Vehicle door control method, vehicle-mounted controller, vehicle door control system, and vehicle

Abstract

The application discloses a vehicle door control method, a vehicle-mounted controller, a vehicle door control system and a vehicle. The method comprises the following steps: in response to a vehicle door opening instruction, first measured data is acquired; target moving objects are determined through moving object identification based on the first measured data, and second measured data corresponding to the target moving objects is acquired; target braking distances of the target moving objects are determined based on the second measured data corresponding to the target moving objects; risk identification results are determined through risk identification based on the target braking distances of the target moving objects; and vehicle door execution components are controlled to work based on the risk identification results. The method can not only accurately and effectively help passengers to perform door opening warning when getting off the vehicle, thereby improving the safety of the passengers getting off the vehicle, but also can effectively warn according to the risk identification results, thereby improving the comfort of the passengers riding the vehicle, and has high application value.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a door control method, a vehicle-mounted controller, a door control system and a vehicle. Background Art

[0002] As vehicle ownership increases, the incidence of door-opening collisions is increasing. Therefore, door control is needed to prevent these accidents. Existing door control methods primarily rely on exterior mirrors or cameras to detect approaching moving objects and then alert occupants to whether to open the door. However, this approach fails to provide early warning of the impact risk of moving objects. Therefore, how to provide risk warnings during the door opening process has become a pressing issue. Summary of the Invention

[0003] Embodiments of the present invention provide a vehicle door control method, a vehicle-mounted controller, a vehicle door control system, and a vehicle to solve the problem of how to provide a risk warning during the vehicle door opening process.

[0004] A vehicle door control method, comprising:

[0005] In response to a door opening instruction, obtaining first measured data;

[0006] Perform moving object recognition based on the first measured data to determine a target moving object, and obtain second measured data corresponding to the target moving object;

[0007] determining a target braking distance of the target moving object based on second measured data corresponding to the target moving object;

[0008] performing risk identification based on the target braking distance of the target moving object and determining a risk identification result;

[0009] Based on the risk identification result, the operation of the door execution component is controlled.

[0010] Preferably, before obtaining the first measured data in response to the door opening instruction, the door control method further includes:

[0011] When the vehicle is in door lock mode, obtain occupant status data;

[0012] When the passenger status data satisfies the welcome switch condition, a door opening instruction is generated for controlling the vehicle to switch from the door locking mode to the door welcome mode.

[0013] Preferably, the acquiring of the first measured data in response to the door opening instruction includes:

[0014] In response to the door opening instruction, a target driving torque is provided to an in-door opening handle of the door to move an in-door handle of the in-door opening handle from a locking initial position to a welcoming position, and the first measured data is obtained.

[0015] Preferably, the first measured data comprises an out-door monitoring video.

[0016] Preferably, the motion object identification based on the first measured data comprises:

[0017] The out-door monitoring video is subjected to motion object identification to identify at least one original motion object in the out-door monitoring video, and a motion direction and a first relative distance of each original motion object are determined.

[0018] If the motion direction is towards the vehicle and the first relative distance is less than a first preset distance, the original motion object is determined as the target motion object.

[0019] Preferably, the second measured data comprises a current speed of the target motion object and a current road surface image corresponding to a road surface where the target motion object is located.

[0020] Preferably, the target braking distance of the target motion object is determined based on the second measured data corresponding to the target motion object, comprising:

[0021] A target friction coefficient of the target motion object is determined based on the current road surface image corresponding to the road surface where the target motion object is located.

[0022] The target braking distance of the target motion object is determined based on the current speed and the target friction coefficient corresponding to the target motion object.

[0023] Preferably, the target friction coefficient of the target motion object is determined based on the current road surface image corresponding to the road surface where the target motion object is located, comprising:

[0024] The current road surface image corresponding to the road surface where the target motion object is located is subjected to identification to determine a current road surface type.

[0025] The target friction coefficient of the target motion object is determined based on the current road surface type and a road surface friction coefficient mapping table.

[0026] Preferably, the second measured data further comprises a first relative distance between the target motion object and the vehicle.

[0027] Preferably, the risk identification result is determined based on the target braking distance of the target motion object, comprising:

[0028] determine a second relative distance between the target moving object and the outermost position of the door based on the first relative distance between the target moving object and the vehicle and the outermost position of the door;

[0029] perform risk identification based on the target braking distance of the target moving object and the second relative distance, and determine a risk identification result.

[0030] Preferably, the second relative distance includes a lateral relative distance and a longitudinal relative distance; and the second measured data further includes a relative angle between the target moving object and the vehicle.

[0031] Preferably, the performing risk identification based on the target braking distance of the target moving object and the second relative distance, and determining a risk identification result, comprises:

[0032] determining a lateral braking distance and a longitudinal braking distance based on the target braking distance of the target moving object and the relative angle.

[0033] if the lateral relative distance is greater than the lateral braking distance and the longitudinal relative distance is greater than the longitudinal braking distance, determining that the risk identification result is no collision risk.

[0034] if the lateral relative distance is not greater than the lateral braking distance or the longitudinal relative distance is not greater than the longitudinal braking distance, determining that the risk identification result is collision risk.

[0035] Preferably, the if the lateral relative distance is not greater than the lateral braking distance or the longitudinal relative distance is not greater than the longitudinal braking distance, determining that the risk identification result is collision risk, comprises:

[0036] if the lateral relative distance is not greater than the lateral braking distance and the longitudinal relative distance is greater than the longitudinal braking distance, or the lateral relative distance is greater than the lateral braking distance and the longitudinal relative distance is not greater than the longitudinal braking distance, determining that the risk identification result is low collision risk.

[0037] if the lateral relative distance is not greater than the lateral braking distance and the longitudinal relative distance is not greater than the longitudinal braking distance, determining that the risk identification result is high collision risk.

[0038] Preferably, the door opening instruction is an instruction for controlling the current door mode to switch to a target door mode.

[0039] Preferably, the controlling the door execution component to work based on the risk identification result, comprises:

[0040] If the risk identification result is no collision risk, a target driving torque is provided to the in-door pull handle of the vehicle door to switch the in-door handle of the in-door pull handle from a current vehicle door mode corresponding position to a target vehicle door mode corresponding position;

[0041] If the risk identification result is collision risk, a target reverse torque is provided to the in-door pull handle of the vehicle door to maintain the current position of the vehicle door.

[0042] Preferably, if the risk identification result is collision risk, the target reverse torque is provided to the in-door pull handle of the vehicle door to maintain the current position of the vehicle door, comprising:

[0043] If the risk identification result is high collision risk, a first reverse torque is provided to the in-door pull handle of the vehicle door to maintain the current position of the vehicle door, and at least one of the following is performed: controlling the linear motor to vibrate and alarm based on a first vibration frequency, controlling the atmosphere lamp to display a first alarm color, and controlling the buzzer to buzz and alarm based on a first alarm frequency;

[0044] If the risk identification result is low collision risk, a second reverse torque is provided to the in-door pull handle of the vehicle door to maintain the current position of the vehicle door, and at least one of the following is performed: controlling the linear motor to vibrate and alarm based on a second vibration frequency, controlling the atmosphere lamp to display a second alarm color, and controlling the buzzer to buzz and alarm based on a second alarm frequency;

[0045] Wherein, the first reverse torque is greater than the second reverse torque, the first vibration frequency is greater than the second vibration frequency, and the first alarm frequency is greater than the second alarm frequency.

[0046] A vehicle-mounted controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle door control method described above.

[0047] A vehicle door control system, comprising a sensing module, a vehicle door execution component, and the vehicle-mounted controller described above, characterized in that the sensing module is used to collect the first measured data and the second measured data; the vehicle-mounted controller is connected to the sensing module and the vehicle door execution component, and is used to control the vehicle door execution component to work according to the first measured data and the second measured data.

[0048] Preferably, the vehicle door execution component comprises an in-door pull handle, the in-door pull handle comprises a motor, a worm, a gear, and an in-door handle; the output shaft of the motor is connected to the worm, the worm is engaged with the gear, and the gear is engaged with the in-door handle.

[0049] A vehicle comprising the vehicle door control system described above.

