Method and device for reversing collision warning of vehicle

Abstract

The invention provides a reversing collision early warning method for a vehicle, and the method comprises the following steps: obtaining a working state signal of a rear anti-collision detection system originally equipped on the vehicle, the rear anti-collision detection system being used for detecting the information of an obstacle behind the vehicle; in response to the fact that the working state signal of the rear anti-collision detection system meets the preset condition, the accumulated displacement amount of the vehicle in the reversing direction starts to be recorded; and when the accumulated displacement amount reaches a preset displacement threshold value, triggering a second-stage collision alarm. The invention further provides reversing collision early warning equipment for the vehicle, the vehicle and a computer program product. The accumulated displacement is introduced as an auxiliary judgment basis, so that the problem of early warning delay or missing report caused by vehicle type design defects or limited sensing range of the reversing radar is effectively solved.

Description

Technical Field

[0001] This application relates to a method for reversing collision warning of a vehicle, and also to a device for reversing collision warning of a vehicle, a vehicle, and a computer program product. Background Technology

[0002] In the use of existing vehicle reversing warning systems, some models suffer from inaccurate alarm triggering due to unreasonable design or misaligned sensor installation. In severe cases, high-level alarms are only triggered after the vehicle has already collided with an obstacle, rendering them ineffective in preventing damage. Furthermore, in irregularly shaped parking lots or uniquely structured parking spaces, irregular obstacles behind the vehicle are easily outside the effective detection range of the sensors, further leading to missed alarms or malfunctions of the warning function, severely limiting the reliability of reversing safety protection.

[0003] Currently, although there are enhancement solutions based on V2X vehicle networking or high-precision sensor fusion (such as LiDAR and visual recognition) that can improve the accuracy of environmental perception, they rely on expensive hardware and complex algorithms, requiring deep modifications to vehicles, making it difficult to popularize them in mainstream models.

[0004] Therefore, existing reversing collision warning solutions still have shortcomings. Summary of the Invention

[0005] This application relates to a method for reversing collision warning of a vehicle, a device for reversing collision warning of a vehicle, a vehicle, and a computer program product, to at least solve some of the problems in the prior art.

[0006] According to a first aspect of this application, a method for reversing collision warning of a vehicle is provided, wherein the method includes the following steps:

[0007] Obtain the working status signal of the rear collision avoidance detection system originally equipped in the vehicle, wherein the rear collision avoidance detection system is at least used to detect obstacle information behind the vehicle;

[0008] In response to the rear collision avoidance detection system's operational status signal meeting predetermined conditions, recording the vehicle's cumulative displacement in the reversing direction begins; and

[0009] When the cumulative displacement reaches a preset displacement threshold, a second-level collision alarm is triggered.

[0010] This application specifically includes the following technical concept: by introducing cumulative displacement as an auxiliary judgment criterion, it effectively solves the problem of warning delay or missed detection caused by vehicle design defects or limited sensing range of reversing radar. This solution fully utilizes the working status signals of the vehicle's original rear collision avoidance detection system, requiring only a low-cost displacement sensing module and a simple processing unit to achieve accurate warnings of reversing risks, without relying on expensive high-precision sensors or complex algorithms. More importantly, this invention can significantly improve reversing safety without changing the vehicle's original reversing radar warning mechanism and system architecture, providing drivers with more reliable safety protection.

[0011] In an exemplary embodiment, the operating status signal of the rear collision avoidance detection system is determined to meet predetermined conditions under the following circumstances: a first-level collision warning, particularly an acoustic collision warning, is triggered by the rear collision avoidance detection system, and / or the rear collision avoidance detection system detects that the distance between the vehicle and the rear obstacle is less than a preset distance threshold. By monitoring the original reversing collision warning signal triggered by the radar sensor itself in real time, there is no need to connect to the vehicle bus or make complex modifications to the original vehicle system, greatly reducing the difficulty of system integration. On the other hand, by directly utilizing the accurate ranging results provided by the radar sensor in real time, faster and more accurate identification and response to rear risks can be achieved.

[0012] In one exemplary embodiment, the rear collision avoidance detection system is configured to trigger a first-level collision warning when the distance between the vehicle and a rear obstacle is detected to be less than a first distance threshold. The second-level collision warning differs from the first-level collision warning in its output method; specifically, the warning level of the second-level collision warning is higher than that of the first-level collision warning. By employing differentiated warning methods, users can more quickly and intuitively perceive the increase in risk level, thereby taking timely countermeasures.

[0013] In one exemplary embodiment, the rear collision avoidance detection system is configured to trigger a third-level collision warning when it detects that the distance between the vehicle and a rear obstacle is less than a second distance threshold, where the second distance threshold is less than a first distance threshold. The warning level of the third-level collision warning is higher than that of the first-level collision warning, but equal to or lower than that of the second-level collision warning. By setting the second-level collision warning triggered by cumulative displacement to a level no lower than that of the vehicle's original high-level warning, the warning effect on the driver is effectively enhanced.

[0014] In one exemplary embodiment, the preset displacement threshold is set to satisfy the condition that the difference between the first distance threshold and the preset displacement threshold is greater than or equal to the second distance threshold. This ensures that the triggering of the second-level collision warning is no later than the vehicle's original higher-level collision warning, thereby providing sufficient safety redundancy time for vehicle braking and driver reaction.

[0015] In one exemplary embodiment, triggering a second-level collision warning includes: outputting a second-level collision warning via an additional output device of an external device, and / or outputting a second-level collision warning via the vehicle's original output device; specifically, during the triggering of the second-level collision warning, the output of an existing reversing collision warning already triggered or to be triggered by the rear collision avoidance detection system is suppressed. Outputting via an external independent device allows for functional enhancement without interfering with the original vehicle alarm system; while reusing the original alarm system and implementing a conflict suppression strategy fully utilizes the vehicle's existing hardware resources, improving compatibility and overall integration with the vehicle system functions, while effectively avoiding interference problems that may arise from multiple alarms triggering simultaneously.

