Method and device for controlling lateral safety device, vehicle and storage medium

Abstract

The invention provides a method and device for controlling a lateral safety device, a vehicle and a storage medium, the method is applied to the field of vehicle safety control, and the method comprises the following steps: under the condition of predicting that the vehicle collides with an obstacle, determining whether the vehicle meets a starting condition of the lateral safety device according to a collision estimation parameter of the vehicle, the collision pre-estimation parameter is used for representing the predicted running state of the vehicle during collision; under the condition that the vehicle meets the opening condition, according to the predicted state parameter of the target passenger and a collision influence parameter of the vehicle, a predicted control parameter of a target lateral safety device corresponding to the target passenger is determined, and the collision influence parameter is used for representing the influence of collision on the vehicle and the passengers in the vehicle; and controlling the target lateral safety device to open based on the predictive control parameter. According to the method, the explosion time of the side air bag and the side air curtain can be dynamically adjusted according to the collision condition of the vehicle in the vehicle running process, and the side air bag and the side air curtain are prevented from being mistakenly exploded.

Description

Technical Field

[0001] The present application relates to the field of vehicle safety control, and more specifically, to a method, a device, a vehicle and a storage medium for controlling a lateral safety device in the field of vehicle safety control. Background Art

[0002] At present, in order to ensure the life safety of the vehicle occupants when a side collision occurs during vehicle driving, vehicles are usually equipped with side airbags and side air curtains. When a vehicle collision occurs, the vehicle can control the side airbags and side air curtains to inflate quickly, a process called "detonation".

[0003] In the related art, the deployment conditions of side airbags and side air curtains are usually fixed and cannot be dynamically adjusted according to the actual collision situation of the vehicle, resulting in inaccurate deployment timing of the side airbags and side airbags, increasing the risk of user injury. Summary of the invention

[0004] The present application provides a method, device, vehicle and storage medium for controlling a lateral safety device. The method can dynamically adjust the timing of detonating side airbags and side air curtains according to the collision situation of the vehicle during vehicle driving to avoid the side airbags and side air curtains being accidentally detonated.

[0005] In a first aspect, a method for controlling a lateral safety device is provided, the method comprising: in a case where a collision between a vehicle and an obstacle is predicted, determining whether the vehicle satisfies a condition for opening the lateral safety device according to a collision prediction parameter of the vehicle, the collision prediction parameter being used to represent a predicted operating state of the vehicle when a collision occurs; in a case where the vehicle satisfies the opening condition, determining a prediction control parameter of a target lateral safety device corresponding to the target occupant according to a prediction state parameter of the target occupant and a collision influence parameter of the vehicle, the prediction state parameter of the target occupant being used to represent the motion state of the target occupant in the vehicle when a collision occurs, the collision influence parameter being used to represent the impact of the collision on the vehicle and the occupants in the vehicle, and the prediction control parameter being used to represent the condition that needs to be met to open the target lateral safety device; based on the prediction control parameter, controlling the opening of the target lateral safety device.

[0006] In the above technical solution, during the driving process of the vehicle, the present application proposes a method for controlling the lateral safety device. Specifically, the vehicle can predict whether the vehicle and the obstacle are about to collide based on the driving conditions of the vehicle and the driving conditions of the obstacle. When the vehicle and the obstacle are about to collide, the vehicle determines whether it is necessary to open the side airbags and side air curtains when the vehicle collides based on the predicted collision estimation parameters. In the case where the side airbags and side air curtains need to be opened, the vehicle adjusts the detonation conditions of the side airbags and side air curtains based on the predicted state parameters of the target occupants in the vehicle and the predicted collision impact parameters of the vehicle, so that the side airbags and side air curtains can be detonated at the best time. When it is predicted that the vehicle and the obstacle are about to collide, the collision situation and the state of the occupants after the collision are predicted, so as to determine under what circumstances after the collision, the side airbags and side air curtains can be detonated at the best time, thereby reducing the risk of injury to the user after the vehicle collision, ensuring the user's life safety, and improving the user experience.

[0007] In combination with the first aspect, in some possible implementations, the method also includes: obtaining real-time status parameters of the vehicle and initial coordinates of multiple first position points constituting the vehicle, the real-time status parameters of the vehicle are used to indicate the current operating status of the vehicle; obtaining real-time status parameters of the obstacle and initial coordinates of multiple second position points constituting the obstacle, the real-time status parameters of the obstacle are used to indicate the current operating status of the obstacle; determining multiple first target coordinates corresponding to the multiple first position points at a first target moment based on the real-time status parameters of the vehicle, the initial coordinates of the multiple first position points and a first preset time length, the first target moment being a moment after the current moment and separated by the first preset time length; determining multiple second target coordinates corresponding to the multiple second position points at the first target moment based on the real-time status parameters of the obstacle, the initial coordinates of the multiple second position points and the first preset time length; and predicting whether the vehicle and the obstacle collide based on the multiple first target coordinates and the multiple second target coordinates.

[0008] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the multiple first target coordinates corresponding to the multiple first position points at the first target moment are determined according to the real-time state parameters of the vehicle, the initial coordinates of the multiple first position points and the first preset time length, including: for any first position point among the multiple first position points, according to the real-time state parameters of the vehicle and the first preset time length, determining a first displacement change of the first position point within the first preset time length, and a first angle change of the first position point rotating around the center of mass of the vehicle; determining the first position point at the first target moment according to the first displacement change, the first angle change and the initial coordinates of the first position point. The method comprises: determining, for any second position point among the plurality of second position points, a second displacement change amount of the second position point and a second angle change amount of the second position point rotating around the center of mass of the obstacle within the first preset time period according to the real-time state parameters of the obstacle and the first preset time period; and determining, according to the second displacement change amount, the second angle change amount and the initial coordinates of the second position point, the second target coordinates of the second position point at the first target moment.

[0009] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the real-time state parameters of the vehicle include the longitudinal vehicle speed, the vertical vehicle speed, the first longitudinal acceleration, the first vertical acceleration, the first longitudinal angular velocity of the vehicle when rotating around the center of mass of the vehicle, the first longitudinal angular acceleration, the first lateral angular velocity, the first lateral angular acceleration, the first vertical angular velocity and the first vertical angular acceleration, and the front wheel angle; the first displacement change includes the first longitudinal displacement change, the first lateral displacement change and the first vertical displacement change; the first angle change includes the first longitudinal angle change, the first lateral angle change and the first vertical angle change; the first displacement change of the first position point within the first preset time length and the first angle change of the first position point rotating around the center of mass of the vehicle are determined according to the real-time state parameters of the vehicle and the first preset time length, including: determining according to the front wheel angle, The invention relates to a method for determining a turning radius of the vehicle; determining an angular velocity of the vehicle during a turning process according to the turning radius and the longitudinal vehicle speed; determining a turning angle change within the first preset time period according to the angular velocity and the first preset time period; determining a first longitudinal displacement change and a first lateral displacement change according to the turning angle change, the longitudinal vehicle speed, the first preset time period and the first longitudinal acceleration; determining a first vertical displacement change according to the vertical vehicle speed, the first preset time period and the first vertical acceleration; determining a first longitudinal angle change according to the first longitudinal angular velocity, the first longitudinal angular acceleration and the first preset time period; determining a first lateral angle change according to the first lateral angular velocity, the first lateral angular acceleration and the first preset time period; and determining a first vertical angle change according to the first vertical angular velocity, the first vertical angular acceleration, the first preset time period and the turning angle change.

[0010] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the real-time state parameters of the obstacle include the longitudinal speed, lateral speed and vertical speed of the obstacle, the second longitudinal acceleration, the second lateral acceleration and the second vertical acceleration, the second longitudinal angular velocity, the second longitudinal angular acceleration, the second lateral angular velocity, the second lateral angular acceleration, the second vertical angular velocity and the second vertical angular acceleration of the obstacle when the obstacle rotates around the center of mass of the obstacle, the second displacement change includes the second longitudinal displacement change, the second lateral displacement change and the second vertical change, the second angle change includes the second longitudinal angle change, the second lateral angle change and the second vertical angle change, and the second displacement change of the second position point within the first preset time length is determined according to the real-time state parameters of the obstacle and the first preset time length, and The second angle change of the second position point rotating around the center of mass of the obstacle includes: determining the second longitudinal displacement change according to the longitudinal speed of the obstacle, the second longitudinal acceleration and the first preset time; determining the second lateral displacement change according to the lateral speed of the obstacle, the second lateral acceleration and the first preset time; determining the second vertical displacement change according to the vertical speed of the obstacle, the second vertical acceleration and the first preset time; determining the second longitudinal angle change according to the second longitudinal angular velocity, the second longitudinal angular acceleration and the first preset time; determining the second lateral angle change according to the second lateral angular velocity, the second lateral angular acceleration and the first preset time; and determining the second vertical angle change according to the second vertical angular velocity, the second vertical angular acceleration and the first preset time.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the predicting whether the vehicle and the obstacle collide based on the multiple first target coordinates and the multiple second target coordinates includes: for any first target coordinate among the multiple first target coordinates, and any second target coordinate among the multiple second target coordinates, determining, based on the first target coordinate and the second target coordinate, a vertical distance between a first position point corresponding to the first target coordinate and a second position point corresponding to the second target coordinate; when the vertical distance is less than or equal to a preset distance, predicting that the vehicle and the obstacle collide; when the vertical distance is greater than the preset distance, predicting that the vehicle and the obstacle do not collide.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the collision prediction parameters include a relative collision speed and a target collision area, and the determination of whether the vehicle meets the activation condition of the lateral safety device is based on the collision prediction parameters of the vehicle, including: when the relative collision speed is less than or equal to a preset speed, determining that the vehicle does not meet the activation condition; when the relative collision speed is greater than the preset speed, obtaining the obstacle height; when the obstacle height is less than or equal to the preset height, determining that the vehicle does not meet the activation condition; when the obstacle height is greater than the preset height, if the target collision area is the side of the vehicle, determining that the vehicle meets the activation condition; if the target collision area is not the side of the vehicle, determining that the vehicle does not meet the activation condition.

[0013] In the above technical solution, when the vehicle collides, the vehicle first determines the relative collision speed when judging whether it is necessary to detonate the side airbags and side air curtains of the vehicle according to the collision estimation parameters. When the relative collision speed is small, it means that the collision force of the vehicle is relatively slight. In this case, it is not necessary to open the side airbags and side air curtains. When the relative collision speed is relatively large, the vehicle can judge whether the collision of the vehicle is in the upper part or the lower part of the vehicle body by the height of the obstacle. When the collision of the vehicle is concentrated on the lower part of the vehicle body, it means that the risk of injury to the driver is not great, so in this case, it is not necessary to open the side airbags and side air curtains. When the collision of the vehicle is concentrated on the upper part of the vehicle body, since the side airbags and side air curtains mainly work when the collision occurs on the side of the vehicle, the vehicle can determine whether the target collision area of ​​the current vehicle collision is the side. When the target collision area is the side of the vehicle, it is determined that the side airbags and side air curtains need to be detonated. On the contrary, when the target collision area is not the side of the vehicle, it is determined that the side airbags and side air curtains do not need to be detonated. Therefore, by judging whether the side airbags and side air curtains need to be deployed through different conditions, it can ensure that the side airbags and side air curtains are deployed under appropriate circumstances, ensure the accuracy of the deployment of the side airbags and side air curtains, avoid the side airbags and side air curtains being deployed by mistake, and reduce the maintenance cost of the vehicle.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, when the vehicle does not meet the activation condition, the prediction control parameter of the target lateral safety device is determined to be a preset prediction control parameter, and the preset prediction control parameter is a prediction control parameter when the target lateral safety device is in a closed state when the vehicle collides.

[0015] In the above technical solution, when the vehicle determines that the side airbags and side air curtains do not need to be detonated, the detonation conditions of the side airbags and side air curtains can be adjusted accordingly. Under normal circumstances, if no adjustment is made and the side airbags and side air curtains are controlled to work at the original detonation conditions, the side airbags and side air curtains will be mistakenly detonated. Therefore, by adjusting the detonation conditions of the side air curtains and side airbags to preset prediction control parameters, the preset prediction control parameters are prediction control parameters when the side airbags and side air curtains will not be detonated when the vehicle collides. Therefore, the above process can prevent the side airbags and side air curtains from being mistakenly detonated.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the collision prediction parameters include a relative collision speed and a target collision area, and the steps of determining the collision prediction parameters include: determining the predicted longitudinal speed of the vehicle at the first target moment according to the longitudinal speed of the vehicle, the first longitudinal acceleration of the vehicle and the first preset time length; determining the predicted longitudinal speed of the vehicle at the first target moment according to the longitudinal speed of the obstacle, the second longitudinal acceleration of the obstacle and the first preset time length; determining the relative collision speed according to the predicted longitudinal speed and the predicted longitudinal speed; when the vertical distance is less than the preset distance, determining the target collision area as the vehicle area corresponding to the first position point according to the first position point, and the correspondence between the multiple first position points and the multiple vehicle areas.

[0017] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the predicted control parameters include the target lateral acceleration corresponding to the target collision area when the target lateral safety device is turned on, and the predicted control parameters of the target lateral safety device corresponding to the target occupant are determined based on the predicted state parameters of the target occupant and the collision influence parameters of the vehicle, including: taking the first target moment as the starting moment, and determining multiple third target coordinates corresponding to the multiple third position points at the second target moment according to the predicted state parameters of the target occupant and the initial coordinates of multiple third position points constituting the head of the target occupant, the second target moment is a moment after the first target moment with an interval of a second preset time length, and the first target moment is a moment after the current moment with an interval of a first preset time length; predicting the turning-on moment of the target lateral safety device based on the multiple third target coordinates and the collision influence parameters; determining the target lateral acceleration based on the collision influence parameters and the turning-on moment.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the multiple third target coordinates corresponding to the multiple third position points at the second target moment are determined based on the predicted state parameters of the target occupant and the initial coordinates of the multiple third position points constituting the head of the target occupant, including: for any third position point among the multiple third position points, determining the third displacement change of the third position point within the second preset time length and the third angle change of the third position point rotating around the center of mass of the target occupant's head based on the predicted state parameters of the target occupant; determining the third target coordinates of the third position point at the second target moment based on the third displacement change, the third angle change and the initial coordinates of the third position point.