[0050] The vehicle door control method, the vehicle-mounted controller, the vehicle door control system and the vehicle can determine the target braking distance of the target moving object according to the first measured data and the second measured data, perform relatively accurate and reasonable risk identification according to the target braking distance of the target moving object, determine a risk identification result, and control the vehicle door execution component to work according to the risk identification result, so that the vehicle door can perform relatively effective and accurate door opening risk warning in the opening process according to the risk identification result, and effectively avoid collision accidents when the occupant gets off. The method can not only accurately help the occupant to perform door opening risk warning when getting off and improve the safety of the occupant getting off, but also perform effective and reasonable door opening warning according to the risk identification result, can improve the experience and comfort of the occupant riding, and has high application value. BRIEF DESCRIPTION OF DRAWINGS

[0051] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0052] Figure 1 is a flowchart of a vehicle door control method in an embodiment of the present application;

[0053] Figure 2 is another flowchart of a vehicle door control method in an embodiment of the present application;

[0054] Figure 3 is another flowchart of a vehicle door control method in an embodiment of the present application;

[0055] Figure 4 is another flowchart of a vehicle door control method in an embodiment of the present application;

[0056] Figure 5 is another flowchart of a vehicle door control method in an embodiment of the present application;

[0057] Figure 6 is another flowchart of a vehicle door control method in an embodiment of the present application;

[0058] Figure 7 is another flowchart of a vehicle door control method in an embodiment of the present application;

[0059] Figure 8 is another flowchart of a vehicle door control method in an embodiment of the present application;

[0060] Figure 9 is another flowchart of a vehicle door control method in an embodiment of the present application;

[0061] Figure 10 is another flow chart of the vehicle door control method in an embodiment of the present application;

[0062] Figure 11 is a motion schematic diagram of a target moving object in an embodiment of the present application;

[0063] Figure 12 is a position schematic diagram of an in-swing handle in an embodiment of the present application;

[0064] Figure 13 is a component diagram of an in-swing handle of a vehicle door in an embodiment of the present application;

[0065] Figure 14 is a sectional view of an in-swing handle of a vehicle door in an embodiment of the present application;

[0066] Figure 15 is a partial view of an in-swing handle of a vehicle door in an embodiment of the present application.

[0067] In the figure, 1 is an in-swing handle; 2 is a rotating shaft; 3 is a shaft sleeve; 4 is a buffer block; 5 is a gear shift gear; 501 is a first gear; 502 is a second gear; 6 is a gear shift gear fixing screw; 7 is a spring; 8 is a worm; 9 is a motor; 10 is a motor fixing screw; and 11 is an in-swing base. DETAILED DESCRIPTION

[0068] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0069] The embodiments of the present application provide a vehicle door control method, which can be applied in a vehicle controller, i.e., a controller arranged on a vehicle, and the vehicle controller can control a vehicle door execution component to work according to actually collected measured data.

[0070] In an embodiment, as shown in Figure 1 , a vehicle door control method is provided, and the method is described by taking a vehicle controller as an example, and includes the following steps.

[0071] S101: acquiring first measured data in response to a vehicle door opening instruction;

[0072] S102: performing moving object identification based on the first measured data, determining a target moving object, and acquiring second measured data corresponding to the target moving object;

[0073] S103: Determining a target braking distance of the target moving object based on second measured data corresponding to the target moving object;

[0074] S104: performing risk identification based on the target braking distance of the target moving object and determining a risk identification result;

[0075] S105: Based on the risk identification result, control the operation of the door execution component.

[0076] The door opening instruction refers to the instruction received or generated for controlling the door opening. It is understandable that in the process of controlling the door opening, it is necessary to control the movement of the door inner opening handle 1. As an example, Figure 12 The figure shows a schematic diagram of the positions of the inner opening handle 1. Based on the angle between the inner opening handle 1 and the inner opening base 11 of the inner door handle, the positions of the inner opening handle 1 include a locked initial position, a welcome position, an inner opening unlocked position, and a maximum open position. The door opening command is used to control the inner opening handle 1 to switch from the locked initial position to the welcome position, or from the welcome position to the inner opening unlocked position, thereby unlocking the door and allowing the passenger to turn the inner opening handle 1 to the maximum open position to open the door. The first measured data refers to the measured data obtained after receiving the door opening command, specifically the measured data related to the door control collected in real time by the sensing equipment connected to the vehicle controller.

[0077] As an example, in step S101, when the vehicle is in the current door mode, the onboard controller may receive a door opening instruction generated by passenger operation via the bus, or may receive a door opening instruction determined based on analysis of real-time collected monitoring data; after receiving the door opening instruction, it is necessary to obtain first measured data in real time so as to perform moving object recognition based on the first measured data and then issue a risk warning. The current door mode refers to the door mode determined based on the current position of the inner opening handle 1 in the inner door handle. Figure 12 It can be seen that the positions of the inner opening handle 1 include the initial locking position, the welcoming position, the inner opening unlocking position and the maximum opening position, and the corresponding current door mode can be any one of the door locking mode, the door welcoming mode, the door unlocking mode and the door opening mode.

[0078] As an example, the on-board controller may first obtain the current state of the vehicle. When the current state of the vehicle is the parking state, it may further determine the current door mode to respond to the door opening instruction corresponding to the current door mode and obtain the first measured data. That is to say, step S101 will only be executed when the vehicle is in the parking state and the door is controlled to open, so as to realize risk warning and control of the door opening process.

[0079] The target moving object refers to a moving object that is likely to collide with the vehicle door based on the first measured data. The second measured data refers to data related to the target moving object that is obtained in real time.

[0080] As an example, in step S102, the vehicle-mounted controller performs moving object recognition on the first measured data obtained in the current vehicle door mode, specifically determines whether there is a moving object approaching the vehicle door around the vehicle door, and if there is a moving object approaching the vehicle door around the vehicle door, determines the moving object as the target moving object, and further obtains the second measured data corresponding to the target moving object, to determine the collision risk between the target moving object and the vehicle door when the vehicle door is opened. If there is no moving object approaching the vehicle door around the vehicle door, it is determined that there is no target moving object, and the subsequent steps do not need to be performed, and the vehicle door execution component directly controls the vehicle door to perform the opening operation corresponding to the vehicle door opening instruction. The vehicle door execution component is a component related to the execution of vehicle door control.

[0081] The target braking distance refers to the distance from the identification of the target moving object to the stopping of the vehicle.

[0082] As an example, in step S103, after obtaining the second measured data corresponding to the target moving object in the current vehicle door mode, the vehicle-mounted controller determines the target braking distance of the target moving object according to the second measured data, i.e., determines the distance from the start of braking to the stopping of the target moving object after the vehicle is found. For example, the vehicle-mounted controller can obtain second measured data including but not limited to the braking acceleration and initial speed of the target moving object, and the vehicle-mounted controller can more accurately determine the target braking distance of the target moving object according to the braking acceleration and the initial speed.

[0083] In this example, the target braking distance of the target moving object can be used to evaluate and determine whether there is a collision risk between the target moving object and the passenger after the door is opened. For example, if the position of the target moving object after reaching the target braking distance is not close to the outermost position of the vehicle door when the vehicle door is opened to the maximum, it indicates that there is no collision risk between the target moving object and the passenger. If the position of the target moving object after reaching the target braking distance is close to the outermost position of the vehicle door when the vehicle door is opened to the maximum, it indicates that there is a collision risk between the target moving object and the passenger. The outermost position of the vehicle door refers to the position of the outermost side of the vehicle door when the vehicle door is opened to the maximum.

[0084] The risk identification result refers to the identification result of the collision risk between the passenger after opening the vehicle door and the target moving object, and is used to perform a door opening warning on the passenger who has a get-off intention.

