Vehicle passive safety control method, system, device and storage medium

Abstract

This invention discloses a vehicle passive safety control method, system, device, and storage medium. The method includes: upon receiving collision state information sent by the vehicle's driver assistance system, obtaining the vehicle's reverse acceleration and collision speed based on the collision state information; determining the vehicle's collision energy information based on a global map of the vehicle's current environment; and performing vehicle passive safety control based on the reverse acceleration, collision speed, and vehicle collision energy information. Compared to existing technologies where the vehicle speed is below the acceptable range, the impact point is incorrect, and even with high collision energy, airbags may not deploy correctly, failing to effectively protect occupants, this invention performs multiple assessments of vehicle collisions based on reverse acceleration, collision speed, and vehicle collision energy information to perform vehicle passive safety control, thereby improving the accuracy of the passive safety system and ultimately enhancing the overall vehicle safety.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle safety technology, and in particular to a vehicle passive safety control method, system, device and storage medium. BACKGROUND

[0002] With the rapid development of the automobile industry, the rapid increase of personal car ownership, and the improvement of living standards, vehicle passive safety is becoming more and more important. In the prior art, if the vehicle speed does not reach the range and the impact point is incorrect, even if the collision energy is large, the airbag will not pop out correctly, and the passengers in the vehicle cannot be effectively protected; if the vehicle collides with small stones or small animals, the collision point is just near the airbag collision sensor, which meets the airbag pop-out or vehicle-mounted pedestrian protection device pop-out condition, but such collision causes a large repair cost to the customer due to weak collision energy. Therefore, how to improve the accuracy of the passive safety system while improving the safety of the vehicle has become a problem to be solved.

[0003] The above content is only used to assist in understanding the technical solutions of the present application and does not represent the acknowledgement of the above content as prior art. SUMMARY

[0004] The main purpose of the present application is to provide a vehicle passive safety control method, system, device and storage medium, which aims to solve the technical problem of how to improve the accuracy of the passive safety system while improving the safety of the vehicle.

[0005] To achieve the above purpose, the present application provides a vehicle passive safety control method, which comprises:

[0006] When receiving the collision state information sent by the auxiliary driving system of the vehicle, the reverse acceleration and the collision speed of the vehicle are obtained according to the collision state information;

[0007] The vehicle collision energy information is determined based on the current environment global map of the vehicle;

[0008] The vehicle passive safety control is performed according to the reverse acceleration, the collision speed and the vehicle collision energy information.

[0009] Optionally, the step of determining the vehicle collision energy information based on the current environment global map of the vehicle comprises:

[0010] The current environment obstacle information is obtained through the vehicle sensor;

[0011] The current environment global map of the vehicle is constructed according to the current environment obstacle information and the vehicle position information;

[0012] constructing a vehicle collision coordinate system according to target collision position information based on the current environment global map;

[0013] determining a lateral and longitudinal collision displacement according to the vehicle collision coordinate system;

[0014] obtaining a collision angle according to the lateral and longitudinal collision displacement;

[0015] determining vehicle collision energy information through a collision energy table according to the collision displacement and the collision angle.

[0016] Optionally, before the step of constructing a vehicle collision coordinate system according to target collision position information based on the current environment global map, the method further comprises:

[0017] obtaining vehicle passive safety configuration information and vehicle type information of the vehicle;

[0018] dividing a surrounding area of the vehicle according to the vehicle passive safety configuration information and the vehicle type information to obtain a plurality of collision position information;

[0019] determining target collision position information according to the plurality of collision position information.

[0020] Optionally, the step of performing vehicle passive safety control according to the reverse acceleration, the collision speed and the vehicle collision energy information comprises:

[0021] determining whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value;

[0022] when the reverse acceleration is less than or equal to the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, determining whether the vehicle collision energy information satisfies a preset energy condition;

[0023] when the vehicle collision energy information satisfies the preset energy condition, determining whether a collision target type is a pedestrian collision type;

[0024] if not, controlling a safety airbag controller or a passive safety controller of the vehicle to work the passive safety device and controlling an off-vehicle pedestrian protection system not to work.

[0025] Optionally, after the step of determining whether the collision target type is the pedestrian collision type when the vehicle collision energy information satisfies the preset energy condition, the method further comprises:

[0026] if yes, controlling the safety airbag controller or the passive safety controller of the vehicle to work the passive safety device and controlling the off-vehicle pedestrian protection system to work.

[0027] Optionally, after the step of judging whether the reverse acceleration is greater than a preset reverse acceleration threshold and whether the collision speed is greater than a preset collision threshold, the method comprises the following steps of:

[0028] When the reverse acceleration is greater than the preset reverse acceleration threshold and the collision speed is greater than the preset collision threshold, determining a collision target type according to the collision state information;

[0029] Judging whether the collision target type is a pedestrian collision type;

[0030] If yes, controlling a safety airbag controller or a passive safety controller to work, and controlling an out-of-vehicle pedestrian protection system and an in-vehicle occupant protection device to work.

