Description:METHOD AND SYSTEM FOR SAFE-REVERSING OF VEHICLES
TECHNICAL FIELD
[001] This disclosure relates generally to reversing of vehicles, and more particularly to a method and a system for safe-reversing of the vehicles.

BACKGROUND
[002] With continuous improvement of living standards, motor vehicle has now become common among masses and causing many traffic accidents. In particular, collisions with rear obstacles (i.e., pedestrian, wall, animals, or other vehicles) are more common during reversing of vehicle, because driver’s vision is limited when reversing the vehicle. Reversing the vehicle may be more difficult than driving the vehicle in forward direction for a driver as the driver’s vision may be limited when reversing. Also calculating an accurate distance between an obstacle and the vehicle is difficult by mere seeing the obstacle in the rear- view mirror or in a reverse assistance camera.
[003] Currently, there exist few systems that facilitate reversing mechanism with limiting speed of the vehicle. However, these systems may have some limitations, for example, limiting the speed of the vehicle when reversing in case a rear wheel of the vehicle is stuck in the ditch then at that time it may be very difficult to pull out the vehicle from the ditch as reverse speed of the vehicle is limited to a predefined level. Further, limiting the speed of the vehicle in case when there is no obstacle may lead to wastage of time. In another example, after colliding with a rear obstacle the vehicle may keep on ramming the obstacle if the brakes are not applied. This may cause severe injuries not only to one or more passengers sitting in the vehicle but also to the obstacle.
[004] Thus, there is a requirement for an effective and efficient method and system that provide safe-reversing of various types of motor vehicles based on a set of predefined operating conditions.

SUMMARY
[005] In one embodiment, a method of safe-reversing a vehicle is disclosed. The method may include determining a speed limit of the vehicle in reverse gear. The speed limit may be set to a predefined level upon detecting a first obstacle at a predefined distance. The method may further include determining one of: a first condition including an impact with a second obstacle, or a second condition including an accelerator being engaged for more than a predefined time and a wheel speed of at least one wheel of the vehicle being about zero. The method may further include performing one of: applying brake automatically to stop the vehicle, upon determining the first condition, or disabling the speed limit and operating the vehicle as per normal acceleration inputs at least till the wheel speed of the at least one wheel is above a predefined threshold, upon determining the second condition.
[006] In another embodiment, a system of safe-reversing a vehicle is disclosed. The system may include a reverse parking sensor configured to detect a first obstacle upon engaging the reverse gear, an impact sensor configured to detect an impact with a second obstacle upon engaging the reverse gear, and a wheel speed sensor corresponding to each of the plurality of wheels of the vehicle and may be configured to detect a wheel speed of the corresponding wheel of the vehicle. The system may further include a controller configured to determine a speed limit of the vehicle in the reverse gear. The speed limit may be set to a predefined level upon detecting a first obstacle at a predefined distance. Further, the controller may be configured to determine one of: a first condition including the impact with the second obstacle, or a second condition including an accelerator being engaged for more than a predefined time while the wheel speed of at least one wheel of the vehicle being about zero. Further, the controller may be configured to perform one of: applying brake automatically to stop the vehicle, upon determining the first condition or disabling the speed limit and operating the vehicle as per normal acceleration inputs at least till the wheel speed of the at least one wheel is above a predefined threshold, upon determining the second condition.
[007] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS
[008] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[009] FIG. 1 is a block diagram of a safe-reversing system for a vehicle, in accordance with an embodiment of the present disclosure.
[010] FIG. 2 illustrates an implementation of the safe-reversing system in a vehicle is illustrated, in accordance with some embodiments of the present disclosure.
[011] FIG. 3 is a flowchart of a method of safe-reversing a vehicle, in accordance with some embodiment of the present disclosure.
[012] FIG. 4 is a functional flowchart for safe-reversing a vehicle, in accordance with an embodiment of the present disclosure.
[013] FIG. 5 is a flowchart of a method of safe-reversing a vehicle, in accordance with some embodiment of the present disclosure.