[0019] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the collision impact parameter includes multiple fourth target coordinates of a fourth position point within the second preset time length, and the fourth position point is any fourth position point among the multiple fourth position points corresponding to the side of the target lateral safety device facing the target occupant. The prediction of the activation time of the target lateral safety device based on the multiple third target coordinates and the collision impact parameter includes: for any third target coordinate among the multiple third target coordinates and any fourth target coordinate among the multiple fourth target coordinates, determining whether the third target coordinate and the fourth target coordinate coincide with each other; when the third target coordinate and the fourth target coordinate coincide with each other, obtaining the third preset time length required for the activation of the target lateral safety device; determining the time difference between the second preset time length and the third preset time length; and determining the activation time as the time after the first target time by the time difference.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the collision impact parameter includes multiple lateral accelerations of the target collision area within the second preset time length, and the target lateral acceleration is determined based on the collision impact parameter and the turn-on time, including: based on the turn-on time and the multiple lateral accelerations of the target collision area within the second preset time length, the target lateral acceleration is determined as the lateral acceleration of the target collision area corresponding to the turn-on time.

[0021] In a second aspect, a device for controlling a lateral safety device is provided, the device comprising: a condition judgment module, for determining whether the vehicle meets the activation condition of the lateral safety device according to a collision prediction parameter of the vehicle when a collision is predicted between the vehicle and an obstacle, the collision prediction parameter being used to represent the predicted operating state of the vehicle when a collision occurs; a first parameter determination module, for determining, when the vehicle meets the activation condition, prediction control parameters of a target lateral safety device corresponding to the target occupant according to the prediction state parameters of the target occupant and the collision influence parameters of the vehicle, the prediction state parameters of the target occupant being used to represent the motion state of the target occupant in the vehicle when a collision occurs, the collision influence parameters being used to represent the impact of the collision on the vehicle and the occupants in the vehicle, and the prediction control parameters being used to represent the conditions that need to be met to activate the target lateral safety device; and a control module, for controlling the activation of the target lateral safety device based on the prediction control parameters.

[0022] In combination with the second aspect, in some possible implementations, the device also includes: a collision prediction module, used to obtain real-time state parameters of the vehicle and initial coordinates of multiple first position points constituting the vehicle, the real-time state parameters of the vehicle are used to indicate the current operating state of the vehicle; obtain real-time state parameters of the obstacle and initial coordinates of multiple second position points constituting the obstacle, the real-time state parameters of the obstacle are used to indicate the current operating state of the obstacle; determine multiple first target coordinates corresponding to the multiple first position points at a first target moment based on the real-time state parameters of the vehicle, the initial coordinates of the multiple first position points and a first preset time length, the first target moment being a moment after the current moment and separated by the first preset time length; determine multiple second target coordinates corresponding to the multiple second position points at the first target moment based on the real-time state parameters of the obstacle, the initial coordinates of the multiple second position points and the first preset time length; and predict whether the vehicle and the obstacle collide based on the multiple first target coordinates and the multiple second target coordinates.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the collision prediction module is specifically used to: for any first position point among the multiple first position points, determine the first displacement change of the first position point within the first preset time length, and the first angle change of the first position point rotating around the center of mass of the vehicle according to the real-time state parameters of the vehicle and the first preset time length; determine the first target coordinates of the first position point at the first target moment according to the first displacement change, the first angle change and the initial coordinates of the first position point; and, for any second position point among the multiple second position points, determine the second displacement change of the second position point within the first preset time length, and the second angle change of the second position point rotating around the center of mass of the obstacle according to the real-time state parameters of the obstacle and the first preset time length; determine the second target coordinates of the second position point at the first target moment according to the second displacement change, the second angle change and the initial coordinates of the second position point.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the real-time state parameters of the vehicle include the longitudinal vehicle speed, the vertical vehicle speed, the first longitudinal acceleration, the first vertical acceleration, the first longitudinal angular velocity of the vehicle when rotating around the center of mass of the vehicle, the first longitudinal angular acceleration, the first lateral angular velocity, the first lateral angular acceleration, the first vertical angular velocity and the first vertical angular acceleration, the front wheel angle, the first displacement change includes the first longitudinal displacement change, the first lateral displacement change and the first vertical displacement change, the first angle change includes the first longitudinal angle change, the first lateral angle change and the first vertical angle change, and the collision prediction module is also used to: determine the turning radius of the vehicle according to the front wheel angle; determine the turning radius of the vehicle according to the turning radius and the longitudinal vehicle speed; the angular velocity during the process; determining the amount of change of the turning angle within the first preset time length according to the angular velocity and the first preset time length; determining the first longitudinal displacement change amount and the first lateral displacement change amount according to the turning angle change amount, the longitudinal vehicle speed, the first preset time length and the first longitudinal acceleration; determining the first vertical displacement change amount according to the vertical vehicle speed, the first preset time length and the first vertical acceleration; determining the first longitudinal angle change amount according to the first longitudinal angular velocity, the first longitudinal angular acceleration and the first preset time length; determining the first lateral angle change amount according to the first lateral angular velocity, the first lateral angular acceleration and the first preset time length; determining the first vertical angle change amount according to the first vertical angular velocity, the first vertical angular acceleration, the first preset time length and the turning angle change amount.

[0025] In combination with the second aspect and the above-mentioned implementation manner, in some possible implementation manners, the real-time state parameters of the obstacle include the longitudinal speed, lateral speed and vertical speed of the obstacle, the second longitudinal acceleration, the second lateral acceleration and the second vertical acceleration, the second longitudinal angular velocity, the second longitudinal angular acceleration, the second lateral angular velocity, the second lateral angular acceleration, the second vertical angular velocity and the second vertical angular acceleration of the obstacle when the obstacle rotates around the center of mass of the obstacle, the second displacement change includes the second longitudinal displacement change, the second lateral displacement change and the second vertical change, the second angle change includes the second longitudinal angle change, the second lateral angle change and the second vertical angle change, and the collision prediction module is further used to: according to the The second longitudinal displacement change is determined according to the longitudinal speed, the second longitudinal acceleration and the first preset time length; the second lateral displacement change is determined according to the lateral speed of the obstacle, the second lateral acceleration and the first preset time length; the second vertical displacement change is determined according to the vertical speed of the obstacle, the second vertical acceleration and the first preset time length; the second longitudinal angle change is determined according to the second longitudinal angular velocity, the second longitudinal angular acceleration and the first preset time length; the second lateral angle change is determined according to the second lateral angular velocity, the second lateral angular acceleration and the first preset time length; the second vertical angle change is determined according to the second vertical angular velocity, the second vertical angular acceleration and the first preset time length.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the collision prediction module is also used to: for any first target coordinate among the multiple first target coordinates, and any second target coordinate among the multiple second target coordinates, determine the vertical distance between the first position point corresponding to the first target coordinate and the second position point corresponding to the second target coordinate based on the first target coordinate and the second target coordinate; when the vertical distance is less than or equal to a preset distance, predict that the vehicle and the obstacle collide; when the vertical distance is greater than the preset distance, predict that the vehicle and the obstacle do not collide.

[0027] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the collision prediction parameters include a relative collision speed and a target collision area, and the condition judgment module is specifically used to: when the relative collision speed is less than or equal to the preset speed, determine that the vehicle does not meet the activation condition; when the relative collision speed is greater than the preset speed, obtain the obstacle height; when the obstacle height is less than or equal to the preset height, determine that the vehicle does not meet the activation condition; when the obstacle height is greater than the preset height, if the target collision area is the side of the vehicle, determine that the vehicle meets the activation condition; if the target collision area is not the side of the vehicle, determine that the vehicle does not meet the activation condition.

[0028] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the device also includes: a second parameter determination module, which is used to determine that the prediction control parameter of the target lateral safety device is a preset prediction control parameter when the vehicle does not meet the activation condition. The preset prediction control parameter is the prediction control parameter when the target lateral safety device is in a closed state when the vehicle collides.

[0029] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the collision prediction parameters include a relative collision speed and a target collision area, and the condition judgment module is also used to: determine the predicted longitudinal speed of the vehicle at the first target moment according to the longitudinal speed of the vehicle, the first longitudinal acceleration of the vehicle and the first preset time length; determine the predicted longitudinal speed of the vehicle at the first target moment according to the longitudinal speed of the obstacle, the second longitudinal acceleration of the obstacle and the first preset time length; determine the relative collision speed according to the predicted longitudinal speed and the predicted longitudinal speed; when the vertical distance is less than the preset distance, determine the target collision area as the vehicle area corresponding to the first position point according to the first position point, and the correspondence between the multiple first position points and the multiple vehicle areas.

[0030] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the predicted control parameter includes the target lateral acceleration corresponding to the target collision area when the target lateral safety device is turned on, and the first parameter determination module is specifically used to: take the first target moment as the starting moment, and determine the multiple third target coordinates corresponding to the multiple third position points at the second target moment according to the predicted state parameters of the target occupant and the initial coordinates of the multiple third position points constituting the head of the target occupant, the second target moment is the moment after the first target moment at an interval of a second preset time length, and the first target moment is the moment after the current moment at an interval of a first preset time length; predict the turning-on time of the target lateral safety device according to the multiple third target coordinates and the collision influence parameter; determine the target lateral acceleration according to the collision influence parameter and the turning-on time.

[0031] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the first parameter determination module is also used to: for any third position point among the multiple third position points, determine, according to the predicted state parameters of the target occupant, the third displacement change of the third position point within the second preset time length, and the third angle change of the third position point rotating around the center of mass of the target occupant's head; determine the third target coordinates of the third position point at the second target moment according to the third displacement change, the third angle change and the initial coordinates of the third position point.

[0032] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the collision impact parameter includes multiple fourth target coordinates of a fourth position point within the second preset time length, and the fourth position point is any fourth position point among the multiple fourth position points corresponding to the side of the target lateral safety device facing the target occupant, and the first parameter determination module is also used to: for any third target coordinate among the multiple third target coordinates, and any fourth target coordinate among the multiple fourth target coordinates, determine whether the third target coordinate and the fourth target coordinate coincide with each other; when the target coordinates of the third position point and the target coordinates of the fourth position point coincide with each other, obtain the third preset time length required for the target lateral safety device to be activated; determine the time difference between the second preset time length and the third preset time length; and determine the activation time as the time after the first target time by the time difference.

[0033] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the collision impact parameter includes multiple lateral accelerations of the target collision area within the second preset time length, and the first parameter determination module is also used to: determine the target lateral acceleration as the lateral acceleration of the target collision area corresponding to the turn-on moment based on the turn-on moment and the multiple lateral accelerations of the target collision area within the second preset time length.

[0034] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0035] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0036] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a structural schematic diagram of an ECU provided in an embodiment of the present application;

[0038] Figure 2 is a schematic flow chart of a method for controlling a lateral safety device provided in an embodiment of the present application;

[0039] Figure 3is a schematic flow chart of a method for determining whether a vehicle meets the activation conditions of a lateral safety device provided in an embodiment of the present application;

[0040] Figure 4 is a schematic flow chart of another method for controlling a lateral safety device provided in an embodiment of the present application;

[0041] Figure 5 is a structural schematic diagram of a device for controlling a lateral safety device provided in an embodiment of the present application;

[0042] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0043] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0044] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0045] Before introducing the method of the embodiment of the present application, the professional terms that may be involved in the embodiment of the present application are first explained.

[0046] Side airbags and side airbags (Curtain Airbags or Side Curtain Airbags) are important components of modern vehicle safety systems. They can provide additional protection for occupants in the event of a side collision or rollover.

[0047] Side airbags are usually installed on the outside of the seats, inside the doors or near the B-pillars. They are mainly used to inflate quickly when the vehicle is involved in a side collision to protect the driver and passenger's heads and chests from direct impact.

[0048] Side curtain airbags are usually installed in the lining on both sides of the roof, extending from the A-pillar to the D-pillar, covering the entire window area. Side curtain airbags are mainly used to protect the occupants' heads in the event of a side collision or rollover accident, preventing the heads from coming into direct contact with the window glass, door frame or other external objects.

[0049] Ignition: refers to the process of triggering the rapid inflation of airbags or air curtains through the Electronic Control Unit (ECU). The specific process of Ignition can be divided into: the sensor detects a side collision or rollover accident and sends a signal to the ECU. The ECU analyzes the sensor data and decides whether to activate the side airbags and side air curtains. If it is determined that activation is required, the ECU issues a command to trigger the ignition device to ignite the solid fuel and produce a large amount of gas. The gas quickly fills the airbag or air curtain to form a protective barrier. The airbag or air curtain absorbs and disperses the impact force during a collision to protect the occupants from serious injury.

[0050] The application scenarios of the embodiments of the present application are introduced below.

[0051] During the driving process, the vehicle is inevitably subject to collision accidents due to the influence of road conditions, weather factors and environmental factors. When a vehicle collides, if the collision position is the side of the vehicle, in order to ensure the life safety of the passengers in the vehicle, the vehicle can control the side airbags and side air curtains in the vehicle to explode.

[0052] The following problems may occur when the above-mentioned side airbag and side air curtain are deployed:

[0053] The first is when the side collision of the vehicle is not strong, that is, the occupants in the vehicle are basically not injured, which causes the side airbags and side air curtains to be accidentally deployed. Since the side airbags and side air curtains are disposable safety devices, once they are accidentally deployed, the user needs to replace the new side airbags and side air curtains, which increases the maintenance cost of the vehicle.

[0054] The second is that in the current relevant technology, when controlling the deployment of side airbags and side air curtains, fixed deployment conditions are usually adopted (for example, the acceleration at the collision position exceeds a certain acceleration), resulting in the side airbags and side air curtains failing to deploy in time when the vehicle is involved in a more serious collision accident; or, when the vehicle is involved in a minor collision accident, the side airbags and side air curtains are mistakenly deployed.

[0055] In summary, when vehicles deploy side airbags and side curtain airbags, they are currently unable to dynamically adjust the deployment conditions according to the vehicle's current collision situation, and are unable to control the deployment of side airbags and side curtain airbags at the appropriate time, which can easily increase the risk of injury to users and reduce the user experience.

[0056] Based on the above problems, an embodiment of the present application provides a method for controlling a lateral safety device, which can dynamically adjust the detonation conditions of the side airbags and side air curtains according to the estimated collision conditions of the vehicle when the vehicle is about to have a side collision.

[0057] It should be understood that during the implementation of the method of the embodiment of the present application, the execution entity can be any ECU in the vehicle, and the embodiment of the present application does not specifically limit the ECU that executes the method.

[0058] When the vehicle implements the method through the ECU, the ECU can be divided into different functional modules according to the implementation process of the method.

[0059] Figure 1 It is a structural diagram of an ECU provided in an embodiment of the present application.

[0060] For example, Figure 1 As shown, ECU 100 can be specifically divided into the following modules: an information acquisition module, a coordinate prediction module, a collision prediction module, a parameter adjustment module and a parameter execution module.

[0061] The information acquisition module is mainly used to acquire three types of state parameters, namely, the state parameters of the vehicle, the state parameters of the obstacles and the state parameters of the passengers. Each type of state parameter is used to represent the motion state of the corresponding object.

