Vehicle and pedestrian active and passive safety collaborative control method, device and computer equipment

Abstract

The present application relates to a vehicle-pedestrian active and passive safety collaborative control method, device, computer equipment, storage medium and computer program product. The method includes: obtaining target data and operating data of the vehicle under various operating conditions; the target data includes the motion data of the pedestrian, the position data of the pedestrian, the motion data of the vehicle and the position data of the vehicle; at least one passive safety device is installed in the vehicle; for any operating condition, according to the target data and the operating data corresponding to the operating condition, the collision damage value of the pedestrian under the operating condition is determined; among the collision damage values ​​corresponding to each operating condition, the target collision damage value is determined, and the first operating condition corresponding to the target collision damage value is determined; according to the target collision damage value, among each passive safety device, the device to be turned on is determined; the vehicle is controlled to be in the first operating condition, and the device to be turned on is turned on. The use of this method can reduce the situation where the passive safety device is turned on by mistake.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle-pedestrian active and passive safety collaborative control method, device and computer equipment. Background Art

[0002] With the development of vehicle technology, vehicle control technology has emerged, which can control the working conditions of the vehicle and the opening and closing states of various passive safety devices of the vehicle. Among them, the working conditions of the vehicle include but are not limited to the vehicle being in a constant speed driving state, braking state, vehicle turning state, and vehicle being in a braking state and turning state at the same time, and the passive safety devices include but are not limited to trigger-lifting hoods, deformable bumpers, and pedestrian airbags.

[0003] Traditional vehicle control technology determines whether there is a collision risk based on target data. If there is a collision risk, all passive safety devices in the vehicle are activated. The target data includes the motion data of pedestrians, the position data of pedestrians, the motion data of vehicles, and the position data of the vehicles.

[0004] However, actual traffic scenarios are complex and dynamic, and judging collision risk based only on target data cannot accurately predict collision risk. Therefore, the current vehicle control method has a low accuracy rate in predicting collision risk, and there is a situation where all passive safety devices are mistakenly turned on due to incorrect prediction of collision risk. Summary of the invention

[0005] Based on this, it is necessary to provide a vehicle-pedestrian active and passive safety collaborative control method, device, computer equipment, computer-readable storage medium and computer program product that can reduce the situation where passive safety equipment is mistakenly opened to address the above technical problems.

[0006] In a first aspect, the present application provides a vehicle-pedestrian active and passive safety collaborative control method. The method comprises:

[0007] Acquiring target data and operating data of the vehicle under various operating conditions; the target data includes motion data of a pedestrian, position data of the pedestrian, motion data of the vehicle and position data of the vehicle; at least one passive safety device is installed in the vehicle;

[0008] For any of the working conditions, determining a collision damage value of the pedestrian under the working condition according to the target data and working condition data corresponding to the working condition;

[0009] Determine a target collision damage value among the collision damage values ​​corresponding to the operating conditions, and determine a first operating condition corresponding to the target collision damage value;

[0010] According to the target collision damage value, determining a device to be activated in each of the passive safety devices;

[0011] Control the vehicle to be in the first operating condition and turn on the device to be turned on.

[0012] In one embodiment, determining the collision damage value of the pedestrian under the working condition according to the target data and the working condition data corresponding to the working condition includes:

[0013] predicting a collision result corresponding to the working condition according to the target data and working condition data corresponding to the working condition;

[0014] If the collision results corresponding to the working conditions all indicate that a collision has occurred, then the collision damage value of the pedestrian under the working condition is determined based on the target data and the working condition data corresponding to the working condition.

[0015] In one embodiment, the method further comprises:

[0016] If there is at least one collision result corresponding to the operating condition indicating that no collision occurs, the operating condition corresponding to the collision result indicating that no collision occurs is used as the initial operating condition;

[0017] According to the operating condition priorities corresponding to the initial operating conditions, a second operating condition is determined from the initial operating conditions, and the vehicle is controlled to be in the second operating condition.

[0018] In one embodiment, predicting the collision result corresponding to the working condition according to the target data and the working condition data corresponding to the working condition includes:

[0019] Predicting trajectory data of the pedestrian based on the motion data and position data of the pedestrian;

[0020] Predicting trajectory data of the vehicle based on the motion data and position data of the vehicle;

[0021] Determining whether there is a collision risk according to the trajectory data of the pedestrian and the trajectory data of the vehicle;

[0022] If it is determined that the collision risk exists, the collision result corresponding to the operating condition is predicted based on the target data and the operating condition data corresponding to the operating condition.

[0023] In one embodiment, determining the collision damage value of the pedestrian under the working condition according to the target data and the working condition data corresponding to the working condition includes:

[0024] Predicting collision data at the collision moment according to the target data and the working condition data corresponding to the working condition; the collision data includes collision motion data and collision position data of the vehicle;

[0025] The collision damage value of the pedestrian under the working condition is calculated according to the collision data.

[0026] In one embodiment, the collision data further includes collision motion data of the pedestrian; and calculating the collision damage value of the pedestrian under the working condition according to the collision data includes:

[0027] Determining a target collision type of the pedestrian among various preset pedestrian collision types according to the collision motion data of the pedestrian;

[0028] Determining a target calculation strategy corresponding to the target collision type among various preset collision damage value calculation strategies;

[0029] The collision damage value of the pedestrian under the working condition is calculated according to the collision motion data of the vehicle, the collision position data of the vehicle and the target calculation strategy.

[0030] In one embodiment, the collision data further includes collision position data of the pedestrian; and determining the target collision type of the pedestrian from among various preset pedestrian collision types according to the collision motion data of the pedestrian includes:

[0031] According to the collision speed and collision posture data of the pedestrian, determining the target collision type of the pedestrian in each preset pedestrian collision type; the collision motion data of the pedestrian includes the collision speed of the pedestrian and the collision posture data of the pedestrian;

[0032] The calculating the collision damage value of the pedestrian under the working condition according to the collision motion data of the vehicle, the collision part data of the vehicle and the target calculation strategy includes:

[0033] The collision damage value of the pedestrian under the working condition is calculated according to the collision motion data of the vehicle, the collision part data of the vehicle, the collision part data of the pedestrian and the target calculation strategy.

[0034] In a second aspect, the present application also provides a vehicle-pedestrian active and passive safety cooperative control device. The device comprises:

[0035] A first acquisition module is used to acquire target data and operating condition data of the vehicle under various operating conditions; the target data includes motion data of a pedestrian, position data of the pedestrian, motion data of the vehicle and position data of the vehicle; at least one passive safety device is installed in the vehicle;

[0036] a damage value determination module, for determining, for any of the working conditions, a collision damage value of the pedestrian under the working condition according to the target data and working condition data corresponding to the working condition;

[0037] A first operating condition determination module, configured to determine a target collision damage value among the collision damage values ​​corresponding to the operating conditions, and determine a first operating condition corresponding to the target collision damage value;

[0038] A device determination module, used to determine a device to be activated in each of the passive safety devices according to the target collision damage value;

[0039] A control module is used to control the vehicle to be in the first operating condition and turn on the device to be turned on.

[0040] In one embodiment, the damage value determination module is specifically used to:

[0041] predicting a collision result corresponding to the working condition according to the target data and working condition data corresponding to the working condition;

[0042] If the collision results corresponding to the working conditions all indicate that a collision has occurred, then the collision damage value of the pedestrian under the working condition is determined based on the target data and the working condition data corresponding to the working condition.

[0043] In one embodiment, the vehicle-pedestrian active and passive safety collaborative control device further includes:

[0044] an initial operating condition determination module, configured to use the operating condition corresponding to the collision result indicating no collision as the initial operating condition if there is at least one collision result corresponding to the operating condition indicating no collision occurs;

[0045] The second operating condition determination module is used to determine the second operating condition from each of the initial operating conditions according to the operating condition priority corresponding to each of the initial operating conditions, and control the vehicle to be in the second operating condition.

