Unlocking method, car machine control system, safety auxiliary device and vehicle

Abstract

The application discloses an unlocking method, a vehicle machine control system, a safety auxiliary device and a vehicle. The method is applied to a vehicle, the vehicle includes a vehicle machine control system and a safety auxiliary device, and the method includes the following steps: the vehicle machine control system determines a driving risk level according to current driving risk information of the vehicle, and issues an unlocking instruction to the safety auxiliary device which has been powered on when the driving risk level is not less than a first threshold; and the safety auxiliary device releases the lock according to the unlocking instruction in response to a distress signal of the vehicle. In the above setting, the safety auxiliary device can directly execute the operation of releasing the lock according to the locking instruction in response to the distress signal of the vehicle. Through the above setting, the problem that the safety auxiliary device cannot be unlocked due to the loss of power support caused by the impact and long-time waiting for rescue can be effectively avoided, the difficulty of rescue is reduced, the time required for rescue is shortened, and the personal health and safety of the driver and passengers are effectively improved.

Description

Technical Field

[0001] This application relates to the field of driving safety, and in particular to an unlocking method, a vehicle control system, safety assistance devices, and a vehicle. Background Technology

[0002] With the advancement of technology, more and more vehicle body components are adopting electronic control methods to enhance the overall intelligence of the vehicle. However, when safety assistance devices (such as seat belt locking mechanisms, door locking mechanisms, and seat posture mechanisms) are converted to electronic control or electronic control modules are added, these modules are prone to losing power and locking up in the event of a car accident and a prolonged rescue time. This significantly increases the difficulty of rescue and poses a great threat to the lives of drivers and passengers. Summary of the Invention

[0003] Embodiments of this application provide an unlocking method, a vehicle control system, safety assistance equipment, and a vehicle, which help reduce the difficulty of rescue.

[0004] According to a first aspect of the embodiments of this application, a device unlocking method is provided, the method being applied to a vehicle, the vehicle including a vehicle infotainment control system and safety assistance devices, the method comprising:

[0005] The vehicle control system determines the driving risk level based on the current driving risk information of the vehicle, and sends an unlocking command to the powered-on safety assistance device if the driving risk level is not less than a first threshold.

[0006] The safety assistance device responds to the vehicle's distress signal and unlocks itself according to the unlocking command.

[0007] Optionally, the method further includes the vehicle control system issuing a distress signal before the vehicle collision occurs and the collision ends.

[0008] Optionally, the method further includes issuing a distress signal by the vehicle control system when the water level in the vehicle compartment is higher than a maximum water level threshold.

[0009] Optionally, the vehicle includes a water level sensor for detecting water level signals in the vehicle compartment. When the water level signal is higher than the maximum water level threshold, the vehicle control system issues a distress signal.

[0010] Optionally, the method further includes, upon receiving a distress signal from the user, the vehicle control system issues a distress signal.

[0011] Optionally, the method further includes: after a vehicle collision occurs and the collision ends, the vehicle control system detects the risk of a secondary collision and, if there is no risk, issues a distress signal to the safety assistance equipment.

[0012] Optionally, the method includes:

[0013] When the driving risk level is not less than the second threshold and less than the first threshold, the vehicle control system triggers the power-on of the safety assistance device.

[0014] Optional, also includes:

[0015] If the safety assistance device is not powered on before the unlock command is issued, the vehicle control system triggers the safety assistance device to power on, wherein the second threshold is less than the first threshold.

[0016] Optionally, the method further includes:

[0017] In response to the acquired driving risk information, the vehicle control system identifies the safety assistance device that needs to be unlocked from a plurality of alternative devices.

[0018] According to a second aspect of the embodiments of this application, a control unlocking method is provided, the control unlocking method being applied to a vehicle's in-vehicle control system, the vehicle further comprising safety assistance equipment, the control unlocking method comprising:

[0019] The driving risk level is determined based on the vehicle's current driving risk information;

[0020] If the driving risk level is not less than a first threshold, an unlocking command is sent to the powered-on safety assistance device so that the safety assistance device responds to the vehicle's distress signal and unlocks according to the unlocking command.