[0085] As an example, in step S104, the onboard controller processes the target braking distance corresponding to the target moving object and the second measured data corresponding to the target moving object to achieve risk identification and determine the risk identification result. In this example, after obtaining the target braking distance of the target moving object, the onboard controller further obtains the braking position coordinates of the target moving object corresponding to the target braking distance. The braking position coordinates refer to the position coordinates of the target moving object when it stops after running the target braking distance. The onboard controller determines the current position coordinates of the vehicle through its own positioning system. The current position coordinates of the vehicle are the position coordinates of the vehicle when it is parked. Then, based on the braking position coordinates of the target moving object and the current position coordinates of the vehicle, the distance between the target moving object and the vehicle after braking is determined. Risk identification is performed based on the distance between the target moving object and the vehicle after braking. This can more reasonably determine the risk identification result, so that an effective risk warning can be issued based on the identified risk identification result.

[0086] For example, the on-board controller obtains a first preset threshold and a second preset threshold (the first preset threshold is less than the second preset threshold) that are pre-set for evaluating the vehicle risk level from the system database, and performs risk identification based on the distance between the target moving object and the vehicle after braking, specifically including: when the distance between the target moving object and the vehicle after braking is greater than the second preset threshold, it can be determined that there is no collision risk between the target moving object and the vehicle door, and therefore, the risk identification result is determined to be no collision risk; when the distance between the target moving object and the vehicle after braking is less than the second preset threshold and not less than the first preset threshold, it can be determined that there is a collision risk between the target moving object and the vehicle door, but the collision risk is small, and therefore, the risk identification result can be determined to be a low risk level; when the distance between the target moving object and the vehicle after braking is less than the first preset threshold, it is determined that there is a high collision risk between the target moving object and the vehicle door, and therefore, the risk identification result can be determined to be a high risk level.

[0087] The target operation refers to the operation of the door controlled by the door actuator according to the risk identification result.

[0088] As an example, in step S105, after determining the risk identification result, the onboard controller controls the operation of the door actuator based on the risk identification result. Specifically, if the risk identification result indicates no collision risk, the door actuator is controlled to execute the door opening operation corresponding to the door opening instruction. If the risk identification result indicates a collision risk, the door actuator is controlled not to execute the door opening operation corresponding to the door opening instruction, and the alarm device is controlled to execute the corresponding alarm operation. In this example, controlling the operation of the door actuator based on the risk identification result can provide a relatively effective and accurate door opening risk warning during the door opening process, effectively preventing collision accidents when passengers exit the vehicle.

[0089] In the embodiment, the target braking distance of the target moving object is determined according to the first measured data and the second measured data, the risk identification is more accurate and reasonable according to the target braking distance of the target moving object, the risk identification result is determined, and the vehicle door executing component is controlled to work according to the risk identification result. According to the risk identification result, the door opening risk warning is more effective and accurate during the opening process of the vehicle door, and the collision accident of the passenger when getting off the vehicle can be effectively avoided. The method not only accurately helps the passenger to perform the door opening risk warning when getting off the vehicle, improves the safety of the passenger getting off the vehicle, but also effectively and reasonably performs the door opening warning according to the risk identification result, improves the experience and comfort of the passenger riding the vehicle, and has high application value.

[0090] In an embodiment, as shown in FIG. 1, before step S101, that is, before responding to the vehicle door opening instruction corresponding to the current vehicle door mode, the vehicle door control method further includes: Figure 2

[0091] S201: acquiring passenger state data when the vehicle is in the vehicle door locking mode;

[0092] S202: forming a vehicle door opening instruction for controlling the vehicle to switch from the vehicle door locking mode to the vehicle door welcome mode when the passenger state data meets the welcome switching condition.

[0093] The passenger state data is the state data of the passenger collected in real time, and is data that can be used to evaluate whether the passenger has the intention to get off the vehicle.

[0094] As an example, in step S201, the vehicle controller acquires the passenger state data when the vehicle is in the vehicle door locking mode, so as to evaluate whether the passenger in the vehicle has the intention to get off the vehicle based on the passenger state data. In this example, the passenger state data can be, but is not limited to, the vehicle monitoring video collected by the vehicle-mounted camera in real time.

[0095] The welcome switching condition is a switching condition for evaluating whether it is necessary to switch from the vehicle door locking mode to the vehicle door welcome mode.

[0096] ​As an example, in step S202, the vehicle-mounted controller forms a door opening instruction for controlling the vehicle to switch to the door welcome mode when it is determined that the passenger state data meets the welcome switching condition; and the vehicle-mounted controller does not need to perform any operation, i.e., does not form the door opening instruction for controlling the vehicle to switch to the door welcome mode, when it is determined that the passenger state data does not meet the welcome switching condition. For example, when the passenger state data is the in-vehicle monitoring video collected by the in-vehicle camera in real time, the hand of the passenger is determined to be close to the in-door pull handle by analyzing the door monitoring video, and it is determined that the in-vehicle monitoring video meets the welcome switching condition, the door opening instruction for switching from the door locking mode to the door welcome mode can be formed, so that the door opening instruction is executed subsequently to control the switching to the door welcome mode, thereby playing the role of opening the door to welcome, greatly increasing the safety and comfort.

[0097] In this embodiment, when the vehicle is in the door locking mode, whether the door opening instruction for controlling the vehicle to switch from the door locking mode to the door welcome mode is formed is determined according to whether the passenger state data meets the welcome switching condition, so as to facilitate timely response to the intention of the passenger to get off the vehicle, improve the comfort of the passenger during the ride, and enhance the experience of the ride.

[0098] In one embodiment, step S101, i.e., in response to the door opening instruction, the first measured data is obtained, including: in response to the door opening instruction, a target driving torque is provided to the in-door pull handle to move the in-door handle 1 of the in-door pull handle from the locking initial position to the welcome position, and the first measured data is obtained.

[0099] The target driving torque refers to the torque for driving the in-door handle 1 of the in-door pull handle away from the locking initial position.

[0100] As an example, the vehicle-mounted controller provides the target driving torque to the in-door pull handle to move the in-door handle 1 of the in-door pull handle from the locking initial position to the welcome position in response to the door opening instruction when the door opening instruction is received, so that the current door mode of the door is in the door welcome mode, and the first measured data in the door welcome mode is obtained. As shown in the in-door pull handle, Figures 13-15 The variable gear 5 includes a first gear 501 and a second gear 502 coaxially arranged, wherein the number of teeth and the diameter of the first gear 501 and the second gear 502 cannot be, and the two gears have a certain gear speed ratio. The motor 9 can make the variable gear 5 generate a driving torque and a reverse torque according to the pitch of the worm 8 and the gear speed ratio of the variable gear 5, and the driving torque and the reverse torque are transmitted to the in-door handle 1 through the variable gear 5, the worm 8 and the gear 6, so that the in-door handle 1 is driven to move from the locking initial position to the welcome position. Figure 13The spring 7 shown in the middle is applied to the inner handle 1 to control the inner handle 1 to move in position. Among them, the driving torque refers to the torque for driving the opening of the door. The reverse torque refers to the torque for organizing the opening of the door. In this example, the vehicle controller can control the motor 9 to activate the door inner pull handle to drive the variable speed gear 5 in the door inner pull handle to generate a target driving torque, and the target driving torque is applied to the inner handle 1 through the spring 7 in the door inner pull handle, so that the inner handle 1 moves from the locking initial position to the welcome position.

[0101] In this embodiment, in response to the door opening instruction, the target driving torque is provided to the door inner pull handle to move the inner handle 1 of the door inner pull handle from the locking initial position to the welcome position, first welcome, and determine the current door mode as the door welcome mode, facilitate subsequent collision risk identification based on the door welcome mode, and move the inner handle 1 to the inner unlocking position when the subsequent risk identification result is no collision risk, facilitate the passenger to select whether to move the inner handle 1 from the inner unlocking position to the maximum opening position at any time, open the door, and provide the passenger with autonomous selection, improve the safety of the passenger, improve the comfort and experience of the passenger, and keep the inner handle 1 at the welcome position when there is a collision risk. To protect the safety of the passenger.

[0102] In an embodiment, the first measured data includes an external monitoring video. Among them, the external monitoring video refers to a video generated by monitoring the outside of the vehicle in the parking state, which is used to determine whether there is a target moving object outside the vehicle.

