obstacle distance measurement value of the ultrasonic radar at the current moment is inconsistent with the obstacle distance measurement value at the previous moment, and the difference between the obstacle distance measurement value of the ultrasonic radar at the current moment and the obstacle distance prediction value is less than or equal to the target distance difference, the obstacle distance measurement value of the ultrasonic radar at the current moment is determined as the processed obstacle distance. If the obstacle distance measurement value of the ultrasonic radar at the current moment is consistent with the obstacle distance measurement value at the previous moment, or the difference between the obstacle distance measurement value of the ultrasonic radar at the current moment and the obstacle distance prediction value is greater than the target distance difference, the obstacle distance prediction value is determined as the processed obstacle distance. When the current vehicle speed is less than or equal to a first preset vehicle speed, or the obstacle distance measurement value is greater than or equal to the target distance, the obstacle distance measurement value of the ultrasonic radar at the current moment is determined as the processed obstacle distance.

[0007] In the above implementation process, considering that there may be delays or lags in updating obstacle distances by ultrasonic radar during dynamic processes, predictive judgment processing is performed on the distance signals emitted by individual radars to improve the accuracy of obstacle distance detection, thus laying a good foundation for effectively realizing the reversing assistance function of vehicles.

[0008] Furthermore, in some examples, the pre-charge activation conditions include: the vehicle entering a functional standby state, the reversing speed being greater than or equal to a second preset speed, and the minimum value among the processed obstacle distances of all ultrasonic radars behind the vehicle being less than or equal to a first distance threshold.

[0009] In the above implementation process, a judgment condition for pre-charge activation is provided, thereby improving the reliability of pre-charge triggering.

[0010] Furthermore, in some examples, the method further includes: upon receiving a function switch status signal from the infotainment control system, determining whether the reversing assist function is available; the reversing assist function includes the accelerator pedal misoperation prevention function and the collision avoidance function; if the reversing assist function is available, based on the user's selection operation for the switch status of the reversing assist function, feeding back to the infotainment control system whether the switch status of the reversing assist function is on or off; if the reversing assist function is unavailable, feeding back to the infotainment control system whether the switch status of the reversing assist function is grayed out.

[0011] In the above implementation process, after the driver has prepared the vehicle, he can choose to turn the reversing assist function on or off. When the VCU receives the function switch status signal sent by the infotainment control system, it will provide feedback based on the judgment of whether the reversing assist function is available. In this way, the infotainment control system can correctly trigger the display logic and the control logic related to reversing assist according to the information fed back by the VCU, thereby improving the driver's user experience.

[0012] Furthermore, in some examples, determining whether the reversing assist function is available includes: determining that the reversing assist function is unavailable when a target fault is detected; the target fault includes any one of the following: the ultrasonic radar is faulty, the ultrasonic radar signal communication is faulty, the rear emergency braking system is unavailable, the rear emergency braking system signal communication is faulty, the accelerator pedal depth signal is invalid, the wheel speed sensor is faulty, or the vehicle stability control system is faulty.

[0013] In the above implementation process, when any of the following faults occur, such as ultrasonic radar failure or its signal communication failure, rear emergency braking system unavailable or its signal communication failure, throttle depth signal invalid, wheel speed sensor failure, or vehicle stability control system failure, the reversing assist function is determined to be unavailable, thereby improving the reliability of the reversing assist function.

[0014] Furthermore, in some examples, it also includes: during the process of deactivating the throttle misoperation prevention function and activating pre-charging to put the vehicle into a pre-charging state, if the vehicle meets the pre-charging deactivation conditions, the throttle misoperation prevention function remains activated.

[0015] In the above implementation process, if the pre-charge activation condition is met, the function enters the pre-charge state. If the pre-charge exit condition is met, the throttle anti-accidental-pressing function remains activated until it exits, thus reducing unnecessary braking actions.

[0016] Furthermore, in some examples, the pre-charge exit condition includes: shifting the gear from reverse to another gear, or the minimum of the processed obstacle distances from all ultrasonic radars behind the vehicle being greater than a second distance threshold.

[0017] In the above implementation process, when the vehicle shifts from reverse to another gear, it indicates that the driver is actively avoiding hazards by shifting gears. At this time, pre-charge pressure is disengaged to avoid conflict between braking action and operation. Alternatively, when the minimum distance from all processed radars to the obstacle is greater than a second distance threshold, it indicates that there is no need to prepare braking pressure at present, and pre-charge pressure is disengaged. In this way, the accuracy of reversing assist control is effectively improved.

[0018] Furthermore, in some examples, it also includes: when the collision avoidance function is activated, calculating the braking deceleration and sending the emergency braking request and the braking deceleration to the braking system; when the vehicle speed decreases to below a third preset speed during braking, sending a brake pressure holding request signal to the braking system so that the braking system can hold pressure for a target duration.

[0019] In the above implementation process, when the collision avoidance function is activated, the automatic emergency braking system is also activated simultaneously. The VCU calculates the braking deceleration and sends the emergency braking request along with the calculated braking deceleration to the braking system for execution. Once the vehicle speed drops below the third preset speed, the VCU sends a brake pressure holding request to the braking system to maintain braking pressure and eliminate potential slippage risks. After maintaining the pressure for the target duration, the system exits the pressure holding state, thus not affecting subsequent operations. This improves braking safety and driving comfort.

[0020] Furthermore, in some examples, the braking deceleration is calculated based on the following formula:

[0021]

[0022] In the formula, a is the braking deceleration; v0 is the vehicle speed corresponding to the activation of the collision avoidance function; L minL is the minimum obstacle distance among all the processed obstacle distances from the ultrasonic radars behind the vehicle. safe To reserve a safe distance; a offset For deceleration compensation.

