Control method, control system and related device

Abstract

The invention discloses a control method, a control system and a related device, and relates to the field of vehicle collision safety. The control system comprises a first control device, a second control device, an engine management system and a collision indicating device, wherein the first control device is used for acquiring and analyzing the sensing information and the first state information of the vehicle, evaluating the collision risk and predicting the collision type. And the second control device is used for receiving the collision indication information and instructing the engine management system to adjust the oil supply state of the engine in combination with second state information of the vehicle. And the engine management system is used for cutting off or recovering engine oil supply according to the control instruction. The collision indicating device is used for indicating whether the vehicle is collided or not. Oil supply of the engine can be controlled before collision, so that the risk of fire caused by collision is reduced, the hidden danger of fuel cut-off function failure caused by collision is avoided, meanwhile, vehicle power can be recovered in time under the condition that the collision risk is relieved or the collision risk is mistakenly recognized, and normal operation of the vehicle is guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicle active safety technology, specifically to a control method, control system and related devices. Background Technology

[0002] With the development of collision safety technology, more and more vehicles are equipped with collision fuel cut-off functions. Current collision fuel cut-off functions take measures to cut off fuel after a collision. If the vehicle's electrical system or communication fails due to the collision, there is a risk that the fuel cut-off function will not operate. Summary of the Invention

[0003] This application provides a control method, control system, and related devices. By predicting unavoidable collision scenarios, it determines fuel cut-off control conditions and outputs a collision signal. A multi-level automatic fuel cut-off control mechanism is executed based on the type of collision scenario. Collision sensors and airbag controllers are monitored simultaneously. If automatic fuel cut-off occurs due to a false alarm, the engine can be restored to normal fuel supply. This application can significantly shorten the fuel cut-off response time in vehicle collisions, avoid the risk of failure in various signal transmission paths caused by collisions, improve the safety of collision fuel cut-off control, and effectively reduce the risk of vehicle fires.

[0004] In a first aspect, embodiments of this application provide a control method, the method comprising: A first control device acquires first sensing information and first vehicle state information. The first sensing information includes one or more of the following: object category information, motion information, and size information within the vehicle's sensing range. The first control device determines first collision indication information based on the first sensing information and the vehicle's first state information. The first collision indication information indicates that the vehicle will collide within a first time period in the future. If the first collision indication information meets a first fuel cut-off trigger condition, the first fuel cut-off control signal is sent to the vehicle's engine management system. The first fuel cut-off control signal instructs the vehicle's engine management system to cut off the fuel supply to the vehicle's engine.

[0005] This application provides a fuel cut-off control method, which can be applied to a first control device, which may be a smart driving domain controller, or a chip or processor of the smart driving domain controller. The smart driving domain controller determines whether an unavoidable collision exists based on perception information provided by environmental perception sensors and the vehicle's first state information. Upon collision, and in conjunction with fuel cut-off trigger conditions, it determines the necessity of cutting off the engine fuel supply. Under certain conditions, it directly instructs the engine management system to cut off the fuel supply. This method predicts collision risks before a collision actually occurs and directly instructs the engine management system to cut off fuel supply in scenarios such as severe collisions or collisions imminent in the short term, enabling a proactive response before a collision occurs. This achieves rapid response through fuel cut-off decisions and avoids vehicle fires caused by communication or electrical failures leading to the failure of the collision fuel cut-off function after a collision.

[0006] In one possible implementation, the first collision indication information includes at least one of the following: collision type, collision overlap rate, vehicle speed, relative speed between the vehicle and the target object, collision time (TTC), relative collision direction, relative collision angle, vehicle X / Y / Z axial acceleration, pitch angle, and roll angle.

[0007] In this embodiment, the intelligent driving domain controller obtains collision indication information between the vehicle and each target by sensing the motion state, type, size, and other information of each target and the vehicle within the sensing range, thereby enabling it to predict whether a collision is unavoidable at the current moment.

[0008] In one possible implementation, the first fuel cut-off trigger condition includes one or more of the following: The vehicle's speed is within a first speed range, the relative speed between the vehicle and the target object is within a first relative speed range, the collision overlap rate is within a first overlap rate range, and the collision time is within a first time range.

[0009] In this embodiment, the intelligent driving domain controller performs conditional judgments on some information in the first collision indication information, analyzes the necessity of cutting off the engine fuel supply in the predicted collision scenario, and then determines the fuel cut-off strategy.

[0010] In one possible implementation, the method further includes: If the first sensing information satisfies the second fuel cut-off trigger condition, the first collision indication information is sent to the second control device.

[0011] In this embodiment, the intelligent driving domain controller matches the first collision indication information with the second fuel cut-off trigger condition, which corresponds to scenarios with a relatively minor collision or a long time elapsed since the collision. This ensures more reliable execution of the collision-based fuel cut-off function, preventing fuel supply interruption in situations where it is unnecessary and thus affecting vehicle power. The second control device further determines whether to cut off engine fuel supply based on other vehicle status information, thereby achieving multi-level decision-making for fuel cut-off operations from the "intelligent driving" perspective to the entire vehicle. This ensures that fuel cut-off is only performed when necessary—such as when the vehicle is in drive, the battery's state of charge (SOC) is high, or the temperature is high (cutting off fuel supply will not affect power recovery).

[0012] In one possible implementation, the second fuel cut-off trigger condition includes one or more of the following: The vehicle's speed falls within the second speed range, the relative speed between the vehicle and the target object falls within the second relative speed range, the collision overlap rate falls within the second overlap rate range, and the collision event falls within the second time range. The average speed of the second speed range is less than the average speed of the first speed range, the average speed of the second relative speed range is less than the average speed of the first relative speed range, the average overlap rate of the second overlap rate is less than the average overlap rate of the first overlap rate range, and the average time of the second time range is greater than the average time of the first time range.

[0013] In this embodiment, the range of the first fuel cut-off trigger condition is independent of the range of the second fuel cut-off trigger condition. When the intelligent driving domain controller predicts a scenario with a low risk of engine fire, such as a low-speed collision, a non-frontal collision, or a small overlap frontal collision, it sends the first collision indication information to a second control device. This second control device can be the vehicle domain controller, used to combine the vehicle's second state information obtained by the second control device, such as gear position and power battery SOC, to further determine the necessity of cutting off the engine fuel supply.

[0014] In one possible implementation, the second state information of the vehicle includes one or more of the following: vehicle gear position, power battery SOC, power battery temperature, engine coolant temperature, and wheel speed.

[0015] The vehicle's gear position reflects the transmission's functional status. When the vehicle is in Drive (D) gear, if the engine is still running after a collision, there is a risk of uncontrolled acceleration, potentially leading to a chain reaction collision. Cutting off fuel in this gear eliminates the power source, bringing the vehicle to a stop as quickly as possible. When the battery's State of Charge (SOC) and temperature are below a certain threshold, the battery's discharge power is low, and there's a possibility the engine won't start after fuel is cut off. Similarly, if the engine coolant temperature is too high, it will be difficult to restore engine power output, and if the ambient temperature is also low, the vehicle cannot use the engine to provide heating for the passenger compartment, posing a risk of hypothermia to passengers.

[0016] In one possible implementation, the range of the first fuel cut-off trigger condition partially overlaps with the range of the second fuel cut-off trigger condition, and the overlap includes one or more of the following: (1) If the first speed range overlaps with the second speed range, and / or the first overlap rate range overlaps with the second overlap rate range, the intelligent driving domain controller predicts the collision type based on the correspondence between the relative speed and the first and second relative speed ranges. When the relative speed falls within the first relative speed range, the intelligent driving domain controller directly sends a first fuel cut-off control signal to the engine management system to achieve rapid fuel cut-off. When the relative speed falls within the second relative speed range, the intelligent driving domain controller sends a first collision indication information to the second control device.

[0017] (2) If the first time range overlaps with the second time range, the intelligent driving domain controller predicts the collision type based on the correspondence between the vehicle speed and the first and second speed ranges, and / or the correspondence between the relative speed and the first and second relative speed ranges. When the collision time falls within the first time range, the intelligent driving domain controller directly sends a first fuel cut-off control signal to the engine management system to achieve rapid fuel cut-off. When the collision time falls within the second time range, the intelligent driving domain controller sends a first collision indication information to the second control device.

[0018] Secondly, embodiments of this application provide a control method, the method comprising: Acquire first collision indication information and second vehicle status information from a first control device, wherein the first collision indication information is used to indicate that the vehicle will collide within a first time period in the future; When the second state information of the vehicle meets the third fuel cut-off trigger condition, a second fuel cut-off control signal is sent to the engine management system of the vehicle. The second fuel cut-off control signal is used to instruct the engine management system of the vehicle to cut off the fuel supply to the engine of the vehicle.

[0019] This application provides a fuel cut-off control method applicable to a vehicle domain controller. The vehicle domain controller acquires prediction information about an impending collision and vehicle status information, and determines the necessity of cutting off engine fuel supply based on conditions. If the fuel cut-off conditions are met, the controller instructs the engine management system to cut off the fuel supply.

[0020] In one possible implementation, if the engine fuel supply of the vehicle is cut off and a second collision indication information is obtained from the collision indication device within a second duration, a third fuel cut-off control signal is sent to the engine management system of the vehicle or no operation is performed. The second collision indication information is used to indicate that the vehicle has been involved in a collision; The third fuel cut-off control signal is used to instruct the vehicle's engine management system to maintain the cut-off of the vehicle's engine fuel supply.

[0021] In this embodiment, if the vehicle domain controller obtains a signal that the vehicle has been in a collision within the second time period after the fuel cut-off condition is met and the engine fuel supply is cut off, it can either instruct the engine management system to cut off the fuel supply by sending the fuel cut-off signal again, or not send an instruction to the engine management system to maintain the current fuel cut-off state.

[0022] In one possible implementation, if the engine fuel supply of the vehicle is cut off and the second collision indication information is not obtained within a second time period, a fuel supply restoration instruction is sent to the engine management system of the vehicle. The fuel supply restoration instruction is used to instruct the vehicle's engine management system to restore the vehicle's engine fuel supply.

[0023] In this embodiment, if the engine fuel supply is cut off when the fuel cut-off condition is met, and the vehicle domain controller does not obtain the second collision indication information within the second time period, that is, the vehicle has not actually collided or the collision risk has been eliminated, in order to restore the vehicle's power and ensure the normal driving of the vehicle and the normal operation of the electrical system, the vehicle's engine management system will be instructed to restore the vehicle's fuel supply to ensure the vehicle's power.

[0024] In one possible implementation, the collision indication device may be a collision sensor and / or an airbag sensor.

[0025] Vehicle collision sensors are primarily used to detect the intensity of a collision. Common types include acceleration sensors (which detect collisions based on changes in vehicle acceleration) and pressure sensors (which detect collisions based on changes in pressure). These sensors are mainly located at the front and center of the vehicle. When the vehicle's acceleration or pressure sensor readings reach a certain threshold, it indicates that a collision has occurred and airbags need to deploy. Observing the airbag status signal from the airbag sensor can also help determine whether a collision has taken place.

[0026] By receiving the second collision indication information, the vehicle domain controller can sense whether a collision has occurred and instruct the engine management system to restore fuel supply when no collision has occurred. It can also correct the decision to cut off engine fuel supply in the event of a false collision risk detection, realizing multi-layer judgment of "intelligent driving domain controller - vehicle domain controller - collision sensor / airbag sensor - vehicle domain controller" for engine fuel cut-off operation.