[0016] In one exemplary embodiment, the cumulative displacement is measured by: measuring the cumulative displacement using positioning signals from a Global Navigation Satellite System, particularly high-precision GNSS positioning technology; and / or measuring the cumulative displacement using sensing data from an inertial measurement unit. This significantly reduces the hardware cost of the system implementation while ensuring measurement accuracy.

[0017] In one exemplary embodiment, the method further includes: acquiring configuration information, the configuration information including at least one geofence region and its associated preset displacement threshold; acquiring the real-time location of the vehicle and / or the target parking location; and automatically loading the preset displacement threshold associated with the geofence region when the real-time location of the vehicle and / or the target parking location is within the geofence region. This allows for intelligent adaptation of the displacement threshold based on the actual environment and needs, significantly improving the practicality and intelligence of the function.

[0018] In one exemplary embodiment, the configuration information further includes preset displacement thresholds associated with different orientations and / or different vehicle models; the method further includes: obtaining the vehicle's current reversing direction and / or vehicle model; and automatically loading the preset displacement thresholds associated with the reversing direction and / or vehicle model based on the vehicle's reversing direction and / or vehicle model. Thus, by introducing the additional judgment dimension of vehicle orientation and model, more accurate warning thresholds can be dynamically matched for different parking scenarios, thereby significantly improving the accuracy and timeliness of alarm triggering.

[0019] In one exemplary embodiment, the configuration information is user-defined and / or pre-calibrated by the device manufacturer. In particular, the following entries in the configuration information support customization or modification:

[0020] The location of the geofenced area;

[0021] The extent of the geofenced area;

[0022] Preset displacement thresholds associated with geofenced regions;

[0023] Preset displacement thresholds associated with different orientations within a geofenced area;

[0024] Preset displacement thresholds associated with different vehicle models; and / or

[0025] The output method of the Level 2 collision alarm.

[0026] Thus, the system allows users to flexibly customize warning parameters according to actual scenarios and personal preferences, fully meeting personalized needs; on the other hand, it enables rapid deployment without configuration by leveraging the manufacturer's pre-calibrated basic configuration, significantly reducing the barriers to equipment use and installation.

[0027] In one exemplary embodiment, the method further includes: receiving the configuration information from a user's mobile terminal and / or an in-vehicle terminal via a preset communication method, specifically, the preset communication method includes Wi-Fi, Bluetooth, NFC, cellular mobile network, USB, and / or in-vehicle communication bus; performing security verification on the received configuration information; and storing the configuration information after successful security verification, and providing the configuration information for determining a preset displacement threshold. Thus, by utilizing diverse transmission methods, the system can support real-time updates, remote modifications, and flexible downloads of configuration information, significantly improving the freedom of configuration management and system adaptability.

[0028] In one exemplary embodiment, the method further includes: acquiring vehicle motion state parameters, environmental state parameters, and / or user driving proficiency parameters; and adaptively adjusting the preset displacement threshold based on the vehicle motion state parameters, environmental state parameters, and / or user driving proficiency parameters. Specifically, the adaptive adjustment includes: correspondingly reducing the preset displacement threshold as the detected vehicle speed increases, the environmental state deteriorates, and / or the user's driving proficiency decreases. Therefore, the warning sensitivity can be intelligently adjusted according to real-time application conditions, not only meeting users' advanced needs for accurate warnings and personalized safety strategies, but also reserving flexible space for future integration of more perception dimensions and functional expansion.

[0029] According to a second aspect of this application, a device for reversing collision warning of a vehicle is provided, wherein the device includes a processor and a memory, the memory storing computer program instructions, and when the computer program instructions are executed by the processor, the processor is capable of performing the method according to the first aspect of this application.

[0030] In one exemplary embodiment, the device is configured to be detachably mounted on a vehicle and is configured to be adapted to the existing output device arrangement of adjacent vehicles, the output device being used to output the existing reversing collision alarm triggered by the rear collision avoidance detection system.

[0031] Therefore, the modular and detachable structure allows users to install it quickly and independently, without the need for professional tools or wiring modifications. This design significantly improves reversing safety without affecting the normal operation of the original vehicle's reversing radar system, while also offering the combined advantages of cost-effectiveness and ease of deployment.

[0032] In one exemplary embodiment, the device further includes: a displacement sensor configured to detect the cumulative displacement of the vehicle in the reversing direction; an alarm monitoring device configured to monitor an existing reversing collision alarm triggered by the rear collision avoidance detection system; and / or, an additional output device configured to output a second-level collision alarm. This achieves accurate perception of the reversing displacement and the existing alarm status, and provides the ability to independently issue enhanced warnings, significantly improving the system's functional integrity and warning reliability without substantially increasing costs.

[0033] According to a third aspect of this application, a vehicle is provided, wherein the vehicle includes the equipment described in the second aspect of this application.

[0034] According to a fourth aspect of this application, a computer program product is provided, comprising computer program instructions, wherein, when executed by a processor, the computer program instructions enable the processor to perform the method according to a first aspect of this application. Attached Figure Description

[0035] The principles, features, and advantages of this application will be better understood below with reference to the accompanying drawings. The drawings include:

[0036] Figure 1 A schematic diagram of a vehicle according to an exemplary embodiment of this application is shown, the vehicle including a device for reversing collision warning;

[0037] Figure 2 A block diagram of a device for reversing collision warning for a vehicle according to an exemplary embodiment of this application is shown;

[0038] Figure 3 A flowchart illustrating a method for reversing collision warning for a vehicle according to an exemplary embodiment of this application is shown;

[0039] Figure 4 It shows Figure 3 A schematic diagram of the additional steps of the method shown;

[0040] Figure 5 The diagram shows the pulse sequence of the vehicle's original reversing collision warning signal and the second-level collision warning signal over time.