[0023] In the above implementation process, the optimal braking deceleration is calculated based on the vehicle speed at the time of the emergency braking request and the minimum distance from the processed radar to the obstacle, which effectively reduces the risk of collision while improving vehicle comfort.

[0024] Secondly, this application provides a reversing assist control device, comprising: an acquisition module, used to acquire obstacle distance signals from an ultrasonic radar behind the vehicle when the vehicle's accelerator pedal misoperation prevention function is activated, and to determine whether the vehicle meets the pre-charge activation conditions based on the obstacle distance signals; a jump module, used to exit the accelerator pedal misoperation prevention function and activate pre-charge if the vehicle meets the pre-charge activation conditions, and to activate the anti-collision function if the vehicle meets the anti-collision activation conditions while the vehicle is in the pre-charge state; the pre-charge indicates that the master cylinder pressure of the vehicle's braking system increases in advance, applying pressure to the brake calipers; the jump module is further used to exit the accelerator pedal misoperation prevention function and activate the anti-collision function if the vehicle does not meet the pre-charge activation conditions but meets the anti-collision activation conditions.

[0025] Thirdly, this application provides an electronic device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the method described in any of the first aspects.

[0026] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed on a computer, cause the computer to perform the method described in any of the first aspects.

[0027] Fifthly, this application provides a computer program product that, when run on a computer, causes the computer to perform the method described in any of the first aspects.

[0028] Other features and advantages disclosed in this application will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the above-described technology disclosed in this application.

[0029] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0030] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 A flowchart of a reversing assist control method provided in an embodiment of this application;

[0032] Figure 2 A schematic diagram of the control flow in a reversing assist control scheme based on ultrasonic radar provided in an embodiment of this application;

[0033] Figure 3 A schematic diagram illustrating the switching process of a function switch state in a reversing assist control scheme based on ultrasonic radar provided in an embodiment of this application;

[0034] Figure 4 A schematic diagram illustrating the transition process between function activation and deactivation states in a reversing assist control scheme based on ultrasonic radar provided in an embodiment of this application;

[0035] Figure 5 A block diagram of a reversing assist control device provided in an embodiment of this application;

[0036] Figure 6 This is a structural block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0037] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0038] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0039] To enhance driving safety, some electric vehicles are equipped with accelerator pedal misoperation prevention and reversing collision avoidance functions. The accelerator pedal here refers to the electric accelerator pedal of the electric vehicle, also known as the throttle. When the vehicle detects that the driver has accidentally pressed the accelerator pedal, the accelerator pedal misoperation prevention function is activated. The Vehicle Control Unit (VCU) limits the torque demanded by the throttle to the vehicle's creep torque output to the electric drive system. During reversing, the vehicle uses reversing radar and / or visual perception technology to detect obstacles behind the vehicle. When an obstacle is detected behind the vehicle and a collision with it is possible, the vehicle activates the reversing collision avoidance function. The VCU quickly reduces the torque requested at the wheels to a smaller value. When the vehicle speed decreases to a certain value, the VCU requests the EPB system to clamp the calipers to bring the vehicle to a complete stop. These two functions improve vehicle safety during use and reduce the occurrence of traffic accidents.

[0040] In related technologies, the accelerator pedal misoperation prevention function and the reversing collision avoidance function are usually designed to be activated independently. That is, the accelerator pedal misoperation prevention function and the reversing collision avoidance function are implemented as two independent subsystems. When the vehicle state meets the activation conditions for the accelerator pedal misoperation prevention function, it is activated; when the vehicle state meets the activation conditions for the reversing collision avoidance function, it is activated. These two functions can be activated simultaneously. However, this design has low intervention accuracy in complex scenarios and cannot effectively ensure driving safety during reversing. For example, if the driver accidentally presses the accelerator while reversing, and an obstacle suddenly appears, the system may not be able to trigger the brakes and cut off power simultaneously in time due to independent activation, easily leading to a collision due to excessive response time.

[0041] To address the aforementioned issues, this application provides a reversing assistance control scheme that utilizes the synergistic effect of accelerator pedal misapplication prevention and reversing collision avoidance functions to enhance the vehicle's reversing assistance capabilities. When the driver accidentally presses the accelerator pedal, activating the accelerator pedal misapplication prevention function and causing the vehicle to creep with torque limitation, ultrasonic radar identifies the distance from obstacles behind the vehicle to determine if the vehicle meets the pre-charge activation conditions. If the pre-charge activation conditions are met, the system transitions from the anti-accelerator pedal misapplication activation state to the pre-charge state. As the distance to the obstacle detected by the radar decreases, the collision avoidance function is triggered. If the pre-charge activation conditions are not met but the collision avoidance activation conditions are met, the system directly transitions from the anti-accelerator pedal misapplication activation state to the collision avoidance activation state. This internal functional synergy design improves response efficiency and intervention accuracy, effectively reducing the risk of reversing collisions and enhancing safety during the reversing process.

[0042] The embodiments of this application will be described below:

[0043] like Figure 1 As shown, Figure 1This is a flowchart illustrating a reversing assistance control method provided in an embodiment of this application. The method can be applied to the vehicle control unit (VCU) of an electric vehicle. The method includes:

[0044] Step 101: When the vehicle's accelerator pedal anti-accidental pressing function is activated, acquire the obstacle distance signal of the ultrasonic radar behind the vehicle, and determine whether the vehicle meets the pre-charge activation conditions based on the obstacle distance signal.

[0045] The ultrasonic radar mentioned in this step is a radar sensor device that uses ultrasound to detect targets. It emits ultrasonic waves through an ultrasonic transmitter and receives the reflected ultrasonic waves through a receiver. The distance is calculated by measuring the time difference between transmission and reception. In practice, this ultrasonic radar can be installed at the rear of a vehicle, and there can be one or more such radars.