[0103] As Figure 3 shown, step S102, i.e. based on the first measured data to identify the moving object, determine the target moving object, including:

[0104] S301: The motion object recognition is performed on the external monitoring video, at least one original motion object in the external monitoring video is identified, and the motion direction and the first relative distance of each original motion object are determined;

[0105] S302: If the motion direction is towards the vehicle and the first relative distance is less than the first preset distance, the original motion object is determined as the target motion object.

[0106] Among them, the original motion object refers to the moving object identified in the external monitoring video. The motion direction refers to the direction of the original motion object. The first relative distance refers to the distance of the original motion object relative to the vehicle, specifically the distance of the original motion object relative to the outermost position of the vehicle door.

[0107] As an example, in step S301, the onboard controller performs moving object recognition on an external monitoring video, identifies at least one original moving object in the external monitoring video, and determines the movement direction and first relative distance of each original moving object. In this example, the onboard controller may employ algorithms including but not limited to background difference algorithms, moving object tracking algorithms, mean shift algorithms, and Camshift algorithms to recognize moving objects in the external monitoring video, identify and determine at least one original moving object, and identify the movement direction and first relative distance of the original moving object, thereby obtaining the movement direction and first relative distance of each original moving object. This facilitates subsequent screening of the original moving objects based on the movement direction and first relative distance to obtain the target moving object.

[0108] The first preset distance refers to a preset distance value used to determine the size of the first relative distance.

[0109] As an example, in step S302, the vehicle controller determines the direction of motion and first relative distance of each original moving object. If the original moving object is determined to be moving toward the vehicle and the first relative distance is less than a first preset distance, this indicates a potential collision between the original moving object and a vehicle occupant. The original moving object is then identified as a target moving object, facilitating further risk assessment of the target moving object. The above method is repeated to screen all original moving objects and obtain all target moving objects that meet the requirements. In this example, screening all original moving objects allows for a relatively accurate identification of all target moving objects that meet the requirements.

[0110] In this embodiment, at least one original moving object in the off-vehicle surveillance video is identified, and the movement direction and first relative distance of each original moving object are determined. All original moving objects are screened, and all target moving objects that meet the requirements among the original moving objects can be obtained more accurately to ensure the accuracy of subsequent collision risk warnings.

[0111] In one embodiment, the second measured data includes the current speed of the target object and a current road surface image corresponding to the road surface on which the target object is located. The current speed refers to the speed of the identified target object relative to a motion reference system. In this example, the motion reference system is the Earth. The current road surface image refers to the road surface image corresponding to the road surface on which the target object is located.

[0112] like Figure 4 As shown, step S103, i.e., determining a target braking distance of the target moving object based on the second measured data corresponding to the target moving object, includes:

[0113] S401: Determining a target friction coefficient of the target moving object based on a current road surface image corresponding to the road surface on which the target moving object is located;

[0114] S402: Determine the target braking distance of the target moving object based on the current speed corresponding to the target moving object and the target friction coefficient.

[0115] The target friction coefficient refers to the friction coefficient between the target moving object and the road surface on which the target moving object is located during movement.

[0116] As an example, in step S401, after obtaining the current road surface image corresponding to the road surface on which the target moving object is located, the vehicle-mounted controller identifies the current road surface image using an image recognition algorithm, determines the friction coefficient of the road surface on which the target moving object is located, and determines the friction coefficient as the target friction coefficient.

[0117] As an example, in step S402, the vehicle-mounted controller processes the current speed corresponding to the target moving object and the target friction coefficient to obtain the target braking distance of the target moving object. In this example, after obtaining the current speed corresponding to the target moving object and the target friction coefficient, the vehicle-mounted controller obtains the reaction time period of the target moving object and the braking safety coefficient, and processes the current speed corresponding to the target moving object, the target friction coefficient, the reaction time period of the target moving object, and the braking safety coefficient according to the kinematic principle to obtain the target braking distance of the target moving object. The reaction time period of the target moving object refers to the time period during which the target moving object changes from normal uniform motion to braking motion. Generally, the target moving object moves at a uniform speed during the reaction time period. The braking safety coefficient refers to the safety coefficient determined according to the first relative distance. Generally, the greater the first relative distance between the target moving object and the vehicle, the smaller the risk of collision between the target moving object and the vehicle or the occupant if the target moving object continues to travel at the current speed. Therefore, the braking safety coefficient can be determined according to the first relative distance between the target moving object and the vehicle.

[0118] In this embodiment, a more accurate target friction coefficient corresponding to the target moving object is determined based on the current road surface image, and a more accurate target braking distance corresponding to the target moving object can be obtained based on the current speed corresponding to the target moving object and the target friction coefficient.

[0119] In an embodiment, as shown in FIG. 1, step S401, i.e., determining the target friction coefficient of the target moving object based on the current road surface image corresponding to the road surface on which the target moving object is located, includes: Figure 5

[0120] S501: Identify the current road surface image corresponding to the road surface on which the target moving object is located to determine the current road surface type.

[0121] S502: Query the road surface friction coefficient mapping table based on the current road surface type to determine the target friction coefficient of the target moving object. ​

[0122] wherein the current road surface type refers to the material type of the road surface on which the target moving object is located, for example, asphalt, cement, and brick road, etc.

[0123] As an example, in step S501, the vehicle-mounted controller performs image recognition on the current road surface image corresponding to the road surface on which the target moving object is located, to determine the current road surface type. In this example, the vehicle-mounted controller can use image recognition algorithms such as convolutional neural network and support vector machine neural network, to perform road surface type recognition on the current road surface image, to determine the current road surface type.

[0124] As an example, in step S502, after determining the current road surface type, the vehicle-mounted controller queries the road surface friction coefficient mapping table pre-stored in the system database according to the current road surface type, to determine the target friction coefficient of the target moving object. The road surface friction coefficient mapping table is a pre-set data table for storing data reflecting the mapping relationship between road surface type and friction coefficient. In this example, the current road surface image corresponding to the road surface on which the target moving object is located is recognized to determine the current road surface type, and the road surface friction coefficient mapping table is queried based on the current road surface type, which not only enables more accurate determination of the target friction coefficient of the target moving object, but also is more convenient.

[0125] In an embodiment, step S502, i.e., determining the target friction coefficient of the target moving object based on the current road surface type, includes querying the road surface friction coefficient mapping table corresponding to the current weather based on the current road surface type, to determine the target friction coefficient of the target moving object.

[0126] As an example, after determining the current road surface type, the vehicle-mounted controller can also determine the current weather according to measured data or other methods, and then query the road surface friction coefficient mapping table corresponding to the current weather (as shown in Figure 1 ), to determine the target friction coefficient of the target moving object.

[0127] Table 1: Road surface friction coefficient mapping table

[0128]

[0129] In this embodiment, querying the road surface friction coefficient mapping table corresponding to the current weather based on the current road surface type not only considers the influence of the current weather and the current road surface type on the friction coefficient at the same time, but also enables more accurate determination of the target friction coefficient of the target moving object, and is more convenient without complex calculation.

[0130] In another embodiment, the step S502, i.e., querying the road surface friction coefficient mapping table based on the current road surface type to determine the target friction coefficient of the target moving object, further comprises: querying the road surface friction coefficient mapping table based on the current road surface type to determine the original friction coefficient of the target moving object; correcting the original friction coefficient corresponding to the target moving object based on the current weather to determine the target friction coefficient corresponding to the target moving object.

[0131] As an example, the vehicle-mounted controller queries the road surface friction coefficient mapping table according to the current road surface type to obtain the original friction coefficient corresponding to the current road surface type, further determines the current weather according to the measured data or other manners, determines the correction coefficient corresponding to the current weather according to the preset correction coefficient corresponding to different weather, and finally corrects the original friction coefficient corresponding to the current road surface type by using the correction coefficient corresponding to the current weather to obtain the target friction coefficient corresponding to the target moving object.

[0132] In this embodiment, the original friction coefficient corresponding to the target moving object is corrected by the current weather, and the influences of the current weather and the current road surface type on the friction coefficient are considered at the same time, so that the target friction coefficient corresponding to the target moving object can be determined more accurately.