[0041] Figure 6a and Figure 6b This diagram illustrates the triggering of a reversing collision alarm during parking in an exemplary parking lot.

[0042] Figure 7 A schematic diagram illustrating the correspondence between different geofenced areas and preset displacement thresholds is shown; and

[0043] Figure 8a and Figure 8b A schematic diagram showing the correspondence between different vehicle models and preset displacement thresholds is provided. Detailed Implementation

[0044] To make the technical problems to be solved, the technical solutions, and the beneficial technical effects of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and several exemplary embodiments. It should be understood that the specific embodiments described herein are only for explaining this application and are not intended to limit the scope of protection of this application.

[0045] Figure 1 A schematic diagram of a vehicle 1 according to an exemplary embodiment of the present application is shown, the vehicle 1 including a device 10 for reversing collision warning.

[0046] like Figure 1 As shown, vehicle 1 is originally equipped with a rear collision avoidance detection system 3. This system 3 is, for example, a pre-installed functional module or system integrated into the vehicle, used to detect obstacle information behind the vehicle based on sensor signals, and trigger warnings, alerts, or automatic emergency braking when necessary. For example, vehicle 1 is equipped with a radar sensor 5 at the rear, such as near the lower bumper 8. The radar sensor 5 can be a millimeter-wave radar sensor or an ultrasonic sensor, which measures the distance between vehicle 1 and rear obstacles by emitting and receiving electromagnetic waves or ultrasonic signals, and provides the detection signals to the rear collision avoidance detection system 3 as input. It should be understood that, depending on different vehicle configurations and environmental conditions, the rear collision avoidance detection system 3 can also be connected to other types of sensors, such as image sensors and ultra-wideband (UWB) sensors, to detect rear obstacle information based on multi-source sensing input.

[0047] Vehicle 1 may have an existing output device 2 inside, which is connected to or at least partially integrated with the rear collision avoidance detection system 3, and may include acoustic output devices (such as speakers), optical output devices (such as instrument panel or central control screen display units), and / or tactile output devices (such as vibration motors). When the rear collision avoidance detection system 3 detects that the distance between the rear of vehicle 1 and an obstacle is less than a preset distance threshold, it triggers different levels of reversing collision warnings in vehicle 1 and outputs them through the existing output device 2. The warnings may be divided into multiple levels according to the degree of risk, such as a first-level collision warning and a third-level collision warning, to remind the driver of potential collision risks.

[0048] In addition, vehicle 1 is equipped with a device 10 for reversing collision warning. This device 10 can be packaged as a separate housing and easily installed inside vehicle 1 in a detachable manner, for example, near the existing output device 2 of vehicle 1, located close to the dashboard. This allows it to effectively monitor the existing reversing collision warning, particularly in acoustic form, triggered by the rear collision avoidance detection system 3 of vehicle 1, through its built-in alarm monitoring device (e.g., an audio acquisition device). The device 10 supports flexible power supply options, either independently powered by a battery or connected to the vehicle 1's power system.

[0049] Alternatively, device 10 can also be embedded in the vehicle's existing electronic architecture, for example, hidden within the vehicle's infotainment system.

[0050] It should be noted that, Figure 1 The number, shape, and installation location of the radar sensors 5 shown are merely exemplary. In practical applications, other numbers, types, or installation locations of radar sensors 5 can be arranged at the rear of the vehicle 1. Furthermore, the vehicle 1 may also be equipped with other types of sensors, such as cameras. These sensors can not only communicate with the rear collision avoidance detection system 3, but can also be directly included by the system 3.

[0051] Figure 2 A block diagram of a device 10 for reversing collision warning of a vehicle according to an exemplary embodiment of this application is shown.

[0052] like Figure 2 As shown, the device 10 includes a memory 11 and a processor 12, and may also be equipped with a displacement sensor 13, an alarm monitoring device 14, an additional output device 15, and a communication interface 16. These components are interconnected via a bus 17.

[0053] The memory 11 stores computer program instructions, which can be stored in various computer-readable storage media such as hard disks, memory, and flash memory cards. In addition, the memory 11 can also store corresponding configuration information, such as geofence parameters, preset displacement thresholds, and alarm output methods, providing a basis for calling the preset displacement thresholds. The processor 12 can be implemented as a central processing unit (CPU), microprocessor, digital signal processor (DSP), or other general-purpose processor. When the processor 12 executes the computer program instructions in the memory 11, it can implement the reversing collision warning method described in this application. The specific implementation process will be described below in conjunction with... Figure 3 Detailed explanation.

[0054] The displacement sensor 13 can be, for example, a global navigation satellite system or an inertial measurement unit, used to acquire the vehicle's GPS positioning information or motion state parameters in real time. After being converted by the processor 12, the cumulative displacement of the vehicle in a specific direction can be obtained.

[0055] The alarm monitoring device 14 is used to monitor the existing reversing collision alarm triggered by the rear collision avoidance detection system 3. The device 14 may be configured, for example, as an audio acquisition device (such as a microphone) to capture the first-level collision alarm in the form of an acoustic signal triggered by the vehicle's rear collision avoidance detection system 3.

[0056] The additional output device 15 is configured, for example, to output a second-level collision warning. It can be constructed as an acoustic output device (such as a speaker) to ensure that the output format of the second-level collision warning is consistent with the vehicle's original reversing collision warning format. Alternatively, optical output devices (such as indicator lights or screens) or haptic output devices (such as vibration motors) can be used to achieve a multimodal warning effect, enhancing the intensity of the alert and the diversity of perception.