[0046] The ultrasonic radar may experience delays or lags in updating obstacle distances during dynamic processes. Therefore, in some embodiments, the number of ultrasonic radars is multiple. The obstacle distance signal is used to indicate the obstacle distance measurement value. The obstacle distance measurement value represents the obstacle distance measured by the ultrasonic radar. Therefore, the step of determining whether the vehicle meets the pre-charge activation condition based on the obstacle distance signal may include: processing the obstacle distance signal to obtain a processed obstacle distance, and determining whether the vehicle meets the pre-charge activation condition based on the processed obstacle distance. Specifically, processing the obstacle distance signal to obtain the processed obstacle distance includes: for any obstacle distance measurement value reported by any ultrasonic radar, if the current vehicle speed is higher than a first preset vehicle speed and the obstacle distance measurement value is less than the target distance, determining whether the vehicle meets the pre-charge activation condition based on the obstacle distance processed by the ultrasonic radar at the previous moment and the current vehicle speed. The system acquires the obstacle distance prediction value of the ultrasonic radar at the current moment. If the obstacle distance measurement value of the ultrasonic radar at the current moment is inconsistent with the obstacle distance measurement value at the previous moment, and the difference between the obstacle distance measurement value of the ultrasonic radar at the current moment and the obstacle distance prediction value is less than or equal to the target distance difference, the obstacle distance measurement value of the ultrasonic radar at the current moment is determined as the processed obstacle distance. If the obstacle distance measurement value of the ultrasonic radar at the current moment is consistent with the obstacle distance measurement value at the previous moment, or the difference between the obstacle distance measurement value of the ultrasonic radar at the current moment and the obstacle distance prediction value is greater than the target distance difference, the obstacle distance prediction value is determined as the processed obstacle distance. When the current vehicle speed is less than or equal to a first preset vehicle speed, or the obstacle distance measurement value is greater than or equal to the target distance, the obstacle distance measurement value of the ultrasonic radar at the current moment is determined as the processed obstacle distance.

[0047] In other words, the distance signal emitted by a single radar can be predicted and processed. Specifically, when the vehicle speed is higher than a first preset speed and the obstacle distance initially reported by a single radar is less than the target distance, radar distance prediction is activated. During the radar distance prediction process, the obstacle distance L processed at the previous moment can be used. Delay Subtracting the current vehicle speed V0 and integrating it over a sample time T, the distance between the radar and the obstacle at the current moment is predicted; that is, the obstacle distance prediction value L for a single radar. Pre =L Delay-V0*T; Following this, radar distance processing is performed. If radar distance prediction is not enabled, the obstacle distance measured by the radar is used as the processed obstacle distance for subsequent steps. If the obstacle distance measured by the radar at the current moment changes compared to the previous moment (i.e., the radar has updated the distance signal), and the difference between the updated distance and the calculated obstacle distance prediction is less than or equal to the target distance difference, it indicates a dynamic change has been detected, such as the obstacle moving. If the difference between the measured and predicted values ​​is small, the measured value is considered reliable, and the radar-updated distance is used as the processed obstacle distance. If the radar has not updated the distance signal, or the difference between the updated distance and the calculated obstacle distance prediction is greater than the target distance difference, it indicates a large difference between the radar's measured and predicted values, possibly due to a delay or lag in the radar distance signal update. In this case, the calculated obstacle distance prediction is used as the processed obstacle distance. This improves the accuracy of obstacle distance detection, laying a solid foundation for effectively realizing the vehicle's reversing assistance function.

[0048] The first preset vehicle speed can be 2.5 km / h, but it can also be set differently depending on the vehicle model. The target distance can be determined based on the steering wheel angle. If the driver does not turn the steering wheel, the target distance can be 250 cm. If the driver turns the steering wheel, the target distance can be set by referring to a table based on the steering wheel angle. The larger the steering wheel angle, the smaller the target distance setting. The target distance difference can be 20 cm, but it can also be set differently according to the needs of specific scenarios. This application does not impose any restrictions on this.

[0049] This embodiment implements internal coordination of the reversing assistance function. During the transition from the accelerator pedal misoperation prevention function activation state to the collision avoidance function activation state, pre-charge pressure may be triggered. Pre-charge pressure indicates that after the function enters standby mode, the ultrasonic radar behind the vehicle initially detects an obstacle, and the braking system prepares to charge and brake. In some embodiments, the pre-charge pressure activation conditions mentioned in this step may include: the vehicle entering the function standby state, the reversing speed being greater than or equal to a second preset speed, and the minimum value among the processed obstacle distances of all ultrasonic radars behind the vehicle being less than or equal to a first distance threshold. The function standby state here indicates that the vehicle's reversing assistance functions, including the accelerator pedal misoperation prevention function and the collision avoidance function, are in an activated state; the second preset speed can be 4 km / h, but it can also be set differently according to different scenario requirements; the first distance threshold can be obtained by consulting a calibration table based on vehicle speed, which can be obtained through real-vehicle testing and calibration. The higher the vehicle speed, the higher the first distance threshold. This setting improves the reliability of pre-charge pressure triggering, thereby enhancing the reversing assistance effect.

[0050] In some embodiments, the system may further include: upon receiving a function switch status signal from the infotainment control system, determining whether the reversing assist function is available; the reversing assist function includes the accelerator pedal misoperation prevention function and the collision avoidance function; if the reversing assist function is available, based on the user's selection operation regarding the on / off state of the reversing assist function, feeding back to the infotainment control system whether the reversing assist function is on or off; if the reversing assist function is unavailable, feeding back to the infotainment control system whether the reversing assist function is grayed out. In other words, the reversing assist function can have three on / off states: on, off, and grayed out. When the vehicle is in a Ready state, i.e., the vehicle is ready, the driver can choose to turn the reversing assist function on or off. When the VCU receives the function switch status signal from the infotainment control system, it determines whether the reversing assist function is available. If the function is available, the VCU feeds back the on / off state; if the function is unavailable, the VCU feeds back the grayed-out state. In this way, the infotainment control system can correctly trigger the display logic and the control logic related to reversing assist based on the information fed back by the VCU, thereby improving the driver's user experience.