[0133] In an embodiment, the step S402, i.e., determining the target braking distance of the target moving object based on the current speed and the target friction coefficient corresponding to the target moving object, comprises:

[0134] S4021: determining the initial braking distance of the target moving object according to the current speed and the target friction coefficient corresponding to the target moving object;

[0135] S4022: determining the braking safety coefficient according to the first relative distance of the target moving object;

[0136] S4023: correcting the initial braking distance of the target moving object by using the braking safety coefficient to obtain the target braking distance of the target moving object.

[0137] The initial braking distance refers to the braking distance of the target moving object determined according to the current speed and the target friction coefficient of the target moving object.

[0138] As an example, in the step S4021, the vehicle-mounted controller acquires the type of the target moving object, queries the system database according to the type of the target moving object to determine the reaction time period t0 of the target moving object, and processes the current speed V0, the target friction coefficient μ and the reaction time period t0 of the target moving object according to the kinematics principle to obtain the initial braking distance of the target moving object. Understandably, the reaction time periods of different types of target moving objects are different, for example, the reaction time period of human is usually less than that of other animals.

[0139] Among them, the braking safety factor refers to the coefficient used to correct the initial braking distance.

[0140] As an example, in step S4022, the onboard controller determines the braking safety factor k based on the first relative distance of the target object. It is understood that the larger the first relative distance, the lower the likelihood of collision, and the higher the braking safety factor k is set. For example, if the first relative distance between the target object and the vehicle is less than a preset first distance value, the braking safety factor k is determined to be 1.1; if the first relative distance between the target object and the vehicle is less than a preset second distance value and not less than the preset first distance value, the braking safety factor k is determined to be 1.2; if the first relative distance between the target object and the vehicle is not less than the preset second distance value, the braking safety factor k is determined to be 1.3. The first distance value is less than the second distance value. The first and second distance values ​​are preset distance values ​​used to determine the braking safety factor.

[0141] As an example, in step S4023, the vehicle controller uses the braking safety factor k to correct the initial braking distance of the target moving object. Get a more accurate target braking distance corresponding to the target moving object

[0142] In this embodiment, a braking safety factor is used to correct the initial braking distance of the target moving object, so as to obtain a more accurate target braking distance corresponding to the target moving object.

[0143] In another embodiment, the second measured data further includes a first relative distance between the target moving object and the vehicle.

[0144] like Figure 6 As shown, step S104, i.e., performing risk identification based on the target braking distance of the target moving object and determining the risk identification result, includes:

[0145] S601: Determining a second relative distance between the target moving object and the outermost position of the vehicle door based on the first relative distance between the target moving object and the vehicle and the outermost position of the vehicle door;

[0146] S602: Perform risk identification based on the target braking distance of the target moving object and the second relative distance, and determine a risk identification result.

[0147] The second relative distance refers to the relative distance between the target moving object and the outermost position of the vehicle door.

[0148] As an example, in step S601, the vehicle controller processes the first relative distance between the target moving object and the vehicle and the outermost position of the door to determine the second relative distance between the target moving object and the outermost position of the door. Figure 11 In the motion diagram of the target moving object shown in the figure, the vehicle controller pre-sets the laser radar module in the vehicle as the origin, the vehicle's lateral direction as the X-axis direction, and the vehicle's longitudinal direction as the Y-axis direction to construct a two-dimensional coordinate system. The two-dimensional coordinate system is used as the basis for orthogonal decomposition, and the first relative distance is orthogonally decomposed to obtain the lateral coordinate L of the target moving object. x and the longitudinal coordinate L y According to the outermost position of the door, the horizontal coordinate X0 and the vertical coordinate Y0 of the outermost door are determined. The onboard controller performs difference and absolute value processing on the horizontal coordinate of the target moving object and the horizontal coordinate X0 of the outermost door to obtain the horizontal relative distance |L x -X0|, the longitudinal coordinate L of the target moving object y The difference and absolute value processing of the longitudinal coordinate Y0 of the outermost side of the door are performed to obtain the longitudinal relative distance |L y -Y0|, process the horizontal relative distance and the vertical relative distance to determine the second relative distance. For example, for the horizontal relative distance |L x -X0| and longitudinal relative distance|L y -Y0| is squared and processed to obtain the second relative distance c, that is, Understandably, the lateral relative distance |L y -Y0| and longitudinal relative distance|L y -Y0| are perpendicular to each other, and the second relative distance c can be determined using the Pythagorean theorem. The lateral relative distance is the absolute difference between the lateral coordinate of the target object and the lateral coordinate of the outermost edge of the door. The longitudinal relative distance is the absolute difference between the longitudinal coordinate of the target object and the longitudinal coordinate of the outermost edge of the door.

[0149] As an example, the vehicle-mounted controller compares the target braking distance of the target moving object with the second relative distance to determine the risk identification result. In this example, the vehicle-mounted controller pre-sets a distance threshold. If the difference between the target braking distance of the target moving object and the second relative distance is not greater than the distance threshold, it is determined that the risk identification result is high collision risk. If the difference between the target braking distance of the target moving object and the second relative distance is greater than the distance threshold, it is determined that the risk identification result is low collision risk. Understandably, the closer the target braking distance of the target moving object and the second relative distance, the closer the distance between the target moving object after braking and the outermost position of the door, and the greater the collision risk, so the higher the risk identification result determined. The farther the target braking distance of the target moving object and the second relative distance, the farther the distance between the target moving object after braking and the outermost position of the door, and the smaller the collision risk, and the lower the risk identification result determined. The distance threshold is used to judge the closeness of the target braking distance of the target moving object and the second relative distance.

[0150] In this embodiment, the second relative distance between the target moving object and the outermost position of the door is accurately determined based on the first relative distance between the target moving object and the vehicle and the outermost position of the door. The risk identification result is accurately determined based on the target braking distance of the target moving object and the second relative distance.

[0151] In an embodiment, the second relative distance includes a lateral relative distance and a longitudinal relative distance; and the second measured data further includes a relative angle between the target moving object and the vehicle. The relative angle refers to the included angle between the current speed direction of the target moving object and the lateral direction of the vehicle. As shown in Figure 11 The vehicle-mounted controller pre-sets a two-dimensional coordinate system with the laser radar module in the vehicle as the origin, the lateral direction of the vehicle as the X-axis direction, and the longitudinal direction of the vehicle as the Y-axis direction. V0 is the current speed, and a is the relative angle between the target moving object and the vehicle.

[0152] In an embodiment, as shown in Figure 7 Step 602, i.e., determining the risk identification result based on the target braking distance of the target moving object and the second relative distance, includes:

[0153] S701: determining a lateral braking distance and a longitudinal braking distance based on the target braking distance of the target moving object and the relative angle;

[0154] S702: if the lateral relative distance is greater than the lateral braking distance, and the longitudinal relative distance is greater than the longitudinal braking distance, it is determined that the risk identification result is no collision risk;

[0155] S703: If the lateral relative distance is not greater than the lateral braking distance, or the longitudinal relative distance is not greater than the longitudinal braking distance, it is determined that the risk identification result is a collision risk.

[0156] wherein the lateral braking distance refers to a distance component of the target braking distance of the target moving object in the lateral (X-axis) direction. The longitudinal braking distance refers to a distance component of the target braking distance of the target moving object in the longitudinal (Y-axis) direction.

[0157] As an example, in step S701, the vehicle-mounted controller obtains the sine value of the relative angle and the cosine value of the relative angle, and determines the product of the target braking distance of the target moving object and the cosine value of the relative angle as the lateral braking distance, and determines the product of the target braking distance of the target moving object and the sine value of the relative angle as the longitudinal braking distance. In this example, for the target braking distance S of the target moving object, the cosine value cosα of the relative angle α, the sine value sinα of the relative angle α, the lateral braking distance is S·cosα, and the longitudinal braking distance is S·sinα. In this example, the lateral braking distance and the longitudinal braking distance can be determined more accurately according to the target braking distance of the target moving object and the relative angle.

[0158] wherein the no collision risk refers to that the occupant will not collide with the target moving object when getting off in the presence of the target moving object.