[0027] In one possible implementation, the determination of whether the vehicle's engine fuel supply is cut off is based on at least one of the following: The second fuel cut-off control signal has been issued; The second fuel cut-off control signal has been issued and a third time has elapsed; The second fuel cut-off control signal has been issued, and the first feedback signal corresponding to the fuel cut-off state is obtained within the third time period.

[0028] The first feedback signal is used to indicate whether the fuel supply to the Brahma engine is cut off or in a fuel supply state.

[0029] In this embodiment, the vehicle domain controller can determine that the engine fuel supply has been cut off in three ways. First, it can be determined by the vehicle domain controller. The fuel supply is considered to be cut off at the moment the fuel cut-off control signal is sent to the engine management system, or after the moment the fuel cut-off control signal is sent. If the fuel supply is considered to have been cut off after the third time interval, or if an indication that the fuel supply has been cut off is received within the third time interval from the time the fuel cut-off control signal is issued. If a status feedback signal is received, it is assumed that the fuel supply has been cut off.

[0030] In one possible implementation, if the second state information of the vehicle does not meet the third fuel cut-off trigger condition, a fuel supply instruction or no operation is sent to the vehicle's engine management system.

[0031] The fuel supply indicator is used to instruct the vehicle's engine management system to maintain the fuel supply to the vehicle's engine.

[0032] In this embodiment, the vehicle domain controller combines the first collision indication information and the vehicle's second state information to determine that there is no need to cut off the engine fuel supply. It can maintain the current fuel supply state of the engine by sending a fuel supply instruction to the engine management system or by not taking any action.

[0033] In one possible implementation, the third fuel cut-off trigger condition includes one or more of the following: The vehicle is in D gear, the SOC of the power battery is in the first SOC range, the temperature of the power battery is in the first temperature range, the engine coolant temperature is in the second temperature range, and the wheel speed is in the first wheel speed range.

[0034] Thirdly, embodiments of this application provide a control method, the method comprising: Acquire a fuel cut-off control signal, the fuel cut-off control signal being used to instruct the cutting off of fuel supply to the vehicle's engine; Based on the fuel cut-off control signal, the engine fuel cut-off operation is executed; If the engine fuel supply to the vehicle is cut off and no second collision indication information is received from the collision indication device within a second time period, the engine fuel supply to the vehicle shall be restored. The second collision indication information is used to indicate that the vehicle has been involved in a collision.

[0035] This application provides a fuel cut-off control method, which can be applied to an engine management system. The engine management system cuts off the fuel supply to the engine based on a received fuel cut-off instruction. If, after the fuel supply is cut off, information indicating a vehicle collision is received within a second time period, the fuel supply to the engine is maintained even after the collision to prevent the vehicle from catching fire.

[0036] In one possible implementation, if the engine fuel supply to the vehicle is cut off and the second collision indication information is obtained within the second duration, the engine fuel supply to the vehicle is kept cut off.

[0037] In this embodiment, the engine management system does not obtain information that the vehicle has been in a collision after cutting off the engine fuel supply. In order to ensure the vehicle's power, the engine fuel supply is restored.

[0038] In one possible implementation, the source of the second collision indication information may be a collision sensor and / or an airbag sensor.

[0039] Vehicle collision sensors are primarily used to detect the intensity of a collision. Common types include acceleration sensors and pressure sensors. When the vehicle's acceleration or pressure sensor readings reach a certain threshold, it indicates that a collision has occurred and airbags need to deploy. Observing the airbag status signal from the airbag sensor can also determine whether a collision has taken place.

[0040] By receiving the second collision indication information, the engine management system can sense whether a collision has occurred and instruct the engine management system to restore fuel supply when no collision has occurred. It can also correct the decision to cut off the engine fuel supply in the event of a false collision risk detection, realizing multi-layer judgment of "intelligent driving domain controller / vehicle domain controller - engine management system - collision sensor / airbag sensor - engine management system" for engine fuel cut-off operation.

[0041] Fourthly, embodiments of this application provide a control system. The system includes: A first control device, wherein the first control device obtains first collision indication information through sensing information and first state information of the vehicle; The first collision indication information is used to indicate that the vehicle will collide within a first time period in the future; When the first collision indication information meets the first fuel cut-off trigger condition, the first control device sends a first fuel cut-off control signal, which is used to directly instruct the vehicle's engine management system to cut off the engine fuel supply.

[0042] In this embodiment, a collision fuel cut-off control system is provided, which includes a first control device. The first control device determines whether an unavoidable collision exists based on perception information provided by perception sensors and the vehicle's first state information. If an unavoidable collision is detected and it is determined that the engine fuel supply needs to be cut off to prevent a collision-induced fire, the first control device, to ensure a rapid response to the fuel cut-off operation, directly instructs the engine management system to cut off the fuel supply.

[0043] In one possible implementation, if the vehicle's engine fuel supply is cut off and the vehicle's engine management system acquires the second collision indication information within a second time period, the vehicle's engine management system maintains the cut-off of engine fuel supply, and the second collision indication information is used to indicate that the vehicle has been in a collision.

[0044] In this embodiment, the engine management system cuts off the fuel supply to the engine based on the received fuel cut-off instruction. If, after the fuel supply is cut off, information indicating a vehicle collision is received within a second time period, the fuel supply to the engine is kept cut off to prevent the vehicle from catching fire due to the collision.

[0045] In one possible implementation, if the fuel supply to the vehicle's engine is cut off and the second collision indication information is not obtained within the second time period, the vehicle's engine management system restores the fuel supply to the vehicle's engine.

[0046] The second collision indication information is used to indicate that the vehicle has been involved in a collision.

[0047] In this embodiment, the engine management system has cut off the fuel supply based on the received fuel cut-off instruction and started timing for a second period of time. If a collision occurs within the second period of time, the engine management system restores the fuel supply to the engine in order to restore the vehicle's power.

[0048] In one possible implementation, the first collision indication information includes one or more of the following: Collision object type, collision overlap ratio, vehicle speed, relative speed between vehicle and target object, collision time (TTC), relative collision direction, relative collision angle, vehicle X / Y / Z axial acceleration, pitch angle, and roll angle.

[0049] In this embodiment, the first control device obtains collision indication information between the vehicle and each target by sensing the motion state, type, size, and other information of each target and the vehicle within the sensing range, thereby enabling it to predict whether a collision is unavoidable at the current moment.

[0050] In one possible implementation, the first fuel cut-off trigger condition includes one or more of the following: The vehicle's speed falls within a first speed range, the relative speed between the vehicle and the target object falls within a first relative speed range, the collision overlap rate falls within a first overlap rate range, and the collision time falls within a first time range. In this embodiment, the first control device performs conditional judgment on some information in the first collision indication information, analyzes the necessity of cutting off the engine fuel supply in the predicted collision scenario, and then determines the fuel cut-off strategy.

[0051] In one possible implementation, the system further includes: If the first collision indication information meets the second fuel cut-off trigger condition, the first control device will send the first collision indication information to the second control device. The second control device, in conjunction with the vehicle's second state information, sends a second fuel cut-off control signal to the vehicle's engine management system when the vehicle's second state information meets the third fuel cut-off trigger condition. The second fuel cut-off control signal is used to instruct the vehicle's engine management system to cut off the engine fuel supply.

[0052] In one possible implementation, the second fuel cut-off trigger condition includes one or more of the following: The vehicle's speed falls within the second speed range, the relative speed between the vehicle and the target object falls within the second relative speed range, the collision overlap rate falls within the second overlap rate range, and the collision time falls within the second time range.

[0053] The average speed of the second speed range is less than the average speed of the first speed range, the average speed of the second relative speed range is less than the average speed of the first relative speed range, the average overlap rate of the second overlap rate range is less than the average overlap rate of the first overlap rate range, and the average time of the second time range is greater than the average time of the first time range.

[0054] In this embodiment, the range of the first fuel cut-off trigger condition is independent of the range of the second fuel cut-off trigger condition. When the first sensing device predicts a scenario with a low risk of engine fire, such as a low-speed collision, a non-frontal collision, or a small overlap frontal collision, it sends the first collision indication information to the second control device. This second control device can be a vehicle domain controller, used to combine the vehicle's second state information obtained by the second control device, such as gear position and power battery SOC, to further determine the necessity of cutting off the engine fuel supply.

[0055] In one possible implementation, the range of the first fuel cut-off trigger condition partially overlaps with the range of the second fuel cut-off trigger condition, and the overlap includes one or more of the following: (1) If the first speed range overlaps with the second speed range, and / or the first overlap rate range overlaps with the second overlap rate range, the first control device predicts the collision type based on the correspondence between the relative speed and the first and second relative speed ranges. When the relative speed falls within the first relative speed range, the first control device directly sends a first fuel cut-off control signal to the engine management system to achieve rapid fuel cut-off. When the relative speed falls within the second relative speed range, the first control device sends a first collision indication information to the second control device.

[0056] (2) If the first time range overlaps with the second time range, the first control device predicts the collision type based on the correspondence between the vehicle speed and the first and second speed ranges, and / or the correspondence between the relative speed and the first and second relative speed ranges. When the collision time falls within the first time range, the first control device directly sends a first fuel cut-off control signal to the engine management system to achieve rapid fuel cut-off. When the collision time falls within the second time range, the first control device sends a first collision indication information to the second control device.

[0057] In one possible implementation, if the second state information of the vehicle does not meet the third fuel cut-off trigger condition, the second control device sends a fuel supply maintenance command to the vehicle's engine management system or does not operate, the fuel supply maintenance command being used to instruct the vehicle's engine management system to maintain engine fuel supply.

[0058] In this embodiment, the second control device combines the first collision indication information and the vehicle's second state information to determine that there is no need to cut off the engine fuel supply. It can maintain the current fuel supply state of the engine by sending a fuel supply instruction to the engine management system or by not operating.

[0059] In one possible implementation, the third fuel cut-off trigger condition includes one or more of the following: The vehicle is in D gear, the wheel speed is in the third speed range, the power battery SOC is in the first SOC range, the power battery temperature is in the first temperature range, the engine coolant temperature is in the second temperature range, and the wheel speed is in the first wheel speed range.

[0060] In one possible implementation, the system further includes: If the fuel supply to the vehicle engine is cut off and the second control device acquires the second collision indication information within the second duration, the second control device sends a third fuel cut-off control signal to the vehicle's engine management system or does not operate. The third fuel cut-off control signal is used to instruct the vehicle's engine management system to maintain the cut-off of the vehicle's engine fuel supply.

[0061] In this embodiment, if the second control device obtains a signal that the vehicle has been in a collision within a second time period when the engine fuel supply is cut off, it can instruct the engine management system to cut off the fuel supply by sending the fuel cut-off signal again, or it can maintain the current fuel cut-off state by not sending an instruction to the engine management system.

[0062] In one possible implementation, if the fuel supply to the vehicle engine is cut off and the second control device does not acquire the second collision indication information within the second time period, the second control device sends a fuel supply restoration instruction to the vehicle's engine management system. The fuel supply restoration instruction is used to instruct the vehicle's engine management system to restore the vehicle's engine fuel supply.

[0063] In this embodiment, if the second control device does not receive a signal that the vehicle has been in a collision within a second time period when the engine fuel supply is cut off, it instructs the engine management system to restore the engine fuel supply in order to restore the vehicle's power.