[0051] Furthermore, the aforementioned determination of whether the reversing assist function is available can include: determining that the reversing assist function is unavailable when a target fault is detected; the target fault includes any one of the following: ultrasonic radar failure, ultrasonic radar signal communication failure, rear emergency braking system failure, rear emergency braking system signal communication failure, invalid accelerator pedal depth signal, wheel speed sensor failure, or vehicle stability control system failure. In other words, any of the following faults will render the reversing assist function unavailable: ultrasonic radar failure or its signal communication failure, rear emergency braking system failure or its signal communication failure, invalid accelerator pedal depth signal, wheel speed sensor failure, or vehicle stability control system failure. Additionally, the VCU can manage the on / off state of the reversing assist function based on the determination of its availability. For example, if any of the above faults occurs before the function is activated, the function cannot be activated; if any of the above faults occurs after the function is activated, the function is automatically deactivated and can only be activated again after the fault is resolved; if any of the above faults occurs after the function is activated, the function can be executed according to the state before the fault, and if the fault is not resolved, the function will be automatically deactivated and grayed out.

[0052] Step 102: If the vehicle meets the pre-charge activation conditions, then the throttle mis-pressing function is deactivated and the pre-charge is activated. If the vehicle meets the anti-collision activation conditions while it is in the pre-charge state, the anti-collision function is activated. The pre-charge means that the master cylinder pressure of the vehicle's braking system increases in advance, which is the process of applying pressure to the brake caliper.

[0053] In this embodiment, when the driver accidentally presses the accelerator pedal, activating the accelerator pedal misoperation prevention function, if the pre-charge activation condition is met, the system first transitions from the accelerator pedal misoperation prevention function activation state to the pre-charge state. At this time, the VCU controls the braking system to prepare for pressurized braking, causing the master cylinder pressure of the braking system to increase in advance and apply pressure to the brake calipers. Subsequently, as the distance to the obstacle decreases, when the vehicle meets the anti-collision activation condition, the anti-collision function is triggered, and the vehicle performs emergency braking and requests the electronic parking brake caliper to clamp. In this way, by prioritizing the preparation of braking pressure and combining it with the obstacle distance to trigger full braking, the braking response time can be effectively shortened, and the risk of collision can be reduced.

[0054] Optionally, the collision avoidance activation conditions mentioned in this step may include: the minimum distance between the ultrasonic radars on the left and right sides of the rear of the vehicle and the obstacle is less than or equal to the side distance threshold; or, the minimum distance between the ultrasonic radar in the center of the rear of the vehicle and the obstacle is less than or equal to the center distance threshold. Additionally, when the collision avoidance activation conditions are met, the driver's intention to decelerate can be determined based on the brake pedal depth and vehicle deceleration. Specifically, if the brake pedal depth exceeds 15% and the vehicle deceleration is greater than or equal to 0.25 m / s², the driver may decelerate. 2 If the vehicle speed is low, it is determined that the driver intends to slow down. In this case, the activation of the collision avoidance function can be delayed according to the vehicle speed. Conversely, if the vehicle speed is low, the collision avoidance function can be activated directly.

[0055] In some embodiments, the system may further include: during the process of deactivating the throttle misoperation prevention function and activating pre-charge to put the vehicle into a pre-charge state, if the vehicle meets the pre-charge exit condition, the throttle misoperation prevention function remains activated. That is, if the pre-charge activation condition is met, the function enters the pre-charge state; subsequently, if the pre-charge exit condition is met, the throttle misoperation prevention function remains activated until it is deactivated, thus reducing unnecessary braking actions.

[0056] Furthermore, the aforementioned pre-charge pressure withdrawal conditions can include: shifting the gear from reverse to another gear, or the minimum value of the obstacle distance processed by all ultrasonic radars behind the vehicle being greater than a second distance threshold. In other words, when the vehicle shifts from R (Reverse) to another gear, it indicates that the driver is actively avoiding hazards by shifting gears; in this case, pre-charge pressure is withdrawn to avoid conflict with braking actions. Alternatively, when the minimum value of the distance from all processed radars to the obstacle is greater than the second distance threshold, it indicates that there is currently no need to prepare braking pressure; in this case, pre-charge pressure is withdrawn. This effectively improves the accuracy of reversing assist control.

[0057] Step 103: If the vehicle does not meet the pre-charge activation condition but meets the anti-collision activation condition, then the throttle anti-misoperation function is deactivated and the anti-collision function is activated.

[0058] In this embodiment, when the vehicle is in the accelerator pedal anti-accidental pressing function activated state and the rear ultrasonic radar detects an obstacle, if the pre-charge activation condition is not met but the anti-collision activation condition is met, the vehicle will directly switch from the accelerator pedal anti-accidental pressing function activated state to the anti-collision function activated state. After the vehicle performs emergency braking, it requests the electronic parking caliper to clamp, thereby reducing the risk of collision.