[0021] According to a third aspect of the embodiments of this application, a method for performing an unlocking is provided, the method being applied to a safety assistance device of a vehicle, the vehicle further comprising a vehicle infotainment control system, the method comprising:

[0022] When the vehicle is powered on, it receives an unlocking command issued by the vehicle control system when the driving risk level is not less than a first threshold. The driving risk level is determined by the vehicle control system based on the current driving risk information of the vehicle.

[0023] In response to the distress signal of the vehicle, the lock is released according to the unlock command.

[0024] According to a fourth aspect of the embodiments of this application, a vehicle infotainment control system is provided, the vehicle infotainment control system being applied to a vehicle, the vehicle further including safety assistance equipment, the vehicle infotainment control system comprising:

[0025] A risk level determination unit is used to determine the driving risk level based on the current driving risk information of the vehicle.

[0026] The instruction generation unit is configured to issue an unlocking instruction to the powered-on safety assistance device when the driving risk level is not less than a first threshold, so that the safety assistance device responds to the vehicle's distress signal and unlocks according to the unlocking instruction.

[0027] According to a fifth aspect of the embodiments of this application, a safety assistance device is provided, the safety assistance device being applied to a vehicle, the vehicle further including a vehicle infotainment control system, the safety assistance device comprising:

[0028] The instruction receiving unit is used to receive, when powered on, an unlocking instruction issued by the vehicle control system when the driving risk level is not less than a first threshold, wherein the driving risk level is determined by the vehicle control system based on the current driving risk information of the vehicle.

[0029] The instruction execution unit is used to unlock the vehicle in response to the distress signal of the vehicle, according to the unlocking instruction.

[0030] According to a sixth aspect of the embodiments of this application, a vehicle is provided, including the above-described vehicle control system and / or the above-described safety assistance equipment.

[0031] The technical solution provided in this application may include the following beneficial effects:

[0032] In the above configuration, the safety assistance device can respond to the vehicle's distress signal and directly perform the unlocking operation according to the locking command. Through this configuration, the problem of the safety assistance device being unable to unlock due to loss of power support caused by a collision or a long wait for rescue can be effectively avoided, reducing the difficulty of rescue, shortening the time required for rescue, and effectively improving the safety system for drivers and passengers.

[0033] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the vehicle structure in one embodiment of this application.

[0035] Figure 2 This is a simplified flowchart of a device unlocking method according to one embodiment of this application.

[0036] Figure 3 This is a simplified flowchart of a control unlocking method according to one embodiment of this application.

[0037] Figure 4 This is a simplified flowchart of the unlocking method in one embodiment of this application.

[0038] Explanation of reference numerals in the attached figures

[0039] Vehicle 10

[0040] Safety auxiliary equipment 20

[0041] Car door 100

[0042] Seat belt 200

[0043] Seat 300

[0044] Steering wheel 400 Detailed Implementation

[0045] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The manner described in the following exemplary embodiments does not represent all manner consistent with this application. Rather, they are merely examples of apparatuses consistent with some aspects of this application as detailed in the appended claims.

[0046] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the application. Unless otherwise defined, the technical or scientific terms used in this application should be understood in their ordinary sense by one of ordinary skill in the art. The terms "first," "second," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are only used to distinguish different components. Similarly, the terms "a" or "one" and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one, which will be separately stated if only "a" is referred to. "A plurality" or "several" means two or more. Unless otherwise indicated, the terms "front," "rear," "lower," and / or "upper" and similar terms are for ease of description only and are not limited to a location or spatial orientation. The terms "comprising" or "including" and similar terms mean that the elements or objects preceding "comprising" or "including" cover the elements or objects listed after "comprising" or "including" and their equivalents, and do not exclude other elements or objects. The terms “connection” or “link” are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. The singular forms “a,” “the,” and “the” used in this specification and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0047] The embodiments of this application will now be described in detail with reference to the accompanying drawings. Unless otherwise specified, the features in the following embodiments can be combined with each other.