[0062] After the information acquisition module acquires the above three types of state parameters, the state parameters of the vehicle and the state parameters of the obstacle can be sent to the coordinate prediction module.

[0063] After receiving the state parameters of the vehicle, the coordinate prediction module can predict multiple first target coordinates of multiple first position points corresponding to the vehicle after a first preset time period based on the state parameters of the vehicle. Similarly, after receiving the state parameters of the obstacle, the coordinate prediction module can predict multiple second target coordinates of multiple second position points corresponding to the obstacle after a first preset time period based on the state parameters of the obstacle.

[0064] Furthermore, the coordinate prediction module may send the predicted multiple first target coordinates and multiple second target coordinates to the collision prediction module.

[0065] After receiving the plurality of first target coordinates and the plurality of second target coordinates, the collision prediction module can determine whether a collision will occur between the vehicle and the obstacle after a first preset time period according to the two motion trajectories.

[0066] When the collision prediction module predicts that the vehicle and the obstacle will collide after the first preset time, the collision prediction module can determine whether to activate the side airbags and side air curtains in the vehicle according to the collision prediction parameters of the vehicle. The collision prediction parameters are used to indicate the predicted operating state of the vehicle when a collision occurs.

[0067] Optionally, the collision estimation parameters include a relative collision speed and a target collision area.

[0068] Specifically, when it is predicted that the vehicle and the obstacle will collide after the first preset time, the collision prediction module can determine whether the relative collision speed of the vehicle at the moment of collision is greater than a given speed. When the relative collision speed is less than or equal to the given speed, the collision prediction module determines that it is not necessary to activate the side airbags and side air curtains in the vehicle.

[0069] When the relative collision speed is greater than a given speed, the collision prediction module may call the information acquisition module to obtain the obstacle height, and determine whether the obstacle height is greater than a given height.

[0070] When the height of the obstacle is less than or equal to a given height, the collision prediction module may determine that it is not necessary to activate the side airbags and side air curtains in the vehicle.

[0071] When the height of the obstacle is greater than a given height, the collision prediction module can determine whether the target collision area is the side of the vehicle. When the target collision area is the side of the vehicle, the collision prediction module determines that the side airbags and side air curtains in the vehicle need to be activated. When the target collision area is not the side of the vehicle, the collision prediction module determines that the side airbags and side air curtains in the vehicle do not need to be activated.

[0072] When it is determined that the side airbags and side air curtains need to be activated, the collision prediction module can call the coordinate prediction module to first predict the predicted state parameters of the occupants after the first preset time period based on the state parameters of the occupants. When the vehicle collides, it is important to pay attention to whether the occupants' heads will be injured after the collision. Therefore, based on the predicted state parameters after the first preset time period, the collision prediction module can also predict multiple third target coordinates corresponding to multiple third position points corresponding to the occupant's head after the second preset time period. The coordinate prediction module further sends the occupant's position to the parameter adjustment module.

[0073] In addition, the collision prediction module can determine the collision impact parameters of the vehicle using the state parameters and collision estimation parameters obtained by the information acquisition module as input.

[0074] The collision impact parameter is used to indicate the impact of the collision on the vehicle and the occupants. Optionally, the collision impact parameter includes the change in position of the vehicle side air curtain from before to after the collision, and the change in lateral acceleration of the target collision area within a period of time after the collision.

[0075] After obtaining the collision impact parameters, the collision prediction module can send the collision impact parameters to the parameter adjustment module. The parameter adjustment module determines the opening time of the rear side airbags and side air curtains and the acceleration at the collision position corresponding to the opening time based on the collision impact parameters and multiple third target coordinates, and sends them to the parameter execution module.

[0076] Finally, the parameter execution module controls the operation of the side airbags and side air curtains based on the lateral acceleration at the target collision area corresponding to the above-mentioned opening moment.

[0077] After introducing the structure of the ECU of the embodiment of the present application and the functions of each module, the specific method implementation process of the embodiment of the present application is introduced below.

[0078] Figure 2 It is a schematic flow chart of a method for controlling a lateral safety device provided in an embodiment of the present application.

[0079] For example, Figure 2 As shown, the method 200 includes:

[0080] 201. In case of a predicted collision between a vehicle and an obstacle, whether the vehicle meets the activation conditions of the lateral safety device is determined based on the collision prediction parameters of the vehicle, where the collision prediction parameters are used to predict the operating state of the vehicle when a collision occurs.

[0081] During the driving process, the vehicle may be subject to uncontrollable collision accidents due to road factors, weather factors and environmental factors. In order to ensure the safety of the passengers in the vehicle, the vehicle needs to control the deployment of the side airbags and side air curtains.

[0082] It should be understood that, generally, the side airbags and side air curtains of a vehicle have the same detonation timing, so the side mounting device includes the side airbags and the side air curtains.

[0083] As can be seen from the above description, in the current related technology, when a vehicle deploys the side airbags and side curtain airbags, the deployment conditions remain unchanged regardless of the type of collision accident, which can easily lead to the side airbags and side curtain airbags being deployed by mistake or delayed.

[0084] Based on the above problems, an embodiment of the present application proposes a method for controlling a lateral safety device, which can timely adjust the detonation conditions of the side airbags and side air curtains according to the possible collision information of the vehicle after the collision when predicting that the vehicle may collide.

[0085] To implement the method of the embodiment of the present application, the ECU first needs to timely predict whether the vehicle and the obstacle will collide during the driving process of the vehicle. The specific prediction process is as follows.

[0086] In a possible implementation manner, the method further includes:

[0087] Acquire real-time state parameters of the vehicle and initial coordinates of a plurality of first position points constituting the vehicle, the real-time state parameters of the vehicle being used to indicate the running state of the vehicle;

[0088] Acquire real-time state parameters of the obstacle and initial coordinates of a plurality of second position points constituting the obstacle, wherein the real-time state parameters of the obstacle are used to indicate the operating state of the obstacle;

[0089] Determine a plurality of first target coordinates corresponding to the plurality of first position points at a first target moment according to the real-time state parameters of the vehicle, the initial coordinates of the plurality of first position points and the first preset time, wherein the first target moment is a moment after the current moment and separated by the first preset time;

[0090] Determine a plurality of second target coordinates corresponding to the plurality of second position points at the first target time according to the real-time state parameters of the obstacle, the initial coordinates of the plurality of second position points and the first preset time length;

[0091] Whether a collision occurs between a vehicle and an obstacle is predicted based on the plurality of first target coordinates and the plurality of second target coordinates.

[0092] Specifically, during the driving process of the vehicle, the roads, pedestrians, trees, buildings and other vehicles around the vehicle can be regarded as obstacles. The ECU can select the obstacle closest to the vehicle from the above obstacles as the obstacle in the embodiment of the present application. Further, the ECU can obtain the real-time state parameters of the vehicle and the real-time state parameters of the obstacle, that is, the current state parameters of the vehicle and the current state parameters of the obstacle.

[0093] The real-time state parameter of the vehicle is used to indicate the current running state of the vehicle. Similarly, the real-time state parameter of the obstacle is used to indicate the current running state of the obstacle.

[0094] Optionally, the real-time status parameters of the vehicle in the embodiment of the present application include longitudinal vehicle speed, vertical vehicle speed, first longitudinal acceleration, first vertical acceleration, first longitudinal angular velocity of the vehicle when rotating around the center of mass of the vehicle, first longitudinal angular acceleration, first lateral angular velocity, first lateral angular acceleration, first vertical angular velocity and first vertical angular acceleration, and front wheel angle.

[0095] It should be noted that, in the embodiment of the present application, longitudinal refers to the forward direction of the vehicle; vertical refers to the up and down direction; and lateral refers to the direction from the center of mass of the vehicle to the right.

[0096] Exemplarily, the ECU can directly obtain the longitudinal vehicle speed through the vehicle speed sensor, obtain the displacement of the wheel relative to the vehicle body through the suspension travel sensor installed on the suspension system of the vehicle, and calculate the vertical vehicle speed of the vehicle based on the time corresponding to the displacement; or, the ECU can measure the first vertical acceleration of the vehicle through the accelerometer in the inertial measurement unit (IMU) in the vehicle, and obtain the vertical vehicle speed by integrating the acceleration.

[0097] For the first longitudinal acceleration and the first vertical acceleration, the ECU can obtain the first longitudinal acceleration of the vehicle in the forward direction through the acceleration sensor. For the first vertical acceleration, as mentioned above, the ECU can obtain the first vertical acceleration through the accelerometer in the IMU.

[0098] For the first longitudinal angular velocity, the first lateral angular velocity, and the first vertical angular velocity when the vehicle rotates around the center of mass, the ECU can directly obtain the first longitudinal angular velocity, the first lateral angular velocity, and the first vertical angular velocity through a gyroscope or an IMU.

[0099] For the first longitudinal angular acceleration, the first lateral angular acceleration and the first vertical angular acceleration when the vehicle rotates around the center of mass, the ECU can differentiate the first longitudinal angular velocity, the first lateral angular velocity and the first vertical angular velocity obtained above, respectively, to obtain the first longitudinal angular acceleration, the first lateral angular acceleration and the first vertical angular acceleration.

[0100] Exemplarily, the ECU may obtain the front wheel angle through a front wheel angle sensor. The front wheel angle may be any one of the left front wheel angle and the right front wheel angle, or an average angle of the left front wheel angle and the right front wheel angle.

[0101] For the multiple first position points constituting the vehicle, in the embodiment of the present application, the ECU may simplify the vehicle into a continuous set of points, and the vehicle may be regarded as being composed of the multiple first position points.

[0102] For the coordinates of the first plurality of position points, the corresponding coordinate system is the vehicle mass center coordinate system, and the origin of the vehicle mass center coordinate system is the vehicle mass center.

[0103] Optionally, for the establishment of the vehicle's center of mass coordinate system, the vehicle's center of mass can be used as the origin, the vehicle's forward direction as the positive X-axis, the direction perpendicular to the X-axis and pointing from the vehicle's center of mass to the right as the positive Y-axis, and the direction perpendicular to the X-axis and Y-axis and pointing upward as the positive Z-axis.

[0104] After the vehicle center of mass coordinate system is established, each first position point has a unique coordinate in the vehicle center of mass coordinate system, thereby obtaining the "coordinates of multiple first position points". The coordinates corresponding to each first position point can be expressed as (x 1n ,y 1n 、z 1n ).

[0105] Optionally, the real-time status parameters of the obstacle include the longitudinal velocity, lateral velocity and vertical velocity of the obstacle, the second longitudinal acceleration, the second lateral acceleration and the second vertical acceleration, the second longitudinal angular velocity, the second longitudinal angular acceleration, the second lateral angular velocity, the second lateral angular acceleration, the second vertical angular velocity and the second vertical angular acceleration when the obstacle rotates around the center of mass of the obstacle.

[0106] For example, for the longitudinal speed, lateral speed and vertical speed of an obstacle, the ECU can control the laser radar installed on the vehicle to determine the distance of the object by emitting a laser beam and measuring the reflection time. Through continuous scanning, a three-dimensional point cloud map of the obstacle is constructed, and by analyzing the point cloud data at multiple time points, the position change rate of the obstacle in three directions is calculated, and the longitudinal speed, lateral speed and vertical speed of the obstacle are obtained by combining the time corresponding to the position change.

[0107] For the second longitudinal acceleration, the second lateral acceleration and the second vertical acceleration of the obstacle, after obtaining the longitudinal velocity, the lateral velocity and the vertical velocity of the obstacle, the ECU can respectively differentiate the longitudinal velocity of the obstacle to obtain the second longitudinal acceleration, differentiate the lateral velocity of the obstacle to obtain the second lateral acceleration, and differentiate the vertical velocity of the obstacle to obtain the second vertical acceleration.

[0108] For the second longitudinal angular velocity, second lateral angular velocity, second vertical angular velocity, second longitudinal angular acceleration, second lateral angular acceleration and second vertical angular acceleration of the obstacle when it rotates around its center of mass. The ECU can obtain the position and posture changes of the obstacle through sensors such as laser radar, millimeter wave radar, and camera, and estimate them in combination with sensor fusion algorithms. For example, stereo vision or binocular cameras are used to reconstruct the three-dimensional model of the obstacle, and its changes over time are tracked to estimate the second longitudinal angular velocity, second lateral angular velocity, second lateral angular acceleration, second vertical angular velocity and second vertical angular acceleration of the obstacle when it rotates around its own center of mass.

[0109] For the multiple second position points constituting the obstacle, similarly to the multiple first position points, after acquiring the image of the obstacle, the ECU can simplify the obstacle into a continuous point set, and the obstacle can be regarded as being composed of the multiple second position points.

[0110] The coordinates of the multiple second position points may refer to the coordinates of the multiple second position points in the vehicle's centroid coordinate system or the coordinates of the multiple second position points in the obstacle's centroid coordinate system. Since subsequent predictions require the first position point and the second position point to be unified in their coordinate systems, the coordinates of the second position point are used as the vehicle's centroid coordinate system for subsequent introduction.

[0111] When the vehicle's centroid coordinate system has been established in advance, the ECU can generate a high-resolution 3D point cloud image through the vehicle's laser radar to describe the shape of the obstacle. The centroid of the obstacle can be identified by analyzing the 3D point cloud.

[0112] The ECU can use the obstacle's mass center as the origin. When the obstacle is a dynamic obstacle, the obstacle's mass center coordinate system is established in the same way as the vehicle's mass center coordinate system. When the obstacle is a static obstacle, the direction of the obstacle pointing to the vehicle can be the positive direction of the X axis, the direction perpendicular to the X axis and to the right can be the positive direction of the Y axis, and the direction perpendicular to the X axis and Y axis and upward can be the positive direction of the Z axis.

[0113] In one case, since the coordinate system corresponding to any point in the three-dimensional point cloud is the point cloud coordinate system of the vehicle laser radar, the ECU can obtain the coordinates of the obstacle's centroid in the point cloud coordinate system. Furthermore, there is a certain conversion relationship between the vehicle's centroid coordinate system and the point cloud coordinate system. The ECU obtains the coordinates of the obstacle's centroid in the vehicle's centroid coordinate system through the coordinates of the obstacle's centroid in the point cloud coordinate system and the conversion relationship between the point cloud coordinate system and the vehicle's centroid coordinate system.

[0114] After obtaining the three-dimensional point cloud of the obstacle, each second position point has a corresponding coordinate in the point cloud coordinate system. Based on the coordinate of each second position point in the point cloud coordinate system and the conversion relationship between the point cloud coordinate system and the vehicle center of mass coordinate system, the ECU can obtain the coordinate of each second position point in the vehicle center of mass coordinate system, that is, the coordinates of multiple second position points, recorded as (x 2n ,y 2n 、z 2n ).