[0059] In some embodiments, the system may further include: when the collision avoidance function is activated, calculating the braking deceleration and sending an emergency braking request along with the braking deceleration to the braking system; when the vehicle speed decreases below a third preset speed during braking, sending a brake pressure holding request signal to the braking system to maintain pressure for a target duration. In other words, when the collision avoidance function is activated, the VCU, while rapidly reducing the requested torque at the wheel ends to a smaller torque value, such as 30 Nm, also calculates the braking deceleration and sends the emergency braking request along with the calculated braking deceleration to the braking system, such as ESP (Electronic Stability Program), for execution. Once the vehicle speed drops below the third preset speed, the VCU sends a brake pressure holding request to the braking system to maintain braking pressure, eliminating potential slippage risks. After maintaining pressure for the target duration, the system exits the pressure holding state, thus not affecting subsequent operations. This improves braking safety and driving comfort. The third preset speed can be 1.5 km / h.

[0060] The collision avoidance function primarily relies on the distance to obstacles detected by ultrasonic radar. It avoids collisions by interrupting vehicle power and applying emergency braking. Calculating the braking deceleration corresponding to the obstacle distance is crucial; a sufficiently large deceleration ensures the vehicle avoids a collision in a very short time, but it reduces vehicle comfort to some extent. Therefore, in some embodiments, the aforementioned braking deceleration can be calculated based on the following formula:

[0061]

[0062] In the formula, a is the braking deceleration; v0 is the vehicle speed corresponding to the activation of the collision avoidance function; L min L is the minimum obstacle distance among all the processed obstacle distances from the ultrasonic radars behind the vehicle. safe To reserve a safe distance; a offset This is for deceleration compensation. In other words, the braking deceleration 'a' can be calculated based on the minimum value L between the vehicle speed v0 at the time of the emergency braking request and the processed obstacle distance. min Perform the calculation, where L safe This represents the safe distance L to be left after emergency braking. It is positively correlated with the vehicle speed v0, meaning the greater the vehicle speed v0, the greater the safe distance L. min The larger; a offset This represents deceleration compensation, a positive value, designed to improve braking efficiency while ensuring safe braking. Similarly, it is set based on vehicle speed v0; the higher the vehicle speed v0, the greater the deceleration compensation. offset The larger the value, the more accurate it can be calibrated based on the overall vehicle comfort tested in real-world driving. Using the formula above, the optimal braking deceleration can be quickly calculated, effectively reducing collision risk while improving vehicle comfort. Furthermore, the maximum permissible braking deceleration for a rear emergency braking system is -g (where g is the acceleration due to gravity); therefore, the calculated braking deceleration should be limited to a value greater than or equal to -9.8 m / s². 2 .

[0063] In this embodiment, when the driver accidentally presses the accelerator, activating the accelerator pedal anti-accelerator function and causing the vehicle to creep with torque limitation, the distance between the vehicle and obstacles behind it is identified by ultrasonic radar. This determines whether the vehicle meets the pre-charge activation condition. If the pre-charge activation condition is met, the system transitions from the anti-accelerator pedal activation state to the pre-charge state, preparing the braking system for pressurized braking. Subsequently, as the distance to the obstacle decreases, the anti-collision activation condition is met when the vehicle meets the anti-collision activation condition, triggering the anti-collision function. If the pre-charge activation condition is not met but the anti-collision activation condition is met, the system directly transitions from the anti-accelerator pedal activation state to the anti-collision function activation state. This internal collaborative design improves response efficiency and intervention accuracy, effectively enhancing the vehicle's reversing assistance, reducing collision risk, and improving safety during reversing.

[0064] To provide a more detailed explanation of the solution in this application, a specific embodiment is described below:

[0065] This embodiment provides a reversing assist control scheme based on ultrasonic radar. This scheme is applied to the VCU (Vehicle Control Unit) of an electric vehicle. The control flow of this scheme is as follows: Figure 2 As shown, it comprises 11 parts: functional fault handling, functional switch judgment, functional standby judgment, radar distance signal processing, pre-charge judgment, collision avoidance judgment, accidental pedal application judgment, internal functional coordination, functional status management, electronic parking brake (EPB) request judgment, and braking request deceleration calculation. Its specific contents include:

[0066] In the functional fault handling section, any of the following faults will render the reversing assist function unavailable: ultrasonic radar malfunction or its signal communication failure, rear emergency braking system unavailable or its signal communication failure, invalid throttle depth signal, wheel speed sensor malfunction, or vehicle stability control system malfunction. If any of the above faults occurs before the function is activated, the function cannot be activated. If any of the above faults occurs after the function is activated, the function will be automatically deactivated and can only be activated after the fault is resolved. If any of the above faults occurs after the function is activated, the function can be executed according to the state before the fault. If the fault is not resolved, the function will be automatically deactivated.

[0067] In the function switch judgment section, after the driver selects to turn the reversing assist function on or off after the vehicle is Ready, when the VCU receives the function switch status signal sent by the infotainment control system, it combines the above-mentioned function fault handling. If it determines that the function is available, the VCU will feed back the switch status as on or off. If it determines that the function is unavailable, the VCU will feed back the switch status as grayed out. If the fault is recovered when the function switch is grayed out, the function switch will return to the state before graying out and become selectable. The VCU remembers the switch status, remembering the function switch status just before the vehicle was powered off. When the vehicle is powered on again, the remembered switch status will be automatically restored.

[0068] In the function standby judgment section, if the vehicle meets the following conditions at the same time, it indicates that the function is in the waiting state, that is, the vehicle enters the function standby state: the vehicle is Ready and the gear is in reverse; the vehicle's reversing speed is less than 10km / h; the function switch is in the on state.