[0057] The communication interface 16 can be a wired or wireless network interface, supporting the receipt of configuration information from the user's mobile terminal or vehicle terminal via Wi-Fi, Bluetooth, NFC, cellular mobile network, USB, etc.

[0058] In addition, Figure 2 The image also shows a user mobile terminal 20, which can be, for example, a smartphone, tablet, smartwatch, or other wearable device. Using the user mobile terminal 20, users can select or customize configuration information (such as geofence range, displacement thresholds, and alarm output methods) through a dedicated application. Users can also download pre-calibrated configuration schemes from the device manufacturer's cloud server, filter or modify them as needed, and then transmit them to the device 10.

[0059] Device 10 can also be equipped with a vehicle interface, such as a standard vehicle interface or a controller area network (CAN) interface, for connecting to the vehicle's existing sensors (such as GPS, IMU, radar sensors, wheel speed sensors, etc.) and other electronic control units (ECUs), thereby directly utilizing the vehicle's existing sensor data, avoiding duplicate installation, reducing costs and improving system integration.

[0060] Figure 3 A flowchart illustrating a method for reversing collision warning for a vehicle according to an exemplary embodiment of this application is shown. The method exemplarily includes steps S1, S2, and S3, and can be implemented, for example, by means of... Figure 1 and / or Figure 2 The device 10 shown is executed.

[0061] In step S1, the working status signal of the rear collision avoidance detection system originally equipped in the vehicle is obtained. This rear collision avoidance detection system is used to detect obstacle information behind the vehicle.

[0062] As mentioned above Figure 1 The rear collision avoidance detection system described herein can use signals from the vehicle’s original ultrasonic radar sensors and / or millimeter-wave radar sensors as input, or it can receive signals from other types of rear perception sensors, which are usually installed near the vehicle’s rear bumper.

[0063] In one embodiment, the reversing collision warning device can operate via external monitoring, that is, by monitoring the existing reversing collision warnings triggered by the rear collision avoidance detection system to obtain its operational status signals. The specific form of the existing reversing collision warning may vary depending on the vehicle model and design, but it is commonly a series of acoustic alerts. For example, when the rear collision avoidance detection system detects that the distance between the vehicle and a rear obstacle is less than a first distance threshold, it triggers a low-frequency first-level collision warning. When the detected distance further decreases to a second distance threshold, the alarm frequency or volume increases, forming a higher-level third-level collision warning. Therefore, the operational status of the rear collision avoidance detection system can be obtained by monitoring such acoustic alarm signals through an audio acquisition device.

[0064] It should be noted that the original reversing collision warning triggered by the rear collision avoidance detection system may not only include the first and third level collision warnings, but may also only have a single level warning, or more than two levels, or include several intermediate warning levels.

[0065] In another embodiment, the aforementioned reversing collision warning device can also be directly connected to the vehicle's sensor system to acquire signals. For example, the real-time distance signal output by the rear collision avoidance detection system can be directly read through the vehicle interface and used as the working status signal.

[0066] Next, step S2 is shown as two sub-steps, S21 and S22. In sub-step S21, it is checked whether the operating status signal of the rear collision avoidance detection system meets the predetermined conditions.

[0067] In one embodiment, if the operating status signal is the original reversing collision alarm triggered by the rear collision avoidance detection system, then once the first-level collision alarm is detected, it is determined that a predetermined condition has been met. Specifically, for example, the condition is considered met when the first-level collision alarm in acoustic form is identified by an audio acquisition device.

[0068] In another embodiment, if the operating status signal is a distance signal measured by the rear collision avoidance detection system using sensors, a predetermined condition is determined to be met when the distance signal is less than a preset distance threshold. This preset distance threshold is typically not lower than the first distance threshold at which the rear collision avoidance detection system triggers a first-level collision alarm, ensuring that the timing of starting to record the accumulated displacement is no later than the original system's first warning moment, thereby guaranteeing the timeliness and safety of the warning.

[0069] In another embodiment, the operating status signal of the rear collision avoidance detection system may additionally include a reverse gear activation signal in the vehicle's CAN bus, or a vehicle motion status signal detected by the inertial measurement unit. Accordingly, the predetermined conditions may additionally include one or more of the following: receiving a CAN signal indicating that the vehicle has entered a reverse state; determining that the vehicle is in reverse motion based on inertial measurement unit data; or detecting that the rear collision avoidance detection system has been activated and is operating normally.

[0070] In sub-step S21, if it is determined that the predetermined conditions are not met, the status monitoring continues; if the conditions are met, the process proceeds to sub-step S22, where the cumulative displacement of the vehicle in the reversing direction is recorded.

[0071] As mentioned earlier, this displacement can be calculated based on positioning signals from a Global Navigation Satellite System (GNSS) or sensing data from an inertial measurement unit (INS). Specifically, to obtain high-precision measurement results, high-precision GNSS positioning technology can be used to measure the cumulative displacement. High-precision GNSS positioning technologies, for example, can provide positioning accuracy at the centimeter or millimeter level, and include, but are not limited to: Real-time Dynamic Differential (RTK) technology, Precise Point Positioning (PPP) technology, Precise Point Positioning-Real-time Dynamic Measurement (PPP-RTK) technology, Network RTK (NRTK) technology, and Precise Positioning Service (PPS).

[0072] The "cumulative displacement in the reversing direction" mentioned here specifically refers to the cumulative value of the displacement components generated by the vehicle along the reversing direction, which is distinct from the total distance traveled by the vehicle. Considering that it is often necessary to switch between forward and reverse gears multiple times to adjust the position during parking, this solution only accumulates the displacement changes in the reversing direction (e.g., southward) to more accurately assess the risk of rear collisions.