[0046] In one embodiment, the damage value determination module is specifically used to:

[0047] Predicting trajectory data of the pedestrian based on the motion data and position data of the pedestrian;

[0048] Predicting trajectory data of the vehicle based on the motion data and position data of the vehicle;

[0049] Determining whether there is a collision risk according to the trajectory data of the pedestrian and the trajectory data of the vehicle;

[0050] If it is determined that the collision risk exists, the collision result corresponding to the operating condition is predicted based on the target data and the operating condition data corresponding to the operating condition.

[0051] In one embodiment, the damage value determination module is specifically used to:

[0052] Predicting collision data at the collision moment according to the target data and the working condition data corresponding to the working condition; the collision data includes collision motion data and collision position data of the vehicle;

[0053] The collision damage value of the pedestrian under the working condition is calculated according to the collision data.

[0054] In one embodiment, the collision data further includes collision motion data of the pedestrian; and the damage value determination module is specifically configured to:

[0055] Determining a target collision type of the pedestrian among various preset pedestrian collision types according to the collision motion data of the pedestrian;

[0056] Determining a target calculation strategy corresponding to the target collision type among various preset collision damage value calculation strategies;

[0057] The collision damage value of the pedestrian under the working condition is calculated according to the collision motion data of the vehicle, the collision position data of the vehicle and the target calculation strategy.

[0058] In one embodiment, the collision data further includes collision position data of the pedestrian; and the damage value determination module is specifically used for:

[0059] According to the collision speed and collision posture data of the pedestrian, determining the target collision type of the pedestrian in each preset pedestrian collision type; the collision motion data of the pedestrian includes the collision speed of the pedestrian and the collision posture data of the pedestrian;

[0060] The calculating the collision damage value of the pedestrian under the working condition according to the collision motion data of the vehicle, the collision part data of the vehicle and the target calculation strategy includes:

[0061] The collision damage value of the pedestrian under the working condition is calculated according to the collision motion data of the vehicle, the collision part data of the vehicle, the collision part data of the pedestrian and the target calculation strategy.

[0062] In a third aspect, the present application further provides a computer device, wherein the computer device comprises a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the steps described in the first aspect are implemented.

[0063] In a fourth aspect, the present application further provides a computer-readable storage medium, wherein a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps described in the first aspect are implemented.

[0064] In a fifth aspect, the present application further provides a computer program product. The present application further provides a computer program product. The computer program product includes a computer program, and when the computer program is executed by a processor, the steps described in the first aspect are implemented.

[0065] The above-mentioned vehicle-pedestrian active and passive safety collaborative control method, device, computer equipment, storage medium and computer program product obtain target data and working condition data of the vehicle under various working conditions; the target data includes the motion data of the pedestrian, the position data of the pedestrian, the motion data of the vehicle and the position data of the vehicle; at least one passive safety device is installed in the vehicle; for any working condition, the collision damage value of the pedestrian under the working condition is determined according to the target data and the working condition data corresponding to the working condition; among the collision damage values ​​corresponding to each working condition, the target collision damage value is determined, and the first working condition corresponding to the target collision damage value is determined; according to the target collision damage value, among each passive safety device, the device to be turned on is determined; the vehicle is controlled to be in the first working condition, and the device to be turned on is turned on. It can be understood that the working condition data in the above-mentioned method can characterize the dynamic changes of the vehicle under the working condition, and because the collision damage value of the pedestrian under the working condition is determined based on the target data and the working condition data, that is, the collision damage value corresponding to each working condition can match the actual traffic scene. Since the first working condition and the equipment to be activated are determined based on the collision damage values ​​corresponding to each working condition, the prediction accuracy of the first working condition and the equipment to be activated is improved, thereby reducing the situation where the passive safety equipment is mistakenly activated. In addition, the equipment to be activated in this method may be part of the passive safety equipment, that is, this method can dynamically determine the equipment to be activated in the passive safety equipment in combination with the actual traffic scene, thereby reducing the loss of the passive safety equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] Figure 1 It is a flowchart of a vehicle-pedestrian active and passive safety cooperative control method in one embodiment;

[0067] Figure 2a A schematic diagram of motion data corresponding to a pedestrian retreating to avoid an accident in one embodiment;

[0068] Figure 2b A schematic diagram of motion data corresponding to a pedestrian moving forward to avoid an error in one embodiment;

[0069] Figure 3 is a schematic diagram of a pedestrian-vehicle coordinate system in one embodiment;

[0070] Figure 4a A schematic diagram of a pedestrian's gait and pedestrian's speed corresponding to a normal walking gait in one embodiment;

[0071] Figure 4b A schematic diagram of a pedestrian's gait and pedestrian's speed corresponding to a backward avoidance gait in one embodiment;

[0072] Figure 4c A schematic diagram of a pedestrian's gait and pedestrian's speed corresponding to an accelerated forward avoidance gait in one embodiment;

[0073] Figure 4d A schematic diagram of a pedestrian's gait and pedestrian's speed corresponding to a step-over avoidance gait in one embodiment;

[0074] Figure 5 is a schematic diagram of a force-deformation curve of a vehicle and a pedestrian at the moment of collision in one embodiment;

[0075] Figure 6a is a schematic diagram of pedestrian-vehicle collision damage data corresponding to a backward avoidance posture 1 in one embodiment;

[0076] Figure 6b is a schematic diagram of pedestrian-vehicle collision damage data corresponding to the backward evasive walking posture 2 in one embodiment;

[0077] Figure 7 A schematic flow chart of a vehicle-pedestrian active and passive safety cooperative control method in another embodiment;

[0078] Figure 8 It is a structural block diagram of a vehicle-pedestrian active and passive safety cooperative control device in one embodiment;

[0079] Fig. 9 FIG. 4 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0080] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0081] In one embodiment, Figure 1 As shown, a vehicle-pedestrian active and passive safety collaborative control method is provided. This embodiment uses the method applied to a terminal as an example for illustration. It can be understood that the method can also be applied to a server, and can also be applied to a system including a terminal and a server, and is implemented through the interaction between the terminal and the server. In this embodiment, the method includes the following steps:

[0082] Step 102, obtaining target data and operating condition data of the vehicle under various operating conditions.

[0083] The target data includes the motion data of pedestrians, the position data of pedestrians, the motion data of vehicles and the position data of vehicles. The motion data of pedestrians includes the speed of pedestrians and the visual direction of pedestrians. The motion data of vehicles includes the speed of vehicles. At least one passive safety device is installed in the vehicle. The passive safety device includes but is not limited to pedestrian airbags, repeatable trigger-lifting engine hoods, non-repeatable trigger-lifting engine hoods and variable-form bumpers.

[0084] In an embodiment of the present application, the terminal acquires at least one frame of pedestrian image through the image acquisition device of the vehicle, performs semantic recognition on the pedestrian image, determines the pedestrian in the pedestrian image, and further identifies the visual direction of the pedestrian in the pedestrian image. The visual direction includes but is not limited to facing the vehicle and not facing the vehicle. Optionally, the image acquisition device can be a monocular camera or a binocular camera. The terminal acquires the relative distance between the pedestrian and the vehicle and the motion data of the pedestrian through the radar detector of the vehicle. The terminal acquires the motion data of the vehicle and the position data of the vehicle. In one embodiment, the terminal calculates the position data of the pedestrian based on the pedestrian image, the acquisition parameters of the image acquisition device, and the relative distance between the pedestrian and the vehicle. In another embodiment, the terminal calculates the position data of the pedestrian based on the position data of the vehicle and the relative distance between the pedestrian and the vehicle.