[0159] As an example, in step S702, the vehicle-mounted controller determines that the risk identification result is a no collision risk when it is determined that the lateral relative distance is greater than the lateral braking distance, and the longitudinal relative distance is greater than the longitudinal braking distance. In this example, the vehicle-mounted controller determines that the risk identification result is a no collision risk when it is determined that the lateral relative distance |L x -X0| is greater than the lateral braking distance S·cosα, and the longitudinal relative distance |L y -Y0| is greater than the longitudinal braking distance S·sinα. Understandably, the lateral relative distance |L x -X0| is greater than the lateral braking distance S·cosα, which indicates that the occupant is normally getting off in the presence of the target moving object, and there is no collision risk in the X-axis direction. The longitudinal relative distance |L y -Y0| is greater than the longitudinal braking distance S·sinα, which indicates that the occupant is normally getting off in the presence of the target moving object, and there is no collision risk in the Y-axis direction. Therefore, if the lateral relative distance |L x -X0| is greater than the lateral braking distance S·cosα, and the longitudinal relative distance |L y -Y0| is greater than the longitudinal braking distance S·sinα, it can be determined that the risk identification result is a no collision risk.

[0160] Among them, the risk of collision means that when there is a target moving object, there is a risk of collision between the passenger and the target moving object when getting off the vehicle.

[0161] As an example, in step S703, the vehicle controller determines that the risk identification result is a collision risk when the lateral relative distance is not greater than the lateral braking distance, or the longitudinal relative distance is not greater than the longitudinal braking distance. x -X0| is not greater than the lateral braking distance S·cosα, indicating that in the presence of a moving target, if the occupants get off the vehicle normally, there is a risk of collision in the X-axis direction. Longitudinal relative distance |L y -Y0| is not greater than the longitudinal braking distance S·sinα, indicating that in the presence of a target moving object, if the occupants get off the vehicle normally, there is a risk of collision in the Y-axis direction. Therefore, if the lateral relative distance |L x -X0| is not greater than the lateral braking distance S·cosα, or the longitudinal relative distance |L y -Y0| is greater than the longitudinal braking distance S·sinα, the risk identification result can be determined as a collision risk.

[0162] In this embodiment, the risk identification result of the passenger getting off the vehicle when the target moving object is in motion is judged based on the size relationship between the lateral relative distance and the lateral braking distance, and / or the size relationship between the longitudinal relative distance and the longitudinal braking distance. This method can more accurately determine whether the target moving object has a collision risk in the lateral and longitudinal directions.

[0163] In one embodiment, if Figure 8 As shown, step S703, that is, if the lateral relative distance is not greater than the lateral braking distance, or the longitudinal relative distance is not greater than the longitudinal braking distance, then determining that the risk identification result is a collision risk includes:

[0164] S801: If the lateral relative distance is not greater than the lateral braking distance and the longitudinal relative distance is greater than the longitudinal braking distance, or if the lateral relative distance is greater than the lateral braking distance and the longitudinal relative distance is not greater than the longitudinal braking distance, then determine that the risk identification result is a low collision risk;

[0165] S802: If the lateral relative distance is not greater than the lateral braking distance and the longitudinal relative distance is not greater than the longitudinal braking distance, then the risk identification result is determined to be a high collision risk.

[0166] As an example, in step S801, the vehicle controller is at a lateral relative distance |L x -X0| is not greater than the lateral braking distance S·cosα and the longitudinal relative distance|L y -Y0| is greater than the longitudinal braking distance S·sinα, or the lateral relative distance |L x-X0| is greater than the lateral braking distance S*cos a and the longitudinal relative distance |L y -Y0| is not greater than the longitudinal braking distance S*sin a, the risk identification result is determined as low collision risk. Understandably, in this example, if the relative distance in one direction is not greater than the target braking distance in the corresponding direction, and the relative distance in the other direction is greater than the target braking distance in the corresponding direction, it indicates that there is a collision risk in one direction and no collision risk in the other direction. In this case, the collision risk is relatively low, i.e., the risk identification result is determined as low collision risk.

[0167] As an example, in step S802, the vehicle-mounted controller determines the target braking distance in the lateral direction and the target braking distance in the longitudinal direction based on the vehicle speed and the vehicle acceleration. x -X0| is not greater than the lateral braking distance S*cos a and the longitudinal relative distance |L y -Y0| is not greater than the longitudinal braking distance S*sin a, the risk identification result is determined as high collision risk. Understandably, in this example, if the relative distance in the lateral direction is not greater than the target braking distance in the lateral direction, and the relative distance in the longitudinal direction is not greater than the target braking distance in the longitudinal direction, it indicates that there is a collision risk in the lateral direction and a collision risk in the longitudinal direction. In this case, the collision risk is relatively high, i.e., the risk identification result is determined as high collision risk.

[0168] In this embodiment, when there is a collision risk, the collision risk is further classified according to the size relationship between the relative distance in the lateral direction and the target braking distance in the lateral direction, and / or the size relationship between the relative distance in the longitudinal direction and the target braking distance in the longitudinal direction. This can increase the safety of passengers getting off the vehicle while increasing the passenger experience, and facilitate the purpose of controlling the door to perform more effective door opening warning according to the risk level.

[0169] In an embodiment, in step S101, the door opening instruction is an instruction for controlling the current door mode to switch to the target door mode. The target door mode refers to the next door mode corresponding to the current door mode. Understandably, if the current door mode is the door locking mode, the door opening instruction is an instruction for controlling the door locking mode to switch to the door greeting mode. The target door mode is the door greeting mode. If the current door mode is the door greeting mode, the door opening instruction is an instruction for controlling the door greeting mode to switch to the door unlocking mode. The target door mode is the door unlocking mode.

[0170] In an embodiment, as shown in FIG. 10, in step S105, the door execution component performs the target operation based on the risk identification result, including: Figure 9

[0171] ​S901: If the risk identification result is no collision risk, a target driving torque is provided to the door inner opening handle to make the door open, so that the inner opening handle 1 of the door inner opening handle switches from the position corresponding to the current door mode to the position corresponding to the target door mode;

[0172] S902: If the risk identification result is collision risk, a target reverse torque is provided to the door inner opening handle to make the door maintain the current position.

[0173] The target reverse torque refers to a torque opposite to the target driving torque to keep the inner opening handle 1 of the door inner opening handle at the current position.

[0174] As an example, in step S901, the vehicle-mounted controller provides the target driving torque to the door inner opening handle to make the inner opening handle 1 of the door inner opening handle switch from the position corresponding to the current door mode to the position corresponding to the target door mode when determining that the risk identification result is no collision risk. Understandably, if there is no collision risk, the target driving torque for pulling the inner opening handle 1 can be provided to the inner opening handle 1 in the door inner opening handle, so that the passenger can operate the inner opening handle 1 to the maximum opening position at any time, which not only ensures the safety of the passenger getting off the vehicle, but also is more convenient and improves the comfort of the passenger.

[0175] For example, when the vehicle-mounted controller determines that the risk identification result is no collision risk and the door opening instruction is an instruction for controlling the vehicle to switch from the door locking mode to the door welcome mode, the target driving torque is provided to the door inner opening handle to make the inner opening handle 1 of the door inner opening handle move from the locking initial position to the welcome position, so as to improve the comfort of the passenger while ensuring the safety of the passenger. Understandably, if the risk identification result is no collision risk, it means that there is no need to alarm the passenger of the risk. When the door opening instruction is an instruction for controlling the vehicle to switch from the door locking mode to the door welcome mode, the target driving torque is provided to the door inner opening handle to make the inner opening handle 1 of the door inner opening handle move from the locking initial position to the welcome position, so that the passenger can autonomously choose whether to move the inner opening handle 1 from the welcome position to the inner opening unlocking position and the maximum opening position to achieve the purpose of getting off the vehicle, while ensuring the safety of the passenger, increasing the autonomous selection of the passenger, improving the experience of getting off the vehicle and the comfort of the passenger.

[0176] For example, when the vehicle controller determines that the risk identification result is no collision risk and the door opening instruction is an instruction for controlling the vehicle to switch from the door welcome mode to the door unlocking mode, the vehicle controller provides a target driving torque to the door inner opening handle to move the inner opening handle 1 from the welcome position to the inner opening unlocking position, so that the passenger can voluntarily select whether to move the inner opening handle 1 from the inner opening unlocking position to the maximum opening position to achieve the purpose of getting off the vehicle, thereby increasing the passenger's voluntary selection, improving the passenger's getting-off experience and the comfort of the vehicle.