[0115] In another case, for the coordinates of each second position point in the obstacle mass centroid coordinate system, after the obstacle mass centroid coordinate system is established, the ECU can obtain the coordinates of each second position point in the obstacle mass centroid coordinate system based on the relative coordinate relationship between the second position points in the three-dimensional point cloud, which is recorded as “(x 3n ,y 3n 、z 3n )”.

[0116] Thus, through the above process, the ECU can obtain the real-time state parameters of the vehicle and the initial coordinates of the multiple first position points, as well as the real-time state parameters of the obstacle and the initial coordinates of the multiple second position points. The initial coordinates refer to the coordinates of the multiple first position points and the coordinates of the multiple second position points before prediction.

[0117] During the prediction process, the ECU can predict the multiple first target coordinates corresponding to the multiple first position points that will constitute the vehicle after the first preset time period (i.e., the first target moment) based on the real-time state parameters of the vehicle and the initial coordinates of the multiple first position points. Similarly, the ECU can also predict the multiple second target coordinates corresponding to the multiple second position points that will constitute the obstacle after the first preset time period based on the real-time state parameters of the obstacle and the initial coordinates of the multiple second position points. Finally, based on the multiple first target coordinates and the multiple second target coordinates, it is predicted whether the vehicle and the obstacle will collide.

[0118] The following describes the two target coordinate determination processes separately.

[0119] (I) Determination process of the first target coordinates

[0120] In a possible implementation, determining a plurality of first target coordinates corresponding to the plurality of first position points at the first target time according to the real-time state parameters of the vehicle, the initial coordinates of the plurality of first position points, and the first preset time duration includes:

[0121] For any first position point among the plurality of first position points, determining a first displacement change of the first position point within the first preset time period and a first angle change of the first position point rotating around the center of mass of the vehicle according to the real-time state parameters of the vehicle and the first preset time period;

[0122] The first target coordinates of the first position point at the first target moment are determined according to the first displacement change, the first angle change and the initial coordinates of the first position point.

[0123] Specifically, since the vehicle is a whole when in motion, in other words, for any first position point among the plurality of first position points, the corresponding real-time state parameters of the vehicle are the same.

[0124] Therefore, the ECU can take any first position point among multiple first position points as an example, and determine the first displacement change of the first position point within the first preset time length, and the first angle change of the first position point rotating around the center of mass of the vehicle through the real-time state parameters of the vehicle and the first preset time length.

[0125] The first displacement variation includes the displacement variations in the three directions of the X-axis, the Y-axis and the Z-axis, namely, the first longitudinal displacement variation, the first lateral displacement variation and the first vertical displacement variation. Similarly, the first angle variation includes the angle variations in the three directions of the X-axis, the Y-axis and the Z-axis, namely, the first longitudinal angle variation, the first lateral angle variation and the first vertical angle variation.

[0126] The steps for determining the first displacement variation and the first angle variation are as follows.

[0127] In a possible implementation, determining a first displacement change of a first position point and a first angle change of the first position point rotating around the center of mass of the vehicle within the first preset time period according to the real-time state parameters of the vehicle and the first preset time period includes:

[0128] Determine the turning radius of the vehicle based on the front wheel angle;

[0129] Determine the angular velocity of the vehicle during the turning process based on the turning radius and the longitudinal vehicle speed;

[0130] Determine the amount of change of the rotation angle within the first preset time period according to the angular velocity and the first preset time period;

[0131] Determining a first longitudinal displacement change and a first lateral displacement change according to the turning angle change, the longitudinal vehicle speed, the first preset time duration, and the first longitudinal acceleration;

[0132] Determine a first vertical displacement change according to the vertical vehicle speed, the first preset time duration, and the first vertical acceleration;

[0133] Determining a first longitudinal angle change according to the first longitudinal angular velocity, the first longitudinal angular acceleration and the first preset time length;

[0134] Determining a first lateral angle change according to the first lateral angular velocity, the first lateral angular acceleration and the first preset time length;

[0135] A first vertical angle change is determined according to the first vertical angular velocity, the first vertical angular acceleration, the first preset time duration and the rotation angle change.

[0136] Specifically, taking the first displacement change as the first longitudinal displacement change as an example, based on the vehicle dynamics model, the determination principle of the first longitudinal displacement change can be expressed by the following formula (1).

[0137]

[0138] Wherein, in formula (1):

[0139] Δt: first preset duration, unit: second (s);

[0140] v x : The longitudinal speed of the vehicle in the vehicle center of mass coordinate system, unit: kilometers per hour (km / h);

[0141] θ: The change in the turning angle of the vehicle body, that is, the rotation angle of the vehicle on the horizontal plane within the time Δt, unit: degree (°);

[0142] v: longitudinal speed of the vehicle, unit: kilometers per hour (km / h);

[0143] a: The first longitudinal acceleration of the vehicle, unit: m / s2 2 );

[0144] δ: the front wheel turning angle of the vehicle, unit: degree (°);

[0145] L: vehicle wheelbase, unit: millimeter (mm);

[0146] R: turning radius of the vehicle, unit: millimeter (mm);

[0147] ω: angular velocity, unit: radian / second (rad / s).

[0148] Based on the above formula (1), the ECU can calculate the first displacement change of the first position point within the first preset time period as shown in the following formula (2).

[0149]

[0150] Wherein, in formula (2):

[0151] Δt: first preset duration, unit: second (s);

[0152] v: longitudinal speed of the vehicle (first position point), unit: kilometers per hour (km / h);

[0153] a: The first longitudinal acceleration of the vehicle (first position point), unit: m / s2 2 );

[0154] δ: front wheel turning angle of the vehicle (first position point), unit: degree (°);

[0155] L: vehicle wheelbase, unit: millimeter (mm);

[0156] v z : The vertical speed of the vehicle (first position point), unit: kilometers per hour (km / h);

[0157] a z : The first vertical acceleration of the vehicle (first position point), unit: meter / square second (m / s 2 );

[0158] Δx: the first longitudinal displacement change of the first position point within the first preset time period, unit: meter (m);

[0159] Δy: the first lateral displacement change of the first position point within the first preset time period, unit: meter (m);

[0160] Δz: the first vertical displacement change of the first position point within the first preset time period, unit: meter (m).

[0161] When considering the front wheel turning angle of the vehicle, the longitudinal speed of the vehicle refers to the speed of the vehicle along its forward direction. Due to the existence of the front wheel turning angle, the direction of the longitudinal speed is not completely aligned with the X-axis, and it has speed components on both the X-axis and the Y-axis.

[0162] It can be seen from formulas (1)-(2) that based on the obtained longitudinal vehicle speed and front wheel angle, the ECU can first calculate the turning radius according to the front wheel angle and the wheelbase of the vehicle. Based on the longitudinal vehicle speed and the turning radius, the angular velocity during the turning process is obtained. Further, based on the angular velocity and the first preset time length, the angle change of the front wheel angle of the vehicle within the first preset time length is obtained.

[0163] Further, based on the longitudinal vehicle speed, the longitudinal acceleration, the first preset time length and the cosine value of the angle change, the displacement change component of the longitudinal vehicle speed on the X-axis, i.e., the first longitudinal displacement change, can be obtained. Based on the longitudinal vehicle speed, the longitudinal acceleration, the first preset time length and the sine value of the angle change, the displacement change component of the longitudinal vehicle speed on the Y-axis, i.e., the first lateral displacement change, can be obtained.

[0164] For the first vertical displacement change on the Z axis, the ECU can directly determine it through the vertical speed of the vehicle, the first preset time and the first vertical acceleration.

[0165] Correspondingly, the first angle change of the first position point within the first preset time period can be expressed by the following formula (3).

[0166]

[0167] Wherein, in formula (3):

[0168] Δt: first preset duration, unit: second (s);

[0169] v Rx : The first longitudinal angular velocity of the vehicle (first position point), unit: radian / second (rad / s);

[0170] a Rx : The first longitudinal angular acceleration of the vehicle (first position point), unit: radians / square seconds (rad / s 2 );

[0171] Δθ x : The first longitudinal angle change of the first position point within the first preset time period, unit: degree (°);

[0172] v Ry : The first lateral angular velocity of the vehicle (first position point), unit: radian / second (rad / s);

[0173] aRy : The first lateral angular acceleration of the vehicle (first position point), unit: radians / square seconds (rad / s 2 );

[0174] Δθ y : The first lateral angle change of the first position point within the first preset time length, unit: degree (°);

[0175] v Rz : The first vertical angular velocity of the vehicle (first position point), unit: radian / second (rad / s);

[0176] a Rz : The first vertical angular acceleration of the vehicle (first position point), unit: radians / square seconds (rad / s 2 );

[0177] Δθ z : The first vertical angle change of the first position point within the first preset time length, unit: degree (°).

[0178] As shown in formula (3), for the angular change of the first position point in each direction within the first preset time period, the ECU can determine it through the angular velocity in that direction, the first preset time period and the angular acceleration in that direction.

[0179] Thus, through the above formulas (1)-(3), the ECU can obtain the first displacement change of any first position point in the vehicle within the first preset time length, and the first angle change of the first position point rotating around the center of mass.

[0180] Since the position change of the vehicle includes changes in displacement on the one hand and changes in angle on the other hand, the ECU needs to combine the first displacement change and the first angle change to obtain the final first target coordinates of the first position point after the first preset time length.

[0181] Specifically, the ECU first obtains the coordinates of the first position point after being rotated according to the first angle change amount without considering the displacement change amount based on the first angle change amount and the initial coordinates of the first position point, which can be obtained through the rotation steps shown in the following formulas (4)-(6).

[0182]

[0183] Wherein, in formulas (4)-(6):

[0184] (x, y, z): initial coordinates of the first position point in the vehicle's center of mass coordinate system;

[0185] Δθ x: The first longitudinal angle change of the first position point within the first preset time period, unit: degree (°);

[0186] (x1, y1, z1): the coordinates of the first position point after the initial coordinates are rotated around the X-axis;

[0187] Δθ y : The first lateral angle change of the first position point within the first preset time length, unit: degree (°);

[0188] (x2, y2, z2): the coordinates of the first position point after the initial coordinates are rotated around the X-axis and Y-axis;

[0189] (x3, y3, z3): the coordinates of the first position point after the initial coordinates are rotated around the X-axis, Y-axis, and Z-axis;

[0190] Δθ z : The first vertical angle change of the first position point within the first preset time length, unit: degree (°).

[0191] After obtaining the first angle change and the initial coordinates of the first position point, the ECU can obtain the coordinates of the first position point that is obtained when only rotation occurs without displacement through the above formulas (4)-(6).

[0192] Furthermore, considering the first displacement change of the first position point within the first preset time period, the ECU adds the above (x3, y3, z3) and the first displacement change (Δx, Δy, Δz) to obtain the first target coordinates of the first position point at the first target moment.

[0193] Therefore, through the above process, the ECU can obtain the first target coordinates of any first position point at the first target time.

[0194] The process of determining the second target coordinates is described below.

[0195] (II) Process of determining the coordinates of the second target

[0196] Specifically, the method for determining the second target coordinates and the method for determining the first target coordinates have the same inventive concept.

[0197] In a possible implementation, determining a plurality of second target coordinates corresponding to the plurality of second position points at the first target time according to the real-time state parameters of the obstacle, the initial coordinates of the plurality of second position points, and the first preset time duration includes:

[0198] For any second position point among the plurality of second position points, determining, according to the real-time state parameter of the obstacle and the first preset time length, a second displacement change amount of the second position point within the first preset time length, and a second angle change amount of the second position point rotating around the center of mass of the obstacle;

[0199] The second target coordinates of the second position point at the first target moment are determined according to the second displacement change, the second angle change and the initial coordinates of the second position point.

[0200] Specifically, since the obstacle is a whole when it moves, in other words, for any second position point among the plurality of second position points, the corresponding real-time state parameters of the obstacle are the same.

[0201] Therefore, the ECU can take any second position point among the multiple second position points as an example, and determine the second displacement change of the second position point within the first preset time length, and the second angle change of the second position point rotating around the center of mass of the vehicle through the real-time state parameters of the obstacle and the first preset time length.

[0202] The second displacement variation includes the displacement variation in the three directions of the X-axis, the Y-axis and the Z-axis, namely, the second longitudinal displacement variation, the second lateral displacement variation and the second vertical displacement variation. Similarly, the second angle variation includes the angle variation in the three directions of the X-axis, the Y-axis and the Z-axis, namely, the second longitudinal angle variation, the second lateral angle variation and the second vertical angle variation.

[0203] The steps for determining the second displacement variation and the second angle variation are as follows.

[0204] In a possible implementation, determining the first preset time duration, the second displacement change of the second position point, and the second angle change of the second position point rotating around the center of mass of the obstacle according to the real-time state parameter of the obstacle and the first preset time duration includes:

[0205] Determining a second longitudinal displacement change according to the longitudinal speed of the obstacle, the second longitudinal acceleration, and the first preset time length;

[0206] Determining a second lateral displacement change according to the lateral speed of the obstacle, the second lateral acceleration, and the first preset time length;

[0207] Determining a second vertical displacement change according to the vertical speed of the obstacle, the second vertical acceleration, and the first preset time length;

[0208] Determining a second longitudinal angle change according to the second longitudinal angular velocity, the second longitudinal angular acceleration and the first preset time length;

[0209] Determining a second lateral angle change according to the second lateral angular velocity, the second lateral angular acceleration and the first preset time length;

[0210] A second vertical angle change is determined according to the second vertical angular velocity, the second vertical angular acceleration, and the first preset time length.

[0211] The determination process of the second displacement change of the obstacle is similar to the first displacement change of the vehicle. The difference is that, considering the different types of obstacles, the embodiment of the present application ignores the influence of the front wheel angle during the prediction process.

[0212] The process of determining the second displacement change of the obstacle is shown in the following formula (7).

[0213]

[0214] Wherein, in formula (7):

[0215] Δt: first preset duration, unit: second (s);

[0216] v xz : The longitudinal speed of the obstacle (second position point), unit: kilometers per hour (km / h);

[0217] v yz : The lateral speed of the obstacle (second position point), unit: kilometers per hour (km / h);

[0218] v zz : The vertical speed of the obstacle (second position point), unit: kilometers per hour (km / h);

[0219] a xz : The second longitudinal acceleration of the obstacle (second position point), unit: meter / square second (m / s 2 );

[0220] a yz : The second lateral acceleration of the obstacle (second position point), unit: meter / square second (m / s 2 );

[0221] a zz : The second vertical acceleration of the obstacle (the second position point), unit: meter / square second (m / s 2 );

[0222] Δx z : The second longitudinal displacement change of the second position point within the first preset time length, unit: meter (m);

[0223] Δy z : The second lateral displacement change of the second position point within the first preset time length, unit: meter (m);

[0224] Δz z : The second vertical displacement change of the second position point within the first preset time length, unit: meter (m).