[0085] The terminal obtains the working condition data of the vehicle under various working conditions. Among them, the working conditions include one or more of uniform speed driving, braking, steering and honking. It can be understood that each working condition has corresponding working condition data, and each working condition data is pre-stored in the terminal. Exemplarily, the working condition data corresponding to braking includes braking deceleration, specifically including maximum braking deceleration; the working condition data corresponding to steering includes steering angle.

[0086] Step 104 , for any working condition, determine the collision damage value of the pedestrian under the working condition according to the target data and the working condition data corresponding to the working condition.

[0087] In the embodiment of the present application, for any working condition, the terminal calculates the collision damage value of the pedestrian under the working condition according to the target data and the working condition data corresponding to the working condition. The collision damage value is a non-negative number. It can be understood that if the collision damage value of the pedestrian under a certain working condition is 0, it indicates that the pedestrian and the vehicle do not collide under the working condition.

[0088] Step 106 , determining a target collision damage value among the collision damage values ​​corresponding to each operating condition, and determining a first operating condition corresponding to the target collision damage value.

[0089] In the embodiment of the present application, the terminal compares the collision damage values ​​corresponding to each operating condition, and determines the target collision damage value from the collision damage values ​​corresponding to each operating condition according to the comparison result. Specifically, the target collision damage value is the minimum value among the collision damage values ​​corresponding to each operating condition. The terminal uses the operating condition corresponding to the target collision damage value as the first operating condition.

[0090] Step 108 : Determine the device to be activated among the passive safety devices according to the target collision damage value.

[0091] In an embodiment of the present application, the terminal matches at least one passive safety device corresponding to the target collision damage value according to the correspondence between the preset collision damage value and the passive safety device, and the target collision damage value, and uses at least one passive safety device corresponding to the target collision damage value as a device to be turned on. Among them, the target collision damage value is positively correlated with the number of devices to be turned on, that is, the larger the target collision damage value, the more devices to be turned on corresponding to the target collision damage value. Optionally, in the correspondence between the collision damage value and the passive safety device, each collision damage value may correspond to one passive safety device or to multiple passive safety devices. It can be understood that the passive safety devices corresponding to each collision damage value may be the same or different, and this application does not limit it. Exemplarily, a first threshold value and a first set of devices to be turned on are pre-set in the terminal, wherein the first set of devices to be turned on includes a repeatable trigger lift-up engine hood. If the target collision damage value is less than or equal to the first threshold value, the terminal uses each passive safety device in the first set of devices to be turned on as a device to be turned on. If the target collision damage value is greater than the first threshold value, the terminal uses all passive safety devices of the vehicle as devices to be turned on.

[0092] Step 110, control the vehicle to be in a first operating state, and turn on the device to be turned on.

[0093] In the embodiment of the present application, the terminal controls the vehicle to be in the first operating state and turns on at least one device to be turned on. It can be understood that if there is no corresponding device to be turned on for the target collision damage value in step 108, the terminal does not need to turn on the device to be turned on.

[0094] In the above-mentioned vehicle-pedestrian active and passive safety collaborative control method, the operating condition data can characterize the dynamic changes of the vehicle under the operating condition. Because the collision damage value of the pedestrian under the operating condition is determined based on the target data and the operating condition data, that is, the collision damage value corresponding to each operating condition can match the actual traffic scene. Since the first operating condition and the equipment to be activated are determined based on the collision damage value corresponding to each operating condition, the prediction accuracy of the first operating condition and the equipment to be activated is improved, thereby reducing the situation where the passive safety equipment is mistakenly activated. In addition, the equipment to be activated in this method may be a partial passive safety equipment, that is, this method can dynamically determine the equipment to be activated in the passive safety equipment in combination with the actual traffic scene, thereby reducing the loss of passive safety equipment.

[0095] In one embodiment, determining the collision damage value of a pedestrian under the working condition according to the target data and the working condition data corresponding to the working condition includes:

[0096] The collision result corresponding to the working condition is predicted based on the target data and the working condition data corresponding to the working condition; if the collision results corresponding to each working condition indicate that a collision has occurred, the collision damage value of the pedestrian under the working condition is determined based on the target data and the working condition data corresponding to the working condition.

[0097] In an embodiment of the present application, for any working condition, the terminal predicts the collision result corresponding to the working condition based on the target data and the working condition data corresponding to the working condition. In another embodiment, the terminal determines whether there is a risk of collision between the pedestrian and the vehicle based on the target data. If there is no risk of collision, the vehicle maintains the current working condition. If there is a risk of collision, for any working condition, the terminal predicts the collision result corresponding to the working condition based on the target data and the working condition data corresponding to the working condition. Specifically, the terminal predicts the trajectory data of the pedestrian based on the motion data and position data of the pedestrian.

[0098] In one embodiment, the terminal matches the behavior type corresponding to the pedestrian from each preset behavior type according to the motion data of the pedestrian (referred to as the target behavior type for the convenience of distinction). The preset behavior types include normal forward movement of pedestrians, forward avoidance of pedestrians, and backward avoidance of pedestrians. The terminal predicts the motion data of the pedestrian in the target period under the target behavior type according to the motion data of the pedestrian, the target behavior type, and the corresponding relationship between the preset behavior type and the motion data. The starting time of the target period is the current time (for example, the acquisition time of the target data in step 102), and the end time of the target period is the time greater than the collision time. For the convenience of distinction, the position of the pedestrian at the current time (for example, the acquisition time of the target data in step 102) is referred to as the initial position of the pedestrian, and the time when the vehicle drives to the initial position of the pedestrian under the working condition is referred to as the first time. In one embodiment, the end time of the target period can be set large enough so that the end time of the target period is greater than the first time. For example, the end time of the target period can be 5 minutes. The terminal predicts the trajectory data of the pedestrian according to the motion data and position data of the pedestrian in the target period.

[0099] Taking the pedestrian speed in the motion data of pedestrians as 1m / s as an example, the motion data in the target period under the behavior type is as follows Figure 2a and Figure 2b As shown, the horizontal coordinate t represents the moment that is t time away from the current moment, and the vertical coordinate v represents the pedestrian speed. The positive and negative signs of the pedestrian speed are used to characterize the direction of pedestrian movement. Specifically, when the pedestrian speed is positive (or negative), it means that the pedestrian is moving forward (or backward). It can be understood that forward movement refers to movement in the direction of the pedestrian movement in the pedestrian image, and backward movement refers to movement in the opposite direction to the direction of the pedestrian movement in the pedestrian image. For example, if the movement direction of pedestrian A in pedestrian image 1 is to the right, then the forward movement of pedestrian A refers to movement to the right, and the backward movement of pedestrian A refers to movement to the left.

[0100] For any working condition, the terminal predicts the trajectory data of the vehicle under the working condition based on the vehicle motion data, the vehicle position data and the working condition data corresponding to the working condition. For any working condition, the terminal predicts the collision result corresponding to the working condition based on the trajectory data of the pedestrian and the trajectory data of the vehicle under the working condition. Among them, the trajectory data is used to represent the position data at the prediction time, and the trajectory data of the pedestrian includes the trajectory data of each body part of the pedestrian, including but not limited to the arms, head and legs.

[0101] In one embodiment, for any working condition, if there is pedestrian trajectory data that is equal to the vehicle trajectory data under the working condition, that is, there is pedestrian position data at the predicted moment that is equal to the vehicle position data under the working condition, then the terminal will indicate a collision result of a collision as the collision result corresponding to the working condition; if there is no pedestrian trajectory data that is equal to the vehicle trajectory data under the working condition, then the terminal will indicate a collision result of no collision as the collision result corresponding to the working condition.