[0073] For example, suppose a vehicle attempts to park in a north-south oriented parking space for the first time. After triggering the Level 1 collision warning, the vehicle reverses southward and moves another 0.02 meters. If, at this point, the driver, due to parking difficulties, shifts to drive and exits the space, then chooses another east-west oriented parking space, when the Level 1 collision warning is triggered again and the vehicle begins reversing westward, the system will recalculate the displacement westward.

[0074] In one embodiment, the recorded cumulative displacement is automatically reset to zero when the vehicle disengages from reverse (e.g., shifts into drive). When the vehicle re-enters reverse and the displacement recording trigger conditions are met, the cumulative displacement recording will restart. Furthermore, the cumulative displacement can also be reset to zero when the vehicle is powered off or turned off.

[0075] For example, starting from reversing southwards, the system records a cumulative southward displacement of 0.01 meters within 5 seconds. If the vehicle then shifts into drive, the displacement recording stops and the value is reset to zero. Once the vehicle is back into reverse and the first-level collision warning is triggered, the system starts recording the cumulative displacement again from zero for the next round of reversing (e.g., still southwards).

[0076] Next, step S3 is also shown as being divided into two sub-steps, S31 and S32. In sub-step S31, it is checked whether the recorded cumulative displacement has reached a preset displacement threshold.

[0077] In one embodiment, the preset displacement threshold can be bound to a geofence area for storage. In other embodiments, it can also be associated with factors such as vehicle model and reversing direction, thereby enabling the use of a more precise threshold in the current parking scenario. Specific implementation details will be provided below. Figure 4 Detailed explanation.

[0078] In one embodiment, the preset displacement threshold is set to satisfy the following relationship:

[0079] D1-S1≥D2

[0080] Wherein, D1 represents the first distance threshold for the rear collision avoidance detection system to trigger the first level of collision alarm, S1 represents the preset displacement threshold, and D2 represents the second distance threshold for the rear collision avoidance detection system to trigger the third level of collision alarm.

[0081] This relationship ensures that under ideal operating conditions—that is, when the sensors used to detect the rear environment are correctly installed and functioning properly (e.g., in a standard parking lot environment with no obstructions and good reflection conditions), and the vehicle is continuously reversing—the second-level collision warning triggered by this solution will be triggered earlier than the vehicle's original third-level collision warning. This effectively overcomes the warning delay caused by environmental interference or sensor performance limitations, significantly improving the reliability and safety of the warning.

[0082] In one embodiment, vehicle motion state parameters (such as vehicle speed and acceleration), environmental state parameters (such as weather conditions and road surface adhesion) and / or user driving proficiency parameters (such as driving experience, number of parking incidents, and accident records) can also be obtained, and the preset displacement threshold can be dynamically and adaptively adjusted based on these parameters.

[0083] Exemplary adaptive adjustment strategies include: when an increase in vehicle speed, a deterioration in environmental conditions (such as rain or snow, or a low-traction road surface) and / or a user’s low driving skill is detected, a preset displacement threshold is reduced accordingly to trigger a warning earlier, allowing the driver sufficient reaction time and thus effectively reducing the risk of collision.

[0084] In sub-step S31, if the cumulative displacement is determined to be less than the preset displacement threshold, the process returns to sub-step S22 to continue recording and judging. If the threshold has been reached, sub-step S32 is executed to trigger the second-level collision alarm.

[0085] In one embodiment, the Level 2 collision alarm differs from the Level 1 collision alarm triggered by the rear collision avoidance detection system in its output method, and its warning level is typically higher.

[0086] Higher alert levels may be manifested in, for example, higher frequencies and / or greater volumes of acoustic signals; higher flashing frequencies and / or greater brightness of optical signals; and / or greater intensity of tactile vibrations.

[0087] In vehicles equipped with advanced driver assistance features, the difference in warning intensity can also be reflected at the vehicle control level: Level 1 collision warnings may not include braking or may only provide a slight braking warning, while Level 2 collision warnings may trigger active braking intervention, directly assisting vehicle control through different degrees of automatic braking, which can further enhance collision avoidance capabilities.

[0088] For example, a Level 1 collision warning corresponds to a low-frequency alert tone, while a Level 2 collision warning corresponds to a high-frequency alert tone. Furthermore, the Level 2 collision warning can enhance its warning effect by adding a perceptual dimension. For instance, while a Level 1 collision warning only includes acoustic output, a Level 2 collision warning can simultaneously include both acoustic and optical outputs, thereby improving the driver's perception intensity through multimodal warning.

[0089] In another embodiment, if the vehicle's original reversing radar system already has a tiered warning function (such as a Level 1 and a more urgent Level 3 collision warning), then the warning level of the Level 2 collision warning triggered by this solution should be no lower than that of the original system's Level 3 collision warning. For example, if the original system's Level 1 collision warning uses a "beep-beep" sound at a 0.5-second interval, and the Level 3 collision warning uses a high-frequency "beep-beep-beep" sound at a 0.2-second interval, then the Level 2 collision warning can use the same or even higher frequency and / or output intensity as the Level 3 warning to ensure that the driver pays sufficient attention to the risk.

[0090] In one embodiment, there are several possibilities for triggering a Level 2 collision warning. For example, a Level 2 collision warning can be output via an additional output device of an external device (such as a separate speaker or indicator light). Alternatively or additionally, a Level 2 collision warning can also be output via the vehicle's existing output device (such as a vehicle infotainment speaker or screen). When outputting via the vehicle's existing output device, the existing acoustic channel can be used or a separate channel can be used.

[0091] In one embodiment, the output of the second-level collision alarm is completely independent of the output of the vehicle's original reversing collision alarm. If the original alarm (such as the first or third level) is already in operation, the second-level collision alarm is directly superimposed on it. This method requires no modification to the original alarm system, is simple to implement, and has a low cost.