[0031] Optionally, after the step of judging whether the collision target type is a pedestrian collision type, the method further comprises the following steps of:

[0032] If no, controlling the out-of-vehicle pedestrian protection system not to work, and controlling the in-vehicle occupant protection device to work.

[0033] In addition, to achieve the above-mentioned purpose, the present application further provides a vehicle passive safety control system, which comprises:

[0034] An acquisition module, configured to acquire a reverse acceleration and a collision speed of a vehicle according to collision state information sent by an auxiliary driving system of the vehicle when the collision state information is received;

[0035] A determination module, configured to determine vehicle collision energy information based on a current environment global map of the vehicle;

[0036] A control module, configured to perform vehicle passive safety control according to the reverse acceleration, the collision speed and the vehicle collision energy information.

[0037] In addition, to achieve the above-mentioned purpose, the present application further provides a vehicle passive safety control device, which comprises a memory, a processor and a vehicle passive safety control program stored in the memory and executable on the processor, and the vehicle passive safety control program is configured to implement the steps of the vehicle passive safety control method as described above.

[0038] In addition, to achieve the above-mentioned purpose, the present application further provides a storage medium, which stores a vehicle passive safety control program, and the vehicle passive safety control program implements the steps of the vehicle passive safety control method as described above when executed by a processor.

[0039] The application first obtains the reverse acceleration and the collision speed of the vehicle according to the collision state information when receiving the collision state information sent by the auxiliary driving system of the vehicle, then determines the vehicle collision energy information based on the current environment global map of the vehicle, and then performs passive safety control of the vehicle according to the reverse acceleration, the collision speed and the vehicle collision energy information. Compared with the prior art, the vehicle speed does not reach the range, the impact point is incorrect, and even if the collision energy is large, the airbag will not be correctly popped out, and the passengers in the vehicle cannot be effectively protected. In the application, the vehicle collision is judged multiple times according to the reverse acceleration, the collision speed and the vehicle collision energy information, and the passive safety control of the vehicle is performed, so as to improve the accuracy of the passive safety system and the safety of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0040] Figure 1 is a structural schematic diagram of a vehicle passive safety control device related to a hardware running environment of an embodiment of the application.

[0041] Figure 2 is a flowchart of a first embodiment of a vehicle passive safety control method of the application.

[0042] Figure 3 is a vehicle surrounding area division diagram of the first embodiment of the vehicle passive safety control method of the application.

[0043] Figure 4 is a vehicle collision coordinate diagram of the first embodiment of the vehicle passive safety control method of the application.

[0044] Figure 5 is a flowchart of a second embodiment of a vehicle passive safety control method of the application.

[0045] Figure 6 is a structural block diagram of a first embodiment of a vehicle passive safety control system of the application.

[0046] The implementation, functional features and advantages of the application will be further described with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0047] It should be understood that the specific embodiments described herein are only used to explain the application and not to limit the application.

[0048] Reference Figure 1 , Figure 1 is a structural schematic diagram of a vehicle passive safety control device related to a hardware running environment of an embodiment of the application.

[0049] As Figure 1As shown in the figure, the vehicle passive safety control device can include a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to realize the connection communication between the components. The user interface 1003 can include a display, an input unit such as a keyboard, and can also include a standard wired interface, a wireless interface. The network interface 1004 can optionally include a standard wired interface, a wireless interface (such as a wireless fidelity (Wi-Fi) interface). The memory 1005 can be a high-speed random access memory (RAM), and can also be a stable non-volatile memory (NVM), such as a disk memory. The memory 1005 can also be an independent storage system from the aforementioned processor 1001.

[0050] Those skilled in the art can understand that Figure 1 The structure shown in the figure does not constitute a limitation on the vehicle passive safety control device, and can include more or fewer components than the figure, or combine certain components, or different component arrangements.

[0051] As Figure 1 As shown, the memory 1005 as a storage medium can include an operating system, a network communication module, a user interface module, and a vehicle passive safety control program.

[0052] In Figure 1 In the vehicle passive safety control device shown, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the vehicle passive safety control device of the application can be arranged in the vehicle passive safety control device, and the vehicle passive safety control device calls the vehicle passive safety control program stored in the memory 1005 through the processor 1001, and executes the vehicle passive safety control method provided by the embodiment of the application.

[0053] The embodiment of the application provides a vehicle passive safety control method, which refers to Figure 2 , Figure 2 The flowchart of the first embodiment of the vehicle passive safety control method of the application.

[0054] In this embodiment, the vehicle passive safety control method includes the following steps:

[0055] Step S10: upon receiving the collision state information sent by the auxiliary driving system of the vehicle, the reverse acceleration and the collision speed of the vehicle are obtained according to the collision state information.