[0177] As an example, in step S902, when the vehicle controller determines that the risk identification result is a collision risk, the vehicle controller provides a target reverse torque to the door inner opening handle to maintain the current position of the door, so as to achieve the purpose of warning the passenger to open the door and ensuring the safety of the passenger.

[0178] In this embodiment, according to the risk identification result, a torque of a corresponding direction and size is applied to the door inner opening handle to achieve the purpose of controlling the door to effectively warn the passenger to open the door, thereby increasing the safety of the passenger getting off the vehicle and improving the experience and comfort of the passenger riding the vehicle.

[0179] In one embodiment, as shown in Figure 10 Step S902, if the risk identification result is a collision risk, the vehicle controller provides a target reverse torque to the door inner opening handle to maintain the current position of the door, including:

[0180] S1001: If the risk identification result is a high collision risk, a first reverse torque is provided to the door inner opening handle to maintain the current position of the door, and at least one of the following is performed: controlling the linear motor to vibrate at a first vibration frequency, controlling the ambient light to display a first warning color, and controlling the buzzer to buzz at a first warning frequency;

[0181] S1002: If the risk identification result is a low collision risk, a second reverse torque is provided to the door inner opening handle to maintain the current position of the door, and at least one of the following is performed: controlling the linear motor to vibrate at a second vibration frequency, controlling the ambient light to display a second warning color, and controlling the buzzer to buzz at a second warning frequency;

[0182] Wherein, the first reverse torque is greater than the second reverse torque, the first vibration frequency is greater than the second vibration frequency, and the first warning frequency is greater than the second warning frequency. Understandably, the higher the collision risk, the greater the reverse torque applied to the inner opening handle 1, the higher the vibration frequency of the linear motor, and the higher the frequency of the buzzer (the time interval between adjacent two buzzer warning sounds is smaller) to help the passenger to distinguish the risk, achieve the warning effect according to the risk level, and facilitate to improve the safety of the passenger and increase the riding experience of the passenger.

[0183] Wherein, the first reverse torque refers to a torque for maintaining the inside handle 1 at the current position when the high collision risk exists. The second reverse torque refers to a torque for maintaining the inside handle 1 at the current position when the low collision risk exists. The first vibration frequency refers to a vibration frequency of the linear motor when the high collision risk exists. The second vibration frequency refers to a vibration frequency of the linear motor when the low collision risk exists. The first alarm frequency refers to a frequency of the buzzer for emitting the buzzer alarm sound when the high collision risk exists. The second alarm frequency refers to a frequency of the buzzer for emitting the buzzer alarm sound when the low collision risk exists. The first alarm color refers to a color displayed by the atmosphere lamp when the high collision risk exists. The second alarm color refers to a color displayed by the atmosphere lamp when the low collision risk exists.

[0184] As an example, in step S1001, when the risk identification result is the high collision risk, the vehicle-mounted controller provides the first reverse torque to the inside handle of the vehicle door to maintain the vehicle door at the current position, and performs at least one of the following: controlling the linear motor to vibrate and alarm based on the first vibration frequency, controlling the atmosphere lamp to display the first alarm color, and controlling the buzzer to emit the buzzer alarm sound at the first alarm frequency, so as to generate a more sensitive safety alarm effect. The first alarm color can be red to remind the passenger to pay attention to the high collision risk. Understandably, when the risk identification result is the high collision risk, a larger first reverse torque needs to be applied to the inside handle 1 to maintain the inside handle 1 at the current position even if the passenger applies force to the inside handle 1, so as to ensure the safety of the passenger when the high collision risk exists. Moreover, when the vehicle-mounted controller determines that the high collision risk exists, the linear motor is controlled to vibrate and alarm at a higher first vibration frequency, the atmosphere lamp is controlled to display the first alarm color, and / or the buzzer is controlled to emit the buzzer alarm sound based on the first alarm frequency, so as to further increase the safety of the passenger while improving the passenger's riding experience.

[0185] As an example, in step S1002, the vehicle-mounted controller provides a second reverse torque to the inboard handle of the vehicle door to maintain the current position of the vehicle door and performs at least one of controlling the linear motor to vibrate based on a second vibration frequency, controlling the ambient light to display a second alarm color, and controlling the buzzer to beep based on a second alarm frequency to generate a safety alarm effect when determining that the risk identification result is a low collision risk. The first alarm color can be yellow to remind the passenger to pay attention to the low collision risk. Understandably, when the risk identification result is a low collision risk, a certain second reverse torque needs to be applied to the inboard handle 1 to maintain the inboard handle 1 at the current position to ensure the safety of the passenger in the low collision risk. Moreover, the vehicle-mounted controller controls the linear motor to vibrate based on the second vibration frequency, controls the ambient light to display the second alarm color, and / or controls the buzzer to beep based on the second alarm frequency when determining that there is a low collision risk, which can further increase the safety of the passenger while improving the passenger experience.

[0186] In the embodiment, according to the high and low of the risk identification result, a corresponding size of reverse torque is applied to the inboard handle 1 in the inboard handle of the vehicle door, which facilitates to improve the safety of the passenger when there is a collision risk. Moreover, according to the high and low of the risk identification result, the vibration frequency of the linear motor, the alarm color of the ambient light, and the alarm frequency of the buzzer are controlled, which can enable the passenger to more directly understand the high and low of the current collision risk, so as to enable the passenger to timely and reasonably respond to the current collision risk, thereby improving the safety of the passenger while improving the passenger experience and comfort.

[0187] It should be understood that the size of the serial number of each step in the above embodiment does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.

[0188] In an embodiment, a vehicle-mounted controller is provided, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the vehicle door control method in the above embodiment is implemented, for example Figure 1 S101-S105, or Figures 2-10 To avoid repetition, details are not repeated here.

[0189] In an embodiment, a vehicle door control system is provided, which includes a sensing module, a vehicle door execution component, and the above vehicle-mounted controller. The sensing module is used to collect the first measured data and the second measured data. The vehicle-mounted controller is connected to the sensing module and the vehicle door execution component, and is used to control the vehicle door execution component to work according to the first measured data and the second measured data.

[0190] As an example, the sensing module includes a camera module and a lidar module. The camera module includes an in-vehicle camera and an out-vehicle camera. The in-vehicle camera is used to capture occupant status data, while the out-vehicle camera is used to capture external surveillance video and a current road image corresponding to the target object's position. The lidar module is used to establish a two-dimensional coordinate system and, in conjunction with the out-vehicle camera, to obtain the target object's current velocity and a first relative distance between the target object and the vehicle. The door control system also includes a linear motor, an ambient light, and a buzzer. The linear motor is used to vibrate the inward opening handle 1 at a specific frequency based on risk identification results; the ambient light is used to display a corresponding warning color based on the risk identification results; and the buzzer is used to emit a buzzer at a specific frequency based on the risk identification results. The linear motor, ambient light, and buzzer are all used to warn occupants of the risk of door opening when there is a risk of collision, thereby enhancing occupant safety and the passenger experience.

[0191] In this embodiment, the door control system includes a sensing module, a door actuator and an on-board controller. The sensing module is used to collect the first measured data and the second measured data; the on-board controller is connected to the sensing module and the door actuator, and is used to control the operation of the door actuator according to the first measured data and the second measured data, control the door to perform a more effective door opening warning, improve the safety of passengers getting off the vehicle, and improve the passengers' riding experience.

[0192] In one embodiment, if Figures 13-15 As shown, the door actuator includes an inner door opening handle, which includes a motor 9, a worm 8, a speed gear 5 and an inner opening handle 1; the output shaft of the motor 9 is connected to the worm 8, the worm 8 is engaged with the speed gear 5, and the speed gear 5 is engaged with the inner opening handle 1.