[0102] In another embodiment, for any working condition, if at the first moment the trajectory data of the pedestrian is equal to the trajectory data of the vehicle, the terminal uses a collision result indicating that a collision occurs as the collision result corresponding to the working condition, otherwise the terminal uses a collision result indicating that no collision occurs as the collision result corresponding to the working condition. The collision result includes a collision result indicating that a collision occurs, or a collision result indicating that no collision occurs.

[0103] Taking braking as an example, the calculation method of the first moment corresponding to other working conditions is similar and will not be repeated. Among them, braking includes maximum braking. Assume that the speed of the vehicle at the current moment is v v , the maximum braking deceleration of the vehicle is a v , the relative distance between pedestrians and vehicles is D vp (including the distance between the vehicle and the pedestrian in the forward direction of the current working condition), the terminal calculates the speed of the vehicle when it reaches the potential collision position (that is, the initial position of the pedestrian) under the maximum braking condition as The terminal calculates the time when the vehicle reaches the potential collision position under the maximum braking condition (i.e. the first moment) as TTC max =(v v -v vc ) / a v Assume that the motion data of the pedestrian is v p (t), the terminal calculates the pedestrian’s TTC max Distance traveled within a certain period of time Understandable, D p1 It can characterize the pedestrian’s TTC at the first moment max The distance from the pedestrian’s initial position. p1 If the distance is less than or equal to the preset distance, the terminal uses the collision result indicating that a collision occurs as the collision result corresponding to the maximum braking condition, otherwise the terminal uses the collision result indicating that no collision occurs as the collision result corresponding to the maximum braking condition. In one embodiment, the preset distance is 0.

[0104] If the collision results corresponding to each working condition all indicate that a collision has occurred, the terminal calculates the collision damage value of the pedestrian under the working condition based on the target data and the working condition data corresponding to the working condition.

[0105] In this embodiment, the collision result corresponding to each working condition is predicted through the target data and the working condition data corresponding to each working condition, and the collision damage value of the pedestrian under each working condition is calculated according to the collision result corresponding to each working condition. Therefore, this method can calculate the collision damage value of the pedestrian under each working condition, thereby providing a prerequisite for the subsequent method of determining the device to be opened based on the collision damage value corresponding to each working condition.

[0106] In one embodiment, the method further comprises:

[0107] If there is at least one operating condition corresponding to a collision result indicating that no collision occurs, the operating condition corresponding to the collision result indicating that no collision occurs is used as the initial operating condition; based on the operating condition priorities corresponding to the initial operating conditions, a second operating condition is determined from the initial operating conditions, and the vehicle is controlled to be in the second operating condition.

[0108] In an embodiment of the present application, if there is at least one operating condition corresponding to a collision result indicating that no collision occurs, the terminal will use the operating condition corresponding to the collision result indicating that no collision occurs as the initial operating condition. The terminal determines the second operating condition from each initial operating condition according to the operating condition priority corresponding to each initial operating condition. Among them, the operating condition priority corresponding to the second operating condition is the highest among the operating condition priorities corresponding to each initial operating condition. Exemplarily, the operating condition priority corresponding to honking the horn>the operating condition priority corresponding to braking>the operating condition priority corresponding to steering. The terminal controls the vehicle to be in the second operating condition. In one embodiment, only when the terminal controls the vehicle to be in the first operating condition does it need to turn on the device to be turned on, that is, when the terminal controls the vehicle to be in the second operating condition, there is no corresponding device to be turned on, that is, all passive safety devices do not need to be turned on.

[0109] In this embodiment, when there is a collision result corresponding to at least one operating condition indicating that no collision occurs, it is only necessary to control the vehicle to be in the second operating condition without turning on the passive safety equipment, thereby avoiding the risk of collision while also reducing the power consumption of the passive safety equipment.

[0110] In one embodiment, predicting a collision result corresponding to the working condition based on the target data and the working condition data corresponding to the working condition includes:

[0111] The pedestrian's trajectory data is predicted based on the pedestrian's motion data and position data. The vehicle's trajectory data is predicted based on the vehicle's motion data and position data. The presence of a collision risk is determined based on the pedestrian's trajectory data and the vehicle's trajectory data. If it is determined that there is a collision risk, the collision result corresponding to the working condition is predicted based on the target data and the working condition data corresponding to the working condition.

[0112] In an embodiment of the present application, the terminal predicts the trajectory data of the pedestrian based on the motion data and position data of the pedestrian. It can be understood that the method for predicting the trajectory data of the pedestrian can also refer to the aforementioned embodiment, which will not be repeated here. The terminal predicts the trajectory data of the vehicle under the initial working condition based on the motion data of the vehicle, the position data of the vehicle, and the working condition data of the vehicle at the current moment (for the convenience of distinction, referred to as initial working condition data). Among them, the trajectory data is used to characterize the position data at the predicted moment. Exemplarily, the initial working condition is uniform speed driving. The terminal determines whether there is a risk of collision between a person and a vehicle based on the trajectory data of the pedestrian and the trajectory data of the vehicle under the initial working condition.

[0113] In one embodiment, if the stored trajectory data of the pedestrian is equal to the trajectory data of the vehicle under the initial working condition, that is, the stored position data of the pedestrian at the predicted moment is equal to the position data of the vehicle under the initial working condition, the terminal determines that there is a risk of collision between the person and the vehicle; if the stored trajectory data of the pedestrian is not equal to the trajectory data of the vehicle under the initial working condition, the terminal determines that there is no risk of collision between the person and the vehicle.

[0114] In another embodiment, for the sake of distinction, the position of the pedestrian at the current moment (e.g., the moment of obtaining the target data in step 102) is referred to as the initial position of the pedestrian, and the moment when the vehicle travels to the initial position of the pedestrian under the initial working condition is referred to as the second moment. If the trajectory data of the pedestrian at the second moment is equal to the trajectory data of the vehicle under the initial working condition, the terminal determines that there is a collision risk between the pedestrian and the vehicle, otherwise the terminal determines that there is no collision risk between the pedestrian and the vehicle.

[0115] Taking the working condition of uniform speed driving as an example, the calculation method of the second moment corresponding to other working conditions is similar and will not be repeated here. Assume that the speed of the vehicle at the current moment is v v , the maximum braking deceleration of the vehicle is a v , the relative distance between pedestrians and vehicles is D vp , then the terminal calculates the time (i.e. the second moment) when the vehicle reaches the collision position (i.e. the initial position of the pedestrian) at a uniform speed as TTC = D vp / v v Assume that the motion data of the pedestrian is v p (t), the terminal calculates the pedestrian's movement distance within the TTC duration as Understandable, D p2 It can represent the distance between the pedestrian and the initial position of the pedestrian at the second moment TTC. p2 If the distance is less than or equal to the preset distance, the terminal determines that there is a risk of collision between the person and the vehicle; otherwise, the terminal determines that there is no risk of collision between the person and the vehicle.

[0116] If the terminal determines that there is a collision risk, the collision result corresponding to the working condition is predicted based on the target data and the working condition data corresponding to the working condition. If the terminal determines that there is no collision risk, the vehicle maintains the current working condition.

[0117] In this embodiment, it is determined whether there is a collision risk between the pedestrian and the vehicle based on the target data. If there is a collision risk, the collision result corresponding to each working condition is further predicted based on the target data and the working condition data corresponding to each working condition of the vehicle. Therefore, the method can quickly determine whether there is a collision risk between the pedestrian and the vehicle based on the target data. In addition, if there is no collision risk, there is no need to further predict the collision result corresponding to each working condition, thereby reducing the workload of the terminal.

[0118] In one embodiment, determining the collision damage value of a pedestrian under the working condition according to the target data and the working condition data corresponding to the working condition includes:

[0119] The collision data at the time of collision is predicted based on the target data and the working condition data corresponding to the working condition; and the collision damage value of the pedestrian under the working condition is calculated based on the collision data.