[0048] like Figure 1 As shown, if an accident occurs while the driver is operating vehicle 10, resulting in severe damage to vehicle 10, the occupants may be trapped inside. Rescuers will need to dismantle some of the safety assistance devices 20 to free the occupants. According to extensive data analysis, the devices that most easily trap occupants inside the vehicle and increase the difficulty of rescue are the door 100, seatbelt 200, and seat 300. Therefore, the safety assistance device 20 mentioned here can refer to the locking structure of the seatbelt 200, the locking structure of the door 100, and the posture locking structure of the seat 300.

[0049] In existing designs, safety assistance devices 20 typically employ a mechanical locking structure. In the event of an accident, rescuers can directly unlock the mechanical lock by manually unlocking it, or forcibly break it (e.g., pry open the latch structure) to release the occupants from the vehicle.

[0050] However, with the development of technology and users' preference for a high degree of automation in vehicles 10, the safety assistance equipment 20 may be completely replaced by an electronic locking structure, or replaced by a combination of mechanical and electronic locking structures.

[0051] When the safety assistance device is an electronic locking structure, once the electronic locking structure is locked (i.e., the motor is in a braking state), it is difficult to change the motor's attitude in a simple and quick way, making unlocking difficult. Typically, it requires using electronic devices to hack into the vehicle's infotainment system and then controlling the motor in the electronic locking structure to rotate and unlock. This process is time-consuming and severely impacts rescue efficiency.

[0052] To address this issue, the inventors devised the following solution, which discloses a device unlocking method applied to a vehicle 10, which includes a vehicle infotainment system and safety assistance devices 20. (Reference) Figure 2 As shown, the device unlocking method specifically includes the following steps:

[0053] Step 1000: The vehicle control system determines the driving risk level based on the current driving risk information of the vehicle 10, and sends an unlocking command to the powered-on safety assistance device 20 if the driving risk level is not less than the first threshold.

[0054] Step 2000: Safety assistance device 20 responds to the distress signal of vehicle 10 and unlocks according to the unlocking command.

[0055] In the above setup, before rescue personnel arrive, the safety assistance device 20 can respond to the distress signal from the vehicle 10 and directly execute the unlocking operation based on the locking command. During or after a collision, the unlocking operation can be performed promptly to effectively avoid the problem of the safety assistance device 20 being unable to unlock due to power loss caused by the impact or prolonged waiting for rescue. This setup effectively reduces the difficulty of rescue, shortens the rescue time, and significantly improves the safety of the occupants. Simultaneously, to enhance driving safety, the vehicle control system performs real-time prediction of driving risks. When the driving risk level is not less than a first threshold, indicating a high driving risk, an unlocking command is directly issued. The safety assistance device 20 receives and stores this unlocking command. Subsequently, the safety assistance device 20 will only complete the unlocking operation based on the unlocking command when a collision actually occurs and a distress signal is received. This setup breaks down the signal transmission and execution steps to minimize response time, maximize unlocking speed, improve safety performance, and ensure the personal safety of the occupants.

[0056] In some embodiments, to improve the safety performance of the safety assistance device 20, a combination of mechanical locking and electronic locking structures can be used. Under normal driving conditions, the safety assistance device 20, which includes both mechanical and electronic locking structures, is locked. When an accident occurs, i.e., when the vehicle 10 collides, the electronic locking structure in the safety assistance device 20 responds to the distress signal of the vehicle 10 and unlocks itself according to an unlocking command.

[0057] At this time, the above-mentioned device unlocking method also includes: before the vehicle 10 is hit and the impact ends, the vehicle control system sends out a distress signal.

[0058] In this embodiment, a single device (door 100, seatbelt 200, or seat 300) simultaneously possesses both a safety auxiliary device 20 with a mechanical locking structure and a safety auxiliary device 20 with an electronic locking structure. The mechanical locking structure cannot unlock automatically and still requires manual operation by the occupants or external personnel (e.g., rescue personnel). However, the electronic locking structure can unlock automatically. However, during a collision, problems may arise such as the electronic locking structure becoming severely deformed and unable to unlock, or losing power due to damage, also preventing unlocking. To avoid this, a distress signal can be sent at the moment the collision begins. Since the damage to components is relatively minor at the moment of impact, unlocking the electronic locking structure at this instant can effectively reduce or eliminate the aforementioned situations where severe deformation or power loss prevents unlocking. Simultaneously, the mechanical locking structure remains locked, allowing protection of the occupants to be maintained solely through the mechanical locking structure.

