A method, apparatus, vehicle, and storage medium of controlling a side safety device

Abstract

The application provides a method, device, vehicle and storage medium for controlling a lateral safety device, the method being applied to the field of vehicle safety control, and the method comprises the following steps: in the case that a collision between a vehicle and an obstacle is predicted, determining whether the vehicle meets an opening condition of the lateral safety device according to a collision estimation parameter of the vehicle, the collision estimation parameter being used for representing a predicted running state of the vehicle when the collision occurs; in the case that the vehicle meets the opening condition, determining a predicted control parameter of a target lateral safety device corresponding to a target occupant according to a predicted state parameter of the target occupant and a collision influence parameter of the vehicle, the collision influence parameter being used for representing an influence of the collision on the vehicle and the occupant in the vehicle; and controlling the target lateral safety device to be opened based on the predicted control parameter. The method can dynamically adjust a point explosion time of a side airbag and a side air curtain according to a collision condition of the vehicle during vehicle driving, so that the side airbag 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 particularly, to a method, device, vehicle and storage medium for controlling a lateral safety device. BACKGROUND

[0002] At present, in order to ensure the safety of passengers in a vehicle in the event of a side collision during driving, a side airbag and a side curtain are usually installed in the vehicle. When the vehicle collides, the vehicle can control the side airbag and the side curtain to inflate quickly, which is referred to as “point explosion”.

[0003] In related technologies, the point explosion conditions of the side airbag and the side curtain are usually fixed and cannot be dynamically adjusted according to the actual collision situation of the vehicle, resulting in inaccurate point explosion timing of the side airbag and the side airbag and increasing the risk of user injury. SUMMARY

[0004] The present application provides a method, device, vehicle and storage medium for controlling a lateral safety device, which can dynamically adjust the point explosion timing of a side airbag and a side curtain according to the collision situation of a vehicle during driving, thereby avoiding the side airbag and the side curtain from being mis-pointed.

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

[0006] In the technical solution, in the process of vehicle driving, the application provides a method for controlling a lateral safety device. Specifically, the vehicle can predict whether the vehicle and the obstacle will collide according to the driving condition of the vehicle and the driving condition of the obstacle. When the vehicle and the obstacle are about to collide, the vehicle determines whether the side airbag and the side curtain need to be opened when the vehicle collides according to the predicted collision estimation parameter. In the case where the side airbag and the side curtain need to be opened, the vehicle adjusts the point explosion condition of the side airbag and the side curtain according to the predicted state parameter of the target occupant in the vehicle and the predicted collision impact parameter of the vehicle, so that the side airbag and the side curtain can be point exploded at the best time. The above method can predict the collision condition and the state of the occupant after the collision when the vehicle and the obstacle are about to collide, so as to determine the condition under which the side airbag and the side curtain need to be point exploded after the collision, ensure that the side airbag and the side curtain are point exploded at the best time, reduce the risk of injury of the user after the vehicle collision, ensure the safety of the user, and improve the experience of the user.

[0007] In combination with the first aspect, in some possible implementation manners, the method further includes: obtaining a real-time state parameter of the vehicle, and initial coordinates of a plurality of first position points constituting the vehicle, the real-time state parameter of the vehicle being used to represent a current running state of the vehicle; obtaining a real-time state parameter of the obstacle, and initial coordinates of a plurality of second position points constituting the obstacle, the real-time state parameter of the obstacle being used to represent a current running state of the obstacle; determining, 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 length, a plurality of first target coordinates corresponding to the plurality of first position points at a first target time, the first target time being a time point after the current time and interval of the first preset time length; determining, 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 length, a plurality of second target coordinates corresponding to the plurality of second position points at the first target time; and predicting, according to the plurality of first target coordinates and the plurality of second target coordinates, whether the vehicle and the obstacle collide.