[0120] The collision data includes the collision motion data of the vehicle and the collision part data of the vehicle. The collision motion data includes the collision speed and may also include the collision direction. The collision part data of the vehicle includes the vehicle component structure and / or collision position data. Specifically, the vehicle component structure includes but is not limited to the right front headlight, the left front headlight, the bumper (including a variable form bumper), the right front door, the right rear door, the left front door and the left rear door. The collision position data is the collision position data of the pedestrian in the human-vehicle coordinate system, for example, Figure 3 As shown, the box represents the vehicle, the bold solid line in the box represents the front bumper of the vehicle, the line parallel to the front bumper of the vehicle is the x-axis, and the center axis of the vehicle (i.e. Figure 3 The intersection of the dotted line in the figure and the x-axis is used as the origin to establish a human-vehicle coordinate system. Assuming that the pedestrian is at point P, the collision position data of the pedestrian in the human-vehicle coordinate system is 0.6m, that is, the collision position data of the vehicle is 0.6m. Assuming that the pedestrian is at point Q, the collision position data of the pedestrian in the human-vehicle coordinate system is -1.2m. It can be understood that although Figure 3 A one-dimensional coordinate system is established in the present application, but this application does not limit the dimension of the coordinate system, and a two-dimensional or higher coordinate system can be established.

[0121] In an embodiment of the present application, for any working condition, the terminal calculates the collision data corresponding to the collision moment under the working condition based on the target data and the working condition data corresponding to the working condition. Among them, the collision moment is the moment when the pedestrian collides with the vehicle. The collision moment includes a first moment or a second moment. It can be understood that when the speed of the vehicle is large enough or the relative distance between the vehicle and the pedestrian is close enough, the motion data of the pedestrian has little effect on the collision moment. At this time, the collision moment can be the first moment or the second moment. For any working condition, the terminal calculates the collision damage value of the pedestrian under the working condition based on the collision data corresponding to the working condition. Specifically, the corresponding first damage weight can be set for each collision part data of the vehicle according to human experience or actual needs. For any working condition, the terminal calculates the initial collision damage value of the pedestrian under the working condition based on the collision motion data of the vehicle under the working condition, and calculates the product of the first damage weight corresponding to the collision part data of the vehicle under the working condition and the initial collision damage value to obtain the collision damage value of the pedestrian under the working condition.

[0122] In this embodiment, according to the target data and the working condition data corresponding to each working condition, the collision data at the collision moment under each working condition is predicted respectively, and based on the collision data corresponding to each working condition, the collision damage value of the pedestrian under each working condition is calculated respectively. It can be understood that since the collision damage value of the pedestrian matches the working condition data of the vehicle, the collision damage value of the pedestrian under the working condition can more accurately characterize the degree of collision damage of the pedestrian, and because the first working condition and the equipment to be activated are determined based on the collision damage value of the pedestrian under each working condition in the subsequent processing, the prediction accuracy of the first working condition and the equipment to be activated is improved, that is, the control accuracy of the vehicle is improved.

[0123] In one embodiment, the collision data further includes collision motion data of the pedestrian; and according to the collision data, calculating the collision damage value of the pedestrian under the working condition includes:

[0124] According to the collision motion data of the pedestrian, the target collision type of the pedestrian is determined in each preset pedestrian collision type; in each preset collision damage value calculation strategy, the target calculation strategy corresponding to the target collision type is determined; according to the collision motion data of the vehicle, the collision part data of the vehicle and the target calculation strategy, the collision damage value of the pedestrian under the working condition is calculated.

[0125] In the embodiment of the present application, the terminal matches the target collision type of the pedestrian from various preset pedestrian collision types according to the collision motion data of the pedestrian. Among them, according to the change in the position of the pedestrian (that is, the change in the position between the initial position and the collision moment) and the change in speed (that is, the change in the pedestrian speed at the current moment and the speed at the collision moment), the pedestrian collision type is divided into four categories, including normal walking gait (NWG), backward avoidance (BA), accelerated forward avoidance (FA) and obliques stepping (OS); for each type of pedestrian collision type, it can be divided into multiple pedestrian collision types according to the collision speed and collision posture of the pedestrian at the collision moment.

[0126] In one embodiment, each type of pedestrian collision includes 4 pedestrian collision types, that is, a total of 16 pedestrian collision types, as shown in FIG. Figure 4a , Figure 4b , Figure 4c and Figure 4d As shown. Figure 4a , Figure 4b , Figure 4c and Figure 4d In the figure, the walking posture of the pedestrians shown in the figure represents the walking posture of the pedestrians at the time of collision, and the data in brackets represents the speed of the pedestrians at the time of collision, for example Figure 4a The normal walking posture 1 (also known as NWG1) in FIG indicates that at the time of collision, the pedestrian's left arm is at the back, the right arm is at the front, the left leg is at the front, and the right leg is at the back, and the pedestrian's speed is 1.4 m / s. For example, Figure 4d The step-by-step avoidance posture 1 (i.e., OS1) in FIG. 1 indicates that the pedestrian steps to the right at the moment of collision and the pedestrian speed is 0 m / s. It can be understood that the pedestrian speed in the direction of the collision between the pedestrian and the vehicle is the pedestrian speed in the direction of the collision between the pedestrian and the vehicle. Figure 4d The pedestrian speed of the step-over avoidance posture 1 is 0 m / s, which means that the pedestrian speed in the direction of the collision between the pedestrian and the vehicle is 0 m / s. The speed in directions other than the direction of the collision between the pedestrian and the vehicle is not restricted and may be 0 or may not be 0. Specifically, the terminal matches the target collision type of the pedestrian among the 14 pedestrian collision types based on the collision motion data of the pedestrian.

[0127] The terminal matches the target calculation strategy corresponding to the target collision type in each preset collision damage value calculation strategy. Each pedestrian collision type corresponds to a collision damage value calculation strategy. In one embodiment, the collision damage calculation strategy includes a collision damage calculation model, which is specifically shown in the following formula (1).

[0128]

[0129] Where ISS represents the collision damage value of the pedestrian, a, b, c, d, e, and f represent model parameters, which have been determined in the model fitting stage, and each pedestrian collision type corresponds to a set of model parameters (including a, b, c, d, e, and f), and v vc represents the vehicle speed at the time of collision, p bc Represents the collision position data at the moment of collision. Specifically, the 14 groups of model parameters corresponding to the 14 pedestrian collision types are shown in Table 1 below. According to the target collision type, the terminal searches Table 1 for each model parameter (including a, b, c, d, e, f) corresponding to the target collision type, and determines the collision damage calculation model corresponding to the target collision type based on each model parameter. For any working condition, the terminal calculates the collision damage value of the pedestrian under the working condition based on the collision motion data of the vehicle under the working condition, the collision part data of the vehicle under the working condition, and the target calculation strategy. Specifically, for any working condition, the terminal calculates the collision damage value of the pedestrian under the working condition based on the vehicle speed at the moment of collision under the working condition, the collision position data at the moment of collision under the working condition, and the collision damage calculation model corresponding to the target collision type.

[0130] Table 1

[0131]

[0132] A specific method for establishing a collision damage calculation model is provided. The terminal establishes a pedestrian-vehicle collision damage data set based on MADYMO software. Specifically, a multi-rigid ellipsoid is used to simulate the front structure of the vehicle, and the average vehicle front stiffness parameters published by Euro-NCAP are selected to define the force-deformation curve of the vehicle and pedestrian at the time of collision (such as Figure 5 As shown in Table 2, a pedestrian-vehicle collision damage data set is established. The force in the force-deformation curve is the interaction force between the vehicle and the pedestrian at the time of collision (for the convenience of distinction, it is called collision force). It can be understood that one deformation corresponds to one pedestrian-vehicle collision damage data and one collision force. The categories of deformation include front bumper deformation, engine hood deformation, engine hood deformation, and front windshield deformation. The specific value of each deformation can be referred to Figure 5 shown.