[0056] It is easy to understand that the execution subject of the embodiment can be a vehicle passive safety control device with functions of data processing, network communication and program running, or other computer devices with similar functions, and the embodiment is not limited thereto.

[0057] It should be noted that the auxiliary driving system can obtain whole vehicle state related information, including but not limited to wheel speed, vehicle speed, acceleration, steering wheel angle, etc. According to the environmental perception ability of ultrasonic radar, laser radar, millimeter wave radar, camera, etc., the distance S of the obstacle is calculated. According to the environmental perception ability of ultrasonic radar, laser radar, millimeter wave radar, camera, etc., the obstacle type can also be classified.

[0058] In the embodiment, the distance S of the obstacle is calculated in real time according to the environmental perception ability of ultrasonic radar, laser radar, millimeter wave radar, camera, etc., and a preset distance threshold S0 is set, usually S0 is greater than 2m, when the distance S of the obstacle from the vehicle is less than or equal to S0, the system is activated, and the collision risk is continuously calculated, when S=0 is detected, the auxiliary driving system sends the calculated collision target type, collision occurrence information, collision direction information, intrusion distance information, etc. to the airbag controller or passive safety controller.

[0059] It should be noted that the collision state information includes collision target type, collision occurrence information, collision direction information, intrusion distance information, wheel speed, vehicle speed, acceleration, steering wheel angle, collision distance, etc.

[0060] In specific implementation, vehicle passive safety configuration information and vehicle type information of the vehicle can be obtained, and then the surrounding area of the vehicle is divided according to the vehicle passive safety configuration information and the vehicle type information, to obtain a plurality of collision direction information.

[0061] It should also be understood that the reference Figure 3 , Figure 3 is a vehicle surrounding area division diagram for the first embodiment of the vehicle passive safety control method of the application, in which the collision direction can be distinguished according to the vehicle passive safety configuration and the vehicle type. Taking a conventional five-seat car as an example, different areas are divided within the vehicle surrounding S0 range, and the collision direction information includes front, right front, right side 1, right side 2, right side 3, right side 4, right rear, rear, left front, left side 1, left side 2, left side 3, left side 4, left rear.

[0062] Step S20: determining vehicle collision energy information based on the current global map of the vehicle environment.

[0063] Further, the processing manner for determining the vehicle collision energy information based on the current environment global map of the vehicle is that: obtaining current environment obstacle information through vehicle sensors, constructing a current environment global map of the vehicle according to the current environment obstacle information and vehicle position information, constructing a vehicle collision coordinate system according to the target collision position information based on the current environment global map, determining the lateral and longitudinal collision displacement according to the vehicle collision coordinate system, obtaining the collision angle according to the lateral and longitudinal collision displacement, and determining the vehicle collision energy information through the collision energy table according to the collision displacement and the collision angle.

[0064] It should also be understood that the vehicle collision energy information includes vehicle collision energy strong and vehicle collision energy weak.

[0065] In the embodiment, generally, a collision with lower energy is not enough to cause the position deviation or abnormality of all sensors of the vehicle. The sensors outside the collision position are selected, and a global map of the current environment of the vehicle is constructed relying on the static targets in the field of view of the sensors, such as street lamp poles, trees, road signs, etc. Then, the collision distance is calculated based on the global map of the current environment of the vehicle by the ranging information of the sensors combined with the GPS and IMU information. The vehicle collision energy information is determined by the lateral collision displacement S x , the longitudinal collision displacement S y , and the collision angle θ of the vehicle in a very short time after the collision. First, the collision position is determined, and then the lateral collision displacement S x of the vehicle in a very short time after the collision is greater than the preset threshold S x in the collision energy table, the longitudinal collision displacement S y is greater than the preset threshold S y , and the collision angle θ is greater than the preset threshold θ. In this case, the vehicle collision energy information is vehicle collision energy strong. The lateral collision displacement S x of the vehicle in a very short time after the collision is less than or equal to the preset threshold S x in the collision energy table, the longitudinal collision displacement S y is less than or equal to the preset threshold S y , and the collision angle θ is less than or equal to the preset threshold θ. In this case, the vehicle collision energy information is vehicle collision energy weak.