[0069] In the radar distance signal processing section, to prevent delays or lag in the ultrasonic radar's obstacle distance updates during dynamic processes, the VCU performs predictive judgment processing on the distance signals emitted by individual radars. Specifically, when the vehicle speed exceeds 2.5 km / h and the obstacle distance initially reported by a single radar is less than the target distance, radar distance prediction is activated. This target distance is determined based on the steering wheel angle. If the driver does not turn the steering wheel, the target distance can be 250 cm; if the driver turns the steering wheel, the target distance can be set according to a lookup table based on the steering wheel angle—the larger the steering wheel angle, the smaller the target distance setting. During radar distance prediction, the previously processed radar distance L is used... Delay Subtracting the current vehicle speed V0 and integrating it over a sample time T yields the predicted range L of a single radar. Pre =L Delay -V0*T; then perform radar distance processing. If the radar distance prediction is not enabled, the obstacle distance signal emitted by the radar will be used. If the radar updated distance signal has changed compared to the previous moment, and the difference between the updated distance and the calculated predicted distance is less than or equal to 20cm, the radar updated distance signal will be used. If the radar does not update the distance signal or the difference between the updated distance and the calculated predicted distance is greater than 20cm, the calculated radar predicted distance will be used.

[0070] In the pre-charge judgment section, after the pre-charge indication function is in a standby state, the ultrasonic radar behind the vehicle initially detects an obstacle, and the braking system prepares to charge and brake. When the vehicle enters the standby state, the reversing speed is greater than or equal to 4 km / h, and the minimum distance between all processed radars behind the vehicle and the obstacle is less than or equal to a first distance threshold, the pre-charge is activated (corresponding to...). Figure 4 In the `skip1` clause, the first distance threshold can be obtained by consulting a calibration table based on vehicle speed. This calibration table can be obtained through real-vehicle testing and calibration. The higher the vehicle speed, the larger the first distance threshold. When the gear is shifted from R to another gear, or when the minimum distance between all processed radars behind the vehicle and obstacles exceeds the second distance threshold, the pre-charge is discontinued (corresponding to...). Figure 4 In the skip3), the second distance threshold can also be obtained by looking up a table based on the vehicle speed. At the same vehicle speed, the second distance threshold is greater than the first distance threshold.

[0071] In the collision avoidance judgment section, when the vehicle enters the standby state, if the minimum distance between the ultrasonic radars on the left and right sides of the rear of the vehicle and the obstacle is less than or equal to the side distance threshold, or if the minimum distance between the ultrasonic radar in the center of the rear of the vehicle and the obstacle is less than or equal to the center distance threshold, the collision avoidance activation condition is determined to be met. At this time, the driver's intention to decelerate is determined based on the brake pedal depth and vehicle deceleration. For example, if the brake pedal depth exceeds 15% and the vehicle deceleration is greater than or equal to 0.25 m / s², the driver's intention to decelerate is determined. 2 If the system detects that the driver intends to slow down, the collision avoidance function can be activated with a delay set according to the vehicle speed. Conversely, if the system detects that the driver does not intend to slow down, the collision avoidance function is activated directly (corresponding to...). Figure 4 (skip4 in the original text). When the collision avoidance function is activated, the VCU rapidly reduces the wheel-end requested torque to 30 Nm, and simultaneously sends an emergency braking request and the calculated braking deceleration to the vehicle stability control system for execution. Once the vehicle speed is less than or equal to 1.5 km / h, the VCU sends a brake pressure holding request signal to the vehicle stability control system, maintaining pressure for at least 3 seconds. Furthermore, when the vehicle speed decreases to 3 km / h, the VCU requests the electronic parking brake system to clamp the calipers to bring the vehicle to a complete stop. The collision avoidance function deactivates when any of the following conditions are met (corresponding to...). Figure 4 Skip5): The driver releases the accelerator pedal to a depth of less than or equal to 12% and then shifts into D (Drive); the vehicle is stationary and the gear is in P (Parking); the electronic parking brake system is engaged.

[0072] In the anti-accelerator pedal misoperation detection section, when the vehicle enters the function standby state, if the accelerator pedal depth is greater than or equal to 80% and the accelerator pedal change rate is greater than or equal to 300%, it is determined that the driver has misoperated the accelerator pedal, and the accelerator pedal misoperation prevention function is activated (corresponding to...). Figure 4 (skip6 in the original text). When the throttle misoperation prevention function is activated, if the wheel-end requested torque is greater than the creep torque, the VCU quickly limits the throttle demand torque to the creep torque output to the electric drive system. If the wheel-end requested torque is less than the creep torque, the VCU changes the throttle demand torque to the creep torque output through slope filtering. The throttle misoperation prevention function is deactivated when any of the following conditions are met (corresponding to...). Figure 4 (skip9) The driver shifts the gear into P or N (neutral); the driver shifts into D and the accelerator pedal is less than 30% depressed; the driver releases the accelerator pedal to less than or equal to 3%.

[0073] In the section on internal function coordination, internal function coordination refers to the process of switching from the accelerator pedal misoperation prevention function activation to the collision avoidance function activation. This process may trigger pre-charge. Specifically, when the driver accidentally presses the accelerator pedal to activate the accelerator pedal misoperation prevention function, and the vehicle is in a torque-limited creep state, if the rear ultrasonic radar detects an obstacle, the following function transition will occur: If the pre-charge activation condition is met, the system will switch from the accelerator pedal misoperation prevention function activation state to the pre-charge state (corresponding to...). Figure 4 In the "skip7" mode, as the distance to the obstacle detected by the radar decreases, the collision avoidance function is triggered (corresponding to...). Figure 4 In the "skip2" state, after the vehicle performs emergency braking, it requests the electronic parking caliper to clamp. If the pre-charge activation condition is not met, but the collision avoidance function activation condition is met, the system will directly switch from the accelerator pedal misoperation prevention function activation state to the collision avoidance function activation state (corresponding to...). Figure 4 (skip8) When the vehicle performs emergency braking, it requests the electronic parking caliper to clamp; if the pre-charge activation condition is met, the function enters the pre-charge state, and then the pre-charge exit condition is met, at which point the throttle anti-accidental-pressing function remains activated until it exits.