DETAILED DESCRIPTION
[014] The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that, such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
[015] The terms “including”, “comprises”, “comprising”, “comprising of” or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[016] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to FIGs. 1-5. It is to be noted that the system may be employed in any vehicle including, but not limited to, a passenger vehicle, a utility vehicle, an ambulance, a commercial vehicle, or any other vehicle with a reversing or backing functionality.
[017] Referring now to FIG. 1, a block diagram of a safe-reversing system 100 for a vehicle is illustrated, in accordance with an embodiment of the present disclosure. The safe-reversing system 100 may include a safe-reversing device 102 that may be configured to provide safe reversing of the vehicle (not shown in FIG. 1). More particularly, in order to safely reverse the vehicle, the safe-reversing device 102 may be configured to restrict vehicle’s speed in reverse direction to a predefined speed upon detection of an obstacle within a predefined distance from rear bumper of the vehicle. As will be appreciated, the safe-reversing device 102 may not only limit the speed of vehicle after detection of the obstacle but may also be capable of disabling a speed limiting if the vehicle may be stuck up into a pothole or a ditch.
[018] The system 100 may further include one or more input/output (I/0) devices 104. The one or more I/O devices 104 may be electrically connected with the safe-reversing device 102 to send or receive data. The one or more input/output devices 104 may include a plurality of sensors that may determine one or more parameters corresponding to the vehicle.
[019] For example, a reverse parking sensor 130 may be configured to detect a first obstacle located at a predefined distance from the vehicle when reverse gear 128 is being engaged. Further, an impact sensor 116 may be configured to detect an impact with a second obstacle. Further, a wheel speed sensor 118 may be configured to determine a wheel speed of each of the wheel of the vehicle. Furthermore, an accelerator sensor 124 may be configured to determine displacement of an accelerator (for example, an accelerator pedal, throttle, or a gas pedal) of the vehicle upon application of an accelerator input. It should be noted that the first obstacle may be detected when it may at a predefined distance from the vehicle and the second obstacle may be an obstacle that may come suddenly in between the first obstacle and the vehicle while reversing the vehicle. The first obstacle or the second obstacle may include, but may not be limited to, other vehicle, walls, children, animals, or pedestrian.
[020] The safe-reversing device 102 may include a Reverse Parking Alert System (RPAS) controller 126. Upon detecting the first obstacle at the predefined distance from the reverse parking sensor 130 while applying reverse gear 128, the RPAS controller 126 may set a speed limit of the vehicle to the predefined level. As will be appreciated, instead of using the reverse gear 128, the system 100 may employ a reverse switch, or any other type of reversing mechanism to reverse the vehicle. Further, a driver may see a visual of the first obstacle present at the predefined distance while reversing the vehicle via an infotainment unit 132. The infotainment unit 132 may be a video display (e.g., cathode ray tube (CRT), liquid crystal display (LCD), light-emitting diode (LED), plasma, or the like) integrated within the vehicle.
[021] The safe-reversing device 102 may further include a Restraint Control Module (RCM) 114. Once the impact with the second obstacle is detected, the RCM 114 may deploy at least one appropriate safety device (for example, a driver airbag, a passenger airbag, or a seat mounted side airbags) in order to protect one of a passenger of the vehicle from getting injured.
[022] The safe-reversing device 102 may further include an Anti-Lock Braking System (ABS) ECU 118. The ABS ECU 118 may receive the wheel speed of at least one of the wheel of the vehicle from the wheel speed sensor 120 and data corresponding to impact with the second obstacle from the RCM 114. Based on the impact data and based on the wheel speed of the vehicle, the ABS ECU 118 may be configured to activate an anti-locking brake mechanism to automatically stop the vehicle without losing traction or skidding the at least one wheel of the vehicle.
[023] The safe-reversing device 102 may further include an accelerator pedal module 122. The accelerator pedal module 122 may include an accelerator pedal to control acceleration of the vehicle. Upon applying pressure on the accelerator pedal, the accelerator sensor 124 may determine displacement of the accelerator pedal. This is further explained in greater detail in conjunction with FIG. 2.
[024] The safe-reversing device 102 may further include an Engine Electronic Control Unit (ECU) 108. The Engine ECU 108 may include a memory 110 and a controller 112. The memory 110 may store instructions that, when executed by the controller 112, cause the controller 112 to perform safe-reversing of the vehicle. The memory 110 may be a non-volatile memory or a volatile memory. Examples of non-volatile memory may include, but are not limited to a flash memory, a Read Only Memory (ROM), a Programmable ROM (PROM), Erasable PROM (EPROM), and Electrically EPROM (EEPROM) memory. Examples of volatile memory may include but are not limited to Dynamic Random Access Memory (DRAM), and Static Random-Access memory (SRAM). The memory 110 may also store various operational parameters of the vehicle (for example, a vehicle speed, a wheel speed, data related to a predefined distance from the first obstacle, data related to a predefined level of speed limit, information of an impact with the second obstacle, etc.) that may be captured, processed, and/or required by the system 100 using the plurality of sensors.