[0066] In the specific implementation, reference is made to Figure 4 , Figure 4For the vehicle collision coordinate diagram of the first embodiment of the vehicle passive safety control method of the present application, if the collision occurrence direction is front right and the collision occurrence time is T0, a two-dimensional projection coordinate system is established with the center of the rear axle of the vehicle as the coordinate origin, there is a stationary obstacle behind the vehicle that can be simultaneously detected by the rear sensors, the distance between the rear sensors in the X direction is set as W, the coordinates of the center line of the rear sensors at T0 are (x0, y0), the straight-line distance of the obstacle from the left sensor at T0 is S 左0 , the straight-line distance from the right sensor is S 右0 , at T1 after the collision, the coordinates of the center line of the rear sensors at T1 are (x1, y1), the straight-line distance of the same obstacle from the left sensor at T1 is S 左1 , the straight-line distance from the right sensor is S 右1 ; the coordinates of the obstacle at T0 are (x 障 , y 障 ), T1 and T0 are generally separated by less than 50 ms, the X direction moving distance S x of the vehicle from T0 to T1 after the collision is |x0-x1|, the Y direction moving distance S y of the vehicle from T0 to T1 after the collision is |y0-y1|, and the yaw angle of the vehicle from T0 to T1 after the collision is:

[0067]

[0068] In this embodiment, the collision energy threshold of the auxiliary driving system is set, and the following table is referred to, which is the collision energy table:

[0069]

[0070]

[0071] Step S30: vehicle passive safety control according to the reverse acceleration, collision speed and vehicle collision energy information.

[0072] Further, the processing mode of the vehicle passive safety control according to the reverse acceleration, the collision speed and the vehicle collision energy information is that whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value are judged, when the reverse acceleration is less than or equal to the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, whether the vehicle collision energy information satisfies a preset energy condition is judged, when the vehicle collision energy information satisfies the preset energy condition, whether the collision target type is a pedestrian collision type is judged, if not, the airbag controller or the passive safety controller of the vehicle is controlled to work the passive safety device, and the off-vehicle pedestrian protection system is controlled not to work; if yes, the airbag controller or the passive safety controller of the vehicle is controlled to work the passive safety device, and the off-vehicle pedestrian protection system is controlled to work.

[0073] It also needs to be explained that the preset energy condition is that the vehicle collision energy information is a strong vehicle collision energy.

[0074] In the embodiment, whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value are judged, when the reverse acceleration is greater than the preset reverse acceleration threshold value and the collision speed is less than the preset collision threshold value, when the vehicle collision energy information does not satisfy or satisfies the preset energy condition, the passive safety device does not work.

[0075] When whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value are judged, when the reverse acceleration is less than or equal to the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, when the vehicle collision energy information does not satisfy the preset energy condition, the passive safety device does not work.

[0076] When whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value are judged, when the reverse acceleration is less than or equal to the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, when the vehicle collision energy information satisfies the preset energy condition, the collision target type is determined according to the collision state information, whether the collision target type is a pedestrian collision type is judged, if yes, the airbag controller or the passive safety controller controls the passive safety device to work, the off-vehicle pedestrian protection system works, and the passive safety device on the corresponding side is controlled to work according to the collision direction; if not, the airbag controller or the passive safety controller controls the passive safety device to work, the off-vehicle pedestrian protection system does not work, and the passive safety device on the corresponding side is controlled to work according to the collision direction.

[0077] Further, it is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value, when the reverse acceleration is greater than the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, a collision target type is determined according to the collision state information, it is judged whether the collision target type is a pedestrian collision type, if yes, the airbag controller or the passive safety controller is controlled to work, and the outside pedestrian protection system and the in-vehicle occupant protection device are controlled to work, that is, the airbag controller or the passive safety controller controls the opening of the corresponding pedestrian protection device according to the preset logic, the outside pedestrian protection system works, the in-vehicle occupant protection device works, etc., if not, the outside pedestrian protection system does not work, and the in-vehicle occupant protection device works.

[0078] It is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value, when the reverse acceleration is less than or equal to the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, when the vehicle collision energy information does not satisfy the preset energy condition, the passive safety device does not work.

[0079] In the embodiment, when the collision state information sent by the auxiliary driving system of the vehicle is received, first, the reverse acceleration and the collision speed of the vehicle are obtained according to the collision state information, then the vehicle collision energy information is determined based on the current environment global map of the vehicle, and then the passive safety control of the vehicle is performed according to the reverse acceleration, the collision speed and the vehicle collision energy information. Compared with the prior art, the vehicle speed does not reach the range, the impact point is incorrect, and even if the collision energy is large, the airbag will not be correctly popped out, and the in-vehicle occupant cannot be effectively protected. In the embodiment, the vehicle collision is judged multiple times according to the reverse acceleration, the collision speed and the vehicle collision energy information, the passive safety control of the vehicle is performed, the utilization range of the existing resources of the auxiliary driving system is expanded, the independent active and passive safety system is expanded to be combined with the passive safety system, and the accuracy of the passive safety system is improved, and the safety of the vehicle is improved.

[0080] Reference Figure 5 , Figure 5 The flowchart of the second embodiment of the vehicle passive safety control method of the application is shown.

[0081] Based on the above-mentioned first embodiment, in the embodiment, the step S30 comprises:

[0082] Step S301: It is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value.