[0193] As an example, Figures 13-15As shown, the inner opening door pull handle is composed of an inner opening handle 1, a rotating shaft 2, a shaft sleeve 3, a buffer block 4, a gear shift gear 5, a gear shift gear fixing screw 6, a spring 7, a worm 8, a motor 9, a motor fixing screw 10 and an inner opening base 11. The motor 9 is fixed on the inner opening base 11 through the motor fixing screw 10, the output shaft of the motor 9 is connected with one end of the worm 8, the main body part of the worm 8 is engaged with the second gear 502 of the gear shift gear 5, the base part of the gear shift gear 5 is fixed at the corresponding fixed position of the inner opening handle 1 through the gear shift gear fixing screw 6, the first gear 501 of the gear shift gear 5 is engaged with the inner opening handle 1, the spring 7 is sleeved on the shaft sleeve 3, the shaft sleeve 3 is sleeved on the rotating shaft 2, and the inner opening handle 1 is rotatably connected with the rotating shaft 2, so as to drive the worm 8 to rotate, drive the second gear 502 of the gear shift gear 5 to rotate, further generate a corresponding size of torque through the gear speed ratio of the gear shift gear 5, and apply the torque to the inner opening handle 1 through the spring 7, so as to drive the inner opening handle 1 to rotate around the rotating shaft 2, realize the movement of the inner opening handle 1 between the locking initial position, the welcome position, the inner opening unlocking position and the maximum opening position, realize effective door opening warning, and improve the safety of the passenger. The buffer block 4 is arranged between the inner opening handle 1 and the inner opening base 11, so as to provide a buffering effect when the inner opening handle 1 rebounds, improve the passenger's off-vehicle experience, and protect the hardware of the vehicle.

[0194] In the embodiment, the inner opening door pull handle includes the motor 9, the worm 8, the gear shift gear 5 and the inner opening handle 1; the output shaft of the motor 9 is connected with the worm 8, the worm 8 is engaged with the gear shift gear 5, and the gear shift gear 5 is engaged with the inner opening handle 1, so as to realize the movement of the inner opening handle 1 between the locking initial position, the welcome position, the inner opening unlocking position and the maximum opening position, realize the door opening warning function, and improve the safety performance of the passenger when getting off the vehicle.

[0195] In an embodiment, a vehicle is provided, characterized by comprising the door control system.

[0196] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above functional units and modules is taken as an example for illustration, and in actual application, the above functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above.

[0197] The above-described embodiments are only used to illustrate the technical solutions of the present application, and are not intended to limit the present application; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A vehicle door control method characterized by, The method comprises: obtaining first measured data in response to a door opening instruction; the door opening instruction is an instruction for controlling the current door mode to switch to the target door mode; based on the first measured data, identifying a target moving object, obtaining second measured data corresponding to the target moving object; based on the second measured data corresponding to the target moving object, determining the target braking distance of the target moving object; based on the target braking distance of the target moving object, identifying a risk, and determining a risk identification result; if the risk identification result is no collision risk, providing a target driving torque to the door inside opening handle to make the inside opening handle of the door inside opening handle switch from the position corresponding to the current door mode to the position corresponding to the target door mode; if the risk identification result is high collision risk, providing a first reverse torque to the door inside opening handle to make the door maintain the current position; if the risk identification result is low collision risk, providing a second reverse torque to the door inside opening handle to make the door maintain the current position; wherein the first reverse torque is greater than the second reverse torque.

2. The vehicle door control method according to claim 1, characterized by, Before the step of obtaining the first measured data in response to the door opening instruction, the door control method further comprises: obtaining passenger state data when the vehicle is in a door locking mode; when the passenger state data meets the welcoming switching condition, forming a door opening instruction for controlling the vehicle to switch from the door locking mode to the door welcoming mode.

3. The vehicle door control method according to claim 1, characterized by, The step of obtaining the first measured data in response to the door opening instruction comprises: in response to the door opening instruction, providing a target driving torque to the door inside opening handle to make the inside opening handle of the door inside opening handle move from the locking initial position to the welcoming position, and obtaining the first measured data.

4. The vehicle door control method according to claim 1, characterized by, The first measured data comprises an outside monitoring video; The step of identifying a target moving object based on the first measured data comprises: identifying moving objects in the outside monitoring video, identifying at least one original moving object in the outside monitoring video, and determining the movement direction and the first relative distance of each original moving object; if the movement direction is towards the vehicle and the first relative distance is less than the first preset distance, the original moving object is determined as the target moving object.

5. The vehicle door control method according to claim 1, characterized by, The second measured data comprises the current speed of the target moving object and the current road surface image corresponding to the road surface where the target moving object is located; The step of determining the target braking distance of the target moving object based on the second measured data corresponding to the target moving object comprises: based on the current road surface image corresponding to the road surface where the target moving object is located, determining the target friction coefficient of the target moving object; based on the current speed of the target moving object and the target friction coefficient, determining the target braking distance of the target moving object.

6. The vehicle door control method according to claim 5, characterized by, The step of determining the target friction coefficient of the target moving object based on the current road surface image corresponding to the road surface where the target moving object is located comprises: identifying the current road surface image corresponding to the road surface where the target moving object is located to determine the current road surface type; based on the current road surface type, querying a road surface friction coefficient mapping table to determine the target friction coefficient of the target moving object.

7. The vehicle door control method according to claim 1, characterized by, The second measured data further comprises a first relative distance between the target moving object and the vehicle; The risk identification based on the target braking distance of the target moving object comprises: determining a second relative distance between the target moving object and an outermost position of the vehicle door based on the first relative distance between the target moving object and the vehicle and the outermost position of the vehicle door; The risk identification based on the target braking distance of the target moving object and the second relative distance comprises:

8. The vehicle door control method according to claim 7, characterized by, determining a lateral braking distance and a longitudinal braking distance based on the target braking distance of the target moving object and the relative angle; if the lateral relative distance is greater than the lateral braking distance and the longitudinal relative distance is greater than the longitudinal braking distance, determining that the risk identification result is no collision risk; if the lateral relative distance is not greater than the lateral braking distance or the longitudinal relative distance is not greater than the longitudinal braking distance, determining that the risk identification result is collision risk. The if the lateral relative distance is not greater than the lateral braking distance or the longitudinal relative distance is not greater than the longitudinal braking distance, determining that the risk identification result is collision risk, comprises: if the lateral relative distance is not greater than the lateral braking distance and the longitudinal relative distance is greater than the longitudinal braking distance, or the lateral relative distance is greater than the lateral braking distance and the longitudinal relative distance is not greater than the longitudinal braking distance, determining that the risk identification result is low collision risk; 9. The vehicle door control method according to claim 8, characterized by, if the lateral relative distance is not greater than the lateral braking distance and the longitudinal relative distance is not greater than the longitudinal braking distance, determining that the risk identification result is high collision risk. The vehicle door control method further comprises: if the risk identification result is high collision risk, performing at least one of the following: controlling the linear motor to vibrate and alarm based on a first vibration frequency, controlling the ambient light to display a first alarm color, and controlling the buzzer to buzz and alarm based on a first alarm frequency; 10. The vehicle door control method according to claim 1, characterized by, if the risk identification result is low collision risk, performing at least one of the following: controlling the linear motor to vibrate and alarm based on a second vibration frequency, controlling the ambient light to display a second alarm color, and controlling the buzzer to buzz and alarm based on a second alarm frequency; wherein the first vibration frequency is greater than the second vibration frequency, and the first alarm frequency is greater than the second alarm frequency. The processor executes the computer program to implement the vehicle door control method of any one of claims 1 to 10. The sensing module is configured to collect the first measured data and the second measured data; the vehicle-mounted controller is connected to the sensing module and the vehicle door execution component, and is configured to control the vehicle door execution component to work according to the first measured data and the second measured data.

11. An in-vehicle controller comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, ​ 12. A vehicle door control system comprising an induction module, a vehicle door actuation component, and the vehicle controller of claim 11, wherein, ​ 13. The vehicle door control system of claim 12, wherein The door executing component comprises a door inner opening handle, the door inner opening handle comprises a motor, a worm, a gear change and an inner opening handle; the output shaft of the motor is connected with the worm, the worm is engaged with the gear change, and the gear change is engaged with the inner opening handle.

14. A vehicle characterized by comprising: The vehicle door control system according to any one of claims 12 to 13.

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