[0092] In one embodiment, an alarm conflict arbitration strategy can be activated during the triggering of a Level 2 collision alarm: for example, the output of a previous reversing collision alarm that has been triggered or is about to be triggered by the rear collision avoidance detection system can be suppressed to avoid multiple alarms being output simultaneously, causing confusion or interference to the driver.

[0093] Figure 4 It shows Figure 3 A schematic diagram of additional steps in the method shown. In this embodiment, Figure 3 The method shown further includes additional steps S01 to S03, which are mainly used to determine the setting and selection method of the preset displacement threshold and are usually performed before step S3.

[0094] In the additional step S01, configuration information is obtained, which may include, for example, one or more geofenced areas and their associated preset displacement thresholds, and may also include preset displacement thresholds corresponding to different vehicle orientations and / or different vehicle models.

[0095] For example, if a geofence area is small (such as only covering a single row of parking spaces in a specific orientation within a parking lot), a single preset displacement threshold can be directly bound without further differentiation by orientation or vehicle type.

[0096] For example, configuration information can also support multi-dimensional parameter association configuration, specifically including the following items:

[0097] The coordinates of the geofenced area of ​​parking lot A are applicable to reversing southwards, vehicle type M, with a preset displacement threshold of 0.2 meters.

[0098] The coordinates of the geofenced area of ​​parking lot A are applicable to reversing westward, vehicle type N, and the preset displacement threshold is 0.3 meters.

[0099] In one embodiment, configuration information supports user-defined configurations and / or device manufacturer-pre-calibrated configurations. The device can store manufacturer-provided calibration parameters in local storage or periodically update the configuration from a cloud server via a communication interface. Users can also define parameters such as geofence ranges and personalized displacement thresholds through an application interface, or modify them based on manufacturer-provided templates. Custom configurations can be transmitted to the device via Wi-Fi, Bluetooth, NFC, cellular networks, USB, or vehicle bus (such as CAN / LIN). Wireless communication is more suitable for aftermarket devices, while wired connections are suitable for deep integration with original vehicle systems.

[0100] For example, the following entries in the configuration information can be customized or modified:

[0101] The location of the geofenced area;

[0102] The extent of the geofenced area;

[0103] Preset displacement thresholds associated with geofenced regions;

[0104] Preset displacement thresholds associated with different orientations within a geofenced area;

[0105] Preset displacement thresholds associated with different vehicle models; and / or

[0106] The output method of the Level 2 collision alarm.

[0107] After receiving the configuration information, the device can also perform security verification, which includes checks such as data integrity, source trustworthiness, and parameter legality. Once verification is successful, the information can be stored in local memory for use in determining preset displacement thresholds.

[0108] In sub-step S02, the real-time location of the vehicle and / or the target parking location are obtained, and optionally the vehicle model and / or reversing direction are also obtained. The target parking location may come from the in-vehicle navigation destination, a parking space manually specified by the user, or a parking space allocated by a smart parking lot. The vehicle model may be automatically extracted from an electronic tag or user account, or manually entered by the user. The reversing direction may be determined based on the orientation of the target parking space, calculated based on the vehicle's pose and heading angle monitored in real time by the IMU, or predicted based on historical parking patterns.

[0109] In sub-step S03, based on the acquired real-time location and / or target parking location, and optionally combined with the vehicle model and / or reversing direction, an appropriate preset displacement threshold is automatically matched and loaded from the configuration information.

[0110] In one embodiment, when the real-time location of the vehicle and / or the target parking location is detected to be within a geofenced area, a preset displacement threshold associated with that geofenced area is automatically applied. In another embodiment, a preset displacement threshold associated with the reversing direction and / or the corresponding vehicle model can also be automatically applied based on the vehicle's current reversing direction and / or vehicle model. For example, when reversing westward in parking lot A and the vehicle model is N, a preset displacement threshold of 0.3 meters is applied.

[0111] Figure 5 The diagram shows the pulse sequence of the vehicle's original reversing collision warning signal and the second-level collision warning signal over time.

[0112] Figure 5 The upper section shows the vehicle's original reversing collision warnings, which include, for example, pulse sequences of Level 1 Collision Warning 51 and Level 3 Collision Warning 53. Level 1 Collision Warning 51 is triggered at time t1, which is represented, for example, by a low-frequency intermittent pulse signal (e.g., a slow "beep-beep-beep" sound). At time t3, when the rear collision avoidance detection system 3 detects that the distance between the vehicle and the rear obstacle has further decreased, Level 3 Collision Warning 53 is triggered, which is represented by a high-frequency continuous pulse signal (e.g., a rapid "beep-beep-beep" sound), thereby reflecting a higher risk by increasing the warning level.

[0113] Figure 5 The middle section shows the pulse sequence of the second-level collision warning 52 triggered based on the cumulative displacement, while the lower section synchronously shows the curve of the cumulative displacement S over time. As shown in the figure, starting from the moment the rear collision avoidance detection system 3 triggers the first-level collision warning 51 at time t1, it begins recording the cumulative displacement S of the vehicle in the reversing direction. When the cumulative displacement S reaches the preset displacement threshold S1 at time t2, the second-level collision warning 52 is immediately triggered.

[0114] The comparison shows that the triggering time t2 of the second-level collision warning 52 is earlier than the triggering time t3 of the third-level collision warning 53, and the pulse frequency of the second-level collision warning 52 is higher than that of the first-level and third-level collision warnings 51 and 53. By issuing a higher-intensity warning in advance based on the displacement trend during the continuous reversing of the vehicle towards the obstacle, the delay problem of relying solely on radar sensors to trigger the warning is effectively compensated for, and the safety of the reversing process is significantly improved.

[0115] Figure 6a and Figure 6bThis diagram illustrates the triggering of a reversing collision alarm during parking in an exemplary parking lot.