[0083] It should be noted that the collision speed is the speed of the ego vehicle when the collision occurs. The preset acceleration threshold value and the preset collision threshold value can be set by the user, and the embodiment does not limit the values.

[0084] Further, it is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value. When the reverse acceleration is greater than the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, a collision target type is determined according to the collision state information, it is judged whether the collision target type is a pedestrian collision type. If yes, the airbag controller or the passive safety controller is controlled to work, and the out-of-vehicle pedestrian protection system and the in-vehicle occupant protection device are controlled to work, i.e. the airbag controller or the passive safety controller controls the opening of the corresponding pedestrian protection device according to the preset logic, the out-of-vehicle pedestrian protection system works, and the in-vehicle occupant protection device works. If no, the out-of-vehicle pedestrian protection system does not work, and the in-vehicle occupant protection device works.

[0085] It is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value. When the reverse acceleration is greater than the preset reverse acceleration threshold value and the collision speed is less than the preset collision threshold value, the passive safety device does not work when the vehicle collision energy information does not satisfy or satisfies a preset energy condition.

[0086] Step S302: When the reverse acceleration is less than or equal to the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, it is judged whether the vehicle collision energy information satisfies a preset energy condition.

[0087] It should also be understood that the vehicle collision energy information includes vehicle collision energy weak and vehicle collision energy strong, and the preset energy condition is that the vehicle collision energy information is vehicle collision energy strong.

[0088] Step S303: When the vehicle collision energy information satisfies the preset energy condition, it is judged whether the collision target type is a pedestrian collision type.

[0089] In this embodiment, it is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value. When the reverse acceleration is less than or equal to the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, the passive safety device does not work when the vehicle collision energy information does not satisfy the preset energy condition.

[0090] Step S304: If no, the airbag controller or the passive safety controller of the vehicle is controlled to work, and the out-of-vehicle pedestrian protection system is controlled not to work.

[0091] In the specific implementation, it is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold and whether the collision speed is greater than a preset collision threshold, and when the reverse acceleration is less than or equal to the preset reverse acceleration threshold and the collision speed is greater than the preset collision threshold, it is judged whether the vehicle collision energy information satisfies a preset energy condition, and when the vehicle collision energy information satisfies the preset energy condition, the collision target type is determined according to the collision state information, it is judged whether the collision target type is a pedestrian collision type, if yes, the airbag controller or the passive safety controller controls the passive safety device to work, the out-of-vehicle pedestrian protection system works, and the passive safety device on the corresponding side is controlled to work according to the collision direction; if no, the airbag controller or the passive safety controller controls the passive safety device to work, the out-of-vehicle pedestrian protection system does not work, and the passive safety device on the corresponding side is controlled to work according to the collision direction.

[0092] In the embodiment, it is first judged whether the reverse acceleration is greater than a preset reverse acceleration threshold and whether the collision speed is greater than a preset collision threshold, and when the reverse acceleration is less than or equal to the preset reverse acceleration threshold and the collision speed is greater than the preset collision threshold, it is then judged whether the vehicle collision energy information satisfies a preset energy condition, and when the vehicle collision energy information satisfies the preset energy condition, it is then judged whether the collision target type is a pedestrian collision type, if no, the airbag controller or the passive safety controller of the vehicle is controlled to work the passive safety device, and the out-of-vehicle pedestrian protection system is controlled not to work. Compared with the prior art, the collision target is classified using a visual sensor, the collision target being a pedestrian is the highest priority condition for the pedestrian protection system to work, but if the visual target recognition is wrong and the pedestrian collision target is identified as a non-pedestrian, the pedestrian protection system cannot work effectively, and the safety redundancy of the pedestrian protection system is not enough; the pressure sensor is used to collect the pedestrian collision pressure value, but the collision pressure value measured by the pressure sensor is highly related to the collision position, if the collision position is not near the sensor, the detected collision pressure is insufficient, and the pedestrian protection system may not work normally, that is, cannot effectively protect pedestrians or reduce collision damage; and the prior art does not involve the work of the in-vehicle occupant passive safety system when the collision target is a non-pedestrian, but in the embodiment, different collision speeds, collision accelerations, collision distances and other thresholds can be set according to different collision directions, thereby improving the accuracy of the passive safety device working.

[0093] Reference Figure 6 , Figure 6 is a structural block diagram of a first embodiment of a vehicle passive safety control system of the present application.

[0094] As Figure 6 shown, the vehicle passive safety control system provided by the embodiment of the present application comprises:

[0095] The acquisition module 6001 is configured to acquire the reverse acceleration and the collision speed of the vehicle according to the collision state information when the collision state information sent by the auxiliary driving system of the vehicle is received.