[025] As will be described in greater detail in conjunction with FIGS. 2 – 5, in order to perform safe-reversing of the vehicle, the controller 112 may initially determine the speed limit of the vehicle in reverse gear, the speed limit may be set to a predefined level upon detecting the first obstacle at the predefined distance. Further, the controller 112 may determine one of: a first condition including the impact with the second obstacle, or a second condition including an accelerator being engaged for more than a predefined time while the wheel speed of at least one wheel of the vehicle being about zero. Further, the controller 112 may perform one of: applying brake automatically to stop the vehicle, upon determining the first condition or disabling the speed limit and operating the vehicle as per normal acceleration inputs at least till the wheel speed of the at least one wheel is above a predefined threshold, upon determining the second condition.
[026] In an embodiment, the communication between the above the controller 112 and I/O devices 104 may be based on a wired or a wireless network connection or a combination thereof. The communication may be implemented as one of the different types of networks, such as Common Industrial Protocol (CIP) network, Automotive Ethernet DeviceNet network, ethernetIP network, intranet, local area network (LAN), wide area network (WAN), the internet, Wi-Fi, LTE network, CDMA network, and the like. Further, the can either be a dedicated network or a shared network. The shared network represents an association of the different types of networks that use a variety of protocols, for example, CAN, CAN FD, PSI5, LIN, FlexRay, Common Industrial Protocol (CIP), Open Platform Communication (OPC) protocols, Transmission Control Protocol/Internet Protocol (TCP/IP), Wireless Application Protocol (WAP), and the like, to communicate with one another. Further the communication may be implemented through a variety of network devices, including routers, bridges, servers, computing devices, storage devices, cables, and the like.
[027] In an embodiment, the safe-reversing device 102 may include various controllers such as, the Engine ECU 108, controller 112, the RPAS controller 126, the ABS ECU 118, etc., which may be configured to monitor and control various components of the vehicle. For example, in an embodiment, the controllers may execute one or more control algorithms to facilitate monitoring and controlling of the components such as, but not limited to, a plurality of sensors for determining the speed, braking, backing, etc. According to the current disclosure, the controllers may generate one or more control signals for limiting the speed in reverse direction when the first obstacle may be detected by the reverse parking sensor 130 and applying braking when the impact of the second obstacle with the vehicle may be detected by the impact sensor 116. In an embodiment, the controllers may include software executable controllers which may be implemented on hardware platform or a hybrid device that combines controller functionality and other functions such as visualization. The control software or algorithms executed by automobile controllers may include coding or algorithm to process input signal read from the vehicle components or industrial devices or sensors, etc.
[028] In an embodiment, the controller 112 may be configured to determine one or more parameters to limit the vehicle speed in reverse direction. In an exemplary embodiment, the controllers may be operated with hardwired inputs and outputs that communicate with the vehicle to monitor the associated one or more parameters and limit the speed of the vehicle in reverse direction and applying the braking when the second obstacle impact may be detected based on the one or more parameters. The controller I/O can include digital I/O that may be transmitted and received as discrete voltage signals to and from the devices the device such as a vehicle or a machinery, or analog I/O that transmits and receives analog voltage or current signals to and from the devices. The controller I/O can be received by a plurality of controllers as described above which may then be processed to covert from analog to digital or digital to analog signals in order to be read into and controlled by the control programs or the components using one or more analog to digital convertors or digital signal processing algorithms.
[029] In an embodiment, the one or more parameters detected in the vehicle may include, but not limited to, at least one of the wheel speed, speed limit of the vehicle, first obstacle at the predefined distance, impact with the second obstacle, or accelerator being engaged for more than the predefined time. Based on the detected parameters at least one of desired limiting of speed in the reverse direction, braking of the vehicle in the reverse direction, or disabling the speed limit and operating the vehicle as per normal acceleration inputs may be performed by the controller 112. In an embodiment, the controller 112 may utilize a predefined control logic saved in the memory 110 in order to determine at least one of the limiting of speed in the reverse direction upon detecting the obstacle, the braking of the vehicle in the reverse direction upon detecting the impact with the obstacle, or disabling the speed limit and operating the vehicle as per normal acceleration inputs at least till the wheel speed of the at least one wheel is above the predefined threshold upon detecting the accelerator being engaged for more than the predefined time and the wheel speed of at least one wheel of the vehicle being about zero.