[0133] Table 2

[0134]

[0135] Among them, each pedestrian-vehicle collision damage data consists of a pedestrian collision type, a vehicle speed at the time of collision, and a collision position data. The data in Table 2 can be freely combined to obtain multiple pedestrian-vehicle collision damage data. For example, pedestrian-vehicle collision damage data 1 is (backward avoidance posture 1, vehicle speed at the time of collision 25km / h, collision position data -0.6m).

[0136] For any pedestrian-vehicle collision injury data, the terminal calculates the pedestrian's head injury value, femoral bending moment, tibial bending moment and lower limb knee joint bending angle according to the pedestrian-vehicle collision injury data. Specifically, for any pedestrian-vehicle collision injury data, the terminal calculates the pedestrian's head injury value, femoral bending moment, tibial bending moment and lower limb knee joint bending angle according to the collision force corresponding to the pedestrian-vehicle collision injury data. Taking the head injury value as an example, for any pedestrian-vehicle collision injury data, the terminal calculates the head center of mass linear acceleration and the duration of the head center of mass linear acceleration according to the collision force corresponding to the pedestrian-vehicle collision injury data, and calculates the head injury value under the collision force based on the preset head center of mass linear acceleration and the duration of the head center of mass linear acceleration (that is, the head injury value corresponding to the pedestrian-vehicle collision injury data is obtained). Specifically, as shown in the following formula (2).

[0137]

[0138] Wherein, HIC represents the head injury criterion (HIC), t1 represents the starting time of the linear acceleration of the head center of mass, t2 represents the ending time of the linear acceleration of the head center of mass, that is, (t2-t1) represents the duration of the linear acceleration of the head center of mass, the unit of t1 and t2 is s (seconds), a(t) represents the linear acceleration of the head center of mass, and the unit of a(t) is g (9.8 m / s 2 ).

[0139] For any pedestrian-vehicle collision injury data, the terminal converts the pedestrian's head injury value, femoral bending moment, tibial bending moment and lower limb knee joint bending angle into head injury grade, femoral injury grade, tibial injury grade and lower limb knee joint injury grade according to the preset injury grade conversion strategy (that is, the head injury grade, femoral injury grade, tibial injury grade and lower limb knee joint injury grade corresponding to the pedestrian-vehicle collision injury data are obtained). Specifically, the injury grade conversion strategy is shown in Table 3a and Table 3b.

[0140] Table 3a

[0141]

[0142] Table 3b

[0143] Damage level Femoral bending moment (Nm) ≥430 3 Tibial bending moment (Nm) ≥250 3 Lower limb knee flexion angle (degrees) 15 2

[0144] It can be understood that the injury level conversion strategies in the above Tables 3a and 3b are only examples and do not constitute a limitation to the injury level conversion strategies. The injury level conversion strategies can be further refined based on the injury level conversion strategies in the above Tables 3a and 3b according to human experience or actual needs (for example, setting more corresponding relationships between femoral bending moment thresholds and femoral injury levels, setting more corresponding relationships between tibial bending moments and tibial injury levels, setting more corresponding relationships between lower limb knee joint bending angles and lower limb knee joint injury levels) to obtain the final injury level conversion strategy, which will not be repeated here.

[0145] For any pedestrian-vehicle collision injury data, the terminal calculates the pedestrian's collision injury value ISS according to the head injury level, femoral injury level, tibia injury level and lower limb knee joint injury level corresponding to the pedestrian-vehicle collision injury data (that is, obtains the pedestrian's collision injury value ISS corresponding to the pedestrian-vehicle collision injury data). Specifically, for any pedestrian-vehicle collision injury data, the terminal selects a preset number of target injury levels from the head injury level, femoral injury level, tibia injury level and lower limb knee joint injury level corresponding to the pedestrian-vehicle collision injury data, and calculates the pedestrian's collision injury value ISS based on the preset number of target injury levels. Among them, the preset number is a positive integer and is less than 4. In one embodiment, the preset number is 3. Exemplarily, for any pedestrian-vehicle collision injury data, the terminal calculates the sum of the squares of the preset number of target injury levels to obtain the pedestrian's collision injury value ISS.

[0146] The terminal establishes a collision damage calculation model as shown in formula (1) based on the multivariate linear regression analysis method (Regression Analysis), each pedestrian-vehicle collision damage data, and the pedestrian collision damage value ISS corresponding to each pedestrian-vehicle collision damage data. Specifically, taking the pedestrian collision type in the pedestrian-vehicle collision damage data as the backward avoidance posture 1 (i.e., BA1) as an example, the specific data of the vehicle speed at the collision time in the pedestrian-vehicle collision damage data, the collision position data in the pedestrian-vehicle collision damage data, and the corresponding pedestrian collision damage value ISS are as follows: Figure 6a Taking the pedestrian collision type in the pedestrian-vehicle collision damage data as the backward avoidance posture 2 (ie, BA2) as an example, the specific data of the vehicle speed at the collision time in the pedestrian-vehicle collision damage data, the collision position data in the pedestrian-vehicle collision damage data, and the corresponding pedestrian collision damage value ISS are as follows Figure 6b shown.

[0147] In this embodiment, the target collision type of the pedestrian is determined based on the collision motion data of the pedestrian, and the target calculation strategy corresponding to the target collision type is determined, and then the collision damage value of the pedestrian under each working condition is calculated respectively based on the collision motion data of the vehicle under each working condition, the collision part data of the vehicle under each working condition, and the target calculation strategy corresponding to the target collision type. Obviously, the target calculation strategy of this method matches the collision motion data of the pedestrian, thus improving the accuracy of the collision damage value of the pedestrian determined based on the target calculation strategy.

[0148] In one embodiment, the collision data further includes collision position data of the pedestrian; and according to the collision motion data of the pedestrian, determining the target collision type of the pedestrian from among various preset pedestrian collision types includes:

[0149] According to the collision speed and collision posture data of the pedestrian, a target collision type of the pedestrian is determined from among various preset pedestrian collision types.

[0150] The collision motion data of the pedestrian includes the collision speed of the pedestrian and the collision posture data of the pedestrian.

[0151] In the embodiment of the present application, the terminal determines the target collision type of the pedestrian from various preset pedestrian collision types according to the collision speed and collision posture data of the pedestrian.

[0152] According to the collision motion data of the vehicle, the collision part data of the vehicle and the target calculation strategy, the collision damage value of the pedestrian under the working condition is calculated, including:

[0153] The collision damage value of the pedestrian under the working condition is calculated based on the collision motion data of the vehicle, the collision part data of the vehicle, the collision part data of the pedestrian and the target calculation strategy.

[0154] In an embodiment of the present application, for any working condition, the terminal calculates the initial collision damage value of the pedestrian under the working condition based on the collision motion data of the vehicle under the working condition, the collision part data of the vehicle under the working condition and the target calculation strategy. The specific calculation method of the initial collision damage value can refer to the aforementioned calculation method of the collision damage value, which will not be repeated here. For any working condition, the terminal calculates the collision damage value of the pedestrian under the working condition based on the second damage weight corresponding to the collision part data of the pedestrian and the initial collision damage value of the pedestrian under the working condition. Among them, the collision part data of the pedestrian includes various body parts of the pedestrian. It can be understood that the second damage weight corresponding to each collision part data of the pedestrian can be set in advance in the terminal based on human experience or actual needs.

[0155] In this embodiment, the target collision type of the pedestrian and the collision damage value of the pedestrian are determined in combination with the collision part data of the pedestrian. Since the collision damage value is determined by integrating data of multiple dimensions, the accuracy of the collision damage value is improved.

[0156] In order to make those skilled in the art better understand this application, Figure 7 As shown, the present application is described below through specific embodiments.