[0096] It should be noted that the auxiliary driving system can acquire the whole vehicle state related information, including but not limited to wheel speed, vehicle speed, acceleration, steering wheel angle, etc. According to the environmental perception capability of ultrasonic radar, laser radar, millimeter wave radar, camera, etc., the distance S of the obstacle is calculated. According to the environmental perception capability of ultrasonic radar, laser radar, millimeter wave radar, camera, etc., the obstacle type can also be classified.

[0097] In this embodiment, the distance S of the obstacle is calculated in real time according to the environmental perception capability of ultrasonic radar, laser radar, millimeter wave radar, camera, etc., and a preset distance threshold S0 is set, which is usually set to be greater than 2m. When the distance S of the obstacle from the vehicle is less than or equal to S0, the system is activated, and the collision risk is continuously calculated. When S=0 is detected, the auxiliary driving system sends the collision target type, collision occurrence information, collision direction information, intrusion distance information, etc. calculated to the airbag controller or passive safety controller.

[0098] It should be noted that the collision state information includes collision target type, collision occurrence information, collision direction information, intrusion distance information, wheel speed, vehicle speed, acceleration, steering wheel angle, collision distance, etc.

[0099] In a specific implementation, the vehicle passive safety configuration information and the vehicle type information of the vehicle can be acquired, and then the surrounding area of the vehicle is divided according to the vehicle passive safety configuration information and the vehicle type information, to obtain a plurality of collision direction information.

[0100] It should also be understood that the reference Figure 3 , Figure 3 is a vehicle surrounding area division diagram for the first embodiment of the vehicle passive safety control method of the application. In the diagram, the collision direction can be distinguished according to the vehicle passive safety configuration and the vehicle type. Taking a conventional five-seat car as an example, different areas are divided within the vehicle surrounding S0 range. The collision direction information includes front, right front, right side 1, right side 2, right side 3, right side 4, right rear, rear, left front, left side 1, left side 2, left side 3, left side 4, and left rear.

[0101] The determination module 6002 is configured to determine the vehicle collision energy information based on the current global map of the vehicle environment.

[0102] Further, the processing manner for determining the vehicle collision energy information based on the current environment global map of the vehicle is as follows: acquiring current environment obstacle information through vehicle sensors, constructing a current environment global map of the vehicle according to the current environment obstacle information and vehicle position information, constructing a vehicle collision coordinate system according to the target collision position information based on the current environment global map, determining the lateral and longitudinal collision displacement according to the vehicle collision coordinate system, obtaining the collision angle according to the lateral and longitudinal collision displacement, and determining the vehicle collision energy information through the collision energy table according to the collision displacement and the collision angle.

[0103] It should also be understood that the vehicle collision energy information includes strong vehicle collision energy and weak vehicle collision energy.

[0104] In the embodiment, a collision with generally lower energy is not enough to cause the position deviation or abnormality of all sensors of the vehicle, sensors outside the collision position are selected, a global map of the current environment of the vehicle is constructed relying on static targets in the field of view of the sensors, such as street lamp poles, trees, road signs and the like, and then the collision distance is calculated based on the global map of the current environment of the vehicle by the ranging information of the sensors combined with the GPS and IMU information. The vehicle collision energy information is determined according to the lateral collision displacement S x , the longitudinal collision displacement S y and the collision angle θ of the vehicle in a very short time after the collision. First, the collision position is determined, and then the lateral collision displacement S x of the vehicle in a very short time after the collision is greater than a preset threshold S x , the longitudinal collision displacement S y is greater than a preset threshold S y , and the collision angle θ is greater than a preset threshold θ, the vehicle collision energy information is strong vehicle collision energy; the lateral collision displacement S x of the vehicle in a very short time after the collision is less than or equal to a preset threshold S x , the longitudinal collision displacement S y is less than or equal to a preset threshold S y , and the collision angle θ is less than or equal to a preset threshold θ, the vehicle collision energy information is weak vehicle collision energy.

[0105] In the specific implementation, reference is made to Figure 4 , Figure 4 which is a vehicle collision coordinate diagram of the first embodiment of the vehicle passive safety control method of the application. If the collision occurrence position is front right and the collision occurrence time is T0, a two-dimensional projection coordinate system is established with the center of the rear axle of the vehicle as the coordinate origin, there is a static obstacle behind the vehicle which can be simultaneously detected by the rear sensors, the distance between the rear sensors in the X direction is set as W, the coordinates of the center of the rear sensor connecting line at T0 are (x0, y0), and the straight line distance of the obstacle from the left sensor at T0 is S 左0, the straight line distance from the right sensor is S 右0 , the straight line distance from the left sensor is S 左1 , the straight line distance from the right sensor is S 右1 ; the coordinates of the obstacle at TO time are (x 障 , y 障 ), T1 and TO time generally less than 50ms, the X direction moving distance S x = |x0-x1| of the vehicle from TO to T1 time, the Y direction moving distance S y = |y0-y1| of the vehicle from TO to T1 time, the yaw angle of the vehicle from TO to T1 time is:

[0106]

[0107] In this embodiment, the collision energy threshold of the auxiliary driving system is set, and the following table is the collision energy table:

[0108] Impact position Threshold setting S x ]]> Threshold setting S y ]]> Threshold setting θ Directly ahead 10 cm 10 cm 2° Right front 15 cm 8 cm 5° Right side 1 20 cm 5 cm 2° Right side 2 20 cm 5 cm 2° Right side 3 20 cm 5 cm 2° Right side 4 20 cm 5 cm 2° Right rear 15 cm 8 cm 5° Directly rear 10 cm 10 cm 2° Left rear 15 cm 8 cm 5° Left side 4 20 cm 5 cm 2° Left side 3 20 cm 5 cm 2° Left side 2 20 cm 5 cm 2° Left side 1 20 cm 5 cm 2° Left front 15 cm 8 cm 5°

[0109] The control module 6003 is configured to perform vehicle passive safety control according to the reverse acceleration, the collision speed and the vehicle collision energy information.

[0110] Further, the processing mode of performing vehicle passive safety control according to the reverse acceleration, the collision speed and the vehicle collision energy information is to determine whether the reverse acceleration is greater than a preset reverse acceleration threshold and whether the collision speed is greater than a preset collision threshold, when the reverse acceleration is less than or equal to the preset reverse acceleration threshold and the collision speed is greater than the preset collision threshold, it is determined whether the vehicle collision energy information meets a preset energy condition, when the vehicle collision energy information meets the preset energy condition, it is determined whether the collision target type is a pedestrian collision type, if not, the airbag controller or passive safety controller of the vehicle is controlled to work the passive safety device, and the off-vehicle pedestrian protection system is controlled not to work; if yes, the airbag controller or passive safety controller of the vehicle is controlled to work the passive safety device, and the off-vehicle pedestrian protection system is controlled to work.

[0111] It should be further pointed out that the preset energy condition is that the vehicle collision energy information is strong vehicle collision energy.

[0112] In the embodiment, it is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value. When the reverse acceleration is greater than the preset reverse acceleration threshold value and the collision speed is less than the preset collision threshold value, the passive safety device does not work when the vehicle collision energy information does not satisfy or satisfies the preset energy condition.

[0113] It is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value. When the reverse acceleration is less than or equal to the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, the passive safety device does not work when the vehicle collision energy information does not satisfy the preset energy condition.

[0114] It is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value. When the reverse acceleration is less than or equal to the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, the passive safety device does not work when the vehicle collision energy information does not satisfy the preset energy condition.

[0115] Further, it is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value. When the reverse acceleration is greater than the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, the passive safety device does not work when the vehicle collision energy information does not satisfy the preset energy condition.

[0116] It is judged whether the reverse acceleration is greater than a preset reverse acceleration threshold value and whether the collision speed is greater than a preset collision threshold value. When the reverse acceleration is less than or equal to the preset reverse acceleration threshold value and the collision speed is greater than the preset collision threshold value, the passive safety device does not work when the vehicle collision energy information does not satisfy the preset energy condition.

[0117] In the embodiment, when the collision state information sent by the auxiliary driving system of the vehicle is received, firstly, the reverse acceleration and the collision speed of the vehicle are obtained according to the collision state information, then the vehicle collision energy information is determined based on the current environment global map of the vehicle, and then the vehicle passive safety control is performed according to the reverse acceleration, the collision speed and the vehicle collision energy information. Compared with the prior art, the vehicle speed does not reach the range, the impact point is incorrect, and even if the collision energy is large, the airbag will not be correctly popped out, and the passengers in the vehicle cannot be effectively protected. In the embodiment, the vehicle collision is judged multiple times according to the reverse acceleration, the collision speed and the vehicle collision energy information, the vehicle passive safety control is performed on the vehicle, the utilization range of the existing resources of the auxiliary driving system is expanded, the independent active and passive safety system is expanded to be combined with the passive safety system, and therefore the accuracy of the passive safety system is improved, and the safety of the vehicle is improved.

[0118] Other embodiments or specific implementations of the vehicle passive safety control system of the present application can refer to the above-mentioned method embodiments, which will not be described here.

[0119] It should be noted that in this paper, the term "including", "containing" or any other variant thereof is intended to cover non-exclusive inclusion, so that the process, method, article or system including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or system. Without more limitations, the element defined by the sentence "including a" does not exclude the presence of another identical element in the process, method, article or system including the element.

[0120] The above-mentioned embodiment numbers of the present application are only for description, not representing the advantages and disadvantages of the embodiments.