[0225] Without considering the front wheel turning angle, the ECU can directly determine the second longitudinal displacement change, the second lateral displacement change and the second vertical displacement change corresponding to the X-axis, Y-axis and Z-axis respectively through the speed of the second position point in each direction, the first preset time length and the acceleration in each direction.

[0226] Correspondingly, the second angle change of the second position point within the first preset time length can be expressed by the following formula (8).

[0227]

[0228] Wherein, in formula (8):

[0229] Δt: first preset duration, unit: second (s);

[0230] v Rxz : The second longitudinal angular velocity of the obstacle (second position point), unit: radian / second (rad / s);

[0231] a Rxz : The second longitudinal angular acceleration of the obstacle (second position point), unit: radians / square seconds (rad / s 2 );

[0232] Δθ xz : The second longitudinal angle change of the second position point within the first preset time length, unit: degree (°);

[0233] v Ryz : The second lateral angular velocity of the obstacle (second position point), unit: radian / second (rad / s);

[0234] a Ryz : The second lateral angular acceleration of the obstacle (second position point), unit: radians / square seconds (rad / s 2 );

[0235] Δθ yz : The second lateral angle change of the second position point within the first preset time length, unit: degree (°);

[0236] v Rzz : The second vertical angular velocity of the obstacle (second position point), unit: radian / second (rad / s);

[0237] a Rzz : The second vertical angular acceleration of the obstacle (second position point), unit: radians / square seconds (rad / s 2 );

[0238] Δθ zz: The second vertical angle change of the second position point within the first preset time length, unit: degree (°).

[0239] As shown in formula (8), for the angular change of the second position point in each direction within the first preset time period, the ECU can determine it through the angular velocity in that direction, the first preset time period and the angular acceleration in that direction.

[0240] Thus, through the above formulas (7)-(8), the ECU can obtain the second displacement change of any second position point in the obstacle within the first preset time length, and the second angle change of the second position point rotating around the center of mass.

[0241] Since the position change of the obstacle includes a change in displacement on the one hand and a change in angle on the other hand, the ECU needs to integrate the second displacement change and the second angle change to obtain the final second target coordinates of the second position point at the first target moment.

[0242] Specifically, the ECU first obtains the coordinates of the second position point after being rotated according to the second angle change amount without considering the displacement change amount based on the second angle change amount and the initial coordinates of the second position point, which can be obtained through the rotation steps shown in the following formulas (9)-(11).

[0243]

[0244] Wherein, in formulas (9)-(11):

[0245] (x z ,y z ,z z ): the initial coordinates of the second position point in the vehicle center of mass coordinate system;

[0246] Δθ xz : The second longitudinal angle change of the second position point within the first preset time length, unit: degree (°);

[0247] (x 1z ,y 1z ,z 1z ): The coordinates of the second position point after the initial coordinates are rotated around the X-axis;

[0248] Δθ yz : The second lateral angle change of the second position point within the first preset time length, unit: degree (°);

[0249] (x 2z ,y 2z ,z 2z ): the coordinates of the second position point after the initial coordinates are rotated around the X-axis and the Y-axis;

[0250] (x 3z ,y 3z ,z 3z ): the coordinates of the second position point after the initial coordinates are rotated around the X-axis, Y-axis and Z-axis;

[0251] Δθ zz : The second vertical angle change of the second position point within the first preset time length, unit: degree (°).

[0252] After obtaining the second angle change and the initial coordinates of the second position point, the ECU can obtain the coordinates of the second position point without displacement but only rotation through the above formulas (9)-(11).

[0253] Further, considering the second displacement change of the second position point within the first preset time period, the ECU converts the above (x 3z ,y 3z ,z 3z ) and the second displacement change (Δx z ,Δy z ,Δz z ) are added together to obtain the second target coordinates of the second position point at the first target moment.

[0254] Therefore, through the above process, the ECU can obtain the second target coordinates of any second position point at the first target time.

[0255] After obtaining the plurality of first target coordinates and the plurality of second target coordinates, when predicting whether the vehicle and the obstacle will collide, the ECU can determine whether the vehicle and the obstacle are about to collide by calculating the distance between the first position point and the second position point.

[0256] In a possible implementation, predicting whether a vehicle collides with an obstacle based on a plurality of first target coordinates and a plurality of second target coordinates includes:

[0257] For any first target coordinate among the plurality of first target coordinates and any second target coordinate among the plurality of second target coordinates, determining a vertical distance between a first position point corresponding to the first target coordinate and a second position point corresponding to the second target coordinate according to the first target coordinate and the second target coordinate;

[0258] When the vertical distance is less than or equal to the preset distance, a collision between the vehicle and the obstacle is predicted;

[0259] When the vertical distance is greater than the preset distance, it is predicted that the vehicle and the obstacle will not collide.

[0260] It should be understood that if the vehicle collides with an obstacle, it means that the distance between the vehicle and the obstacle is too close. Therefore, the ECU can determine whether there is a collision risk between the vehicle and the obstacle by calculating the vertical distance between any first position point and any second position point.

[0261] Specifically, the vertical distance between the first position point and the second position point can be calculated by the following formula (12).

[0262]

[0263] Wherein, in formula (12):

[0264] (x1, y1, z1): the first target coordinates of the first position point;

[0265] (x2, y2, z2): the second target coordinates of the second position point;

[0266] d: The vertical distance between the first position point and the second position point, in meters (m).

[0267] In the embodiment of the present application, the technician can pre-set a preset distance, which can be a critical distance when the vehicle and the obstacle do not collide. Based on the calculated vertical distance between the first position point and the second position point, the ECU determines whether the vertical distance is greater than the preset distance.

[0268] When the vertical distance is greater than the preset distance, it means that the distance between the vehicle and the obstacle is large and there is no collision risk, so the ECU determines that the vehicle and the obstacle will not collide at the first target time. When the vertical distance is less than or equal to the preset distance, it means that the distance between the vehicle and the obstacle is close and there is a collision risk, so the ECU determines that the vehicle and the obstacle will collide at the first target time.

[0269] When a collision between a vehicle and an obstacle is about to occur, the ECU can further determine whether the vehicle needs to activate the lateral safety device based on the vehicle's collision prediction parameters, where the collision prediction parameters represent the predicted operating state of the vehicle when a collision occurs.

[0270] Optionally, the collision estimation parameters include a relative collision speed and a target collision area.

[0271] The following introduces the process of determining two collision prediction parameters.

[0272] In a possible implementation, the step of determining the collision prediction parameter includes:

[0273] Determining a predicted longitudinal speed of the vehicle at a first target time according to the longitudinal speed of the vehicle, the first longitudinal acceleration of the vehicle and the first preset time;

[0274] Determining a predicted longitudinal speed of the vehicle at a first target time according to the longitudinal speed of the obstacle, the second longitudinal acceleration of the obstacle, and the first preset time duration;

[0275] Determine the relative collision speed based on the predicted longitudinal vehicle speed and the predicted longitudinal speed;

[0276] When the vertical distance is less than the preset distance, the target collision area is determined as the vehicle area corresponding to the first position point according to the first position point and the correspondence between the plurality of first position points and the plurality of vehicle areas.

[0277] After obtaining the longitudinal speed and the first longitudinal acceleration of the vehicle, the ECU can calculate the predicted longitudinal speed of the vehicle at the first target time based on the kinematic model of the object, which is recorded as “v 预测 ”.

[0278] Similarly, after obtaining the longitudinal velocity of the obstacle and the second longitudinal acceleration of the obstacle, the ECU can calculate the predicted longitudinal velocity of the obstacle at the first target time based on the kinematic model of the object, which is recorded as “v z预测 ”.

[0279] Based on the predicted longitudinal velocity and the predicted longitudinal vehicle speed, the relative collision velocity can be calculated using the following formula (13).

[0280] v 相对 =|v z预测 -v 预测 | Formula (13)

[0281] Wherein, in formula (13):

[0282] v z预测 : The predicted longitudinal speed of the obstacle, unit: kilometers per hour (km / h);

[0283] v 预测 : The predicted longitudinal speed of the vehicle, unit: kilometers per hour (km / h);

[0284] v 相对 : Relative collision speed, unit: kilometers per hour (km / h).

[0285] As shown in formula (13), based on the calculated predicted longitudinal speed and predicted longitudinal vehicle speed, the ECU can obtain the relative collision speed of the vehicle at the moment of collision by subtracting the two speeds.

[0286] For the target collision area, in the embodiment of the present application, when the vehicle is simplified into a continuous point set, since each first position point represents a different area of ​​the vehicle, the technician can set an identity document (ID) for each first position point to represent the vehicle area.

[0287] For example, assuming that the first position point is (x1, y1, z1), specifically a point on the roof, the ID of the first position point can be set to 1, indicating that the current first position point is a point on the roof. Assuming that the first position point is (x2, y2, z2), specifically a point on the left side of the vehicle, the ID of the first position point can be set to 2, indicating that the current first position point is a point on the left side.

[0288] Therefore, through the above preset process, the ECU can store the corresponding relationship between each first position point and the corresponding vehicle area.

[0289] Based on this, when the ECU passes through the first position point and the second position point and predicts that the vehicle collides with an obstacle, it can search for the correspondence between each of the above first position points and the corresponding vehicle position based on the first position point to obtain the vehicle area corresponding to the first position point, and this vehicle area is the target collision area.

[0290] It should be understood that, based on the current related technologies, when the vehicle is not in a serious collision, the side airbags and side air curtains may be accidentally deployed. To avoid the above problem, in the embodiment of the present application, after the ECU predicts that the vehicle will collide, it is also necessary to determine whether it is necessary to activate the side safety device according to the collision prediction parameters to avoid the problem of accidental activation.

[0291] In one possible implementation, determining whether the vehicle meets the activation conditions of the lateral safety device according to the collision prediction parameters of the vehicle includes:

[0292] When the relative collision speed is less than or equal to the preset speed, determining that the vehicle does not meet the opening condition;

[0293] When the relative collision speed is greater than the preset speed, the obstacle height is obtained;

[0294] When the height of the obstacle is less than or equal to the preset height, determining that the vehicle does not meet the opening condition;

[0295] When the obstacle height is greater than the preset height, if the target collision area is the side of the vehicle, it is determined that the vehicle meets the opening condition; if the target collision area is not the side of the vehicle, it is determined that the vehicle does not meet the opening condition.

[0296] Specifically, when the ECU obtains the relative collision speed, it can be compared with a preset speed. The preset speed is a critical speed at which the lateral safety device does not need to be activated when the vehicle collides. Optionally, the preset speed is 16 km / h.

[0297] When the relative collision speed is less than or equal to 16km / h, it means that the vehicle speed is very low at the moment of collision. The ECU determines that the collision of the vehicle is not very serious and there is no need to activate the lateral safety device for the time being. Therefore, the ECU determines that the vehicle does not meet the activation conditions.

[0298] When the relative collision speed is greater than 16km / h, it means that the vehicle speed is high at the moment of collision and the vehicle may be greatly deformed. In this case, the ECU needs to further combine the obstacle height to determine whether the vehicle will threaten the driver and passengers in the vehicle when the vehicle collides. The ECU can obtain the obstacle height through the laser radar in the vehicle and compare it with the preset height. The preset height is the critical obstacle height at which the lateral safety device does not need to be activated when the vehicle collides. Optionally, the preset height is 0.5m.

[0299] When the height of the obstacle is less than or equal to 0.5m, it means that when the vehicle collides, the collision area is in the lower part of the vehicle body, which will not endanger the upper part of the vehicle body, and will not cause great harm to the driver and passengers. In this case, the ECU determines that it is not necessary to activate the vehicle's lateral safety device, that is, the vehicle does not meet the activation conditions.

[0300] When the obstacle height is greater than 0.5m, it means that when the vehicle collides, the collision area is in the upper part of the vehicle body, which may cause greater harm to the driver and passengers. In this case, the ECU needs to make further judgments based on the target collision area.

[0301] When the target collision area is the side of the vehicle, in order to protect the safety of the vehicle's drivers and passengers, the ECU needs to control the vehicle's lateral safety device to open at an appropriate time, that is, the vehicle meets the opening conditions. When the target collision area is not on the side of the vehicle (for example, the front of the vehicle), opening the lateral safety device is not very effective, so the ECU determines that the vehicle does not meet the opening conditions.

[0302] For ease of understanding, the following Figure 3 , introduces the whole process of ECU judging whether the vehicle meets the conditions for activating the lateral safety device.

[0303] Figure 3 It is a schematic flowchart of a method for determining whether a vehicle meets the activation conditions of a lateral safety device provided in an embodiment of the present application.

[0304] For example, Figure 3 As shown, the method 300 includes:

[0305] 301, obtain relative collision speed and target collision area.

[0306] 302, determining whether the relative collision speed is greater than a preset speed.

[0307] When the relative collision speed is less than or equal to the preset speed, execute 303;

[0308] When the relative collision speed is greater than the preset speed, execute 304;

[0309] 303, determining that the vehicle does not meet the activation condition of the lateral safety device.

[0310] 304, obtain the obstacle height.

[0311] 305, determining whether the obstacle height is greater than a preset height.

[0312] When the obstacle height is greater than the preset height, execute 306;

[0313] When the obstacle height is less than or equal to the preset height, the process returns to 303 .

[0314] 306 , determining whether the target collision area is the side of the vehicle.

[0315] When the target collision area is the side of the vehicle, execute 307;

[0316] When the target collision area is not the side of the vehicle, the process returns to 303 .

[0317] 307 , determining that the vehicle meets the activation condition of the lateral safety device.

[0318] In the above technical solution, when the vehicle collides, the vehicle first determines the relative collision speed when judging whether it is necessary to detonate the side airbags and side air curtains of the vehicle according to the collision estimation parameters. When the relative collision speed is small, it means that the collision force of the vehicle is relatively slight. In this case, it is not necessary to open the side airbags and side air curtains. When the relative collision speed is relatively large, the vehicle can judge whether the collision of the vehicle is in the upper part or the lower part of the vehicle body by the height of the obstacle. When the collision of the vehicle is concentrated on the lower part of the vehicle body, it means that the risk of injury to the driver is not great, so in this case, it is not necessary to open the side airbags and side air curtains. When the collision of the vehicle is concentrated on the upper part of the vehicle body, since the side airbags and side air curtains mainly work when the collision occurs on the side of the vehicle, the vehicle can determine whether the target collision area of ​​the current vehicle collision is the side. When the target collision area is the side of the vehicle, it is determined that the side airbags and side air curtains need to be detonated. On the contrary, when the target collision area is not the side of the vehicle, it is determined that the side airbags and side air curtains do not need to be detonated. Therefore, by judging whether the side airbags and side air curtains need to be deployed through different conditions, it can ensure that the side airbags and side air curtains are deployed under appropriate circumstances, ensure the accuracy of the deployment of the side airbags and side air curtains, avoid the side airbags and side air curtains being deployed by mistake, and reduce the maintenance cost of the vehicle.