[0157] Step 702, acquiring target data and operating data of the vehicle under various operating conditions; the target data includes motion data of pedestrians, position data of pedestrians, motion data of vehicles and position data of vehicles; at least one passive safety device is installed in the vehicle.

[0158] Step 704 , predicting the trajectory data of the pedestrian based on the motion data and position data of the pedestrian, and predicting the trajectory data of the vehicle based on the motion data and position data of the vehicle.

[0159] Step 706: Determine whether there is a collision risk based on the trajectory data of the pedestrian and the trajectory data of the vehicle. If it is determined that there is a collision risk, execute step 708; if it is determined that there is no collision risk, execute step 710.

[0160] Step 708, for any working condition, predict the collision result corresponding to the working condition according to the target data and the working condition data corresponding to the working condition. If the collision results corresponding to all working conditions indicate that a collision occurs, step 712 is executed; if there is a collision result corresponding to at least one working condition indicating that no collision occurs, step 720 is executed.

[0161] Step 710, controlling the vehicle to maintain the current operating condition.

[0162] Step 712 , for any working condition, determine the collision damage value of the pedestrian under the working condition based on the target data and the working condition data corresponding to the working condition, and execute step 714 .

[0163] Step 714 , determining a target collision damage value among the collision damage values ​​corresponding to each operating condition, and determining a first operating condition corresponding to the target collision damage value, and executing step 716 .

[0164] Step 716 , determining the device to be activated in each passive safety device according to the target collision damage value, and executing step 718 .

[0165] Step 718, control the vehicle to be in the first operating condition, and turn on the device to be turned on.

[0166] In step 720 , the operating condition corresponding to the collision result indicating no collision occurs is used as the initial operating condition, and step 722 is executed.

[0167] Step 722, according to the operating condition priorities corresponding to the initial operating conditions, determine the second operating condition from the initial operating conditions, and control the vehicle to be in the second operating condition.

[0168] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0169] Based on the same inventive concept, the embodiment of the present application also provides a vehicle-pedestrian active and passive safety cooperative control device for implementing the vehicle-pedestrian active and passive safety cooperative control method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more vehicle-pedestrian active and passive safety cooperative control device embodiments provided below can refer to the limitations of the vehicle-pedestrian active and passive safety cooperative control method above, and will not be repeated here.

[0170] In one embodiment, Figure 8 As shown, a vehicle-pedestrian active and passive safety cooperative control device is provided, comprising:

[0171] The first acquisition module 802 is used to acquire target data and operating data of the vehicle under various operating conditions; the target data includes motion data of pedestrians, position data of pedestrians, motion data of vehicles and position data of vehicles; at least one passive safety device is installed in the vehicle;

[0172] The damage value determination module 804 is used to determine, for any working condition, the collision damage value of the pedestrian in the working condition according to the target data and the working condition data corresponding to the working condition;

[0173] A first operating condition determination module 806 is used to determine a target collision damage value among the collision damage values ​​corresponding to each operating condition, and determine a first operating condition corresponding to the target collision damage value;

[0174] The device determination module 808 is used to determine the device to be activated in each passive safety device according to the target collision damage value;

[0175] The control module 810 is used to control the vehicle to be in a first operating state and turn on the device to be turned on.

[0176] In one embodiment, the damage value determination module 804 is specifically used to:

[0177] According to the target data and the working condition data corresponding to the working condition, the collision result corresponding to the working condition is predicted;

[0178] If the collision results corresponding to each working condition all indicate that a collision has occurred, the collision damage value of the pedestrian under the working condition is determined based on the target data and the working condition data corresponding to the working condition.

[0179] In one embodiment, the vehicle-pedestrian active and passive safety cooperative control device further includes:

[0180] an initial operating condition determination module, configured to use the operating condition corresponding to the collision result indicating no collision as the initial operating condition if there is at least one operating condition corresponding to the collision result indicating no collision;

[0181] The second operating condition determination module is used to determine the second operating condition from each initial operating condition according to the operating condition priority corresponding to each initial operating condition, and control the vehicle to be in the second operating condition.

[0182] In one embodiment, the damage value determination module 804 is specifically used to:

[0183] Predict pedestrian trajectory data based on pedestrian motion data and location data;

[0184] Predict the vehicle's trajectory data based on the vehicle's motion data and location data;

[0185] Determine whether there is a collision risk based on the trajectory data of the pedestrian and the vehicle;

[0186] If it is determined that there is a collision risk, the collision result corresponding to the working condition is predicted based on the target data and the working condition data corresponding to the working condition.

[0187] In one embodiment, the damage value determination module 804 is specifically used to:

[0188] Predicting collision data at the collision moment based on the target data and the working condition data corresponding to the working condition; the collision data includes collision motion data and collision position data of the vehicle;

[0189] Based on the collision data, calculate the collision damage value of pedestrians under working conditions.

[0190] In one embodiment, the collision data further includes collision motion data of the pedestrian; the damage value determination module 804 is specifically used to:

[0191] Determining a target collision type of the pedestrian among various preset pedestrian collision types according to the collision motion data of the pedestrian;

[0192] In each preset collision damage value calculation strategy, determine a target calculation strategy corresponding to the target collision type;

[0193] The collision damage value of the pedestrian under the working condition is calculated based on the collision motion data of the vehicle, the collision part data of the vehicle and the target calculation strategy.

[0194] In one embodiment, the collision data further includes collision position data of the pedestrian; the damage value determination module 804 is specifically used for:

[0195] According to the collision speed and collision posture data of the pedestrian, a target collision type of the pedestrian is determined in each preset pedestrian collision type; the collision motion data of the pedestrian includes the collision speed and collision posture data of the pedestrian;

[0196] According to the collision motion data of the vehicle, the collision part data of the vehicle and the target calculation strategy, the collision damage value of the pedestrian under the working condition is calculated, including:

[0197] The collision damage value of the pedestrian under the working condition is calculated based on the collision motion data of the vehicle, the collision part data of the vehicle, the collision part data of the pedestrian and the target calculation strategy.

[0198] Each module in the above-mentioned vehicle-pedestrian active and passive safety cooperative control device can be implemented in whole or in part by software, hardware, or a combination thereof. Each of the above-mentioned modules can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a computer device in the form of software, so that the processor can call and execute the operations corresponding to each of the above modules.

[0199] In one embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure diagram may be as follows: Figure 8As shown. The computer device includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. Among them, the processor, the memory and the input / output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input / output interface. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be implemented through WIFI, a mobile cellular network, NFC (near field communication) or other technologies. When the computer program is executed by the processor, a vehicle-pedestrian active and passive safety collaborative control method is implemented. The display unit of the computer device is used to form a visually visible picture, which can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the computer device shell, or an external keyboard, touchpad or mouse.

[0200] Those skilled in the art will understand that Figure 8 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0201] In one embodiment, a computer device is provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.

[0202] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0203] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0204] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions.

[0205] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., but are not limited to this.