[0074] In the functional state management section, the transition process of the functional switch state is as follows: Figure 3 As shown, the three states of the reversing assist function transition based on the presence or absence of a fault and the outcome of fault handling. The transition process between the function activation and deactivation states is as follows: Figure 4 As shown, a corresponding state transition occurs when any of the skip1-9 conditions are met.

[0075] In the Electronic Parking Brake (EPB) request judgment section, when the collision avoidance function is activated, after the emergency braking system triggers and reduces the vehicle speed to less than or equal to 3 km / h, the Vehicle Control Unit (VCU) requests the EPB to clamp the calipers and sends the accelerator pedal depth to 0 to the EPB control system to prevent the accelerator pedal depth from disengaging the clamped calipers. Once the collision avoidance function is deactivated, or the EPB is already clamped, the VCU releases the request to clamp the EPB and sends the actual accelerator pedal depth.

[0076] In the braking deceleration calculation section, the minimum distance L from the radar to the obstacle is calculated based on the vehicle speed v0 at the time of the emergency braking request, combined with the processed minimum distance L from the obstacle. min Calculate the braking deceleration a:

[0077]

[0078] In the formula, L safe This represents the safe distance L to be left after emergency braking. It is positively correlated with the vehicle speed v0, meaning the greater the vehicle speed v0, the greater the safe distance L. min The larger; a offsetThis represents deceleration compensation, a positive value, designed to improve braking efficiency while ensuring safe braking. Similarly, it is set based on vehicle speed v0; the higher the vehicle speed v0, the greater the deceleration compensation. offset The larger the value, the more accurate it can be calibrated based on the overall vehicle comfort tested in real-world driving. Furthermore, the maximum permissible braking deceleration for a rear emergency braking system is -g (where g is the acceleration due to gravity); therefore, the calculated braking deceleration should be limited to a value greater than or equal to -9.8 m / s². 2 .

[0079] In this embodiment, the synergistic effect of the anti-collision function and the accelerator pedal mis-pressing function constitutes the reversing assistance control system. Through this reversing assistance control system, the reversing assistance function of new energy vehicles can be effectively improved, the risk of reversing collisions can be reduced, or the degree of collision damage can be mitigated.

[0080] Corresponding to the embodiments of the aforementioned methods, this application also provides embodiments of a reversing assist control device and a terminal thereof:

[0081] like Figure 5 As shown, Figure 5 This is a block diagram of a reversing assist control device provided in an embodiment of this application. The device includes:

[0082] The acquisition module 51 is used to acquire the obstacle distance signal of the ultrasonic radar behind the vehicle when the vehicle's accelerator pedal anti-accidental pressing function is activated, and to determine whether the vehicle meets the pre-charge activation conditions based on the obstacle distance signal.

[0083] The jump module 52 is used to exit the throttle mis-pressurization function and activate pre-pressurization if the vehicle meets the pre-pressurization activation conditions. If the vehicle meets the anti-collision activation conditions while it is in the pre-pressurization state, the anti-collision function is activated. Pre-pressurization means that the master cylinder pressure of the vehicle's braking system increases in advance to apply pressure to the brake caliper.

[0084] The jump module 52 is also used to exit the throttle anti-acceleration function and activate the anti-collision function if the vehicle does not meet the pre-charge activation condition but meets the anti-collision activation condition.

[0085] The specific implementation process of the functions and roles of each module in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0086] This application also provides an electronic device, please refer to [link to application]. Figure 6 , Figure 6This is a structural block diagram of an electronic device provided in an embodiment of this application. The electronic device may include a processor 610, a communication interface 620, a memory 630, and at least one communication bus 640. The communication bus 640 is used to enable direct communication between these components. In this embodiment, the communication interface 620 of the electronic device is used for signaling or data communication with other node devices. The processor 610 may be an integrated circuit chip with signal processing capabilities.

[0087] The processor 610 described above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor, or the processor 610 can be any conventional processor.

[0088] The memory 630 may be, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc. The memory 630 stores computer-readable instructions. When these computer-readable instructions are executed by the processor 610, the electronic device can perform the aforementioned operations. Figure 1 The various steps involved in the method implementation examples.

[0089] Alternatively, the electronic device may also include a storage controller and an input / output unit.

[0090] The memory 630, storage controller, processor 610, peripheral interface, and input / output unit are electrically connected directly or indirectly to achieve data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses 640. The processor 610 is used to execute executable modules stored in the memory 630, such as software function modules or computer programs included in electronic devices.

[0091] The input / output unit is used to provide users with the ability to create tasks and to set optional start periods or preset execution times for those tasks, thereby enabling user-server interaction. The input / output unit may be, but is not limited to, a mouse and keyboard.

[0092] Understandable. Figure 6 The structure shown is for illustrative purposes only; the electronic device may also include components that are more advanced than those shown. Figure 6 The more or fewer components shown, or having the same Figure 6 The different configurations shown. Figure 6 The components shown can be implemented using hardware, software, or a combination thereof.

[0093] This application also provides a storage medium storing instructions. When the instructions are run on a computer, the computer program is executed by a processor to implement the method described in the method embodiment. To avoid repetition, the method will not be described again here.

[0094] This application also provides a computer program product that, when run on a computer, causes the computer to perform the method described in the method embodiment.

[0095] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0096] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0097] If the aforementioned functions are implemented as software functional modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0098] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0099] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0100] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

Claims

1. A reversing assist control method, characterized in that, include: When the vehicle's accelerator pedal anti-accidental pressing function is activated, the obstacle distance signal of the ultrasonic radar behind the vehicle is acquired, and the vehicle is determined to meet the pre-charge activation conditions based on the obstacle distance signal. If the vehicle meets the pre-charge activation conditions, the throttle mis-pressing function is deactivated and pre-charge is activated. If the vehicle meets the anti-collision activation conditions while it is in the pre-charge state, the anti-collision function is activated. Pre-charge means that the master cylinder pressure of the vehicle's braking system increases in advance to apply pressure to the brake calipers. If the vehicle does not meet the pre-charge activation condition but meets the anti-collision activation condition, then the throttle anti-accidental-pressing function is deactivated and the anti-collision function is activated.