[0116] In this parking lot scenario, there is a protruding structure 61 behind the target parking space. This protruding structure 61 is, for example, outside the effective detection range of the radar sensor 5 (such as ultrasonic radar or millimeter-wave radar), causing the sensor to be unable to identify the protruding structure 61 and only be able to detect the flat wall 62 behind it.

[0117] like Figure 6a As shown, when the radar sensor 5 detects that the distance between the vehicle 1 and the rear wall 62 is lower than the first distance threshold d1, the first-level collision alarm 51 is triggered, and the cumulative displacement recording of the vehicle 1 in the reversing direction is started simultaneously.

[0118] like Figure 6b As shown, after starting to record the cumulative displacement, vehicle 1 continues to reverse a short distance, causing the cumulative displacement S to reach the preset displacement threshold, at which point the second-level collision warning 52 is triggered. In this scenario, because the boss structure 61 is in the detection blind spot of radar sensor 5, radar sensor 5 has not yet detected the nearby obstacle 61, and therefore the third-level collision warning has not yet been triggered. Without a displacement accumulation warning mechanism, the system will not be able to perceive the collision risk between the vehicle and the boss in time, which may lead to the warning being triggered too late or even completely missed, thereby causing a collision accident.

[0119] By comparison Figure 6a and 6b It can be seen that, through the displacement accumulation warning mechanism, before the rear collision avoidance detection system 3 fails to trigger the high-level alarm due to the physical limitations of the sensor, a stronger warning is issued in advance based on the vehicle displacement, which effectively makes up for the safety hazards caused by the blind spot in the irregular parking environment and significantly improves the safety of reversing operation.

[0120] Figure 7 A schematic diagram showing the correspondence between different geofenced areas and preset displacement thresholds is provided.

[0121] like Figure 7 As shown, parking lot 70 has a row of irregularly shaped parking spaces 71 and 72 on its south and east sides, respectively. Behind each of these spaces are irregular structures such as low posts, slanted pillars, or protruding fire hydrants, which are difficult for radar sensors to detect reliably. One of the irregularly shaped parking spaces 721 on the east side is, for example, a "preferred parking space" that users often use. Charging pile equipment is fixedly installed behind this parking space 721.

[0122] The equipment manufacturer has pre-calibrated differentiated preset displacement thresholds for parking spaces 71 and 72 with different orientations. For example, the south-facing parking space uses a first preset displacement threshold (example value 0.2 meters), while the east-facing parking space 72 uses a second preset displacement threshold (example value 0.3 meters). After downloading this standard configuration template, users can personalize the commonly used parking space 721 according to their individual needs: for example, the baseline displacement threshold (0.3 meters) for the east-facing parking space can be further reduced to 0.25 meters to trigger an earlier warning and provide a more sufficient safety margin for charging operations.

[0123] Figure 8a and Figure 8b A schematic diagram showing the correspondence between different vehicle models and preset displacement thresholds is provided.

[0124] Figure 8a The vehicle 1 shown has a standard vehicle design, with its rear bumper 8 protruding sufficiently beyond the rear of the vehicle body, its outer surface extending beyond the end of the rear hood 9. A radar sensor 5 is mounted on the outer side of the rear bumper 8. For this type of vehicle, in the event of a reversing collision, the rear bumper 8 will be the first part to contact the obstacle, effectively protecting the relatively inner, expensive, and vulnerable body structure 9. Figure 8a In the scenario shown, since the sensor is installed in a reasonable position and the vehicle body structure itself has the advantage of collision buffering, such vehicles are only equipped with a conventional rear collision avoidance detection system 3 based on distance threshold warning, and usually do not need to introduce an additional auxiliary warning mechanism based on displacement threshold.

[0125] Figure 8b The vehicle shown (1) has a design flaw where the rear bumper 8 protrudes insufficiently, causing its outer surface to be further inward (closer to the front of the vehicle) than the end of the rear hood 9. In the event of a reversing collision, the rear hood 9, rather than the bumper 8, will first contact the obstacle, directly exposing a more costly and easily damaged body structure to the risk of impact. Figure 8b For example, the vehicle model shown can be equipped with a device 10 for reversing collision warning, and a warning mechanism based on cumulative displacement can be set and enabled. By triggering the second-level collision warning 52 in advance, the original warning delay that may be caused by vehicle design defects or radar sensor installation position errors can be compensated, thereby providing the driver with an earlier high-level risk warning and avoiding damage to the expensive vehicle body.

[0126] It should be understood that the methods of the various embodiments of this disclosure can be implemented by computer programs / software. This software can be loaded into the processor's working memory and, when run, is used to execute the methods according to the various embodiments of this disclosure.

[0127] It should be understood that the same or similar parts among the various embodiments of this disclosure can be referred to each other, and each embodiment focuses on describing the differences from other embodiments. In particular, for the apparatus embodiments, since their control logic is basically the same as that of the method embodiments, the description is relatively brief, and relevant parts can be referred to the description of the method embodiments.

[0128] According to another embodiment of this disclosure, a computer program product including computer program instructions is provided, the computer program instructions being configured to perform the methods according to various embodiments of this disclosure when the computer program product is run on a computer or stored on a computer-readable storage medium (such as a CD-ROM). The machine-readable storage medium is, for example, an optical storage medium or a solid-state medium supplied together with or as part of other hardware.

[0129] Although specific embodiments of this application are described in detail herein, they are given for illustrative purposes only and should not be construed as limiting the scope of this application. Various substitutions, modifications, and alterations can be conceived without departing from the spirit and scope of this application.