[0064] In one possible implementation, the system further includes: The determination of whether the vehicle's engine fuel supply is cut off is based on at least one of the following: The second fuel cut-off control signal has been issued; The second fuel cut-off control signal has been issued and a third time has elapsed; The second fuel cut-off control signal has been issued, and a first feedback signal corresponding to the fuel cut-off state is received within the third time period.

[0065] In this embodiment, the second control device can determine that the engine fuel supply has been cut off in three ways: firstly, it can consider that the fuel supply has been cut off at the moment when the second control device sends a fuel cut-off control signal to the engine management system; secondly, it can consider that the fuel supply has been cut off after a third time period following the issuance of the fuel cut-off control signal; and thirdly, it can consider that the fuel supply has been cut off if a status feedback signal indicating that the fuel supply has been cut off is received within a third time period following the issuance of the fuel cut-off control signal.

[0066] Fifthly, embodiments of this application provide a control device.

[0067] In one possible design, the device is used by a unit to perform the method as described in any of the first aspects, the device comprising: The processing unit is used to acquire first perception information and first state information of the vehicle, determine first collision indication information, perform first fuel cut-off trigger condition judgment, and / or, second fuel cut-off trigger condition judgment.

[0068] The processing unit is used to send a first fuel cut-off control signal to the engine management system or a first collision indication signal to the second control device based on the first perception information and the first state information of the vehicle.

[0069] In one possible implementation, the device further includes a communication unit, through which the processing unit acquires first perception information and first vehicle status information or sends first collision indication information to a second control device.

[0070] Regarding the processing unit and communication unit described in the fifth aspect and any possible implementation, the steps performed thereon can be referred to the corresponding implementations in the first aspect.

[0071] For the technical effects of the fifth aspect and any possible implementation, please refer to the description of the technical effects corresponding to the first aspect and the corresponding implementation.

[0072] In one possible design, the device is used by a unit to perform the method as described in any of the second aspects, the device comprising: The processing unit is used to acquire the first collision indication information, the second state information of the vehicle, and the second collision indication information, and to determine the third fuel cut-off trigger condition.

[0073] The processing unit is used to send a second fuel cut-off control signal to the engine management system based on the first collision indication information and the second state information of the vehicle.

[0074] The processing unit is used to send a third fuel cut-off control signal or a fuel supply restoration instruction to the engine management system based on the second collision indication information.

[0075] In one possible implementation, the device further includes a communication unit, through which the processing unit acquires first collision indication information, second vehicle status information, and second collision indication information.

[0076] Regarding the processing unit and communication unit described in the fifth aspect and any possible implementation, the steps performed thereon can be referred to the corresponding third aspect and the corresponding implementation.

[0077] For the technical effects of the fifth aspect and any possible implementation, please refer to the description of the technical effects corresponding to the second aspect and the corresponding implementation.

[0078] In one possible design, the device is a unit for performing the method as described in any of the third aspects, the device comprising: The processing unit is used to acquire the first fuel cut-off control signal, the second fuel cut-off control signal, the third fuel cut-off control signal, and the second collision indication information.

[0079] In one possible implementation, the device further includes a communication unit, through which the processing unit acquires a first fuel cut-off control signal, a second fuel cut-off control signal, a third fuel cut-off control signal, and a second collision indication information.

[0080] Regarding the processing unit and communication unit described in the fifth aspect and any possible implementation, the steps performed thereon can be referred to the corresponding implementation in the third aspect.

[0081] For the technical effects of the fifth aspect and any possible implementation, please refer to the description of the technical effects corresponding to the third aspect and the corresponding implementation.

[0082] Optionally, in the control device described in the fifth aspect above and any possible implementation: In one implementation, the control device is a vehicle control device. When the control device is a vehicle control device, the communication unit can be a transceiver or an input / output interface; the processing unit can be at least one processor. Optionally, the transceiver can be a transceiver circuit. Optionally, the input / output interface can be an input / output circuit.

[0083] In another implementation, the control device is a chip (system) or circuit used in a vehicle control device. When the control device is a chip (system) or circuit used in a vehicle control device, the communication unit can be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pin, or related circuit on the chip (system) or circuit; the processing unit can be at least one processor, processing circuit, or logic circuit.

[0084] Sixthly, embodiments of this application provide a control device including a processor. The processor is coupled to a memory and can be used to execute instructions in the memory to implement the methods described in the first aspect, and / or the second aspect, and / or the third aspect, and any possible implementation thereof. Optionally, the vehicle control device further includes a memory. Optionally, the control device further includes a communication interface, and the processor is coupled to the communication interface.

[0085] In a seventh aspect, embodiments of this application provide a chip, including: logic circuitry and a communication interface. The communication interface is used to receive or transmit information; the logic circuitry is used to receive or transmit information through the communication interface, causing the chip to perform the methods described in the first aspect, and / or the second aspect, and / or the third aspect, and any possible implementation thereof.

[0086] Eighthly, embodiments of this application provide a computer-readable storage medium for storing a computer program (also referred to as code or instructions); when the computer program is run on a computer, the methods described in the first aspect, and / or the second aspect, and / or the third aspect, and any possible implementation are implemented.

[0087] Ninthly, embodiments of this application provide a computer program product comprising: a computer program (also referred to as code or instructions); and, when the computer program is run, causing a computer to perform the methods described in the first aspect, and / or, the second aspect, and / or, the third aspect, and any possible implementation thereof.

[0088] In a tenth aspect, embodiments of this application provide a terminal that includes at least one control device as described in the fifth aspect, or the control device as described in the sixth aspect, or the chip as described in the seventh aspect.

[0089] Optionally, the terminal can be a means of transportation, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, or any other possible means of transportation used in any possible scenario. This application embodiment does not limit this.

[0090] Optionally, the terminal is used to implement the method described in the first aspect and any possible implementation.

[0091] Furthermore, in the process of performing the methods described in the third aspect and any possible implementation above, the processes related to sending and / or receiving information in the above methods can be understood as the process of the processor outputting information, and / or the process of the processor receiving input information. When outputting information, the processor can output the information to a transceiver (or communication interface, or transmitting module) so that the transceiver can transmit it. After the information is output by the processor, it may need to undergo other processing before reaching the transceiver. Similarly, when the processor receives input information, the transceiver (or communication interface, or transmitting module) receives the information and inputs it to the processor. Furthermore, after the transceiver receives the information, the information may need to undergo other processing before being input to the processor.

[0092] Based on the above principles, for example, the information sent mentioned in the aforementioned method can be understood as information output by the processor. Similarly, the information received can be understood as information received by the processor from input.

[0093] Alternatively, the operations of transmitting, sending, and receiving involved in the processor can be more generally understood as processor output and receiving, input, etc., unless otherwise specified, or if they do not contradict their actual function or internal logic in the relevant description.

[0094] Optionally, in performing the methods described in the third aspect and any possible implementation above, the processor may be a processor specifically designed to perform these methods, or it may be a processor that performs these methods by executing computer instructions stored in memory, such as a general-purpose processor. The memory may be a non-transitory memory, such as read-only memory (ROM), which may be integrated with the processor on the same chip or disposed on different chips. This application does not limit the type of memory or the arrangement of the memory and processor.

[0095] In one possible implementation, at least one of the aforementioned memories is located outside the device.

[0096] In yet another possible implementation, at least one of the aforementioned memories is located within the device.

[0097] In another possible implementation, a portion of the memory of the at least one memory is located inside the device, while another portion is located outside the device.

[0098] In this application, the processor and memory may also be integrated into a single device, that is, the processor and memory can be integrated together. Attached Figure Description

[0099] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0100] Figure 1 A flowchart illustrating a control method provided in an embodiment of this application; Figure 2 A flowchart illustrating a control method provided in an embodiment of this application; Figure 3 A flowchart illustrating a control method provided in an embodiment of this application; Figure 4 A flowchart illustrating a control system provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of a chip provided in an embodiment of this application. Detailed Implementation

[0101] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described below with reference to the accompanying drawings.

[0102] The terms "first" and "second," etc., used in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0103] The term "embodiment" as used herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the various embodiments of this application are consistent and can be mutually referenced, and technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0104] It should be understood that in this application, "at least one (item)" means one or more, "more than one" means two or more, "at least two (items)" means two or three or more, and "and / or" is used to describe the relationship between related objects, indicating that there can be three relationships. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the related objects before and after are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0105] In the description of this application, the terms "center," "upper," "lower," "vertical," "horizontal," "inner," "outer," "left," and "side," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. It should be understood that the Z-direction, Y-direction, etc., mentioned in some embodiments of this application are referenced to the XYZ Cartesian coordinate system to facilitate the description of features in this solution, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation.

[0106] It should be noted that, in this application, "instruction" can include direct instructions (voice, app click), indirect instructions, explicit instructions, and implicit instructions. When describing a certain instruction information to indicate A, it can be understood that the instruction information carries A, directly indicates A, or indirectly indicates A.

[0107] In this application, the information indicated by the instruction information is called the information to be instructed. In specific implementations, there are many ways to indicate the information to be instructed, such as, but not limited to, directly indicating the information to be instructed, such as the information to be instructed itself or its index. It can also indirectly indicate the information to be instructed by indicating other information, where there is a correlation between the other information and the information to be instructed. It can also indicate only a part of the information to be instructed, while the other parts are known or pre-agreed upon. For example, the instruction of specific information can be achieved by using a pre-agreed (e.g., protocol-defined) arrangement of various information, thereby reducing instruction overhead to some extent. The information to be instructed can be sent as a whole or divided into multiple sub-information units, and the sending period and / or timing of these sub-information units can be the same or different. This application does not limit the specific sending method. The sending period and / or timing of these sub-information units can be predefined, for example, according to a protocol, or configured by the transmitting device by sending configuration information to the receiving device.

[0108] It should be noted that in this application, "send" can be understood as "output" and "receive" can be understood as "input". "Send information to A", where "to A" simply indicates the direction of information transmission, and A is the destination, does not limit "send information to A" to a direct transmission over the air interface. "Send information to A" includes sending information directly to A, as well as sending information indirectly to A through a transmitter. Therefore, "send information to A" can also be understood as "outputting information destined for A". Similarly, "receive information from A" indicates that the source of the information is A, including receiving information directly from A, as well as receiving information indirectly from A through a receiver. Therefore, "receive information from A" can also be understood as "inputting information from A".

[0109] Figure 1 This application discloses a control method applicable to control equipment of a device powered by fuel. Specifically, the control method can be executed by a first control device, which may be a driving domain controller, or a chip or processor of the driving domain controller. Specifically, the fuel cut-off control method includes, but is not limited to, the following steps: 101: Obtain first perception information and first vehicle state information to determine first collision indication information. Taking vehicle control equipment as an example for explanation, those skilled in the art will know that this solution is not limited to the field of vehicles.

[0110] Generally, vehicles are equipped with a variety of sensors, such as lidar, millimeter-wave radar, and vision sensors. Furthermore, vehicles are also equipped with modules with communication functions to interact with external devices such as the cloud, roadside equipment, or other vehicles to obtain information from the outside.

[0111] The first perception information includes one or more of the following: object category information, motion information, and size information within the vehicle's perception range.

[0112] In one possible embodiment, the content of the object category information includes one or more of the following: Vehicles: This category generally refers to transportation vehicles that use power to move in space, and can be further divided into passenger cars, commercial vehicles, two-wheeled vehicles, and special vehicles. Human being: A human individual who is walking, running, or stationary; Animals: refers to non-human creatures that may or have already entered the road area, whose behavior patterns are unpredictable; Special obstacles: refers to objects that are illegally or temporarily present in drivable areas, such as road construction cones, fallen rocks, and discarded objects, and their specific shapes may be irregular.