[030] Referring now to FIG. 2, an implementation of the safe-reversing system 100 in a vehicle 200 is illustrated, in accordance with some embodiments of the present disclosure. It should be noted that the safe-reversing system 100 may be activated once implemented in the vehicle 200. The safe-reversing system 100 may be implemented in any type of vehicle including, but not limited to, a passenger vehicle, a utility vehicle, an ambulance, a commercial vehicle, or any other vehicle having a reversing or backing functionality.
[031] The safe-reversing system 100 may include the reverse parking sensor 130 installed at rear side of the vehicle 200. The reverse parking sensor 130 may be configured to detect a first obstacle 202 within a predefined distance (for example, within 5 meter) from the vehicle 200. The reverse parking sensor 130 may be, for example, but may not be limited to, an electromagnet sensor, an ultrasonic sensor, or a photoelectric sensor. The reverse parking sensor 130 may further transmit a signal corresponding to the detected first obstacle 204 to the Engine ECU 108. The reverse parking sensor 130 may be electrically coupled with the Engine ECU 108 via the intra vehicle network. Based on the detected first obstacle 204 at the predefined distance while reversing the vehicle via the reverse gear 128, the Engine ECU 108 may determine a speed limit of the vehicle and set the speed limit to a predefined level.
[032] The safe-reversing system 100 may further include the impact sensor 116 installed at the rear side of the vehicle 200. The impact sensor may be configured to detect an impact of a second obstacle with the rear side of the vehicle 200. The impact sensor may be, for example, but may not be limited to, a pressure sensor, or a load sensor. The impact sensor 116 may be electrically coupled with the RCM 114. The impact sensor 116 may transmit a signal corresponding to the detected impact with the second obstacle to the RCM 114.
[033] Further, the RCM 114 may be electrically connected with the Engine ECU 108 and the ABS ECU 118. Based on the detected impact with the second obstacle, the Engine ECU 108 may generate a command to stop the vehicle 200. The ABS ECU 118 may activate an anti-locking brake mechanism to automatically stop the vehicle 200 without losing traction or skidding the at least one wheel of the vehicle. In addition to this, the RCM 114 may deploy at least one appropriate safety device (for example, a driver airbag, a passenger airbag, or a seat mounted side airbags) in order to protect one of a driver or passenger of the vehicle from getting injured. It should be noted that the first obstacle may be detected when it may at a predefined distance (for example, at 5 meter) from the vehicle 200 and the second obstacle may be an obstacle that may suddenly interrupt in between the first obstacle 204 and the vehicle 200 while reversing the vehicle 200. The first obstacle or second obstacle may be, for example, but may not be limited to, other vehicle, walls, children, animals, or any pedestrian.
[034] The safe-reversing system 100 may further include the wheel speed sensor 120 coupled to each of the wheel 202 of the vehicle 200. The wheel speed sensor 120 may be configured to detect a wheel speed of each of the wheel 202 of the vehicle 200. The wheel speed sensor 120 may be, for example, but may not be limited to, a speedometer based sensor, a gyroscope based sensor, a hall sensor, or any RPM calculation based sensor. The wheel speed sensor 120 may further transmit a signal corresponding to each of the wheel speed detected to the ABS ECU 118 of the system 100. The ABS ECU 118 may further transmit the signal to the Engine ECU 108 for further processing.
[035] The safe-reversing system 100 may further include the accelerator pedal module 122 integrated with in the vehicle 200. The accelerator pedal module 122 may include an accelerator pedal that enables a user or a driver to provide an acceleration input in order to accelerate the vehicle 200. The accelerator pedal module 122 may be integrated with the accelerator sensor 124 to transmit a signal corresponding to the acceleration input to the Engine ECU 108.
[036] Based on the acceleration inputs and the wheel speed data, the Engine ECU 108 may determine if the accelerator pedal being engaged for more than a predefined time and the wheel speed of at least one wheel of the vehicle 200 being about zero. The Engine ECU 108 may disable the speed limit and operate the vehicle 200 as per normal acceleration inputs at least till the wheel speed of the at least one wheel may reach above a predefined threshold.