[0008] With reference to the first aspect and the above implementation manners, in some possible implementation manners, 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 length, the plurality of first target coordinates corresponding to the plurality of first position points at the first target time, includes: for any first position point in the plurality of first position points, determining, according to the real-time state parameter of the vehicle and the first preset time length, a first displacement change amount of the first position point and a first angle change amount of rotation of the first position point around the center of mass of the vehicle within the first preset time length; determining a first target coordinate of the first position point at the first target time according to the first displacement change amount, the first angle change amount, and the initial coordinate of the first position point; and the determining, 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 length, the plurality of second target coordinates corresponding to the plurality of second position points at the first target time, includes: for any second position point in 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 and a second angle change amount of rotation of the second position point around the center of mass of the obstacle within the first preset time length; and determining a second target coordinate of the second position point at the first target time according to the second displacement change amount, the second angle change amount, and the initial coordinate of the second position point.

[0009] In a possible implementation manner of the first aspect, the real-time state parameters of the vehicle include a longitudinal vehicle speed, a vertical vehicle speed, a first longitudinal acceleration, a first vertical acceleration, a first longitudinal angular velocity when the vehicle rotates around a center of mass of the vehicle, a first longitudinal angular acceleration, a first lateral angular velocity, a first lateral angular acceleration, a first vertical angular velocity, a first vertical angular acceleration, and a front wheel steering angle, the first displacement change amount includes a first longitudinal displacement change amount, a first lateral displacement change amount, and a first vertical displacement change amount, the first angle change amount includes a first longitudinal angle change amount, a first lateral angle change amount, and a first vertical angle change amount, and the determining, according to the real-time state parameters of the vehicle and the first preset time length, of the first displacement change amount of the first position point and the first angle change amount of the first position point rotating around the center of mass of the vehicle within the first preset time length includes: determining a turning radius of the vehicle according to the front wheel steering angle; determining an angular velocity in a turning process of the vehicle according to the turning radius and the longitudinal vehicle speed; determining a turning angle change amount 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; and 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.

[0010] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the real-time state parameter of the obstacle includes a longitudinal velocity, a transverse velocity and a vertical velocity of the obstacle, a second longitudinal acceleration, a second transverse acceleration and a second vertical acceleration, a second longitudinal angular velocity when the obstacle rotates around a center of mass of the obstacle, a second longitudinal angular acceleration, a second transverse angular velocity, a second transverse angular acceleration, a second vertical angular velocity and a second vertical angular acceleration, the second displacement change amount includes a second longitudinal displacement change amount, a second transverse displacement change amount and a second vertical change amount, the second angle change amount includes a second longitudinal angle change amount, a second transverse angle change amount and a second vertical angle change amount, and the determining, according to the real-time state parameter of the obstacle and the first preset time length, of the second displacement change amount of the second position point and the second angle change amount of the rotation of the second position point around the center of mass of the obstacle within the first preset time length includes: determining the second longitudinal displacement change amount according to the longitudinal velocity of the obstacle, the second longitudinal acceleration and the first preset time length; determining the second transverse displacement change amount according to the transverse velocity of the obstacle, the second transverse acceleration and the first preset time length; determining the second vertical displacement change amount according to the vertical velocity of the obstacle, the second vertical acceleration and the first preset time length; determining the second longitudinal angle change amount according to the second longitudinal angular velocity, the second longitudinal angular acceleration and the first preset time length; determining the second transverse angle change amount according to the second transverse angular velocity, the second transverse angular acceleration and the first preset time length; and determining the second vertical angle change amount according to the second vertical angular velocity, the second vertical angular acceleration and the first preset time length.

[0011] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the predicting, according to the plurality of first target coordinates and the plurality of second target coordinates, of whether the vehicle and the obstacle collide includes: for any first target coordinate in the plurality of first target coordinates and any second target coordinate in the plurality of second target coordinates, determining, 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; predicting that the vehicle and the obstacle collide in a case where the vertical distance is less than or equal to a preset distance; and predicting that the vehicle and the obstacle do not collide in a case where the vertical distance is greater than the preset distance.