[0113] In one possible embodiment, the content of the object motion information includes one or more of the following: Location: The coordinates of an object in a specific coordinate system, which may include the object's distance relative to the vehicle in the X / Y / Z directions; Velocity: The rate and direction of an object's motion relative to a vehicle, which can be decomposed into longitudinal velocity and lateral velocity; Acceleration: The rate of change of an object's velocity, which can be decomposed into longitudinal acceleration and lateral acceleration; Heading angle: The angle between the orientation of an object and the direction of its velocity.

[0114] In one possible embodiment, the object size information includes one or more of the following: Length: The dimension of an object along its main direction of motion or its longest dimension; Width: The horizontal dimension of an object in the direction perpendicular to its length; Height: The dimension of an object in the direction perpendicular to the ground; Contour point cloud: A collection of discrete three-dimensional points that constitute the outer boundary of an object, accurately representing its arbitrary shape in a digital way; Cross-sectional area: The projected area of ​​an object in a specific viewing direction (such as the vehicle's perspective).

[0115] Specifically, the ways in which a vehicle acquires perception information may include receiving data from one or more of the following: vehicle-to-cloud communication, millimeter-wave radar, lidar, and vision sensors. The vehicle's perception range can be the maximum unit that can be covered by all the perception sensors and / or vehicle-to-cloud communication on the vehicle.

[0116] In one possible embodiment, the first collision indication information is used to indicate that a collision will occur within a first time period in the future, and the first collision indication information includes one or more of the following: Collision object type: This refers to the type of object involved in the collision, such as pedestrians, cars, bicycles, or other obstacles. Different types of collision objects will affect the outcome and handling of the collision.

[0117] Collision overlap ratio: The proportion of the vehicle's area overlapping with an obstacle during a collision. A high overlap ratio usually indicates a more severe collision because more energy is transferred.

[0118] Vehicle speed: The speed at which a vehicle collides with an obstacle.

[0119] The relative speed between the vehicle and the target object: The relative speed between the two colliding parties. When two vehicles are traveling towards each other, the relative speed is the sum of their speeds. When two vehicles are traveling in the same direction, the relative speed is the difference between their speeds.

[0120] Collision time: The time from the current moment to the expected collision. The shorter the collision time, the more urgent the collision and the faster the reaction is required.

[0121] Relative direction of collision: The direction of the collision relative to the obstacle, such as frontal, side, or rear-end collision.

[0122] Relative angle of collision: The angle between the vehicle and the obstacle at the time of collision. Different angles affect the impact of the collision and the degree of damage.

[0123] Vehicle X / Y / Z axis acceleration: The acceleration of the vehicle on three axes, where the X-axis is the forward direction, the Y-axis is the horizontal direction (left and right), and the Z-axis is the vertical direction (up and down).

[0124] Pitch angle: The angle of rotation of the vehicle around the X-axis.

[0125] Roll angle: The angle of rotation of a vehicle around its Y-axis, which may cause the vehicle to lose control or roll over, increasing the risk of accidents.

[0126] The first collision indication information is used to indicate that an unavoidable collision is about to occur within a first future time period, where the first future time period is a calibrated value within the operating software of the vehicle control device.

[0127] In this embodiment, the first collision indication information is obtained by using environmental perception information and the vehicle's first state information. Collision prediction is made before the collision occurs, which helps the vehicle to control the engine fuel supply in advance and avoids the failure of the fuel cut-off function due to communication loss or circuit failure after the collision.

[0128] 102: Determine whether the first collision indication information meets the first fuel cut-off trigger condition or the second fuel cut-off trigger condition. The content of the first collision indication information is matched with the first fuel cut-off trigger condition or the second fuel cut-off trigger condition, and the corresponding fuel cut-off control strategy is selected.

[0129] In one possible embodiment, the first fuel cut-off trigger condition and the second fuel cut-off trigger condition are characterized by the same set of or more sets of parameters.

[0130] The first fuel cut-off trigger condition is met when one or more of the following ranges are satisfied: the vehicle speed is within the first speed range, the relative speed between the vehicle and the target object is within the first relative speed range, the collision overlap rate is within the first overlap rate range, and the collision time is within the first time range.

[0131] The second fuel cut-off trigger condition is met when one or more of the following ranges are satisfied: the vehicle speed is within the second speed range, the relative speed between the vehicle and the target object is within the second relative speed range, the collision overlap rate is within the second overlap rate range, and the collision time is within the second time range.

[0132] Wherein, the average speed of the second speed range is less than the average speed of the first speed range, the average speed of the second relative speed range is less than the average speed of the first relative speed range, the average overlap rate of the second overlap rate range is less than the average overlap rate of the first overlap rate range, and the average time of the second time range is greater than the average time of the first time range.

[0133] In this embodiment, the range of the first fuel cut-off trigger condition and the range of the second fuel cut-off trigger condition are independent of each other. When the first collision indication information satisfies either the first or second fuel cut-off trigger condition, the former results in a higher vehicle speed at the time of collision, a higher relative speed between the vehicle and the obstacle, a larger overlap area between the vehicle and the obstacle at the time of collision, and a shorter time elapsed from the current moment to the moment of collision. Therefore, the damage caused by the collision is more severe, and the risk of collision-induced fire is higher.

[0134] In one specific implementation of this embodiment, the parameter ranges corresponding to the first fuel cut-off trigger condition and the second fuel cut-off trigger condition are completely different, that is, there is no overlap.

[0135] For example, in the first fuel cutoff trigger condition, the vehicle speed range is 90-120 km / h, the relative speed between the vehicle and the target object is 100-180 km / h, the collision time range is 3-5 seconds, and the collision overlap rate range is 25%-50%. In the second fuel cutoff trigger condition, the vehicle speed range is 50-90 km / h, the relative speed between the vehicle and the target object is 40-60 km / h, the collision time range is 5-10 seconds, and the collision overlap rate range is 50%-100%. The coverage ranges of the first and second fuel cutoff trigger conditions are independent of each other, representing high-risk fire collisions with low overlap rates at high speeds and low-risk fire collisions with high overlap rates at medium and low speeds, respectively.

[0136] In another specific implementation of this embodiment, the first fuel cut-off triggering condition and the second fuel cut-off triggering condition are characterized by the same set of parameters. However, some parameter ranges may overlap in the range of the set of parameters corresponding to the first fuel cut-off triggering condition and the second fuel cut-off triggering condition.

[0137] In some scenarios, overlap in the ranges of certain parameters may include one or more of the following: (1) If the first speed range overlaps with the second speed range, and / or the first overlap rate range overlaps with the second overlap rate range, the vehicle control device predicts the collision type based on the correspondence between the relative speed and the first and second relative speed ranges. When the relative speed falls within the first relative speed range, the vehicle control device directly sends the first fuel cut-off control signal to the engine management system to achieve rapid fuel cut-off. When the relative speed falls within the second relative speed range, the vehicle control device sends the first collision indication information to the second control device.

[0138] (2) If the first time range overlaps with the second time range, the vehicle control device predicts the collision type based on the correspondence between the vehicle speed and the first and second speed ranges, and / or the correspondence between the relative speed and the first and second relative speed ranges. When the collision time falls within the first time range, the vehicle control device directly sends the first fuel cut-off control signal to the engine management system to achieve rapid fuel cut-off. When the collision time falls within the second time range, the vehicle control device sends the first collision indication information to the second control device.

[0139] For example, the first fuel cutoff trigger condition has a vehicle speed range of 90-120 km / h, a relative speed between the vehicle and the target object of 100-180 km / h, a collision time range of 3-5 seconds, and a collision overlap rate range of 25%-50%. The second fuel cutoff trigger condition has a vehicle speed range of 50-100 km / h, a relative speed between the vehicle and the target object of 40-60 km / h, a collision time range of 5-10 seconds, and a collision overlap rate range of 50%-100%. It should be noted that although the vehicle speed ranges in the first and second fuel cutoff trigger conditions overlap, when the fuel cutoff trigger condition is limited by a combination of multiple conditions, it is permissible for some parameter ranges in the first and second fuel cutoff trigger conditions to overlap or be completely identical. Ultimately, by integrating all conditions or parameter ranges, the coverage ranges of the two fuel cutoff trigger conditions can be made independent of each other, representing a high-speed, low-overlap, high-fire-risk collision and a medium-to-low-speed, high-overlap, low-fire-risk collision, respectively.

[0140] 103: Select the corresponding fuel cut-off control strategy and send the corresponding information. After determining the fuel cut-off trigger conditions, the corresponding fuel cut-off control strategy is selected based on the type of collision that is about to occur and the risk of collision-induced fire.

[0141] In one implementation, the first collision indication information satisfies the first fuel cut-off trigger condition, that is, the vehicle is about to be involved in an accident with a greater risk of collision and fire, such as a high-speed frontal collision, a high-speed side collision, or a high-speed rear-end collision. At this time, a relatively rapid fuel cut-off control method is selected, and a first fuel cut-off control signal is sent to the vehicle's engine management system. The first fuel cut-off control signal is used to instruct the engine management system to cut off the fuel supply to the vehicle's engine.

[0142] In another implementation, the first collision indication information meets the second fuel cut-off trigger condition, that is, the vehicle is about to be involved in an accident with a low risk of collision and fire, such as a low-speed collision or rollover. In this case, a relatively reliable fuel cut-off control method is selected, and the first collision indication information is sent to the vehicle domain controller to further determine whether it is necessary to cut off the engine fuel supply in combination with the vehicle's second state information (such as gear position, power battery status, etc.).

[0143] In this embodiment, the first collision indication information is sent to the vehicle domain controller. The necessity of fuel cutoff is determined by combining this information with the vehicle's second state information. This secondary determination enables multi-level control of fuel cutoff in the event of a collision, reducing the risk of erroneous fuel cutoff caused by perception or collision prediction errors. For specific implementation details, please refer to [link to implementation details]. Figure 2 And targeting Figure 2 The explanation.

[0144] Figure 2This application discloses a control method applicable to vehicle control equipment. Specifically, the control method can be executed by a second control device, which can be a vehicle domain controller, or a chip or processor of the vehicle domain controller. Specifically, the fuel cut-off control method includes, but is not limited to, the following steps: 201: Obtain the first collision indication information and the vehicle's second state information. The first collision indication information is used to indicate that the vehicle will collide within a first time period in the future.

[0145] In one possible embodiment, the content of the vehicle's second state information includes one or more of the following: Gear: For gasoline or hybrid vehicles, gear refers to the combination of different gears in the transmission, used to change the driving force that changes the vehicle's speed. For pure electric vehicles, gear refers more to function selection, such as parking (P), drive (D), reverse (R), and neutral (N).

[0146] SOC of power battery: refers to the remaining charge of the power battery.

[0147] Power battery temperature: refers to the temperature of the cells inside the power battery pack.

[0148] Engine coolant temperature: refers to the temperature of the liquid used to cool the engine in the engine's circulation system.

[0149] Wheel speed: refers to the instantaneous rotational speed of a wheel.

[0150] 202: Determine whether the vehicle's second state information meets the third fuel cut-off trigger condition. The vehicle's second state information is compared with the third fuel cut-off trigger condition to determine whether the engine fuel supply needs to be cut off. By introducing the vehicle's second state information, a secondary judgment is made for fuel cut-off control, which helps to avoid the problem of false fuel cut-off caused by over-reliance on perception information or collision prediction, and realizes multi-level control of collision fuel cut-off.