[0206] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0207] The above embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A vehicle-pedestrian active and passive safety collaborative control method, characterized in that: The method comprises: Acquire target data and working condition data of the vehicle under various working conditions; the target data includes motion data of a pedestrian, position data of the pedestrian, motion data of the vehicle and position data of the vehicle; at least one passive safety device is installed in the vehicle; each of the working condition data is pre-stored in the terminal; For any of the working conditions, determining a collision damage value of the pedestrian under the working condition according to the target data and working condition data corresponding to the working condition; Determine a target collision damage value among the collision damage values ​​corresponding to the operating conditions, and determine a first operating condition corresponding to the target collision damage value; According to the target collision damage value, determining a device to be activated in each of the passive safety devices; Controlling the vehicle to be in the first operating condition and turning on the device to be turned on; Wherein, determining the collision damage value of the pedestrian under the working condition according to the target data and the working condition data corresponding to the working condition includes: predicting collision data at the collision moment according to the target data and the working condition data corresponding to the working condition; The collision data includes collision motion data of the vehicle, collision position data of the vehicle, and collision motion data and collision position data of the pedestrian; the collision position data of the vehicle includes vehicle component structure and / or collision position data; the collision position data is the collision position data of the pedestrian in the human-vehicle coordinate system; A plurality of pedestrian collision types are obtained in advance according to the position change amount, speed change amount, collision speed of the pedestrian at the collision time, and collision posture of the pedestrian; the position change amount is the change amount between the initial position and the position at the collision time; the speed change amount is the change amount between the pedestrian speed at the current moment and the speed at the collision time; According to the collision motion data of the pedestrian, a target collision type of the pedestrian is matched among multiple pedestrian collision types; the collision motion data of the pedestrian includes the collision speed of the pedestrian and the collision posture data of the pedestrian; According to the target collision type, searching for each model parameter corresponding to the target collision type, and determining a collision damage calculation model corresponding to the target collision type based on each model parameter; each pedestrian collision type corresponds to a set of model parameters; The process of establishing the collision damage calculation model includes: A pedestrian-vehicle collision damage dataset is established by defining the force-deformation curve of the vehicle and the pedestrian at the time of collision based on the average vehicle front stiffness parameter published by Euro-NCAP, and a model is constructed based on the pedestrian-vehicle collision damage dataset; each pedestrian-vehicle collision damage data is composed of a pedestrian collision type, a vehicle speed at the time of collision, and a collision position data; The process of building a pedestrian-vehicle collision damage dataset includes: Determine the corresponding collision force from the corresponding pedestrian-vehicle collision injury data, and calculate the pedestrian's head injury value, femoral bending moment, tibial bending moment and lower limb knee joint bending angle according to the collision force; the collision force is the interaction force between the vehicle and the pedestrian at the moment of collision; According to a preset injury level conversion strategy, the pedestrian's head injury value, the femoral bending moment, the tibial bending moment and the lower limb knee joint bending angle are converted into a head injury level, a femoral injury level, a tibial injury level and a lower limb knee joint injury level respectively; The collision injury value of the pedestrian is calculated according to the head injury level, the femur injury level, the tibia injury level and the lower limb knee joint injury level.

2. The method according to claim 1, characterized in that: The determining, based on the target data and the working condition data corresponding to the working condition, the collision damage value of the pedestrian under the working condition comprises: predicting a collision result corresponding to the working condition according to the target data and working condition data corresponding to the working condition; If the collision results corresponding to the working conditions all indicate that a collision has occurred, then the collision damage value of the pedestrian under the working condition is determined based on the target data and the working condition data corresponding to the working condition.

3. The method according to claim 2, characterized in that The method further comprises: If there is at least one collision result corresponding to the operating condition indicating that no collision occurs, the operating condition corresponding to the collision result indicating that no collision occurs is used as the initial operating condition; According to the operating condition priorities corresponding to the initial operating conditions, a second operating condition is determined from the initial operating conditions, and the vehicle is controlled to be in the second operating condition.

4. The method according to claim 2 or 3, characterized in that: The predicting, based on the target data and the working condition data corresponding to the working condition, a collision result corresponding to the working condition, comprises: Predicting trajectory data of the pedestrian based on the motion data and position data of the pedestrian; Predicting trajectory data of the vehicle based on the motion data and position data of the vehicle; Determining whether there is a collision risk according to the trajectory data of the pedestrian and the trajectory data of the vehicle; If it is determined that the collision risk exists, the collision result corresponding to the operating condition is predicted based on the target data and the operating condition data corresponding to the operating condition.

5. A vehicle-pedestrian active and passive safety cooperative control device, characterized in that: The device comprises: A first acquisition module is used to acquire target data and working condition data of the vehicle under various working conditions; the target data includes motion data of pedestrians, position data of pedestrians, motion data of the vehicle and position data of the vehicle; at least one passive safety device is installed in the vehicle; each of the working condition data is pre-stored in the terminal; a damage value determination module, for determining, for any of the working conditions, a collision damage value of the pedestrian under the working condition according to the target data and working condition data corresponding to the working condition; A first operating condition determination module, configured to determine a target collision damage value among the collision damage values ​​corresponding to the operating conditions, and determine a first operating condition corresponding to the target collision damage value; A device determination module, used to determine a device to be activated in each of the passive safety devices according to the target collision damage value; A control module, used for controlling the vehicle to be in the first operating state and turning on the device to be turned on; Wherein, determining the collision damage value of the pedestrian under the working condition according to the target data and the working condition data corresponding to the working condition includes: predicting collision data at the collision moment according to the target data and the working condition data corresponding to the working condition; The collision data includes collision motion data of the vehicle, collision position data of the vehicle, and collision motion data and collision position data of the pedestrian; the collision position data of the vehicle includes vehicle component structure and / or collision position data; the collision position data is the collision position data of the pedestrian in the human-vehicle coordinate system; A plurality of pedestrian collision types are obtained in advance according to the position change amount, speed change amount, collision speed of the pedestrian at the collision time, and collision posture of the pedestrian; the position change amount is the change amount between the initial position and the position at the collision time; the speed change amount is the change amount between the pedestrian speed at the current moment and the speed at the collision time; According to the collision motion data of the pedestrian, a target collision type of the pedestrian is matched among multiple pedestrian collision types; the collision motion data of the pedestrian includes the collision speed of the pedestrian and the collision posture data of the pedestrian; According to the target collision type, searching for each model parameter corresponding to the target collision type, and determining a collision damage calculation model corresponding to the target collision type based on each model parameter; each pedestrian collision type corresponds to a set of model parameters; The process of establishing the collision damage calculation model includes: A pedestrian-vehicle collision damage dataset is established by defining the force-deformation curve of the vehicle and the pedestrian at the time of collision based on the average vehicle front stiffness parameter published by Euro-NCAP, and a model is constructed based on the pedestrian-vehicle collision damage dataset; each pedestrian-vehicle collision damage data is composed of a pedestrian collision type, a vehicle speed at the time of collision, and a collision position data; The process of building a pedestrian-vehicle collision damage dataset includes: Determine the corresponding collision force from the corresponding pedestrian-vehicle collision injury data, and calculate the pedestrian's head injury value, femoral bending moment, tibial bending moment and lower limb knee joint bending angle according to the collision force; the collision force is the interaction force between the vehicle and the pedestrian at the moment of collision; According to a preset injury level conversion strategy, the pedestrian's head injury value, the femoral bending moment, the tibial bending moment and the lower limb knee joint bending angle are converted into a head injury level, a femoral injury level, a tibial injury level and a lower limb knee joint injury level respectively; The collision injury value of the pedestrian is calculated according to the head injury level, the femur injury level, the tibia injury level and the lower limb knee joint injury level.

6. The device according to claim 5, characterized in that The damage value determination module is specifically used for: The collision result corresponding to the working condition is predicted based on the target data and the working condition data corresponding to the working condition; if the collision results corresponding to each working condition indicate that a collision has occurred, the collision damage value of the pedestrian under the working condition is determined based on the target data and the working condition data corresponding to the working condition.

7. The device according to claim 6, characterized in that The damage value determination module is specifically used for: The pedestrian's trajectory data is predicted based on the pedestrian's motion data and position data. The vehicle's trajectory data is predicted based on the vehicle's motion data and position data. The presence of a collision risk is determined based on the pedestrian's trajectory data and the vehicle's trajectory data. If it is determined that there is a collision risk, the collision result corresponding to the working condition is predicted based on the target data and the working condition data corresponding to the working condition.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 4 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 4 are implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 4 are implemented.

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