[0059] It should be noted that radar, camera modules, and other equipment can be used to assist the vehicle's infotainment system in issuing a distress signal before the collision of vehicle 10 ends. Specifically, radar and camera modules can be used to detect the distance between an object and vehicle 10, and also to detect the deformation of vehicle 10. When an object is detected to be in contact with vehicle 10, and the deformation exceeds a preset value, the vehicle's infotainment system directly issues a distress signal. This preset value can be 0, 1mm, or other values, and can be adjusted according to actual testing conditions to avoid incorrect signal issuance. With the above settings, assuming the collision process (e.g., a rear-end collision) lasts for 1 second, the vehicle's infotainment system can issue a distress signal the instant an object contacts vehicle 10 and vehicle 10 just begins to deform (less than 0.1 seconds). At this time, the possibility of the safety assistance device 20 being severely damaged and unable to unlock is relatively small.

[0060] It should be noted that the system could send a warning signal to the vehicle control system when the deformation detected by the radar and / or camera module exceeds a threshold; the vehicle control system would then issue a distress signal based on the warning signal. Alternatively, the deformation detected by the radar and / or camera module could be sent to the vehicle control system in real time, and when the vehicle control system determines that the deformation exceeds a threshold, it would directly issue a distress signal.

[0061] Taking seat belt 200 as an example, under normal driving conditions, seat belt 200 contains two safety assistance devices 20: one including a mechanical locking structure and the other including an electronic locking structure. At this time, both maintain a synchronized locking relationship. When an accident occurs, i.e., when vehicle 10 collides, the safety assistance device 20 including the electronic locking structure responds to the distress signal of vehicle 10 and releases its electronic locking structure according to an unlocking command. The safety assistance device 20 including the mechanical locking structure remains locked at all times to protect the occupants and prevent injury from a collision.

[0062] In other embodiments, to enhance automation, only an electronic locking structure may be used. Under normal driving conditions, the safety assistance device 20 includes an electronic locking structure. In the event of an accident, i.e., a collision involving vehicle 10, the electronic locking structure in the safety assistance device 20 responds to a distress signal from vehicle 10 and unlocks according to an unlocking command.

[0063] At this time, the above-mentioned device unlocking method also includes: after the vehicle 10 is involved in a collision and the collision ends, the vehicle control system detects the risk of a secondary collision and sends a distress signal to the safety assistance device 20 if there is no risk.

[0064] In the above embodiment, only a safety assistance device 20 with an electronic locking structure is provided. If unlocking is performed after a collision has occurred and before the collision has ended, the occupants will lose the protection of the safety assistance device 20 during the collision. Furthermore, there is still a risk of a secondary impact after the initial collision. If the lock is released immediately after the initial collision, the occupants will not be effectively protected in the event of a secondary impact. In this embodiment, a distress signal is issued only after ensuring there is no risk of a secondary impact, thus unlocking the safety assistance device 20. This design avoids situations where the safety assistance device 20 loses power and cannot be unlocked due to prolonged rescue time.

[0065] To illustrate the secondary impact risk detection, the inventors confirmed through extensive data that the most likely scenarios for secondary impacts are chain-reaction rear-end collisions or rollover accidents. Therefore, radar and camera modules are also needed to detect the distance between objects and vehicle 10. After the initial impact (determined by detecting vehicle body deformation; the initial impact is considered complete when the vehicle no longer deforms), the radar and camera modules continue to detect the distance between objects and vehicle 10, and also detect the speed of objects approaching vehicle 10. If, after the initial impact, an object is still detected approaching vehicle 10 at a speed exceeding a predetermined value, the risk of a secondary impact still exists.