[0012] In some possible implementation manners, in combination with the first aspect and the foregoing implementation manners, the collision estimation parameter includes a relative collision speed and a target collision region, and the determining whether the vehicle satisfies the opening condition of the side safety device according to the collision estimation parameter of the vehicle includes: determining that the vehicle does not satisfy the opening condition in a case where the relative collision speed is less than or equal to a preset speed; obtaining an obstacle height in a case where the relative collision speed is greater than the preset speed; determining that the vehicle does not satisfy the opening condition in a case where the obstacle height is less than or equal to a preset height; and determining that the vehicle satisfies the opening condition in a case where the target collision region is a side of the vehicle in a case where the obstacle height is greater than the preset height; and determining that the vehicle does not satisfy the opening condition in a case where the target collision region is not the side of the vehicle.

[0013] In the foregoing technical solution, when the vehicle collides, the vehicle determines whether the side airbag and the side air curtain need to be detonated according to the collision estimation parameter. First, the relative collision speed is determined. When the relative collision speed is small, it indicates that the collision of the vehicle is relatively slight. In this case, the side airbag and the side air curtain do not need to be opened. When the relative collision speed is relatively large, the vehicle can determine, by using the obstacle height, whether the collision of the vehicle is concentrated on the upper half of the vehicle body or the lower half of the vehicle body. When the collision of the vehicle is concentrated on the lower half of the vehicle body, it indicates that the risk of injury to the driver is small, and therefore the side airbag and the side air curtain do not need to be opened in this case. When the collision of the vehicle is concentrated on the upper half of the vehicle body, because the side airbag and the side air curtain mainly function when the vehicle collides on the side, the vehicle can determine whether the target collision region of the current collision of the vehicle is the side. When the target collision region is the side of the vehicle, it is determined that the side airbag and the side air curtain need to be detonated. Conversely, when the target collision region is not the side of the vehicle, it is determined that the side airbag and the side air curtain do not need to be detonated. Therefore, the foregoing determination of whether the side airbag and the side air curtain need to be detonated according to different conditions can ensure that the side airbag and the side air curtain are detonated in appropriate cases, ensure the accuracy of detonation of the side airbag and the side air curtain, avoid misdetonation of the side airbag and the side air curtain, and reduce the maintenance cost of the vehicle.

[0014] In some possible implementation manners, in combination with the first aspect and the foregoing implementation manners, in a case where the vehicle does not satisfy the opening condition, the predicted control parameter of the target side safety device is determined to be a preset predicted control parameter, and the preset predicted control parameter is a predicted control parameter of the target side safety device in a closed state when the vehicle collides.

[0015] In the technical solution, when the vehicle determines that the side airbag and the side airbag curtain do not need to be triggered, the triggering conditions of the side airbag and the side airbag curtain can be adjusted correspondingly. Under normal circumstances, if the triggering conditions are not adjusted and the side airbag and the side airbag curtain are controlled to work under the original triggering conditions, the side airbag and the side airbag curtain will be triggered by mistake. Therefore, by adjusting the triggering conditions of the side airbag curtain and the side airbag to preset prediction control parameters, the preset prediction control parameters are prediction control parameters when the side airbag and the side airbag curtain are not triggered when the vehicle collides. Therefore, the above process can avoid the side airbag and the side airbag curtain from being triggered by mistake.

[0016] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the collision estimation parameter includes a relative collision speed and a target collision region, and the determination of the collision estimation parameter includes: determining a predicted longitudinal vehicle speed of the vehicle at the first target time according to a longitudinal vehicle speed of the vehicle, a first longitudinal acceleration of the vehicle, and the first preset time length; determining a predicted longitudinal vehicle speed of the vehicle at the first target time according to a longitudinal speed of the obstacle, a second longitudinal acceleration of the obstacle, and the first preset time length; determining the relative collision speed according to the predicted longitudinal vehicle speed and the predicted longitudinal vehicle speed; and determining the target collision region as a vehicle region corresponding to the first position point according to the first position point and a corresponding relationship between the plurality of first position points and the plurality of vehicle regions in a case where the vertical distance is less than the preset distance.