[037] In some embodiments, upon receiving the signal corresponding to the detection of the first obstacle 204 present within the predefined distance of the rear side of the vehicle 200, the Engine ECU 108 may limit the speed of the vehicle 200 to the predefined level in the reverse direction. In particular, the Engine ECU 108 may include the RPAS controller 126 to limit the speed of the vehicle 200 to the predefined level. The RPAS controller 126 may be connected to the infotainment unit 132 that may display visuals of the detected first obstacle 204to the user. It may be noted that the vehicle 200 may include a camera to capture one of the first obstacle and the second obstacle while reversing the vehicle 200.
[038] In some embodiments, the Engine ECU 108 may instruct an engine 206 of the vehicle 200 to manage a power generated by the engine 206 to drive the vehicle 200 based on the application of at least one of braking, limiting the speed of the vehicle 200 while reversing, and disabling the limiting speed of the vehicle 200. The engine 206 may be electrically coupled with Engine ECU 108. It should be noted that the engine 206 may be, for example, but may not be limited to, a combustion engine in case of ICE vehicles, a High-voltage battery in case of an electric vehicle, or a fuel cell in case of a hydrogen vehicle.
[039] In some exemplary embodiments, while reversing the vehicle 200and while keeping the speed of the vehicle 200 at the predefined level upon detection of the first obstacle 204 at the predefined distance, the at least one of the wheel 202 of the vehicle 200 may stuck in a ditch or a pothole and the user may not be able to pull out the vehicle 200 from the ditch or pothole. Then, in this case the Engine ECU 108 may disable the speed limit and operating the vehicle 200 as per normal acceleration inputs at least till the wheel speed of the at least one wheel is above the predefined threshold to pull out the vehicle 200 from the ditch or pothole. The is further explained in conjunction with FIG. 3.
[040] Referring now to FIG. 3, a method 300 of safe-reversing the vehicle 200 is illustrated via a flowchart, in accordance with an embodiment of the present disclosure. It should be noted that the steps 302-304 of the method 300 may be performed by the controller 112 of the system 100. At step 302, a speed limit of the vehicle may be determined in reverse gear. The speed limit may be set to a predefined level upon detecting a first obstacle at a predefined distance.
[041] Further, at step 304, the speed limit may be deactivated, and the vehicle may be operated as per normal acceleration or braking inputs while being in the reverse gear, upon determining a set of pre-defined conditions. The set of pre-defined conditions based on which the speed limit may be deactivated is explained in greater detail in conjunction with FIG. 3 and FIG. 4.
[042] Referring now to FIG. 4, a functional flowchart of safe-reversing the vehicle 200 is illustrated, in accordance with an embodiment of the present disclosure. In order to safely reversing the vehicle 200, at step 402, a user may initially apply the reverse gear 128. Upon applying the reverse gear 128 and upon receiving an acceleration input from the accelerator pedal, the vehicle 200 may start moving in a reverse direction.
[043] Further, while being in the reverse gear, the reverse parking sensor 130 may detect the first obstacle 204 within a predefined distance of the vehicle 200, at step 404. By way of an example, the reverse parking sensor 130 may detect the first obstacle 204 when the first obstacle 204 may be at 5 meters from the rear side of the vehicle 200.
[044] Upon detecting the first obstacle 204 within the predefined distance of the vehicle 200, at step 406 the Engine ECU 108 may limit the speed of the vehicle 200 to a predefined level. By way of another example, the Engine ECU 108 may limit the speed of the vehicle 200 to 5 kmph when the first obstacle 204 may be at the distance of 5 meter from the rear side of the vehicle 200.
[045] Upon limiting the speed of the vehicle 200, the Engine ECU 108 may further determine a set of pre-defined conditions. For example, at step 408 the Engine ECU 108 may determine a first condition i.e., an impact of the vehicle 200 with the second obstacle or vehicle dashed with the second obstacle. The impact with the second obstacle may be determined by the impact sensor 116 installed on the rear side of the vehicle 200. It should be noted that the second obstacle may be an obstacle that may suddenly interrupt in between the first obstacle 204 and the vehicle 200 while reversing the vehicle 200. At step 410, based on determining the first condition, the Engine ECU 108 may instruct the ABS ECU 118 to apply the brake automatically to stop the vehicle.
[046] Further, at step 412 and at step 414 the Engine ECU 108 may determine a second condition when the at least one of the wheel 202 of the vehicle 200 may get stuck into a pothole or a ditch while reversing the vehicle 200. The second condition may include an accelerator pedal being engaged for more than a predefined time and a wheel speed of at least one wheel of the vehicle 200 being about zero.
[047] By way of an example, in order to get the wheel 202 out of the ditch or the pothole, the user may try to accelerate the vehicle 200. However, due to the setting speed limit of the vehicle 200 to the predefined level i.e., at 5km/h, the stuck wheel may not be able to get out of the ditch or the pothole. In that case, the Engine ECU 108 may determine a plurality of input parameters i.e., whether the input to the accelerator pedal is given for more than a predefined time (i.e., accelerator pedal input = 6 second) and whether the speed of at least one of the wheel 202 is about zero (i.e., wheel speed Ws ˜ 0 km/h).