[0066] In addition, the aforementioned device unlocking method also includes: when the water level in the vehicle compartment of vehicle 10 is higher than the maximum water level threshold, the vehicle control system issues a distress signal. It should be noted that this method can be applied to safety auxiliary devices 20 that simultaneously have both mechanical locking structures and electronic locking structures, or it can be applied to safety auxiliary devices 20 that only have electronic locking structures.

[0067] Specifically, in this embodiment, when the water level in the vehicle compartment of vehicle 10 exceeds the maximum water level threshold, the vehicle control system issues a distress signal. For example, if vehicle 10 accidentally falls into water; or if heavy rain causes rainwater to seep into the vehicle compartment and the occupants are not conscious enough to unlock the safety assistance devices, if the water level in the vehicle compartment is too high, the vehicle control system will actively issue a distress signal to enable the safety assistance devices to unlock.

[0068] In this embodiment, the vehicle 10 includes a water level sensor, which detects the water level signal in the vehicle compartment. When the water level signal exceeds a maximum water level threshold, the vehicle control system issues a distress signal. It should be noted that the water level sensor may send a warning signal to the vehicle control system when the detected water level signal exceeds the maximum water level threshold; the vehicle control system then issues a distress signal based on the warning signal. Alternatively, the water level sensor may send the detected water level signal to the vehicle control system in real time, and the vehicle control system may directly issue a distress signal when it determines that the water level signal exceeds the maximum water level threshold.

[0069] In addition, the aforementioned device unlocking method may also include: upon receiving a distress signal from the user, the vehicle control system issues a distress signal. For example, when occupants perceive a dangerous situation, they can proactively issue a distress signal, and the vehicle control system will then issue a distress signal based on the distress signal, enabling the safety assistance device to complete the unlocking operation.

[0070] In this embodiment, vehicle 10 includes a voice recognition sensor. When the voice recognition sensor detects a specific alarm field emitted by the user, the vehicle control system issues a distress signal. And / or, vehicle 10 also includes an alarm button. When the alarm button is pressed, it issues a distress command, and the vehicle control system issues a distress signal based on the distress command.

[0071] To further enhance automation and improve unlocking efficiency, the inventors also made the following improvements:

[0072] During normal driving, the driving risk level is determined in real time, and different actions are taken according to the level of risk.

[0073] The following is a brief introduction to the determination of driving risk levels.

[0074] Once the driver enters the vehicle, the cameras in vehicle 10 can capture the facial information of the driver and passengers. The vehicle control system can then use this facial information to confirm the driver's user information and obtain their driving habits. This driving habit information can be downloaded from the cloud or stored directly in the vehicle control system. The cloud or vehicle control system can also use this user information to identify similar users' driving habits and obtain real-time traffic information.

[0075] The vehicle control system includes a risk calculation unit, which analyzes and calculates driving risk information acquired from the cloud, previously stored data, and real-time data received from cameras to determine the driving risk level. For example, driving risk information can be categorized into 10 dimensions: road risk, driver habits, emergencies, driver vital signs, external weather conditions, in-vehicle environment, driver-passenger relationship, vehicle status, distance, and dynamic rescue status. Of course, the dimensions used to assess driving risk information may differ in different embodiments. During normal driving, each of the 10 dimensions needs to be analyzed individually. When one of the driving risk information dimensions is deemed abnormal, the corresponding value for the driving risk level is incremented by one. When the value corresponding to the driving risk level is not less than a first threshold, the vehicle control system needs to issue an unlocking command to the powered-on safety assistance device.

[0076] The following examples illustrate the various dimensions mentioned above:

[0077] The road risk dimension includes the number of consecutive sharp turns, road width, and the surrounding environment. If any of these values ​​is too high (e.g., the number of consecutive sharp turns exceeds a threshold, or the road width is less than a threshold) or is deemed risky (e.g., there are cliffs or livestock herds around the road), the road risk dimension is considered abnormal.