[0319] 202. When the vehicle meets the activation conditions, the prediction control parameters of the target lateral safety device corresponding to the target occupant are determined according to the predicted state parameters of the target occupant and the collision influence parameters of the vehicle. The predicted state parameters of the target occupant are used to represent the movement state of the target occupant in the vehicle when the collision occurs. The collision influence parameters are used to represent the impact of the collision on the vehicle and the occupants in the vehicle. The prediction control parameters are used to represent the conditions that need to be met to activate the target lateral safety device.

[0320] When there is a passenger on the front passenger seat of the vehicle, the target passenger refers to either the driver or the front passenger seat. When there is no passenger on the front passenger seat of the vehicle, the target passenger refers to the driver.

[0321] The process of determining the predictive control parameters of the lateral safety device corresponding to the driver's seat and the predictive control parameters of the lateral safety device corresponding to the passenger's seat is the same, and the process of determining the predictive control parameters of one of the lateral safety devices is described in detail here.

[0322] When it is determined that the vehicle meets the conditions for opening the side safety device, it means that the ECU needs to control the side airbags and side air curtains to explode. Since the predicted collision time is the first target time, in order to ensure that the side airbags and side air curtains are accurately detonated after the collision, the ECU needs to first determine the predicted state parameters of the target occupant at the first target time, as well as the collision influence parameters of the vehicle within a period of time after the collision occurs, and then determine the predicted control parameters of the target side safety device corresponding to the target occupant based on the predicted state parameters and collision influence parameters of the target occupant.

[0323] The predicted state parameter of the target occupant is used to represent the motion state of the target occupant in the vehicle when the collision occurs, which is also predicted. Based on the above description, it can be known that the time corresponding to the predicted state parameter is the collision time, that is, the first target time after the current time plus the first preset time.

[0324] The collision impact parameter is used to indicate the impact of the collision on the vehicle and the occupants, so the collision impact parameter is also predicted. The predicted starting time is the collision time, that is, the time after the current time interval of the first preset time. In the embodiment of the present application, the predicted time of the collision impact parameter is the second preset time.

[0325] Optionally, the collision impact parameter includes multiple lateral accelerations of the target collision area within the second preset time length, and multiple fourth target coordinates of the fourth position point within the second preset time length. Among them, the fourth position point is the side of the target lateral safety device facing the target occupant, and any fourth position point among the multiple fourth position points included. Here, when the side air curtain is detonated, it will be deployed facing the head of the target occupant, so the target safety device specifically refers to the side air curtain. In addition, since the detonation time of the side airbag is generally the same as that of the side air curtain, the ECU only needs to determine the predicted control parameters of the side air curtain.

[0326] Specifically, for the collision impact parameters and the predicted state parameters of the target occupant, in the embodiment of the present application, the ECU can use the collision estimation parameters obtained by the above prediction, combined with the obstacle shape, obstacle weight, vehicle weight, vehicle shape, predicted collision moment, and the riding posture and riding position of the target occupant at the current moment as input parameters, and obtain the predicted state parameters of the target occupant at the predicted collision moment, as well as multiple lateral accelerations of the target collision area within a second preset time period after the predicted collision moment through the prediction model.

[0327] Exemplarily, in the process of realizing the above prediction, the embodiment of the present application can use the Proper Orthogonal Decomposition (POD)-Kriging algorithm to build a machine learning model. In the training process, a large amount of vehicle collision data is collected, that is, the vehicle collision speed, collision position, historical obstacle shape, historical obstacle weight, historical vehicle weight, historical vehicle shape and the collision time predicted in the historical process, as well as the sitting posture and sitting position of the occupants in the vehicle at the historical time, as the input parameters of the model, and the state parameters of the occupants at the actual collision time in the historical process, and the multiple lateral accelerations at the collision area of ​​the vehicle within the second preset time after the actual collision time are used as the observed output parameters. In the training process, POD is applied to extract the main modes of the input parameters, and the extracted modal coefficients and the observed output parameters are used to train the Kriging model, so that the Kriging model learns the nonlinear relationship between the input parameters and the POD mode, and outputs the state parameters of the occupants at the collision time, and the multiple lateral accelerations at the collision area of ​​the vehicle within the second preset time after the collision time. Furthermore, the model’s loss function is calculated through the model’s output data and observed output data, and training and optimization are continuously performed until the model training is successful.

[0328] Based on this, the ECU can use the trained model, taking the current vehicle's collision speed, target collision area, obstacle geometry, obstacle mass, vehicle weight, vehicle shape, predicted collision moment (first target moment), and the target occupant's riding posture and riding position at the current moment as input, so that the model outputs the predicted state parameters of the target occupant at the predicted collision moment, as well as multiple lateral accelerations at the target collision area within the second preset time period after the first target moment.

[0329] For multiple fourth position points, in the embodiment of the present application, when simplifying the vehicle into a continuous point set, the side of the side air curtain facing the target occupant can also be regarded as composed of multiple fourth position points. The side air curtain has corresponding coordinates in the vehicle center of mass coordinate system, that is, multiple fourth position points each correspond to a coordinate in the vehicle center of mass coordinate system.

[0330] For the target collision area, different accelerations require different degrees of deployment of the side air curtain. In the embodiment of the present application, the technician can preset the corresponding relationship between the lateral acceleration and the degree of deployment of the side air curtain at different target collision areas. Based on this, after obtaining multiple lateral accelerations of the target collision area within the second preset time, the ECU can look up the table to obtain multiple deployment degrees of the side air curtain required within the second preset time.

[0331] During the deployment of the side air curtain, it is mainly deployed toward the side of the target occupant's head. In other words, during the deployment of the side air curtain, the coordinates of the multiple fourth position points mainly change in the Y axis, while the coordinates of the X axis and the Z axis basically do not change. The ECU can convert the multiple deployment degrees into multiple fourth target coordinates based on the multiple deployment degrees of the inner air curtain within the second preset time length, and the ratio between the distance in the vehicle's center of mass coordinate system and the distance in the actual vehicle, combined with the initial coordinates of the multiple fourth position points in the vehicle's center of mass coordinate system when the side air curtain is not deployed, that is, obtain the multiple fourth target coordinates of each of the multiple fourth position points within the second preset time length.

[0332] Optionally, the predicted state parameters of the target occupant include the longitudinal velocity, lateral velocity and vertical velocity of the target occupant's head at the first target moment, the third longitudinal acceleration, third lateral acceleration and third vertical acceleration of the target occupant's head when it rotates around the target occupant's head center of mass, the third longitudinal angular velocity, third longitudinal angular acceleration, third lateral angular velocity, third lateral angular acceleration, third vertical angular velocity and third vertical angular acceleration of the target occupant's head when it rotates around the target occupant's head center of mass.

[0333] After obtaining the predicted state parameters of the target occupant and the collision impact parameters of the vehicle, the ECU can determine the predicted control parameters of the target lateral safety device corresponding to the target occupant.

[0334] The predictive control parameters specifically refer to the conditions that need to be met to activate (detonate) the target lateral safety device.

[0335] Optionally, the predicted control parameters include the target lateral acceleration required to be achieved in the target collision area at the time of activation of the target lateral safety device, and the activation time is the detonation time.

[0336] It should be understood that side airbags and side curtain airbags are usually equipped with highly sensitive acceleration sensors that can detect the sharp deceleration of the vehicle when it is hit from the side. When the detected lateral acceleration exceeds a certain safety threshold, the ECU will trigger the side airbags and side curtain airbags to deploy. In other words, when the side airbags and side curtain airbags are deployed, the corresponding lateral acceleration of the vehicle side must meet a certain value.

[0337] Based on this, in the embodiment of the present application, the ECU adjusts the detonation timing of the side airbag and the side air curtain according to the collision situation of the vehicle, that is, by adjusting the above-mentioned safety threshold, the side airbag and the side air curtain can be detonated at the appropriate time. Since the side air curtain is mainly responsible for protecting the head of the occupant, and the detonation time of the side airbag is generally the same as that of the side air curtain, the ECU only needs to determine the predicted control parameters of the side air curtain.

[0338] Specifically, the process of determining the predictive control parameters of the target lateral safety device is as follows.

[0339] In a possible implementation, determining the prediction control parameters of the target lateral safety device corresponding to the target occupant according to the prediction state parameters of the target occupant and the collision influence parameters of the vehicle includes:

[0340] Taking the first target moment as the starting moment, determining a plurality of third target coordinates corresponding to the plurality of third position points at a second target moment according to the predicted state parameter of the target occupant and the initial coordinates of a plurality of third position points constituting the head of the target occupant, wherein the second target moment is a moment after the first target moment at a second preset time length, and the first target moment is a moment after the current moment at a first preset time length;

[0341] predicting the activation time of the target lateral safety device according to the plurality of third target coordinates and the collision impact parameters;

[0342] The target lateral acceleration is determined based on the collision impact parameters and the opening moment.

[0343] The prediction principle is the same as that of the obstacle location point coordinates, except that when predicting multiple first target coordinates and multiple second target coordinates, the prediction is made with the current moment as the starting moment, while the prediction of multiple third target coordinates is made with the first target moment as the starting moment.

[0344] Similarly, during the prediction process, the ECU may also regard the target occupant's head as composed of multiple third position points, each of which has a corresponding coordinate in the vehicle's center of mass coordinate system. The ECU may calculate the third displacement change and the third angle change of the target occupant's head within the second preset time period based on the prediction parameters and the initial coordinates of any third position point among the multiple third position points, and obtain the third target coordinates of the third position point at the second target time based on the third displacement change and the third angle change.

[0345] In a possible implementation, determining a plurality of third target coordinates corresponding to the third position point at the second target moment according to the predicted state parameter of the target occupant and the initial coordinates of a plurality of third position points constituting the head of the target occupant includes:

[0346] For any third position point among the plurality of third position points, determining, according to the predicted state parameter of the target occupant, a third displacement change of the third position point within a second preset time period, and a third angle change of the third position point rotating around the center of mass of the target occupant's head;

[0347] The third target coordinates of the third position point at the second target moment are determined according to the third displacement change, the third angle change and the initial coordinates of the third position point.

[0348] Optionally, the third displacement change includes a third longitudinal displacement change, a third lateral displacement change and a third vertical change, and the third angle change includes a third longitudinal angle change, a third lateral angle change and a third vertical angle change.

[0349] The specific calculation process is the same as that of obstacle trajectory prediction, and the calculation process is as follows.

[0350] In a possible implementation, determining a third displacement change of a third position point and a third angle change of the third position point rotating around the center of mass of the target occupant's head within a second preset time period according to the predicted state parameter of the target occupant includes:

[0351] determining a third longitudinal displacement change amount according to the longitudinal velocity of the target occupant's head, the third longitudinal acceleration, and the second preset time length;

[0352] determining a third lateral displacement change according to the lateral velocity of the target occupant's head, the third lateral acceleration, and the second preset time;

[0353] determining a third vertical displacement change according to the vertical velocity of the target occupant's head, the third vertical acceleration, and the second preset time;

[0354] Determining a third longitudinal angle change according to the third longitudinal angular velocity, the third longitudinal angular acceleration, and the second preset time length;

[0355] Determining a third lateral angle change according to the third lateral angular velocity, the third lateral angular acceleration, and the second preset time length;

[0356] A third vertical angle change is determined according to the third vertical angular velocity, the third vertical angular acceleration, and the second preset time length.

[0357] The ECU can directly determine the third longitudinal displacement change, the third lateral displacement change and the third vertical displacement change through the speed of the third position point in each direction, the second preset time length and the acceleration in each direction.

[0358] For the angular change amount of the third position point in each direction within the second preset time period, the ECU can determine it through the angular velocity in that direction, the second preset time period and the angular acceleration in that direction.

[0359] For the above specific calculation process, please refer to the prediction process of the aforementioned multiple second target coordinates, which will not be repeated here.

[0360] After obtaining the plurality of third target coordinates, the ECU may determine the activation time of the target lateral safety device based on the plurality of third target coordinates and the collision influencing parameters.

[0361] In a possible implementation, predicting the activation time of the target lateral safety device according to the plurality of third target coordinates and the collision impact parameter includes:

[0362] For any third target coordinate among the plurality of third target coordinates and any fourth target coordinate among the plurality of fourth target coordinates, determining whether the third target coordinate and the fourth target coordinate coincide with each other;

[0363] When the third target coordinates and the fourth target coordinates coincide with each other, obtaining a third preset time required for the target lateral safety device to be activated;

[0364] Determine a duration difference between the second preset duration and the third preset duration;

[0365] The start time is determined as a time after the first target time by a time difference.

[0366] It should be understood that when the side air curtain is deployed, the target occupant's head may come into contact with the side air curtain. Based on this, in the embodiment of the present application, for any fourth position point among the multiple fourth position points, and any third position point among the multiple third position points corresponding to the target occupant, the ECU can calculate whether any fourth target coordinate coincides with the third target coordinate within the second preset time length. Without considering the compression and deformation of the target occupant's head after the side air curtain is deployed, only the Y-axis coordinate changes during the deployment of the side air curtain. The coincidence here means that the Y in the third target coordinate is the same as the Y in the fourth target coordinate.

[0367] When the ECU determines that the Y value of the third target coordinate is the same as the Y value of the fourth target coordinate, it means that at the second target moment, the target occupant's head is in contact with the deployed side air curtain. The first target moment is the predicted collision moment. The time difference between the second target moment and the first target moment (i.e., the second preset duration) is the time taken for the target occupant's head to move to the side air curtain to be fully deployed after the collision.

[0368] Furthermore, since the side curtain airbags also require a relatively short time to deploy, the time required for the side curtain airbags to deploy is recorded as the "third preset duration", which is generally stored in the ECU as a constant and can be directly obtained by the ECU.

[0369] Finally, the ECU subtracts the second preset time from the third preset time, and adds the obtained time difference to the collision time (the first target time). The obtained time is the time when the side airbag needs to be deployed after the collision, that is, the opening time.

[0370] After obtaining the start-up time, the ECU may obtain the target lateral acceleration based on the start-up time and a plurality of lateral accelerations at the target collision area within a second preset time period after the collision occurs.