[0151] In one possible embodiment, the third fuel cut-off trigger condition includes one or more of the following: The vehicle is in D gear, the SOC of the power battery is in the first SOC range, the temperature of the power battery is in the first temperature range, the engine coolant temperature is in the second temperature range, and the wheel speed is in the first wheel speed range.

[0152] Drive (D) is the most common driving mode for vehicles, and also the condition with the highest probability of collision and the most serious consequences. If the engine continues to run after a collision, the vehicle may continue to accelerate uncontrollably, leading to a more severe chain-reaction collision. Cutting off the fuel supply in Drive (D) eliminates the power source, bringing the vehicle to a stop as quickly as possible.

[0153] When the battery's SOC, battery temperature, and engine coolant temperature meet specific conditions, such as exceeding a certain threshold, fuel cut-off control is triggered. If the collision risk is eliminated after fuel supply is cut off, the vehicle can still restart the engine to restore power. However, if the battery's SOC, battery temperature, and engine coolant temperature are below the threshold, cutting off the engine fuel supply will prevent power recovery even after the collision risk is eliminated. Furthermore, when the battery's SOC is extremely low, the vehicle's output power primarily relies on engine power generation rather than battery discharge. Cutting off the engine fuel supply in low-temperature environments, if power cannot be restored, will prevent the engine from providing heating to the passenger compartment, posing a risk of overheating.

[0154] When a vehicle's wheel speed exceeds a certain preset condition, its kinetic energy is significant, leading to severe structural deformation upon collision and potentially causing damage to fuel lines. At this point, the risk of the vehicle losing control and experiencing a secondary collision, rollover, or even catching fire is extremely high.

[0155] 203: Send fuel cut-off instruction to the engine management system After determining the third fuel cut-off trigger condition, the vehicle control equipment decides that the engine fuel supply needs to be cut off and sends a second fuel cut-off control signal to the engine management system. This second fuel cut-off control signal is used to instruct the engine management system to cut off the engine fuel supply and, within a second time period, to determine the next action to be taken based on whether the second collision indication information is obtained.

[0156] 204: Execute either maintain fuel cut-off or restore fuel supply based on whether a second collision indication is obtained. After the vehicle control equipment sends a second fuel cut-off control signal to the engine management system, it counts a second duration from the moment the engine fuel supply is cut off, and acquires second collision indication information from the collision indication device within the second duration.

[0157] After sending a second fuel cut-off control signal to the engine management system, the vehicle control equipment can determine that the engine fuel supply has been cut off in several ways, based on what is feasible for someone skilled in the art. One of the following is possible: (1) When the vehicle control equipment sends the second fuel cut-off control signal to the engine management system, it is determined that the engine fuel supply has been cut off; (2) When a third time interval has elapsed since the vehicle control equipment sends the second fuel cut-off control signal to the engine management system, it is determined that the engine fuel supply has been cut off; or (3) Starting from the moment when the vehicle control equipment sends the second fuel cut-off control signal to the engine management system, a third time period is started, and within the third time period, a feedback signal from the engine management system indicating that the fuel supply has been cut off is received.

[0158] Specifically, the collision indication device can be a collision sensor and / or an airbag sensor. The collision sensor can determine whether a collision has occurred by measuring changes in vehicle acceleration or sensing changes in pressure signals. When the collision intensity reaches a certain level, the vehicle's airbags will deploy. By observing the airbag status signal given by the airbag sensor, it can be determined whether a relatively serious collision has occurred.

[0159] In one possible embodiment of this step, the vehicle control device acquires second collision indication information within a second time period. This second collision indication information indicates that a collision has occurred. Since the engine fuel supply has been cut off at this time, the vehicle control device maintains the engine fuel cut-off in one of the following ways: (1) Send a third fuel cut-off control signal to the engine management system, which instructs the engine management system to maintain the engine's fuel cut-off state; or (2) The vehicle control equipment does not send any indication regarding the engine fuel supply status, and the current fuel cut-off status is maintained.

[0160] In another possible embodiment of this step, if the vehicle control device does not receive the second collision indication information within the second time period, it indicates that the vehicle has not been involved in a collision or the collision risk has been eliminated. At this time, the vehicle control device instructs the engine management system to resume fuel supply to the engine, thereby automatically restoring vehicle power and preventing vehicle stalling caused by a false triggering of the collision fuel cut-off control function. The operation of the engine management system can be found in [reference needed]. Figure 3 And targeting Figure 3 The explanation.

[0161] Figure 3 This application discloses a control method applicable to vehicle control equipment. Specifically, the control method can be executed by an engine management system, or by a chip or processor within the engine management system. The control method includes, but is not limited to, the following steps: 301: Obtain fuel cut-off control signal The vehicle control equipment receives a fuel cut-off control signal from the first or second control device, which instructs the vehicle control equipment to cut off the fuel supply to the engine.

[0162] 302: Cut off engine fuel supply The vehicle control equipment cuts off the engine fuel supply based on the fuel cut-off control signal.

[0163] In one possible embodiment, the vehicle control equipment may cut off the engine fuel supply in the following ways: (1) The vehicle control equipment disconnects the fuel pump relay, causing the fuel pump to stop working. The pressure in the entire fuel line drops, and the fuel injector then stops injecting fuel. (2) The vehicle control equipment stops sending fuel injection pulse drive signals to the fuel injector, so that the fuel injector solenoid valve cannot open and fuel cannot enter the cylinder.

[0164] 303: Execute either maintain fuel cut-off or restore fuel supply depending on whether a second collision indication message is received. The vehicle control equipment starts timing for a second period of time when the engine fuel supply is cut off. During the second period of time, it needs to confirm whether a second collision indication message has been received. This second collision indication message is used to indicate that the vehicle has been in a collision.

[0165] If the vehicle control system does not receive a second collision indication from the collision indication device within the second time period, it indicates that no collision has occurred or the collision risk has been eliminated. At this point, the vehicle control system restores vehicle power, preventing vehicle stalling caused by a false triggering of the collision fuel cut-off control function. For example, the engine management system can instruct the fuel pump relay to continue operating to ensure fuel supply.

[0166] If the vehicle control equipment receives the second collision indication information within the second time period, it will maintain the engine fuel cut-off state since the engine fuel supply has already been cut off at this time.

[0167] In one possible embodiment, the collision indication device can be a collision sensor and / or an airbag sensor. The collision sensor can determine whether a collision has occurred by measuring changes in vehicle acceleration or sensing changes in pressure signals. When the collision intensity reaches a certain level, the vehicle's airbags will deploy. By observing the airbag status signal given by the airbag sensor, it can be determined whether a relatively serious collision has occurred.

[0168] Figure 4 The present solution provides a control system comprising a first control device 401, an engine management system 402, a second control device 403, and a collision indication device 404. This section describes the system from the perspective of the entire system, based on the above description. For a detailed description of the first control device 401, the engine management system 402, the second control device 403, and the collision indication device 404, please refer to the above text.

[0169] In one possible embodiment of this solution, the first control device 401 obtains first collision indication information through sensing information and the vehicle's first state information. The first collision indication information is used to indicate that the vehicle will collide within a first time period in the future. The first control device 401 detects common obstacles (such as pedestrians and vehicles) and irregular obstacles (such as falling rocks, trees, and fences) in the vehicle's environment through sensing sensors (such as millimeter-wave radar, lidar, and vision sensors) and vehicle-to-cloud communication. Combined with the vehicle's own state information (such as vehicle speed, heading angle, and acceleration), it predicts possible collision accidents, which helps to control the vehicle in advance, thereby avoiding or reducing the damage caused by the collision.

[0170] In one possible embodiment of this solution, the first collision indication information includes one or more of the following: Collision object type, collision overlap ratio, vehicle speed, relative speed between vehicle and target object, collision time (TTC), relative collision direction, relative collision angle, vehicle X / Y / Z axial acceleration, pitch angle, and roll angle.

[0171] Collision object type: This refers to the type of object involved in the collision, such as pedestrians, cars, bicycles, or other obstacles. Different types of collision objects will affect the outcome and handling of the collision.

[0172] Collision overlap ratio: The proportion of the vehicle's area overlapping with an obstacle during a collision. A high overlap ratio usually indicates a more severe collision because more energy is transferred.

[0173] Vehicle speed: The speed at which a vehicle collides with an obstacle.

[0174] The relative speed between the vehicle and the target object: The relative speed between the two parties at the time of the collision. If two vehicles are traveling towards each other, the relative speed is the sum of their speeds. If two vehicles are traveling in the same direction, the relative speed is the difference between their speeds.

[0175] Collision time: The time from the current moment to the expected collision. The shorter the collision time, the more urgent the collision and the faster the reaction is required.

[0176] Relative direction of collision: The direction of the collision relative to the obstacle, such as frontal, side, or rear-end collision.

[0177] Relative angle of collision: The angle between the vehicle and the obstacle at the time of collision. Different angles affect the impact of the collision and the degree of damage.

[0178] Vehicle X / Y / Z axis acceleration: The acceleration of the vehicle on three axes, where the X-axis is the forward direction, the Y-axis is the horizontal direction (left and right), and the Z-axis is the vertical direction (up and down).

[0179] Pitch angle: The angle of rotation of the vehicle around the X-axis.

[0180] Roll angle: The angle of rotation of a vehicle around its Y-axis, which may cause the vehicle to lose control or roll over, increasing the risk of accidents.

[0181] The first collision indication information is used to indicate that an unavoidable collision is about to occur within a first period of time in the future, and the first period of time in the future can be a calibrated value inside the software running the vehicle control device.

[0182] In one possible embodiment of this solution, the collision overlap rate refers to the percentage of the width of the vehicle that is actually separated from the obstacle in a single collision, relative to the total width of the vehicle. Common overlap rate scenarios include one or more of the following: 100% frontal collision: The entire frontal energy-absorbing structure of the vehicle can participate in energy absorption simultaneously and evenly. The vehicle decelerates smoothly without violent rotation or lateral displacement. The engine is pushed vertically backward, resulting in relatively less damage to the fuel system. 40%-50% frontal offset collision: The vehicle impacts a deformable (or rigid) obstacle at 40%-50% of its width. Only the longitudinal beams and structure on one side participate in energy absorption. The front of the vehicle is severely crumpled on the impact side, accompanied by lateral rotation of the vehicle body, posing a significant threat to the integrity of the passenger compartment. Fuel lines and fuel tanks are usually located in the middle or rear of the vehicle and are less likely to receive direct impact. 25% small overlap collision: The vehicle collides with an obstacle with only 25% of its width. The impact force is transmitted directly to the rear through rigid components such as wheels and suspension, cutting laterally into the engine compartment and the front of the passenger compartment. Due to the dense layout inside the engine compartment, a small overlap collision can easily damage the fuel lines from the fuel tank to the engine.

[0183] In one possible embodiment of this solution, when the first collision indication information meets the first fuel cut-off trigger condition, the first control device 401 sends a first fuel cut-off control signal to the vehicle's engine management system 402. The first fuel cut-off control signal directly instructs the engine management system to cut off the engine fuel supply. The first fuel cut-off trigger condition includes one or more of the following: The vehicle speed falls within the first speed range, the relative speed between the vehicle and the target object falls within the first relative speed range, the collision overlap rate falls within the first overlap rate range, and the collision time falls within the first time range.