[0078] The driver's habit dimension includes driving habits at traffic lights, at crosswalks, and when turning. This habit needs to be determined in conjunction with road conditions. For example, if the driver's habit at traffic lights is habitually running yellow lights, and the road section has multiple consecutive traffic lights; or if the driver's habit at crosswalks is not slowing down, and the road section has multiple consecutive crosswalks, then the driver's habit dimension is considered abnormal.

[0079] The emergency situation dimension includes unexpected intrusions (e.g., whether there are people or livestock crossing the road ahead) and unexpected other vehicle situations. If either of these situations is abnormal, the emergency situation dimension is considered abnormal.

[0080] The driver's vital signs include respiratory rate, heart rate, and blood oxygen saturation. If any of these values ​​exceeds a threshold, the driver's vital signs are considered abnormal. This measurement requires a life enhancement detection device, which can be integrated into the steering wheel 400 of the vehicle 10. Vital signs can be detected when the driver's hands are on the steering wheel 400.

[0081] The external weather environment dimensions include visibility, wind speed, rainfall, and snowfall. If any of these conditions is abnormal (e.g., visibility is below the threshold, wind speed is above the threshold, rainfall is above the threshold, or snowfall is above the threshold), then the external weather environment dimension is considered abnormal.

[0082] The in-vehicle environment dimension includes in-vehicle air quality and in-vehicle sound decibel levels. If either of these conditions is abnormal (for example, occupants smoking causing in-vehicle air quality to exceed the threshold, or excessive audio volume causing in-vehicle decibel levels to exceed the threshold), the in-vehicle environment dimension is considered abnormal.

[0083] The driver-passenger relationship dimension includes whether the driver and passengers argued or had physical contact. If the driver and passengers argued and / or had physical contact, the driver-passenger relationship dimension is considered abnormal. This dimension also requires the use of in-vehicle cameras and microphones for detection.

[0084] The vehicle body condition dimension includes tire condition, load condition, and the quality of vehicle components. If any one of these conditions is abnormal, the vehicle body condition dimension is considered abnormal. Furthermore, this dimension can also be comprehensively considered in conjunction with driver habits.

[0085] The distance dimension includes the distance from the destination to the current location and the distance traveled. When either value exceeds a threshold, the situation is considered abnormal, and the distance dimension is further identified as abnormal. This dimension can also be comprehensively considered in conjunction with the driver's habits.

[0086] The dynamic rescue status dimension includes the distance of rescue personnel to their current location and the number of available rescue personnel. If either of these parameters is abnormal, the dynamic rescue status dimension is considered abnormal. This dimension data can be delivered from the cloud.

[0087] It should be noted that the judgment criteria for each dimension may differ in other embodiments. In this embodiment, the weights of each dimension are the same. Of course, in other embodiments, the weights of each dimension can be adjusted accordingly based on the driver's user information.

[0088] During normal driving, the corresponding actions differ depending on the level of risk.

[0089] As shown above, when the driving risk level is not less than the first threshold, the vehicle control system directly issues an unlocking command to the powered-on safety assistance device 20. At this time, the safety assistance device 20 receives the unlocking command and stores it. At this point, the safety assistance device 20 can be considered to be in an "automatic disengagement state." In this application, the first threshold is 5; however, in other embodiments, the first threshold can also be 4, 6, 7, 8, etc.

[0090] The aforementioned device unlocking method further includes: when the driving risk level is not less than a second threshold and less than a first threshold, the vehicle control system triggers the safety assistance device 20 to power on. At this time, the safety assistance device 20 receives power support and can be used to store and execute unlocking commands in this state. The safety assistance device 20 can be considered to be in a "pre-ready state." In this application, the second threshold is 1. Of course, in other embodiments, the second threshold can also be 2, 3, 4, etc., as long as the second threshold is less than the first threshold.

[0091] When the driving risk level is less than the first threshold, the safety assistance device 20 is not powered on and does not receive an unlocking command. At this time, the safety assistance device 20 can be considered to be in "normal use state".

[0092] The central control panel in vehicle 10 can also display and remind users of the status of safety assistance equipment 20.