[0371] In a possible implementation, determining the target lateral acceleration according to the collision impact parameter and the opening time includes:

[0372] According to the activation moment and a plurality of lateral accelerations of the target collision area within the second preset time period, the target lateral acceleration is determined as the lateral acceleration of the target collision area corresponding to the activation moment.

[0373] Based on the above prediction, the ECU has obtained multiple lateral accelerations of the target collision area at multiple times within the second preset time after the collision occurs. The start-up time is between the first target time and the second target time, so the ECU can determine the lateral acceleration of the target collision area corresponding to the start-up time, that is, the target lateral acceleration, based on the start-up time and the multiple lateral accelerations of the target collision area at multiple times.

[0374] Based on the obtained target lateral acceleration, the ECU can adjust the lateral acceleration threshold when the side air curtain is detonated from the initial lateral acceleration before adjustment to the target lateral acceleration.

[0375] For example, assuming that the original initial lateral acceleration is 10g and the target lateral acceleration is 5g, the amplitude that the ECU needs to adjust is 5g.

[0376] Thus, through the above process, the ECU can determine the predicted control parameters of the side air curtain and the side air bag on the target occupant's side when the side air curtain and the side air bag need to be opened.

[0377] In another case, when the ECU determines that the vehicle does not meet the activation conditions, if the lateral safety device is controlled to work with the original prediction control parameters, it may prevent the lateral safety device from being accidentally activated. The prediction control parameters refer to the conditions that need to be met to detonate the lateral safety device. Based on this, when the lateral safety device does not need to be activated, the ECU can flexibly adjust the prediction control parameters of the lateral safety device to ensure that it is not activated.

[0378] In a possible implementation manner, the method further includes:

[0379] When the vehicle does not meet the activation condition, the prediction control parameter of the target lateral safety device is determined to be a preset prediction control parameter, and the preset prediction control parameter is a prediction control parameter when the target lateral safety device is in a closed state when the vehicle collides.

[0380] The preset predictive control parameter is specifically a preset lateral acceleration.

[0381] Specifically, in order to ensure that the side air curtains and side airbags are not accidentally deployed when they are not needed, the ECU can set the lateral acceleration threshold values ​​corresponding to the side airbags and side air curtains much higher than their initial acceleration. For example, the initial lateral acceleration is 10g, and the preset lateral acceleration can be 50g. Therefore, even if the vehicle collides, the side air curtains and side airbags will not be deployed because the lateral acceleration of the collision cannot exceed 50g.

[0382] In the above technical solution, when the vehicle determines that the side airbags and side air curtains do not need to be detonated, the detonation conditions of the side airbags and side air curtains can be adjusted accordingly. Under normal circumstances, if no adjustment is made and the side airbags and side air curtains are controlled to work at the original detonation conditions, the side airbags and side air curtains will be mistakenly detonated. Therefore, by adjusting the detonation conditions of the side air curtains and side airbags to preset prediction control parameters, the preset prediction control parameters are prediction control parameters when the side airbags and side air curtains will not be detonated when the vehicle collides. Therefore, the above process can prevent the side airbags and side air curtains from being mistakenly detonated.

[0383] 203 , based on the predicted control parameters, control the target lateral safety device to be turned on.

[0384] After determining the prediction control parameters of the target lateral safety device through 202, the ECU can control the side airbags and side air curtains to inflate in time when the lateral acceleration of the vehicle reaches the target lateral acceleration based on the prediction control parameters.

[0385] In summary, during the driving process of the vehicle, the present application proposes a method for controlling the lateral safety device. Specifically, the vehicle can predict whether the vehicle and the obstacle are about to collide based on the driving conditions of the vehicle and the driving conditions of the obstacle. When the vehicle and the obstacle are about to collide, the vehicle determines whether it is necessary to open the side airbags and side air curtains when the vehicle collides based on the predicted collision estimation parameters. In the case where the side airbags and side air curtains need to be opened, the vehicle adjusts the detonation conditions of the side airbags and side air curtains based on the predicted state parameters of the target occupants in the vehicle and the predicted collision impact parameters of the vehicle, so that the side airbags and side air curtains can be detonated at the best time. When it is predicted that the vehicle and the obstacle are about to collide, the collision situation and the state of the occupants after the collision are predicted, so as to determine under what circumstances after the collision, the side airbags and side air curtains can be detonated at the best time, thereby reducing the risk of injury to the user after the vehicle collision, ensuring the user's life safety, and improving the user experience.

[0386] In order to facilitate understanding of the overall implementation process of the embodiment of the present application, Figure 4 The process of the embodiment of the present application is introduced.

[0387] Figure 4 It is a schematic flow chart of another method for controlling a lateral safety device provided in an embodiment of the present application.

[0388] For example, Figure 4 As shown, the method 400 includes:

[0389] 401, determining a plurality of first target coordinates corresponding to the plurality of first position points at a first target moment according to the real-time state parameters of the vehicle, the initial coordinates of the plurality of first position points and a first preset time.

[0390] 402 , determining a plurality of second target coordinates corresponding to the plurality of second position points at the first target moment according to the real-time state parameters of the obstacle, the initial coordinates of the plurality of second position points, and the first preset time duration.

[0391] 403 , predicting whether a collision occurs between the vehicle and the obstacle based on the plurality of first target coordinates and the plurality of second target coordinates.

[0392] If there is no collision between the vehicle and the obstacle, execute 404;

[0393] When the vehicle collides with an obstacle, step 405 is executed.

[0394] 404, determine not to deploy the side curtain airbags and side airbags.

[0395] 405 , determining whether the relative collision speed during the collision is greater than a preset speed.

[0396] When the relative collision speed is greater than the preset speed, execute 406;

[0397] When the relative collision speed is less than or equal to the preset speed, the process returns to 404 .

[0398] 406 , when the relative collision speed is greater than the preset speed, obtain the obstacle height and determine whether the obstacle height is greater than the preset height.

[0399] When the obstacle height is greater than the preset height, execute 407;

[0400] When the obstacle height is less than or equal to the preset height, the process returns to 404 .

[0401] 407 , determining whether the target collision area is the side of the vehicle.

[0402] When the target collision area is the side of the vehicle, execute 408;

[0403] When the target collision area is not the side of the vehicle, the process returns to 404 .

[0404] At 408 , determine collision impact parameters of the vehicle and predicted state parameters of the target occupant.

[0405] 409 , determining a plurality of third target coordinates corresponding to the plurality of third position points at the second target moment according to the predicted state parameters of the target occupant and the initial coordinates of a plurality of third position points constituting the head of the target occupant.

[0406] 410 , predicting a time to activate a target lateral safety device according to a plurality of third target coordinates and collision impact parameters.

[0407] 411, determine a target lateral acceleration according to the collision impact parameter and the start time.

[0408] 401-411 in the above method 400 and 201-203 in method 200 have the same inventive concept. Please refer to the introduction of method 200 for details, which will not be repeated here.

[0409] Figure 5 It is a schematic diagram of the structure of a device for controlling a lateral safety device provided in an embodiment of the present application.

[0410] For example, Figure 5 As shown, the device 500 includes:

[0411] A condition judgment module 501 is used to determine whether the vehicle meets the activation condition of the lateral safety device according to the collision prediction parameters of the vehicle when a collision between the vehicle and the obstacle is predicted, wherein the collision prediction parameters are used to indicate the predicted running state of the vehicle when a collision occurs;

[0412] A first parameter determination module 502 is used to determine, when the vehicle satisfies the activation condition, a prediction control parameter of a target lateral safety device corresponding to the target occupant based on the prediction state parameter of the target occupant and the collision influence parameter of the vehicle, wherein the prediction state parameter of the target occupant is used to indicate the motion state of the target occupant in the vehicle when a collision occurs, the collision influence parameter is used to indicate the influence of the collision on the vehicle and the occupant in the vehicle, and the prediction control parameter is used to indicate the condition required to activate the target lateral safety device;

[0413] The control module 503 is used to control the target lateral safety device to be turned on based on the predicted control parameter.

[0414] Optionally, the device also includes: a collision prediction module, used to obtain real-time status parameters of the vehicle and initial coordinates of multiple first position points constituting the vehicle, the real-time status parameters of the vehicle are used to indicate the current operating status of the vehicle; obtain real-time status parameters of the obstacle and initial coordinates of multiple second position points constituting the obstacle, the real-time status parameters of the obstacle are used to indicate the current operating status of the obstacle; determine multiple first target coordinates corresponding to the multiple first position points at a first target moment based on the real-time status parameters of the vehicle, the initial coordinates of the multiple first position points and a first preset time length, the first target moment being a moment after the current moment and separated by the preset time length; determine multiple second target coordinates corresponding to the multiple second position points at the first target moment based on the real-time status parameters of the obstacle, the initial coordinates of the multiple second position points and the first preset time length; and predict whether a collision occurs between the vehicle and the obstacle based on the multiple first target coordinates and the multiple second target coordinates.

[0415] In a possible implementation, the collision prediction module is specifically used to: for any first position point among the multiple first position points, determine, according to the real-time state parameters of the vehicle and the first preset time length, a first displacement change of the first position point within the first preset time length, and a first angle change of the first position point rotating around the center of mass of the vehicle; determine, according to the first displacement change, the first angle change and the initial coordinates of the first position point, the first target coordinates of the first position point at the first target moment; and, for any second position point among the multiple second position points, determine, according to the real-time state parameters of the obstacle and the first preset time length, a second displacement change of the second position point within the first preset time length, and a second angle change of the second position point rotating around the center of mass of the obstacle; determine, according to the second displacement change, the second angle change and the initial coordinates of the second position point, the second target coordinates of the second position point at the first target moment.

[0416] In a possible implementation, the real-time state parameters of the vehicle include the longitudinal vehicle speed, the vertical vehicle speed, the first longitudinal acceleration, the first vertical acceleration, the first longitudinal angular velocity of the vehicle when rotating around the center of mass of the vehicle, the first longitudinal angular acceleration, the first lateral angular velocity, the first lateral angular acceleration, the first vertical angular velocity and the first vertical angular acceleration, and the front wheel angle; the first displacement change includes the first longitudinal displacement change, the first lateral displacement change and the first vertical displacement change; the first angle change includes the first longitudinal angle change, the first lateral angle change and the first vertical angle change; and the collision prediction module is further used to: determine the turning radius of the vehicle according to the front wheel angle; determine the angular velocity of the vehicle during the turning process according to the turning radius and the longitudinal vehicle speed; and determine the collision prediction module according to the front wheel angle. According to the angular velocity and the first preset time, determine the amount of change in the turning angle within the first preset time; according to the amount of change in the turning angle, the longitudinal vehicle speed, the first preset time and the first longitudinal acceleration, determine the first longitudinal displacement change and the first lateral displacement change; according to the vertical vehicle speed, the first preset time and the first vertical acceleration, determine the first vertical displacement change; according to the first longitudinal angular velocity, the first longitudinal angular acceleration and the first preset time, determine the first longitudinal angle change; according to the first lateral angular velocity, the first lateral angular acceleration and the first preset time, determine the first lateral angle change; according to the first vertical angular velocity, the first vertical angular acceleration, the first preset time and the amount of change in the turning angle, determine the first vertical angle change.

[0417] In a possible implementation, the real-time state parameters of the obstacle include the longitudinal speed, lateral speed and vertical speed of the obstacle, the second longitudinal acceleration, the second lateral acceleration and the second vertical acceleration, the second longitudinal angular speed, the second longitudinal angular acceleration, the second lateral angular speed, the second lateral angular acceleration, the second vertical angular speed and the second vertical angular acceleration of the obstacle when the obstacle rotates around the center of mass of the obstacle, the second displacement change includes the second longitudinal displacement change, the second lateral displacement change and the second vertical change, the second angle change includes the second longitudinal angle change, the second lateral angle change and the second vertical angle change, and the collision prediction module is further used to: according to the longitudinal speed of the obstacle, the second According to the second longitudinal acceleration and the first preset time length, the second longitudinal displacement change is determined; according to the lateral speed of the obstacle, the second lateral acceleration and the first preset time length, the second lateral displacement change is determined; according to the vertical speed of the obstacle, the second vertical acceleration and the first preset time length, the second vertical displacement change is determined; according to the second longitudinal angular velocity, the second longitudinal angular acceleration and the first preset time length, the second longitudinal angle change is determined; according to the second lateral angular velocity, the second lateral angular acceleration and the first preset time length, the second lateral angle change is determined; according to the second vertical angular velocity, the second vertical angular acceleration and the first preset time length, the second vertical angle change is determined.

[0418] In one possible implementation, the collision prediction module is also used to: for any first target coordinate among the multiple first target coordinates, and any second target coordinate among the multiple second target coordinates, determine, based on the first target coordinate and the second target coordinate, a vertical distance between a first position point corresponding to the first target coordinate and a second position point corresponding to the second target coordinate; when the vertical distance is less than or equal to a preset distance, predict that the vehicle and the obstacle collide; when the vertical distance is greater than the preset distance, predict that the vehicle and the obstacle do not collide.

[0419] In one possible implementation, the collision prediction parameters include a relative collision speed and a target collision area, and the condition judgment module 501 is specifically used to: when the relative collision speed is less than or equal to a preset speed, determine that the vehicle does not meet the activation condition; when the relative collision speed is greater than the preset speed, obtain the obstacle height; when the obstacle height is less than or equal to the preset height, determine that the vehicle does not meet the activation condition; when the obstacle height is greater than the preset height, if the target collision area is the side of the vehicle, determine that the vehicle meets the activation condition; if the target collision area is not the side of the vehicle, determine that the vehicle does not meet the activation condition.

[0420] Optionally, the device also includes: a second parameter determination module, used to determine that the prediction control parameter of the target lateral safety device is a preset prediction control parameter when the vehicle does not meet the activation condition, and the preset prediction control parameter is a prediction control parameter when the target lateral safety device is in a closed state when the vehicle collides.

[0421] In a possible implementation, the collision prediction parameters include a relative collision speed and a target collision area, and the condition judgment module 501 is further used to: determine the predicted longitudinal speed of the vehicle at the first target moment according to the longitudinal speed of the vehicle, the first longitudinal acceleration of the vehicle and the first preset time; determine the predicted longitudinal speed of the vehicle at the first target moment according to the longitudinal speed of the obstacle, the second longitudinal acceleration of the obstacle and the first preset time; determine the relative collision speed according to the predicted longitudinal speed and the predicted longitudinal speed; when the vertical distance is less than the preset distance, determine the target collision area as the vehicle area corresponding to the first position point according to the first position point, and the correspondence between the multiple first position points and the multiple vehicle areas.