[0184] The first control device 401 performs a preliminary risk analysis of the possible collision based on the above content. When it is determined that the collision is unavoidable and the collision accident meets specific conditions, it directly sends a first fuel cut-off control signal to the engine management system 402. This can quickly cut off the engine fuel supply before the collision accident occurs, thus avoiding more serious damage such as fire caused by fuel leakage during the collision.

[0185] Based on the received first fuel cut-off control signal, the engine control system 402 cuts off the engine fuel supply by disconnecting the fuel pump relay or stopping the transmission of fuel injection pulse drive signals to the fuel injectors. When the engine fuel supply is cut off, the engine management system 402 determines the next action to be taken based on whether it receives second collision indication information within a second time period.

[0186] In one possible embodiment of this solution, the engine management system 402 obtains the second collision indication information from the collision indication device 404 within a second time period, that is, it obtains that the vehicle has collided. In order to avoid the risk of chain collisions caused by the vehicle continuing to drive at high speed after the collision and the risk of collision fire caused by fuel leakage, the engine management system 402 maintains the current engine fuel cut-off state.

[0187] In one possible embodiment of this solution, if the engine management system 402 does not obtain the second collision indication information within the second time period, that is, the vehicle has not been in a collision, in order to restore the vehicle's power and ensure its ability to continue driving, the engine management system 402 restores the engine fuel supply by turning on the fuel pump relay or starting to send fuel injection pulse drive signals to the fuel injectors.

[0188] In addition, the engine management system 402 can effectively avoid the impact of vehicle power loss and vehicle-related function failure caused by the accidental triggering of the collision fuel cut-off function by deciding whether to maintain fuel cut-off or restore fuel supply based on whether the second collision indication information is received.

[0189] In one possible embodiment, the collision indication device 404 can be a collision sensor and / or an airbag sensor. The collision sensor can determine whether a collision has occurred by measuring changes in vehicle acceleration or sensing changes in pressure signals. When the collision intensity reaches a certain level, the vehicle's airbags will deploy. By observing the airbag status signal given by the airbag sensor, it can be determined whether a relatively serious collision has occurred.

[0190] In one possible embodiment of this solution, the second feedback signal corresponding to the fuel cut-off state includes the following: (1) The engine speed drops, and the actual output torque drops rapidly to zero or a negative value; (2) The engine fuel pressure sensor continues to drop rapidly.

[0191] In one possible embodiment of this solution, if the second fuel cut-off trigger condition is met, the first control device 401 sends the first collision indication information to the second control device 403. The content of the second fuel cut-off trigger condition includes one or more of the following: The vehicle speed falls within the second speed range, the relative speed between the vehicle and the target object falls within the second relative speed range, the collision overlap rate falls within the second overlap rate range, and the collision time falls within the second time range. The average speed in the second speed range is less than the average speed in the first speed range, the average speed in the second relative speed range is less than the average speed in the first relative speed range, the average overlap rate in the second overlap rate range is less than the average overlap rate in the first overlap rate range, and the average time in the second time range is greater than the average time in the first time range.

[0192] In one possible implementation, the range of the first fuel cut-off trigger condition is independent of the range of the second fuel cut-off trigger condition. The first control device 401 matches the first collision indication information with both the first and second fuel cut-off trigger conditions. Based on the above, a collision predicted by the first control device 401 when the first collision indication information meets the first fuel cut-off trigger condition will occur at a higher vehicle speed and a higher relative speed between the vehicle and the obstacle, and the time elapsed from prediction to the occurrence of the accident will be shorter than a collision predicted when the first collision indication information meets the second fuel cut-off trigger condition. For example, the vehicle speed range in the first fuel cut-off trigger condition is 90-120 km / h, the relative speed between the vehicle and the target object is 100-180 km / h, the collision time range is 3-5 seconds, and the collision overlap rate range is 25%-50%. The second fuel cut-off trigger condition includes a vehicle speed range of 50-90 km / h, a relative speed between the vehicle and the target object of 40-60 km / h, a collision time range of 5-10 s, and a collision overlap rate range of 50%-100%. The coverage ranges of the first and second fuel cut-off trigger conditions are independent of each other, representing high-risk fire collisions with low overlap rates at high speeds and low-risk fire collisions with high overlap rates at medium and low speeds, respectively.

[0193] When the first collision indication information meets the first fuel cut-off trigger condition, the vehicle may be involved in an accident with a greater risk of fire, such as a high-speed frontal collision, a high-speed side collision, or a high-speed rear-end collision. In this case, a relatively rapid fuel cut-off control method is selected, and a first fuel cut-off control signal is sent to the vehicle's engine management system. This first fuel cut-off control signal is used to instruct the engine management system to cut off the fuel supply to the vehicle's engine.

[0194] When the first collision indication information meets the second fuel cut-off trigger condition, and the vehicle experiences a collision with a low risk of fire, such as a low-speed collision or rollover, a relatively reliable fuel cut-off control method is selected. The first collision indication information is sent to the vehicle domain controller, which combines the second state information of other vehicles (such as gear position, power battery status, etc.) to further determine whether it is necessary to cut off the engine fuel supply. This achieves multi-level judgment and control of collision fuel cut-off, avoiding false fuel cut-off caused by perception error or collision prediction error.

[0195] In one possible implementation, the range of the first fuel cut-off trigger condition partially overlaps with the range of the second fuel cut-off trigger condition, and the overlap includes one or more of the following: (1) If the first speed range overlaps with the second speed range, and / or the first overlap rate range overlaps with the second overlap rate range, the first control device 401 predicts the collision type based on the correspondence between the relative speed and the first and second relative speed ranges. When the relative speed falls within the first relative speed range, the first control device 401 directly sends a first fuel cut-off control signal to the engine management system to achieve rapid fuel cut-off. When the relative speed falls within the second relative speed range, the first control device 401 sends a first collision indication information to the second control device 403.

[0196] (2) If the first time range overlaps with the second time range, the first control device 401 predicts the collision type based on the correspondence between the vehicle speed and the first and second speed ranges, and / or the correspondence between the relative speed and the first and second relative speed ranges. When the collision time falls within the first time range, the first control device 401 directly sends a first fuel cut-off control signal to the engine management system to achieve rapid fuel cut-off. When the collision time falls within the second time range, the first control device 401 sends a first collision indication information to the second control device 403.

[0197] In one possible embodiment of this solution, when the second control device 403 receives the first collision indication information, it matches the vehicle's second state information with a third fuel cut-off trigger condition. The third fuel cut-off trigger condition includes one or more of the following: The vehicle is in D gear, the SOC of the power battery is in the first SOC range, the temperature of the power battery is in the first temperature range, the engine coolant temperature is in the second temperature range, and the wheel speed is in the first wheel speed range.

[0198] Drive (D) is the most common driving mode for vehicles, and also the condition with the highest probability of collision and the most serious consequences. If the engine continues to run after a collision, the vehicle may continue to accelerate uncontrollably, leading to a more severe chain-reaction collision. Cutting off the fuel supply in Drive (D) eliminates the power source, bringing the vehicle to a stop as quickly as possible.

[0199] When the battery's SOC, battery temperature, and engine coolant temperature meet specific conditions, such as exceeding a certain threshold, fuel cut-off control is triggered. If the collision risk is eliminated after fuel supply is cut off, the vehicle can still restart the engine to restore power. However, if the battery's SOC, battery temperature, and engine coolant temperature are below the threshold, cutting off the engine fuel supply will prevent power recovery even after the collision risk is eliminated. Furthermore, when the battery's SOC is extremely low, the vehicle's output power primarily relies on engine power generation rather than battery discharge. Cutting off the engine fuel supply in low-temperature environments, if power cannot be restored, will prevent the engine from providing heating to the passenger compartment, posing a risk of overheating.

[0200] When a vehicle's wheel speed exceeds a certain preset condition, its kinetic energy is significant, leading to severe structural deformation upon collision and potentially causing damage to fuel lines. At this point, the risk of the vehicle losing control and experiencing a secondary collision, rollover, or even catching fire is extremely high.

[0201] In one possible embodiment of this solution, when the second control device 403 determines that the first collision indication information meets the third fuel cut-off triggering condition, it sends a second fuel cut-off control signal to the engine management system 402. The second fuel cut-off control signal is used to instruct the engine management system 402 to cut off the engine fuel supply.

[0202] In one possible embodiment of this solution, when the second control device 403 determines that the first collision indication information does not meet the third fuel cut-off trigger condition, the engine fuel supply does not need to be cut off. Therefore, the second control device 403 sends a fuel supply maintenance command or does not operate to the engine management system 402 to maintain the current fuel supply status of the engine.

[0203] In one possible embodiment of this solution, when the fuel supply to the vehicle engine is cut off and the second control device 403 receives the second collision indication information for a second duration, the second control device 403 sends a third fuel cut-off control signal to the vehicle's engine management system 402 or does not operate. This third fuel cut-off control signal instructs the vehicle's engine management system 402 to maintain the cut-off of the vehicle's engine fuel supply. After sending a second fuel cut-off control signal to the engine management system 402, the second control device 403 counts a second duration from the moment the engine fuel supply is cut off, and acquires second collision indication information within the second duration. The second collision indication information is used to indicate that the vehicle has been in a collision.

[0204] The second control device 403 sends a fuel cut-off command (or no operation) or a fuel supply restoration command to the engine management system based on whether a second collision indication information is obtained within a second time period. This design can reduce the risk of vehicle collision and fire in a real collision scenario.

[0205] In one possible embodiment of this solution, if the fuel supply to the vehicle engine is cut off and the second control device 403 does not receive the second collision indication information within the second time period, the second control device 403 sends a fuel supply restoration instruction to the vehicle's engine management system 402, which instructs the engine management system 402 to restore the fuel supply to the vehicle's engine.

[0206] If the second control device 403 does not obtain the second collision indication information within the second time period, it indicates that the vehicle has not been involved in a collision or the collision risk has been eliminated. At this time, it instructs the engine management system 402 to restore fuel supply, which can restore vehicle power in scenarios where no collision has occurred, the collision risk has been eliminated, or the collision risk has been mistakenly identified, thus ensuring the normal use of the vehicle's functions.

[0207] In one possible embodiment of this solution, the second control device 403 determines that the engine fuel supply has been cut off in one of the following ways: (1) The second fuel cut-off control signal has been issued; (2) The second fuel cut-off control signal has been issued and a third time has elapsed; (3) The second fuel cut-off control signal has been issued, and the first feedback signal corresponding to the fuel cut-off state is received within the third time period.

[0208] The first feedback signal is used to reflect whether the engine fuel supply is cut off or in a fuel supply state.

[0209] Figure 5 This is a schematic diagram of the structure of a control device provided in an embodiment of this application.

[0210] like Figure 5 As shown, the control device 50 may include a communication unit 501 and a processing unit 502. The communication unit 501 and the processing unit 502 may be software, hardware, or a combination of software and hardware.

[0211] The communication unit 501 can implement sending and / or receiving functions, and can also be described as a transceiver unit. The communication unit 501 can also be a unit integrating an acquisition unit and a sending unit, wherein the acquisition unit is used to implement the receiving function, and the sending unit is used to implement the sending function. Optionally, the communication unit 501 can be used to receive information sent by other devices, and can also be used to send information to other devices.