2. The method according to claim 1, characterized in that, The number of ultrasonic radars is multiple; the obstacle distance signal is used to indicate the obstacle distance measurement value; the obstacle distance measurement value represents the obstacle distance measured by the ultrasonic radar; the step of determining whether the vehicle meets the pre-charge activation conditions based on the obstacle distance signal includes: The obstacle distance signal is processed to obtain the processed obstacle distance, and the vehicle is judged to meet the pre-charge activation condition based on the processed obstacle distance. The step of processing the obstacle distance signal to obtain the processed obstacle distance includes: For any obstacle distance measurement value reported by an ultrasonic radar, if the current vehicle speed is higher than a first preset vehicle speed and the obstacle distance measurement value is less than the target distance, the obstacle distance prediction value of the ultrasonic radar at the current moment is obtained based on the obstacle distance processed by the ultrasonic radar at the previous moment and the current vehicle speed. If the obstacle distance measurement value of the ultrasonic radar at the current moment is inconsistent with the obstacle distance measurement value at the previous moment, and the difference between the obstacle distance measurement value of the ultrasonic radar at the current moment and the obstacle distance prediction value is less than or equal to the target distance difference, the obstacle distance measurement value of the ultrasonic radar at the current moment is determined as the processed obstacle distance. If the obstacle distance measurement value of the ultrasonic radar at the current moment is consistent with the obstacle distance measurement value at the previous moment, or the difference between the obstacle distance measurement value of the ultrasonic radar at the current moment and the obstacle distance prediction value is greater than the target distance difference, the obstacle distance prediction value is determined as the processed obstacle distance. If the current vehicle speed is lower than or equal to the first preset vehicle speed, or if the obstacle distance measurement value is greater than or equal to the target distance, the obstacle distance measurement value of the ultrasonic radar at the current moment is determined as the processed obstacle distance.

3. The method according to claim 2, characterized in that, The pre-charge activation conditions include: the vehicle entering a functional standby state, the reversing speed being greater than or equal to a second preset speed, and the minimum value among the obstacle distances processed by all ultrasonic radars behind the vehicle being less than or equal to a first distance threshold.

4. The method according to claim 1, characterized in that, Also includes: When a function switch status signal is received from the infotainment control system, it is determined whether the reversing assist function is available; the reversing assist function includes the accelerator pedal misoperation prevention function and the collision avoidance function; If the reversing assist function is available, the infotainment control system will report the on / off status of the reversing assist function to the user of the vehicle, indicating whether the reversing assist function is on or off. If the reversing assist function is unavailable, the infotainment control system will report that the reversing assist function is grayed out.

5. The method according to claim 4, characterized in that, The determination of whether the reversing assist function is available includes: When a target fault is detected, the reversing assist function is determined to be unavailable; the target fault includes any of the following: ultrasonic radar failure, ultrasonic radar signal communication failure, rear emergency braking system unavailable, rear emergency braking system signal communication failure, accelerator pedal depth signal invalid, wheel speed sensor failure, or vehicle stability control system failure.

6. The method according to claim 2, characterized in that, Also includes: During the process of deactivating the throttle misoperation prevention function and activating pre-charging to put the vehicle into the pre-charging state, if the vehicle meets the pre-charging exit condition, the throttle misoperation prevention function remains activated.

7. The method according to claim 6, characterized in that, The pre-charge exit conditions include: shifting the gear from reverse to another gear, or the minimum value of the obstacle distance processed by all ultrasonic radars behind the vehicle being greater than the second distance threshold.

8. The method according to claim 2, characterized in that, Also includes: When the collision avoidance function is activated, the braking deceleration is calculated, and the emergency braking request and the braking deceleration are sent to the braking system. When the vehicle speed decreases to below the third preset speed during braking, a brake pressure holding request signal is sent to the braking system so that the braking system can hold pressure for the target duration.

9. The method according to claim 8, characterized in that, The braking deceleration is calculated based on the following formula: In the formula, a is the braking deceleration; v0 is the vehicle speed corresponding to the activation of the collision avoidance function; L min L is the minimum obstacle distance among all the processed obstacle distances from the ultrasonic radars behind the vehicle. safe To reserve a safe distance; a offset For deceleration compensation.

10. A reversing assist control device, characterized in that, include: The acquisition module is used to acquire the obstacle distance signal of the ultrasonic radar behind the vehicle when the vehicle's accelerator pedal anti-accidental pressing function is activated, and to determine whether the vehicle meets the pre-charge activation conditions based on the obstacle distance signal. The jump module is used to exit the throttle mis-pressurization function and activate pre-pressurization if the vehicle meets the pre-pressurization activation conditions. If the vehicle meets the anti-collision activation conditions while it is in the pre-pressurization state, the anti-collision function is activated. Pre-pressurization refers to the process of increasing the master cylinder pressure of the vehicle's braking system in advance to apply pressure to the brake calipers. The jump module is also used to exit the throttle anti-acceleration function and activate the anti-collision function if the vehicle does not meet the pre-charge activation condition but meets the anti-collision activation condition.

11. A computer-readable storage medium, characterized in that, It stores a computer program thereon, which, when executed by a processor, implements the method as described in any one of claims 1 to 9.

12. An electronic device, characterized in that, It includes a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method as claimed in any one of claims 1 to 9.

Images