[0121] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be realized by software and necessary general hardware platform, of course, also can be realized by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of software product, which is stored in a storage medium (such as read-only memory / random access memory, magnetic disk, optical disk), including a plurality of instructions for making a terminal device (which can be a mobile phone, computer, server or network device) execute the method described in each embodiment of the present application.

[0122] The above merely describes the preferred embodiments of the present application, and is not intended to limit the patent scope of the present application, and any equivalent structure or equivalent process conversion, or direct or indirect application in other related technical fields, which are made by using the content of the present application specification and drawings, are also included in the patent protection scope of the present application.

Claims

1. A passive safety control method for vehicles, characterized in that, The vehicle passive safety control method includes the following steps: Upon receiving collision status information from the vehicle's driver assistance system, the vehicle's reverse acceleration and collision speed are obtained based on the collision status information. Based on the vehicle's current environment global map, the vehicle's collision energy information is determined according to the lateral and longitudinal collision displacements and collision angles. Passive vehicle safety control is performed based on the reverse acceleration, collision velocity, and vehicle collision energy information. The step of performing passive vehicle safety control based on the reverse acceleration, collision velocity, and vehicle collision energy information includes: Determine whether the reverse acceleration is greater than a preset reverse acceleration threshold and whether the collision velocity is greater than a preset collision threshold; When the reverse acceleration is less than or equal to the preset reverse acceleration threshold and the collision speed is greater than the preset collision threshold, it is determined whether the vehicle collision energy information meets the preset energy condition. When the vehicle collision energy information meets the preset energy condition, it is determined whether the collision target type is a pedestrian collision type; If not, the vehicle's airbag controller or passive safety controller is controlled to activate the passive safety devices, and the pedestrian protection system outside the vehicle is prevented from activating.

2. The method as described in claim 1, characterized in that, The step of determining vehicle collision energy information based on the vehicle's current environmental global map according to lateral and longitudinal collision displacement and collision angle includes: Obtain information about obstacles in the current environment through vehicle sensors; A global map of the vehicle's current environment is constructed based on the current obstacle information and vehicle location information. Based on the current environment global map, a vehicle collision coordinate system is constructed according to the target collision orientation information; The lateral and longitudinal collision displacements are determined based on the vehicle collision coordinate system. The collision angle is obtained based on the lateral and longitudinal collision displacements. The vehicle collision energy information is determined by a collision energy table based on the lateral and longitudinal collision displacements and the collision angle.

3. The method as described in claim 2, characterized in that, Before the step of constructing a vehicle collision coordinate system based on the target collision location information from the current global map, the method further includes: Obtain the vehicle's passive safety configuration information and vehicle type information; The area surrounding the vehicle is divided based on the vehicle's passive safety configuration information and vehicle type information to obtain multiple collision location information. The target collision location information is determined based on multiple collision location information.

4. The method as described in claim 3, characterized in that, After determining whether the collision target type is a pedestrian collision type when the vehicle collision energy information meets the preset energy condition, the method further includes: If so, the vehicle's airbag controller or passive safety controller is controlled to operate the passive safety device, and the pedestrian protection system outside the vehicle is also controlled to operate.

5. The method as described in claim 1, characterized in that, After the step of determining whether the reverse acceleration is greater than a preset reverse acceleration threshold and whether the collision velocity is greater than a preset collision threshold, the following steps are included: When the reverse acceleration is greater than the preset reverse acceleration threshold and the collision velocity is greater than the preset collision threshold, the collision target type is determined based on the collision state information. Determine whether the collision target type is a pedestrian collision type; If so, the system controls the airbag controller or passive safety controller to operate, and also controls the pedestrian protection system outside the vehicle and the occupant protection devices inside the vehicle to operate.

6. The method as described in claim 5, characterized in that, After the step of determining whether the collision target type is a pedestrian collision type, the method further includes: If not, the pedestrian protection system outside the vehicle will not operate, and the occupant protection device inside the vehicle will operate.

7. A vehicle passive safety control system, characterized in that, The vehicle passive safety control system includes: The acquisition module is used to acquire the vehicle's reverse acceleration and collision speed based on the collision state information sent by the vehicle's driver assistance system when it receives the collision state information. The determination module is used to determine the vehicle collision energy information based on the vehicle's current environmental global map, according to the lateral and longitudinal collision displacements and collision angles. The control module is used to perform passive safety control of the vehicle based on the reverse acceleration, collision speed and vehicle collision energy information; The vehicle passive safety control system is the implementation of the steps of the vehicle passive safety control method as described in any one of claims 1 to 6.

8. A vehicle passive safety control device, characterized in that, The device includes: a memory, a processor, and a vehicle passive safety control program stored in the memory and executable on the processor, the vehicle passive safety control program being configured to implement the steps of the vehicle passive safety control method as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium stores a vehicle passive safety control program, which, when executed by a processor, implements the steps of the vehicle passive safety control method as described in any one of claims 1 to 6.

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