[0212] In one possible design, the control device 50 may correspond to the above. Figure 4 The control device in the illustrated method embodiment, such as control device 50, can be an electronic device or a chip within an electronic device. Control device 50 may include components for performing the above-described... Figure 5 The unit in the method embodiment shown is the one whose operation is performed by the control device, and each unit in the control device 50 is respectively for implementing the above-mentioned... Figures 1-3 The operations performed by the vehicle control device in any of the method embodiments shown. The descriptions of the various units are as follows: In one possible embodiment of this solution, the control device is capable of achieving... Figure 1 The operations performed by the vehicle control device in the illustrated method embodiment are as follows: The descriptions of each unit are as follows: The processing unit 502 is used to acquire first perception information and first state information of the vehicle, determine first collision indication information, perform first fuel cut-off trigger condition, and / or, determine second fuel cut-off trigger condition.

[0213] The processing unit 502 is used to send a first fuel cut-off control signal to the engine management system or send a first collision indication information to the second control device based on the first perception information and the first state information of the vehicle.

[0214] In one possible implementation, the device further includes a communication unit 501.

[0215] The processing unit 502 is specifically used to acquire first perception information and first state information of the vehicle through the communication unit 501.

[0216] The processing unit 502 is specifically used to send a first fuel cut-off control signal to the engine management system or send a first collision indication information to the second control device through the communication unit 501.

[0217] Regarding the communication unit 501 and processing unit 502 described in this design, the steps they perform can be referred to the corresponding steps described above. Figure 1 The corresponding implementation methods are shown in the method embodiments.

[0218] Regarding the technical effects brought about by the implementation methods performed by the communication unit 501 and processing unit 502 described in this design, please refer to the corresponding methods described above. Figure 1 The technical effects of the illustrated method embodiments are described below.

[0219] In one possible embodiment of this solution, the control device is capable of achieving... Figure 2 The operations performed by the vehicle control device in this embodiment of the method are described below. The descriptions of each unit are as follows: The processing unit 502 is used to acquire the first collision indication information, the second state information of the vehicle, and the second collision indication information, and to determine the third fuel cut-off trigger condition.

[0220] The processing unit 502 is used to send a second fuel cut-off control signal to the engine management system based on the first collision indication information and the second state information of the vehicle.

[0221] The processing unit 502 is used to send a third fuel cut-off control signal or a fuel supply restoration instruction to the engine management system based on the second collision indication information.

[0222] In one possible implementation, the device further includes a communication unit 501.

[0223] The processing unit 502 is specifically used to acquire the first collision indication information, the second state information of the vehicle, the second collision indication information, and the fuel supply status feedback signal through the communication unit 501.

[0224] The processing unit 502 is specifically used to send a second fuel cut-off control signal or a third fuel cut-off control signal or a fuel supply restoration instruction to the engine management system via the communication unit 501.

[0225] Regarding the communication unit 501 and processing unit 502 described in this design, the steps they perform can be referred to the corresponding steps described above. Figure 2 The corresponding implementation methods are shown in the method embodiments.

[0226] Regarding the technical effects brought about by the implementation methods performed by the communication unit 501 and processing unit 502 described in this design, please refer to the corresponding methods described above. Figure 2 The technical effects of the illustrated method embodiments are described below.

[0227] In one possible embodiment of this solution, the control device is capable of achieving... Figure 3 The operations performed by the vehicle control device in this embodiment of the method are described below. The descriptions of each unit are as follows: The processing unit 502 is used to cut off or restore the engine fuel supply based on the first fuel cut-off control signal, the second fuel cut-off control signal, the third fuel cut-off control signal and the second collision indication information.

[0228] In one possible implementation, the device further includes a communication unit 501.

[0229] The processing unit 502 is specifically used to acquire the first fuel cut-off control signal, the second fuel cut-off control signal, the third fuel cut-off control signal, and the second collision indication information through the communication unit 501.

[0230] The processing unit 502 is specifically used to send a fuel supply status feedback signal to the second control device through the communication unit 501.

[0231] Regarding the communication unit 501 and processing unit 502 described in this design, the steps they perform can be referred to the corresponding steps described above. Figure 3 The corresponding implementation methods are shown in the method embodiments.

[0232] Regarding the technical effects brought about by the implementation methods performed by the communication unit 501 and processing unit 502 described in this design, please refer to the corresponding methods described above. Figure 3 The technical effects of the illustrated method embodiments are described below.

[0233] According to the embodiments of this application, Figure 5 The various units in the illustrated device can be individually or entirely combined into one or more other units, or some of the units can be further divided into multiple functionally smaller units. This achieves the same operation without affecting the technical effects of the embodiments of this application. The above-mentioned units are based on logical function division. In practical applications, the function of one unit can also be implemented by multiple units, or the function of multiple units can be implemented by one unit. In other embodiments of this application, the electronic device may also include other units. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented collaboratively by multiple units.

[0234] It should be noted that the implementation of each unit can also refer to the above. Figure 4 The corresponding description of the system embodiment shown.

[0235] For cases where the aforementioned control device 50 can be an electronic device, please refer to [reference needed]. Figure 6 The diagram shows the structure of the electronic device.

[0236] It should be understood that Figure 6 The electronic device 60 shown is merely an example; the electronic device in this application embodiment may also include other components, or include components related to... Figure 6 Components with similar functions, or not necessarily including Figure 6 All components.

[0237] Electronic device 60 includes a transceiver interface 601 and at least one processor 602.

[0238] The electronic device 60 can correspond to a control device. The transceiver interface 601 is used to transmit and receive signals, and at least one processor 602 executes program instructions, causing the electronic device 60 to implement the corresponding process of the method executed by the corresponding device in the above method embodiments.

[0239] In one possible design, the electronic device 60 may correspond to the above. Figure 4The vehicle control device in the illustrated method embodiment, such as the electronic device 60, can be a control device or a chip within the control device. The electronic device 60 may include components for performing the operations executed by the control device in the above method embodiment, and each component in the electronic device 60 is specifically designed to implement the operations executed by the control device in the above method embodiment. Specifically, it can be as follows: In one possible embodiment of this solution, the electronic device includes a processor 602.

[0240] The processor 602 is used to acquire first perception information and first state information of the vehicle, determine first collision indication information, perform first fuel cut-off trigger condition determination, and / or, second fuel cut-off trigger condition determination.

[0241] The processor 602 is used to send a first fuel cut-off control signal to the engine management system or a first collision indication signal to the second control device based on the first perception information and the first state information of the vehicle.

[0242] In one possible implementation, the device further includes a transceiver interface 601.

[0243] The processor 602 is specifically used to acquire first perception information and first state information of the vehicle through the transceiver interface 601.

[0244] The processor 602 is specifically used to send a first fuel cut-off control signal to the engine management system or send a first collision indication information to the second control device via the transceiver interface 601.

[0245] Regarding the transceiver interface 601 and processor 602 described in this design, the execution steps can be referred to the corresponding steps described above. Figure 1 The corresponding implementation methods are shown in the method embodiments.

[0246] Regarding the technical effects of the transceiver interface 601 and the implementation method executed by the processor 602 described in this design, please refer to the corresponding description above. Figure 1 The technical effects of the illustrated method embodiments are described below.

[0247] In one possible embodiment of this solution, the electronic device includes a processor 602.

[0248] The processor 602 is used to acquire the first collision indication information, the second state information of the vehicle, and the second collision indication information, and to determine the third fuel cut-off trigger condition.

[0249] The processor 602 is used to send a second fuel cut-off control signal to the engine management system based on the first collision indication information and the second state information of the vehicle.

[0250] The processor 602 is used to send a third fuel cut-off control signal or a fuel supply restoration instruction to the engine management system based on the second collision indication information.

[0251] In one possible implementation, the device further includes a transceiver interface 601.

[0252] The processor 602 is specifically used to acquire first collision indication information, second vehicle status information, second collision indication information and fuel supply status feedback signal through transceiver interface 601.

[0253] The processor 602 is specifically used to send a second fuel cut-off control signal or a third fuel cut-off control signal or a fuel supply restoration instruction to the engine management system via the transceiver interface 601.

[0254] Regarding the transceiver interface 601 and processor 602 described in this design, the execution steps can be referred to the corresponding steps described above. Figure 2 The corresponding implementation methods are shown in the method embodiments.

[0255] Regarding the technical effects of the transceiver interface 601 and the implementation method executed by the processor 602 described in this design, please refer to the corresponding description above. Figure 2 The technical effects of the illustrated method embodiments are described below.

[0256] In one possible embodiment of this solution, the device further includes a transceiver interface 601.

[0257] The processor 602 is used to cut off or restore the engine fuel supply based on the first fuel cut-off control signal, the second fuel cut-off control signal, the third fuel cut-off control signal and the second collision indication information.

[0258] In one possible implementation, the device further includes a transceiver interface 601.

[0259] The processor 602 is specifically used to acquire the first fuel cut-off control signal, the second fuel cut-off control signal, the third fuel cut-off control signal, and the second collision indication information through the transceiver interface 601.

[0260] The processor 602 is specifically used to send a fuel supply status feedback signal to the second control device through the transceiver interface 601.

[0261] Regarding the transceiver interface 601 and processor 602 described in this design, the execution steps can be referred to the corresponding steps described above. Figure 3 The corresponding implementation methods are shown in the method embodiments.

[0262] Regarding the technical effects of the transceiver interface 601 and the implementation method executed by the processor 602 described in this design, please refer to the corresponding description above. Figure 3 The technical effects of the illustrated method embodiments are described below.

[0263] For cases where the aforementioned control device 50 can be a chip or a chip system, please refer to [reference needed]. Figure 7 The diagram shows the structure of the chip.

[0264] like Figure 7 As shown, chip 70 includes a processor 701 and an interface 702. The number of processors 701 can be one or more, and the number of interfaces 702 can be multiple. It should be noted that the functions of each processor 701 and interface 702 can be implemented through hardware design, software design, or a combination of both; no restrictions are placed here.

[0265] Optionally, chip 70 may also include memory 703 for storing necessary program instructions and data.

[0266] In this application, processor 701 can be used to call the implementation program of the vehicle control method provided in one or more embodiments of this application in a vehicle control device from memory 703, and execute the instructions included in the program. Interface 702 can be used to output the execution result of processor 701. In this application, interface 702 can be specifically used to output various messages or information of processor 701.

[0267] The control methods provided by one or more embodiments of this application can be referred to the foregoing. Figures 1-4 The various embodiments shown are not described in detail here.

[0268] The processor in this application embodiment can be a central processing unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0269] The memory in this application embodiment is used to provide storage space, in which data such as operating system and computer programs can be stored. The memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0270] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer-readable storage medium storing a computer program. When the computer program is run on one or more processors, it can implement the above-mentioned... Figure 4 The method shown.

[0271] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer program product, which includes a computer program. When the computer program runs on a processor, it can achieve the above-mentioned... Figure 4 The method shown.

[0272] This application also provides a vehicle that includes at least one vehicle control device 50, or electronic device 60, or chip 70.

[0273] Optionally, the vehicle can be a means of transportation in a broad sense, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, etc., for any possible scenario. This application embodiment does not limit this.

[0274] Optionally, the vehicle is used to achieve the above. Figure 4 The implementation method of the vehicle control device shown in the method embodiment corresponds to the implementation method of the vehicle control device shown in the figure.

[0275] This application also provides a processing apparatus, including a processor and an interface; the processor is used to execute the method in any of the above method embodiments.