Claims

1. A method for reversing collision warning for a vehicle (1), wherein, The method includes the following steps: Obtain the working status signal of the rear collision avoidance detection system (3) originally equipped on the vehicle (1), the rear collision avoidance detection system (3) is used to detect obstacle information behind the vehicle (1); In response to the working status signal of the rear collision avoidance detection system (3) meeting predetermined conditions, the system begins recording the cumulative displacement of the vehicle (1) in the reversing direction; and When the cumulative displacement reaches a preset displacement threshold, a second-level collision alarm (52) is triggered.

2. The method according to claim 1, wherein, The working status signal of the rear collision avoidance detection system (3) is determined to meet the predetermined conditions under the following circumstances: The rear collision avoidance detection system (3) triggered a Level 1 collision alarm (51), particularly a Level 1 collision alarm (51) in the form of an acoustic signal; and / or The rear collision avoidance detection system (3) detects that the distance between the vehicle (1) and the rear obstacle is less than a preset distance threshold.

3. The method according to claim 1 or 2, wherein, The rear collision avoidance detection system (3) is configured to trigger a first-level collision alarm (51) when the distance between the vehicle (1) and the rear obstacle is less than a first distance threshold. The second-level collision alarm (52) is different from the first-level collision alarm (51) in terms of output method. In particular, the warning level of the second-level collision alarm (52) is higher than that of the first-level collision alarm (51).

4. The method according to claim 3, wherein, The rear collision avoidance detection system (3) is configured to trigger a third-level collision alarm (53) when the distance between the vehicle (1) and the rear obstacle is less than a second distance threshold, the second distance threshold being less than the first distance threshold, and the warning level of the third-level collision alarm (53) being higher than that of the first-level collision alarm (51) and equal to or lower than that of the second-level collision alarm (52).

5. The method according to claim 4, wherein, The preset displacement threshold is set to satisfy the condition that the difference between the first distance threshold and the preset displacement threshold is greater than or equal to the second distance threshold.

6. The method according to any one of claims 1 to 5, wherein, Triggering a Level 2 collision warning (52) includes: outputting a Level 2 collision warning (52) via an additional output device (15) of an external device (10), and / or, outputting a Level 2 collision warning (52) via an existing output device (2) of the vehicle (1); Specifically, during the triggering of the second-level collision alarm (52), the output of the original reversing collision alarm that has been triggered or is about to be triggered by the rear collision avoidance detection system (3) is suppressed.

7. The method according to any one of claims 1 to 6, wherein, The cumulative displacement is measured in the following manner: The cumulative displacement is measured using positioning signals from a Global Navigation Satellite System, particularly high-precision GNSS positioning technology; and / or The cumulative displacement is measured using sensing data from an inertial measurement unit.

8. The method according to any one of claims 1 to 7, wherein, The method further includes: Obtain configuration information, which includes at least one geofence region and its associated preset displacement threshold; Obtain the real-time location of vehicle (1) and / or the target parking location; and When the real-time location of the vehicle (1) and / or the target parking location is within the geofence area, a preset displacement threshold associated with the geofence area is automatically loaded.

9. The method according to claim 8, wherein, The configuration information also includes preset displacement thresholds associated with different orientations and / or different vehicle models; as well as The method further includes: Obtain the reversing direction and / or vehicle model of vehicle (1); Based on the reversing direction of the vehicle (1) and / or the vehicle model, automatically load the preset displacement threshold associated with the reversing direction and / or the corresponding vehicle model.

10. The method according to claim 8 or 9, wherein, The configuration information is user-defined and / or pre-calibrated by the device (10) manufacturer. In particular, the following entries in the configuration information can be customized or modified: The location of the geofenced area; The extent of the geofenced area; Preset displacement thresholds associated with geofenced regions; Preset displacement thresholds associated with different orientations within a geofenced area; Preset displacement thresholds associated with different vehicle models; and / or The output method of the second-level collision alarm (52).

11. The method according to claim 10, wherein, The method further includes: The configuration information is received from the user's mobile terminal (20) and / or the vehicle terminal through a preset communication method. In particular, the preset communication method includes Wi-Fi, Bluetooth, NFC, cellular mobile network, USB and / or vehicle communication bus. Perform security verification on the received configuration information; and After the security verification is passed, the configuration information is stored and provided for determining the preset displacement threshold.

12. The method according to any one of claims 1 to 11, wherein, The method further includes: Obtain the vehicle's (1) motion state parameters, environmental state parameters, and / or the user's driving proficiency parameters; Based on the vehicle's (1) motion state parameters, environmental state parameters, and / or the user's driving proficiency parameters, the preset displacement threshold is adaptively adjusted. In particular, the adaptive adjustment includes reducing the preset displacement threshold as the detected vehicle speed increases, the environmental state deteriorates, and / or the user's driving proficiency decreases.

13. A device (10) for reversing collision warning of a vehicle (1), wherein, The device (10) includes a processor (12) and a memory (11) storing computer program instructions. When the computer program instructions are executed by the processor (12), the processor (12) is able to perform the method according to any one of claims 1 to 12.

14. The device (10) according to claim 13, wherein, The device (10) is configured to be detachably mounted on the vehicle (1) and is configured to be suitable for the arrangement of the original output device (2) of the adjacent vehicle (1), the original output device (2) being used to output the original reversing collision alarm triggered by the rear collision detection system (3).

15. The device (10) according to claim 13 or 14, wherein, The device (10) also includes: Displacement sensor (13) is configured to detect the cumulative displacement of vehicle (1) in the reversing direction; Alarm monitoring device (14), configured to monitor existing reversing collision alarms triggered by the rear collision avoidance detection system (3); and / or An additional output device (15) is configured to output a second-level collision alarm (52).

16. A vehicle (1), wherein, The vehicle (1) includes the device (10) according to any one of claims 13 to 15.

17. A computer program product comprising computer program instructions, wherein, When the computer program instructions are executed by the processor (12), the processor (12) is able to perform the method according to any one of claims 1 to 12.

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