[0422] In one possible implementation, the predicted control parameter includes a target lateral acceleration corresponding to a target collision area when the target lateral safety device is turned on, and the first parameter determination module 502 is specifically used to: take a first target moment as a starting moment, and determine a plurality of third target coordinates corresponding to the plurality of third position points at a second target moment according to the predicted state parameters of the target occupant and the initial coordinates of a plurality of third position points constituting the head of the target occupant, wherein the second target moment is a moment after the first target moment at an interval of a second preset time length, and the first target moment is a moment after the current moment at an interval of a first preset time length; predict the turning-on moment of the target lateral safety device according to the plurality of third target coordinates and the collision influence parameter; and determine the target lateral acceleration according to the collision influence parameter and the turning-on moment.

[0423] In one possible implementation, the first parameter determination module 502 is also used to: for any third position point among the multiple third position points, determine, based on the predicted state parameters of the target occupant, a third displacement change of the third position point within the second preset time length, and a third angle change of the third position point rotating around the center of mass of the target occupant's head; and determine, based on the third displacement change, the third angle change and the initial coordinates of the third position point, the third target coordinates of the third position point at the second target moment.

[0424] In one possible implementation, the collision impact parameter includes multiple fourth target coordinates of a fourth position point within the second preset time length, and the fourth position point is any fourth position point among the multiple fourth position points corresponding to the side of the target lateral safety device facing the target occupant. The first parameter determination module 502 is also used to: for any third target coordinate among the multiple third target coordinates, and any fourth target coordinate among the multiple fourth target coordinates, determine whether the third target coordinate and the fourth target coordinate coincide with each other; when the third target coordinate and the fourth target coordinate coincide with each other, obtain the third preset time length required for the target lateral safety device to be activated; determine the time difference between the second preset time length and the third preset time length; and determine the activation time as the time after the first target time by the time difference.

[0425] In one possible implementation, the collision impact parameter includes multiple lateral accelerations of the target collision area within the second preset time period, and the first parameter determination module 502 is also used to: determine the target lateral acceleration as the lateral acceleration of the target collision area corresponding to the turn-on moment according to the turn-on moment and the multiple lateral accelerations of the target collision area within the second preset time period.

[0426] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0427] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a method for controlling a lateral safety device.

[0428] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a method for controlling a lateral safety device provided in an embodiment of the present application.

[0429] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0430] In the case of dividing each functional module according to each function, the device may also include a condition judgment module, a first parameter determination module and a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0431] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method of controlling a lateral safety device, and thus can achieve the same effect as the above-mentioned implementation method.

[0432] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes, etc.

[0433] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0434] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for controlling a lateral safety device provided in the above embodiments.

[0435] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a method for controlling a lateral safety device provided in the above embodiment.

[0436] This embodiment also provides a computer program product. When the computer program product runs on a computer, it enables the computer to execute the above-mentioned related steps to implement a method for controlling a lateral safety device provided in the above embodiment.

[0437] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0438] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0439] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0440] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for controlling a lateral safety device, characterized in that: The method comprises: In the case of predicting a collision between a vehicle and an obstacle, determining whether the vehicle meets a condition for opening a lateral safety device according to a collision prediction parameter of the vehicle, the collision prediction parameter being used to represent a predicted operating state of the vehicle when a collision occurs; In the case where the vehicle satisfies the activation condition, determining the prediction control parameter of the target lateral safety device corresponding to the target occupant according to the prediction state parameter of the target occupant and the collision influence parameter of the vehicle, wherein the prediction state parameter of the target occupant is used to represent the motion state of the target occupant in the vehicle when the collision occurs, the collision influence parameter is used to represent the influence of the collision on the vehicle and the occupant in the vehicle, and the prediction control parameter is used to represent the condition that needs to be met to activate the target lateral safety device; Based on the predicted control parameter, the target lateral safety device is controlled to be opened.

2. The method according to claim 1, characterized in that The method further comprises: Acquire real-time status parameters of the vehicle and initial coordinates of a plurality of first position points constituting the vehicle, wherein the real-time status parameters of the vehicle are used to indicate a current operating state of the vehicle; Acquire real-time state parameters of the obstacle and initial coordinates of a plurality of second position points constituting the obstacle, wherein the real-time state parameters of the obstacle are used to indicate the current operating state of the obstacle; Determine, according to the real-time state parameter of the vehicle, the initial coordinates of the plurality of first position points and a first preset time, a plurality of first target coordinates corresponding to the plurality of first position points at a first target time, wherein the first target time is a time after the current time and separated by the first preset time; Determine a plurality of second target coordinates corresponding to the plurality of second position points at the first target time according to the real-time state parameters of the obstacle, the initial coordinates of the plurality of second position points and the first preset time; Whether a collision occurs between the vehicle and the obstacle is predicted based on the plurality of first target coordinates and the plurality of second target coordinates.

3. The method according to claim 2, characterized in that The determining, according to the real-time state parameter of the vehicle, the initial coordinates of the plurality of first position points and the first preset time, a plurality of first target coordinates corresponding to the plurality of first position points at the first target time comprises: For any first position point among the plurality of first position points, determining, according to the real-time state parameter of the vehicle and the first preset time period, a first displacement change amount of the first position point and a first angle change amount of the first position point rotating around the center of mass of the vehicle within the first preset time period; Determine the first target coordinates of the first position point at the first target moment according to the first displacement change, the first angle change, and the initial coordinates of the first position point; And, determining a plurality of second target coordinates corresponding to the plurality of second position points at the first target time according to the real-time state parameter of the obstacle, the initial coordinates of the plurality of second position points and the first preset time duration includes: For any second position point among the plurality of second position points, determining, according to the real-time state parameter of the obstacle and the first preset time period, a second displacement change amount of the second position point and a second angle change amount of the second position point rotating around the center of mass of the obstacle within the first preset time period; The second target coordinates of the second position point at the first target moment are determined according to the second displacement change, the second angle change and the initial coordinates of the second position point.

4. The method according to claim 3, characterized in that The real-time state parameters of the vehicle include a longitudinal speed, a vertical speed, a first longitudinal acceleration, a first vertical acceleration, a first longitudinal angular velocity, a first longitudinal angular acceleration, a first lateral angular velocity, a first lateral angular acceleration, a first vertical angular velocity and a first vertical angular acceleration when the vehicle rotates around the center of mass of the vehicle, and a front wheel turning angle; the first displacement change includes a first longitudinal displacement change, a first lateral displacement change and a first vertical displacement change; the first angle change includes a first longitudinal angle change, a first lateral angle change and a first vertical angle change; and determining, according to the real-time state parameters of the vehicle and the first preset time length, a first displacement change of the first position point within the first preset time length and a first angle change of the first position point rotating around the center of mass of the vehicle, includes: Determining a turning radius of the vehicle according to the front wheel turning angle; determining an angular velocity of the vehicle during a turning process according to the turning radius and the longitudinal vehicle speed; Determining a rotation angle change within the first preset time period according to the angular velocity and the first preset time period; Determining the first longitudinal displacement change amount and the first lateral displacement change amount according to the turning angle change amount, the longitudinal vehicle speed, the first preset time length, and the first longitudinal acceleration; Determining the first vertical displacement change according to the vertical vehicle speed, the first preset time duration, and the first vertical acceleration; determining the first longitudinal angle change according to the first longitudinal angular velocity, the first longitudinal angular acceleration and the first preset time; determining the first lateral angle change according to the first lateral angular velocity, the first lateral angular acceleration and the first preset time; The first vertical angle change is determined according to the first vertical angular velocity, the first vertical angular acceleration, the first preset time duration, and the rotation angle change.

5. The method according to claim 3, characterized in that: The real-time state parameters of the obstacle include the longitudinal speed, lateral speed and vertical speed of the obstacle, the second longitudinal acceleration, the second lateral acceleration and the second vertical acceleration, the second longitudinal angular speed, the second longitudinal angular acceleration, the second lateral angular speed, the second lateral angular acceleration, the second vertical angular speed and the second vertical angular acceleration of the obstacle when the obstacle rotates around the center of mass of the obstacle, the second displacement change includes the second longitudinal displacement change, the second lateral displacement change and the second vertical change, the second angle change includes the second longitudinal angle change, the second lateral angle change and the second vertical angle change, and determining the second displacement change of the second position point within the first preset time period and the second angle change of the second position point rotating around the center of mass of the obstacle according to the real-time state parameters of the obstacle and the first preset time period includes: determining the second longitudinal displacement change according to the longitudinal speed of the obstacle, the second longitudinal acceleration and the first preset time; determining the second lateral displacement change according to the lateral speed of the obstacle, the second lateral acceleration and the first preset time; Determining the second vertical displacement change according to the vertical speed of the obstacle, the second vertical acceleration and the first preset time length; determining the second longitudinal angle change according to the second longitudinal angular velocity, the second longitudinal angular acceleration and the first preset time; determining the second lateral angle change according to the second lateral angular velocity, the second lateral angular acceleration and the first preset time; The second vertical angle change is determined according to the second vertical angular velocity, the second vertical angular acceleration, and the first preset time length.

6. The method according to claim 3, characterized in that The predicting, based on the plurality of first target coordinates and the plurality of second target coordinates, whether the vehicle collides with the obstacle comprises: For any first target coordinate among the plurality of first target coordinates and any second target coordinate among the plurality of second target coordinates, determine, according to the first target coordinate and the second target coordinate, a vertical distance between a first position point corresponding to the first target coordinate and a second position point corresponding to the second target coordinate; When the vertical distance is less than or equal to a preset distance, predicting a collision between the vehicle and the obstacle; When the vertical distance is greater than the preset distance, it is predicted that no collision occurs between the vehicle and the obstacle.

7. The method according to claim 1, characterized in that The collision prediction parameters include a relative collision speed and a target collision area, and determining whether the vehicle meets the activation condition of the lateral safety device according to the collision prediction parameters of the vehicle includes: When the relative collision speed is less than or equal to a preset speed, determining that the vehicle does not meet the opening condition; When the relative collision speed is greater than the preset speed, obtaining the obstacle height; When the height of the obstacle is less than or equal to a preset height, determining that the vehicle does not meet the opening condition; In the case where the obstacle height is greater than the preset height, if the target collision area is the side of the vehicle, it is determined that the vehicle meets the activation condition; if the target collision area is not the side of the vehicle, it is determined that the vehicle does not meet the activation condition.

8. The method according to claim 7, characterized in that The method further comprises: When the vehicle does not meet the activation condition, the prediction control parameter of the target lateral safety device is determined to be a preset prediction control parameter, and the preset prediction control parameter is a prediction control parameter when the target lateral safety device is in a closed state when the vehicle collides.

9. The method according to claim 6, characterized in that The collision prediction parameters include a relative collision speed and a target collision area, and the steps of determining the collision prediction parameters include: Determining a predicted longitudinal speed of the vehicle at the first target time according to the longitudinal speed of the vehicle, the first longitudinal acceleration of the vehicle and the first preset time; determining a predicted longitudinal speed of the vehicle at the first target time according to the longitudinal speed of the obstacle, the second longitudinal acceleration of the obstacle, and the first preset time; determining the relative collision speed according to the predicted longitudinal vehicle speed and the predicted longitudinal speed; When the vertical distance is less than the preset distance, the target collision area is determined as the vehicle area corresponding to the first position point according to the first position point and the correspondence between the multiple first position points and multiple vehicle areas.

10. The method according to claim 1, characterized in that The prediction control parameter includes a target lateral acceleration corresponding to a target collision area when the target lateral safety device is turned on. The prediction control parameter of the target lateral safety device corresponding to the target occupant is determined according to the prediction state parameter of the target occupant and the collision influence parameter of the vehicle, including: Taking the first target moment as the starting moment, determining a plurality of third target coordinates corresponding to the plurality of third position points at a second target moment according to the predicted state parameter of the target occupant and the initial coordinates of a plurality of third position points constituting the head of the target occupant, wherein the second target moment is a moment after the first target moment at an interval of a second preset time length, and the first target moment is a moment after the current moment at an interval of a first preset time length; predicting a time to activate the target lateral safety device according to the plurality of third target coordinates and the collision influencing parameters; The target lateral acceleration is determined according to the collision impact parameter and the opening time.

11. The method according to claim 10, characterized in that The step of determining a plurality of third target coordinates corresponding to the plurality of third position points at the second target moment according to the predicted state parameter of the target occupant and the initial coordinates of the plurality of third position points constituting the head of the target occupant comprises: For any third position point among the plurality of third position points, determining, according to the predicted state parameter of the target occupant, a third displacement change of the third position point within the second preset time period, and a third angle change of the third position point rotating around the center of mass of the target occupant's head; The third target coordinates of the third position point at the second target moment are determined according to the third displacement change, the third angle change and the initial coordinates of the third position point.

12. The method according to claim 11, characterized in that The collision influence parameter includes a plurality of fourth target coordinates of a fourth position point within the second preset time period, the fourth position point being any fourth position point among a plurality of fourth position points corresponding to a side of the target lateral safety device facing the target occupant, and predicting the activation time of the target lateral safety device according to the plurality of third target coordinates and the collision influence parameter, including: For any third target coordinate among the plurality of third target coordinates and any fourth target coordinate among the plurality of fourth target coordinates, determining whether the target coordinate of the third position point and the target coordinate of the fourth position point coincide with each other; When the third target coordinates and the fourth target coordinates coincide with each other, obtaining a third preset time required for opening the target lateral safety device; Determine a duration difference between the second preset duration and the third preset duration; The start time is determined as a time after the first target time by the time difference.

13. The method according to claim 10, characterized in that The collision impact parameter includes a plurality of lateral accelerations of the target collision area within the second preset time period, and determining the target lateral acceleration according to the collision impact parameter and the opening time includes: According to the activation moment and a plurality of lateral accelerations of the target collision area within the second preset time period, the target lateral acceleration is determined as the lateral acceleration of the target collision area corresponding to the activation moment.

14. A device for controlling a lateral safety device, characterized in that: The device comprises: a condition judgment module, for determining whether the vehicle satisfies a lateral safety device activation condition according to a collision prediction parameter of the vehicle when a collision between the vehicle and an obstacle is predicted, wherein the collision prediction parameter is used to indicate a predicted operating state of the vehicle when a collision occurs; a first parameter determination module, configured to determine, when the vehicle satisfies the activation condition, a prediction control parameter of a target lateral safety device corresponding to the target occupant according to a prediction state parameter of the target occupant and a collision influence parameter of the vehicle, wherein the prediction state parameter of the target occupant is used to represent a motion state of the target occupant in the vehicle when a collision occurs, the collision influence parameter is used to represent an influence of a collision on the vehicle and the occupant in the vehicle, and the prediction control parameter is used to represent a condition that needs to be met to activate the target lateral safety device; A control module is used to control the target lateral safety device to be opened based on the predicted control parameter.

15. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory so that the vehicle executes the method according to any one of claims 1 to 13.

16. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 13 is implemented.

Images