[0276] It should be understood that the above-described processing device can be a chip. The units in the various device embodiments and the electronic devices in the method embodiments correspond completely, with corresponding modules or units executing corresponding steps. For example, the communication unit (transceiver) executes the receiving or sending steps in the method embodiments, while other steps besides sending and receiving can be executed by the processing unit (processor). The specific functions of each unit can be found in the corresponding method embodiments. There can be one or more processors.

[0277] It is understood that in the embodiments of this application, the electronic device may perform some or all of the steps in the embodiments of this application. These steps or operations are merely examples, and the embodiments of this application may also perform other operations or variations thereof. Furthermore, the steps may be performed in different orders as presented in the embodiments of this application, and it is not necessarily necessary to perform all the operations in the embodiments of this application.

[0278] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0279] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0280] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0281] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the contributing part, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0282] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A control method applied to a first control device, characterized in that, The method includes: The first control device acquires first sensing information and first state information of the vehicle. The first sensing information includes information about objects around the vehicle. The object information includes one or more of category information, motion information, and size information. The first control device determines first collision indication information based on the first sensing information and the first state information of the vehicle. The first collision indication information is used to indicate that the vehicle will be involved in a collision within a first time period in the future. If the first collision indication information meets the first fuel cut-off triggering condition, a first fuel cut-off control signal is sent to the vehicle's engine management system. The first fuel cut-off control signal is used to instruct the vehicle's engine management system to cut off the fuel supply to the vehicle's engine.

2. The method according to claim 1, characterized in that, The first collision indication information includes at least one of the following: Collision object type, collision overlap ratio, vehicle speed, relative speed between vehicle and target object, collision time (TTC), relative collision direction, relative collision angle, vehicle X / Y / Z axial acceleration, pitch angle, and roll angle.

3. The method according to claim 1 or 2, characterized in that, The first fuel cut-off trigger condition includes one or more of the following: The vehicle's speed is within a first speed range, the relative speed between the vehicle and the target object is within a first relative speed range, the collision overlap rate is within a first overlap rate range, and the collision time is within a first time range.

4. The method according to claims 1-3, characterized in that, The method further includes: If the first collision indication information meets the second fuel cut-off trigger condition, the first collision indication information is sent to the second control device. The second fuel cut-off trigger condition is different from the first fuel cut-off trigger condition.

5. The method according to claim 4, characterized in that, The second fuel cut-off trigger condition includes one or more of the following: The vehicle's speed falls within the second speed range, the relative speed between the vehicle and the target object falls within the second relative speed range, the collision overlap rate falls within the second overlap rate range, and the collision time falls within the second time range. Wherein, the average speed of the second speed range is less than the average speed of the first speed range, the average speed of the second relative speed range is less than the average speed of the first relative speed range, the average overlap rate of the second overlap rate range is less than the average overlap rate of the first overlap rate range, and the average time of the second time range is greater than the average time of the first time range.

6. A control method, characterized in that, The method includes: Acquire first collision indication information from the first control device and second vehicle status information, wherein the first collision indication information is used to indicate that the vehicle will collide within a first time period in the future; When the second state information of the vehicle meets the third fuel cut-off trigger condition, a second fuel cut-off control signal is sent to the engine management system of the vehicle. The second fuel cut-off control signal is used to instruct the engine management system of the vehicle to cut off the fuel supply to the engine of the vehicle.

7. The method according to claim 6, characterized in that, The method includes: If the engine fuel supply of the vehicle is cut off and a second collision indication information is obtained from the collision indication device within a second time period, a third fuel cut-off control signal is sent to the engine management system of the vehicle or no operation is performed. The second collision indication information is used to indicate that the vehicle has been involved in a collision; The third fuel cut-off control signal is used to instruct the vehicle's engine management system to maintain the cut-off of the vehicle's engine fuel supply.

8. The method according to claim 6 or 7, characterized in that, The method includes: If the engine fuel supply of the vehicle is cut off and no second collision indication information is obtained within a second time period, a fuel supply restoration instruction is sent to the engine management system of the vehicle. The second collision indication information is used to indicate that the vehicle has been involved in a collision; The fuel supply restoration instruction is used to instruct the vehicle's engine management system to restore the vehicle's engine fuel supply.

9. The method according to claims 7-8, characterized in that, The determination that the engine fuel supply to the vehicle is cut off is based on one of the following: The second fuel cut-off control signal has been issued; The second fuel cut-off control signal has been issued and a third time has elapsed; The second fuel cut-off control signal has been issued, and within the third time period, a first feedback signal corresponding to the fuel cut-off state is obtained. The first feedback signal is used to reflect whether the engine fuel supply is cut off or in a fuel supply state.

10. The method according to any one of claims 6-9, characterized in that, The method includes: If the second state information of the vehicle does not meet the third fuel cut-off trigger condition, a fuel supply instruction is sent to the engine management system of the vehicle or no operation is performed. The fuel supply indicator is used to instruct the vehicle's engine management system to maintain the fuel supply to the vehicle's engine.

11. The method according to any one of claims 6-10, characterized in that, The third fuel cut-off trigger condition includes one or more of the following: The vehicle is in D gear, the SOC of the power battery is in the first SOC range, the temperature of the power battery is in the first temperature range, the engine coolant temperature is in the second temperature range, and the wheel speed is in the first wheel speed range.

12. A control method, characterized in that, The method includes: Acquire a fuel cut-off control signal, the fuel cut-off control signal being used to instruct the cutting off of fuel supply to the vehicle's engine; Based on the fuel cut-off control signal, the engine fuel cut-off operation is executed; If the engine fuel supply to the vehicle is cut off and no second collision indication information is received from the collision indication device within the second time period, the engine fuel supply to the vehicle is restored; the second collision indication information is used to indicate that the vehicle has been in a collision.

13. The method according to claim 12, characterized in that, If the engine fuel supply to the vehicle is cut off and the second collision indication information is obtained within a second time period, the engine fuel supply to the vehicle shall be cut off.

14. A control system, characterized in that, The system includes: A first control device obtains first collision indication information through sensing information and first state information of the vehicle, and the first collision indication information indicates that the vehicle will collide within a first time period in the future. If the first collision indication information meets the first fuel cut-off trigger condition, the first control device sends a first fuel cut-off control signal, which is used to instruct the vehicle's engine management system to cut off the engine fuel supply.

15. The system according to claim 14, characterized in that, The system also includes an engine management system; If the engine fuel supply to the vehicle is cut off and the vehicle's engine management system receives second collision indication information from the collision indication device within a second time period, the vehicle's engine management system maintains the cut-off of engine fuel supply. The second collision indication information is used to indicate that the vehicle has been involved in a collision.

16. The system according to claim 14, characterized in that, The system also includes an engine management system; if the fuel supply to the vehicle's engine is cut off and no second collision indication information is obtained within the second time period, the vehicle's engine management system restores the fuel supply to the vehicle's engine.

17. The system according to any one of claims 14-16, characterized in that, The first collision indication information includes one or more of the following: Collision object type, collision overlap ratio, vehicle speed, relative speed between vehicle and target object, collision time (TTC), relative collision direction, relative collision angle, vehicle X / Y / Z axial acceleration, pitch angle, and roll angle.

18. The system according to any one of claims 14-17, characterized in that, The first fuel cut-off trigger condition includes one or more of the following: The vehicle's speed falls within a first speed range, the relative speed between the vehicle and the target object falls within a first relative speed range, the collision overlap rate falls within a first overlap rate range, and the collision time falls within a first time range.

19. The system according to any one of claims 14-18, characterized in that, The system also includes a second control device; If the first collision indication information meets the second fuel cut-off trigger condition, the first control device will send the first collision indication information to the second control device. The second control device acquires the second status information of the vehicle. If the second status information of the vehicle meets the third fuel cut-off trigger condition, it sends a second fuel cut-off control signal to the engine management system of the vehicle. The second fuel cut-off control signal is used to instruct the engine management system of the vehicle to cut off the fuel supply to the engine.

20. The system according to claim 19, characterized in that, The second fuel cut-off trigger condition includes one or more of the following: The vehicle's speed falls within the second speed range, the relative speed of the vehicle and the target falls within the second relative speed range, the collision overlap rate falls within the second overlap rate range, and the collision time falls within the second time range. Wherein, the average speed of the second speed range is less than the average speed of the first speed range, the average speed of the second relative speed range is less than the average speed of the first relative speed range, the average overlap rate of the second overlap rate range is less than the average overlap rate of the first overlap rate range, and the average time of the second time range is greater than the average time of the first time range.

21. The system according to claim 19, characterized in that, If the second state information of the vehicle does not meet the third fuel cut-off trigger condition, the second control device sends a fuel supply maintenance command to the vehicle's engine management system or does not operate. The fuel supply maintenance command is used to instruct the vehicle's engine management system to maintain engine fuel supply.

22. The system according to any one of claims 19-21, characterized in that, The third fuel cut-off trigger condition includes one or more of the following: The vehicle is in D gear, the wheel speed is in the third speed range, the power battery SOC is in the first SOC range, the power battery temperature is in the first temperature range, the engine coolant temperature is in the second temperature range, and the wheel speed is in the first wheel speed range.

23. The system according to claims 19-22, characterized in that: If the fuel supply to the vehicle engine is cut off and the second control device acquires the second collision indication information within the second time period, the second control device sends a third fuel cut-off control signal to the vehicle's engine management system or does not operate. The third fuel cut-off control signal is used to instruct the vehicle's engine management system to maintain the cut-off of the vehicle's engine fuel supply.

24. The system according to claims 19-23, characterized in that, If the fuel supply to the vehicle engine is cut off and the second control device does not receive the second collision indication information within the second time period, the second control device sends a fuel supply restoration instruction to the vehicle's engine management system. The fuel supply restoration instruction is used to instruct the vehicle's engine management system to restore the vehicle's engine fuel supply.

25. The system according to claims 19-24, characterized in that, The vehicle's engine fuel supply is cut off under one of the following circumstances: The second fuel cut-off control signal has been issued; The second fuel cut-off control signal has been issued and a third time has elapsed; The second fuel cut-off control signal has been issued, and a first feedback signal corresponding to the fuel cut-off state is received within the third time period; The first feedback signal is used to reflect whether the engine fuel supply is cut off or in a fuel supply state.

26. A control device, characterized in that, It includes at least one unit for performing the method of any one of claims 1-5, or the method of any one of claims 6-11, or the method of any one of claims 12-13.

27. A control device, characterized in that, It includes at least one processor, the processor being configured to perform the method as described in any one of claims 1-5, or the method as described in any one of claims 6-11, or the method as described in any one of claims 12-13.

28. A chip, characterized in that, Includes logic circuitry and an interface, wherein the logic circuitry and the interface are coupled: The interface is used for inputting and / or outputting information, and the logic circuit is used for performing the method as described in any one of claims 1-5, or the method as described in any one of claims 6-11, or the method as described in any one of claims 12-13.

29. A terminal, characterized in that, Includes the control device as described in claim 26, or the control device as described in claim 27, or the chip as described in claim 28.

30. A terminal, characterized in that, It includes at least one of the control devices according to claims 26-27 or the control system according to claims 14-25.

31. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program, which, when executed, performs the method as described in any one of claims 1-5, or the method as described in any one of claims 6-11, or the method as described in any one of claims 12-13.

32. A computer program product, characterized in that, The computer program product includes a computer program that, when executed, performs the method as described in any one of claims 1-5, or the method as described in any one of claims 6-11, or the method as described in any one of claims 12-13.

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