[0093] In addition, in this embodiment, the method further includes: in response to the acquired driving risk information, the vehicle control system confirms the safety assistance device 20 that needs to be unlocked from a plurality of alternative devices. The safety assistance device 20 in the vehicle 10 also includes window position locking structures, sunroof position locking structures, etc., but in response to the driving risk information, only the seatbelt 200 locking structure, door 100 locking structure, and seat 300 posture structure need to be unlocked. Through this step, the safety assistance device 20 that needs to receive the unlocking command can be determined. Of course, in other embodiments, the designer can select the specific safety assistance device 20 according to the actual situation of the vehicle 10.

[0094] During driving, the system can sequentially change from "normal use state" to "prepared state" and then from "prepared state" to "automatic disengagement state." Alternatively, it can directly enter the "prepared state" and then change to the "automatic disengagement state." It can also directly enter the "automatic disengagement state." To avoid the problem that the safety assistance device 20 might be unable to receive and store the unlocking command issued by the vehicle control system if it directly enters the "automatic disengagement state" without receiving power, the invention makes the following improvements:

[0095] The device unlocking method also includes: if the safety assistance device 20 is not powered on before the unlocking command is issued, the vehicle control system triggers the safety assistance device 20 to be powered on.

[0096] With the above settings, before generating and issuing the command, it is first checked whether the safety auxiliary device 20 is powered on. If it is not powered on, the safety auxiliary device 20 is triggered to be powered on so that the safety auxiliary device 20 can successfully receive and store the unlock command.

[0097] Combining 1 and Figure 3 As shown, this application also discloses a control unlocking method, which is applied to the vehicle control system of vehicle 10. Vehicle 10 also includes a safety assistance device 20. The control unlocking method includes the following steps:

[0098] Step 3000: Determine the driving risk level based on the current driving risk information of vehicle 10.

[0099] Step 4000: If the driving risk level is not less than the first threshold, an unlocking command is sent to the powered-on safety assistance device 20 so that the safety assistance device 20 responds to the distress signal of the vehicle 10 and unlocks according to the unlocking command.

[0100] Combining 1 and Figure 4As shown, this application also discloses an unlocking method, which is applied to a safety assistance device 20 of a vehicle 10. The vehicle 10 also includes a vehicle infotainment system. The method includes the following steps:

[0101] Step 5000: When the power is on, receive the unlocking command issued by the vehicle control system when the driving risk level is not less than the first threshold. The driving risk level is determined by the vehicle control system based on the current driving risk information of the vehicle 10.

[0102] Step 6000: In response to the distress signal of vehicle 10, unlock the vehicle according to the unlocking command.

[0103] As shown above, the vehicle control system disclosed above is applied to vehicle 10, and includes a risk level determination unit and a command generation unit. The risk level determination unit determines the driving risk level based on the current driving risk information of vehicle 10. The command generation unit issues an unlocking command to the powered-on safety assistance device 20 when the driving risk level is not less than a first threshold, so that the safety assistance device 20 responds to the distress signal of vehicle 10 and unlocks according to the unlocking command.

[0104] As shown above, the safety assistance device 20 disclosed above is applied to vehicle 10, and includes a command receiving unit and a command execution unit. The command receiving unit, when powered on, receives an unlocking command issued by the vehicle control system when the driving risk level is not less than a first threshold. The driving risk level is determined by the vehicle control system based on the current driving risk information of vehicle 10. The command execution unit, in response to a distress signal from vehicle 10, unlocks the vehicle according to the unlocking command.

[0105] In the above configuration, the safety assistance device 20 can respond to the distress signal of the vehicle 10 and directly perform the unlocking operation according to the locking command. Through the above configuration, the problem of the safety assistance device 20 being unable to unlock due to loss of power support caused by collision and long waiting time for rescue can be effectively avoided, reducing the difficulty of rescue, shortening the time required for rescue, and effectively improving the safety system of drivers and passengers.