[048] At step 416, based on determining the second condition, the Engine ECU 108 may disable the speed limit of the vehicle 200 in such a way that the vehicle 200 may operate as per the acceleration input given by the user through the accelerator pedal at least till the wheel speed of the at least one wheel reaches above a predefined threshold.
[049] At step 418, the Engine ECU 108 may determine if the wheel speed of the at least one wheel reaches above the predefined threshold (for example, become greater than X km/h) and if the first obstacle 204 is still within the predefined distance. Further, at step 420 based on determining, the Engine ECU 108 may again limit the speed of the vehicle 200 to the predefined level i.e., at 5km/h. By way of an example, the Engine ECU 108 may limit the speed of the vehicle 200 to 5km/h when the wheel speed reaches above the predefined threshold of 0.5 km/h.
[050] Referring now to FIG. 5 a flowchart of a method 500 of safe-reversing the vehicle 200 is illustrated, in accordance with some embodiment of the present disclosure. It should be noted that all the steps 502-510 of the method 500 may be performed by the controller 112 of the system 100. The controller 112 may be implemented as a part of the Engine ECU 108 or is in communication with at least one of the Antilock Braking System (ABS) ECU 118, the Restraint Control Module (RCM) 114, or the infotainment unit 132 for required indication to the driver. At step 502, a speed limit of the vehicle 200 may be determined in reverse gear. The speed limit may be set to a predefined level upon detecting a first obstacle at a predefined distance. In some embodiments, the first obstacle may be detected by the reverse parking sensor 130 of the system 100.
[051] At step 504, a first condition may be determined. The first condition may include an impact with the second obstacle. At step 506, a second condition may be determined. The second condition may include an accelerator being engaged for more than a predefined time while a wheel speed of at least one wheel of the vehicle being about zero.
[052] Further, at step 508, based on determining the first condition, a brake may be applied automatically to stop the vehicle 200. Further, at step 510, based on determining the second condition, the speed limit may be disabled and the vehicle 200 may be operated as per normal acceleration inputs at least till the wheel speed of the at least one wheel is above a predefined threshold.
[053] Thus, the disclosed method and system try to overcome the technical problem of vehicle dashing with one or more obstacles (i.e., pedestrians, children, other vehicle, animals, or wall) during reversing of the vehicle. Hereby, the disclosed method and system may solve this technical problem while offering a variety of advantages, such as, the disclosed safe-reversing system and method may be designed in such a way that it may be implement in almost every type of vehicle. Further, the disclosed safe-reversing system and method may ensure that the vehicle, the user, and other surroundings remain safe and may avoid accidents while reversing the vehicle by limiting the speed of the vehicle in reverse direction. In addition, the disclosed safe-reversing system and method may stop the vehicle automatically while reversing upon detecting an impact of the vehicle with any obstacle. Further, the disclosed safe-reversing system and method may automatically enable and disable the limiting of reverse speed of the vehicle based on the set of predefined conditions. The safe-reversing system may indicate the detection of the obstacle and limiting of speed of the vehicle over the infotainment unit of the vehicle and may indicate to the user of limiting the speed through the cluster of the vehicle while reversing.
[054] In light of the above-mentioned advantages and the technical advancements provided by the disclosed method and system (i.e., safe-reversing of vehicle), the claimed system and method as discussed above are not routine, conventional, or well understood in the art, as the claimed system and method enable the following solutions to the existing problems in conventional technologies. Further, the claimed system and method clearly bring an improvement in the functioning of the system itself as the claimed system and method provide a technical solution to a technical problem.
[055] The specification has described a method and system of safe-reversing of a vehicle. The illustrated steps are set out to explain the exemplary embodiments shown, and it should be anticipated that ongoing technological development will change the manner in which particular functions are performed. These examples are presented herein for purposes of illustration, and not limitation. Further, the boundaries of the functional building blocks have been arbitrarily defined herein for the convenience of the description. Alternative boundaries can be defined so long as the specified functions and relationships thereof are appropriately performed. Alternatives (including equivalents, extensions, variations, deviations, etc., of those described herein) will be apparent to persons skilled in the relevant art(s) based on the teachings contained herein. Such alternatives fall within the scope and spirit of the disclosed embodiments.
[056] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
[057] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
[058] In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
[059] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
, Claims:CLAIMS