[0106] The above description is merely a preferred embodiment of this application and is not intended to limit this application in any way. Although this application has disclosed the preferred embodiment as above, it is not intended to limit this application. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the technical solution of this application. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A device unlocking method, characterized in that, The method is applied to a vehicle, the vehicle including a vehicle infotainment system and safety assistance equipment, and the method includes: The vehicle control system determines the driving risk level based on the current driving risk information of the vehicle, and if the driving risk level is not less than a first threshold, it sends an unlocking command to the powered-on safety assistance device, and the safety assistance device receives and stores the unlocking command. The safety assistance device responds to the vehicle's distress signal and unlocks the vehicle according to the pre-stored unlocking command.

2. The method as described in claim 1, characterized in that, The method further includes the vehicle control system issuing a distress signal before the vehicle collision occurs and the collision ends.

3. The method as described in claim 1, characterized in that, The method further includes, when the water level in the vehicle compartment is higher than the maximum water level threshold, the vehicle control system issues a distress signal.

4. The method as described in claim 3, characterized in that, The vehicle includes a water level sensor for detecting water level signals in the vehicle compartment. When the water level signal is higher than the maximum water level threshold, the vehicle control system issues a distress signal.

5. The method as described in claim 1, characterized in that, The method also includes, upon receiving a distress signal from a user, the vehicle control system issues a distress signal.

6. The method as described in claim 1, characterized in that, The method further includes: after a vehicle collision occurs and the collision ends, the vehicle control system detects the risk of a secondary collision and, if there is no risk, issues a distress signal to the safety assistance equipment.

7. The method as described in claim 1, characterized in that, The method includes: When the driving risk level is not less than the second threshold and less than the first threshold, the vehicle control system triggers the safety assistance device to power on, wherein the second threshold is less than the first threshold.

8. The method as described in claim 1, characterized in that, The method further includes: If the safety assistance device is not powered on before the unlock command is issued, the vehicle control system triggers the safety assistance device to power on.

9. The method as described in claim 1, characterized in that, The method further includes: In response to the acquired driving risk information, the vehicle control system identifies the safety assistance device that needs to be unlocked from a plurality of alternative devices.

10. A method for controlling unlocking, characterized in that, The control unlocking method is applied to the vehicle's in-vehicle control system, and the vehicle also includes safety assistance equipment. The control unlocking method includes: The driving risk level is determined based on the vehicle's current driving risk information; If the driving risk level is not less than a first threshold, an unlocking command is sent to the powered-on safety assistance device. The safety assistance device receives and stores the unlocking command so that it responds to the vehicle's distress signal and unlocks the vehicle according to the pre-stored unlocking command.

11. A method for performing an unlocking process, characterized in that, The unlocking method is applied to a vehicle's safety assistance equipment, the vehicle further including a vehicle infotainment control system, and the method includes: When the vehicle is powered on, it receives and stores the unlocking command issued by the vehicle control system when the driving risk level is not less than a first threshold, wherein the driving risk level is determined by the vehicle control system based on the current driving risk information of the vehicle. In response to the vehicle's distress signal, the vehicle is unlocked according to the pre-stored unlock command.

12. A vehicle infotainment system, characterized in that, The vehicle infotainment control system is applied to a vehicle, which also includes safety assistance equipment. The vehicle infotainment control system includes: A risk level determination unit is used to determine the driving risk level based on the current driving risk information of the vehicle. The instruction generation unit is configured to issue an unlocking instruction to the powered-on safety assistance device when the driving risk level is not less than a first threshold, so that the safety assistance device receives and stores the unlocking instruction, and the safety assistance device responds to the vehicle's distress signal and unlocks the device according to the pre-stored unlocking instruction.

13. A safety auxiliary device, characterized in that, Safety assistance devices are applied to vehicles, and the vehicles also include vehicle infotainment systems. The safety assistance devices include: The instruction receiving unit is used to receive and store, when powered on, an unlocking instruction issued by the vehicle control system when the driving risk level is not less than a first threshold, wherein the driving risk level is determined by the vehicle control system based on the current driving risk information of the vehicle. The instruction execution unit is used to unlock the vehicle in response to a distress signal, according to a pre-stored unlock instruction.

14. A vehicle, characterized in that, It includes the vehicle control system as described in claim 9 and / or the safety assistance equipment as described in claim 13.

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