I/We Claim:
1. A method (500) of safe-reversing a vehicle (200), the method (500) comprising:
determining, by a controller (112), a speed limit of the vehicle (200) in reverse gear(128), wherein the speed limit is set to a predefined level upon detecting a first obstacle (204) at a predefined distance;
determining, by the controller (112), one of:
a first condition comprising an impact with a second obstacle; or
a second condition comprising an accelerator being engaged for more than a predefined time and a wheel speed of at least one wheel (202) of the vehicle (200) being about zero; and
performing, by the controller (112), one of:
applying brake automatically to stop the vehicle (200), upon determining the first condition; or
disabling the speed limit and operating the vehicle (200) as per normal acceleration inputs at least till the wheel speed of the at least one wheel (202) is above a predefined threshold, upon determining the second condition.

2. The method (500) as claimed in claim 1, comprising setting the speed limit to the predefined level upon detecting the first obstacle (204) at the predefined distance, wherein the first obstacle (204) is detected by a reverse parking sensor (130).

3. The method (500) as claimed in claim 1, wherein the impact with the second obstacle is detected by an impact sensor (116).

4. The method (500) as claimed in claim 1, wherein the wheel speed of each of the wheel (202) is determined by a corresponding wheel speed sensor (120).

5. The method (400) as claimed in claim 1, wherein the controller (112) is implemented as a part of an Engine ECU (108) or is in communication with at least one of an Antilock Braking System (ABS) ECU (118), a Restraint Control Module (RCM) (114), or an infotainment unit for required indication to a driver.

6. A method (500) of safe-reversing a vehicle (200), the method (500) comprising:
determining, by a controller (112), a speed limit of the vehicle (200) in reverse gear (128), wherein the speed limit is set to a predefined level upon detecting a first obstacle (204) at a predefined distance;
deactivating, by the controller (112), the speed limit and operating the vehicle (200) as per normal acceleration or braking inputs while being in the reverse gear (128), upon determining a set of pre-defined conditions.

7. A system (100) for safe-reversing a vehicle (200), the system (100) comprising:
a controller (112) configured to;
determine a speed limit of the vehicle (200) in the reverse gear (128), wherein the speed limit is set to a predefined level upon detecting a first obstacle (204) at a predefined distance;
determine one of:
a first condition comprising an impact with a second obstacle; or
a second condition comprising an accelerator being engaged for more than a predefined time and the wheel speed of at least one wheel (202) being about zero; and
perform one of:
applying brake automatically to stop the vehicle (200), upon determining the first condition; or
disabling the speed limit and operating the vehicle (200) as per normal acceleration inputs at least till the wheel speed of the at least one wheel (202) is above a predefined threshold, upon determining the second condition.

8. The system (100) as claimed in claim 7, wherein the controller (112) is configured to set the speed limit to the predefined level upon detecting the first obstacle (204) at the predefined distance.

9. The system (100) as claimed in claim 7, wherein the impact with the second obstacle is detected by an impact sensor (116), and wherein the wheel speed of each of the wheel (202) is determined by a corresponding wheel speed sensor (120).

10. The system (100) as claimed in claim 7, wherein the controller (112) is implemented as a part of an Engine ECU (108) or is in communication with at least one of an Antilock Braking System (ABS) ECU (118), a Restraint Control Module (RCM) (114), or an infotainment unit (132) for required indication to a driver.