[0017] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the prediction control parameter includes a target lateral acceleration corresponding to a target collision region when the target lateral safety device is opened, and the determination of 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 includes: taking the first target time as a starting time, determining a plurality of third target coordinates corresponding to a plurality of third position points of a head of the target occupant at a second target time according to the prediction state parameter of the target occupant and initial coordinates of the plurality of third position points, the second target time being a time interval of a second preset time length after the first target time, and the first target time being a time interval of a first preset time length after the current time; predicting an opening time of the target lateral safety device according to the plurality of third target coordinates and the collision influence parameter; and determining the target lateral acceleration according to the collision influence parameter and the opening time.

[0018] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the determining, 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, the plurality of third target coordinates corresponding to the plurality of third position points at the second target moment, includes: for any third position point in the plurality of third position points, determining, according to the predicted state parameter of the target occupant, a third displacement change amount of the third position point and a third angle change amount of the third position point rotating around the centroid of the head of the target occupant within the second preset time length; and determining, according to the third displacement change amount, the third angle change amount and the initial coordinates of the third position point, the third target coordinates of the third position point at the second target moment.

[0019] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the collision influence parameter includes a plurality of fourth target coordinates of a fourth position point within the second preset time length, the fourth position point being any fourth position point in a plurality of fourth position points corresponding to a side of the target side airbag facing the target occupant, and the predicting, according to the plurality of third target coordinates and the collision influence parameter, the opening moment of the target side airbag includes: for any third target coordinate in the plurality of third target coordinates and any fourth target coordinate in the plurality of fourth target coordinates, determining whether the third target coordinate and the fourth target coordinate coincide; in the case where the third target coordinate and the fourth target coordinate coincide, obtaining a third preset time length required for the target side airbag to open; determining a time length difference between the second preset time length and the third preset time length; and determining the opening moment as a moment after the first target moment and interval of the time length difference.

[0020] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the collision influence parameter includes a plurality of lateral accelerations of the target collision region within the second preset time length, and the determining, according to the collision influence parameter and the opening moment, the target lateral acceleration includes: determining, according to the opening moment and the plurality of lateral accelerations of the target collision region within the second preset time length, the target lateral acceleration as a lateral acceleration of the target collision region corresponding to the opening moment.

[0021] In a second aspect, a device for controlling a side safety device is provided, and the device comprises: a condition determining module configured to determine, in a case where a vehicle and an obstacle are predicted to collide, whether the vehicle satisfies an opening condition of the side safety device according to a collision estimation parameter of the vehicle, the collision estimation parameter being used to represent a predicted running state of the vehicle when the collision occurs; a first parameter determining module configured to determine, in a case where the vehicle satisfies the opening condition, a predicted control parameter of a target side safety device corresponding to a target occupant according to a predicted state parameter of the target occupant and a collision impact parameter of the vehicle, the predicted state parameter of the target occupant being used to represent a motion state of the target occupant in the vehicle when the collision occurs, the collision impact parameter being used to represent an impact of the collision on the vehicle and the occupant in the vehicle, and the predicted control parameter being used to represent a condition required to be satisfied for opening the target side safety device; and a control module configured to control the target side safety device to open based on the predicted control parameter.

[0022] With reference to the second aspect, in some possible implementation manners, the device further comprises: a collision predicting module configured to obtain a real-time state parameter of the vehicle, and initial coordinates of a plurality of first position points of the vehicle, the real-time state parameter of the vehicle being used to represent a current running state of the vehicle; obtain a real-time state parameter of the obstacle, and initial coordinates of a plurality of second position points of the obstacle, the real-time state parameter of the obstacle being used to represent a current running 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 length, a plurality of first target coordinates corresponding to the plurality of first position points at a first target time, the first target time being a time point after a current time point and being separated from the current time point by the first preset time length; determine, 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 length, a plurality of second target coordinates corresponding to the plurality of second position points at the first target time; and predict, according to the plurality of first target coordinates and the plurality of second target coordinates, whether the vehicle and the obstacle collide.

[0023] With reference to the second aspect and the foregoing implementations, in some possible implementation, the collision prediction module is specifically configured to: for any first position point in the plurality of first position points, determine, according to the real-time state parameter of the vehicle and the first preset time length, 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 length; determine, according to the first displacement change amount, the first angle change amount and an initial coordinate of the first position point, a first target coordinate of the first position point at the first target time; and for any second position point in the plurality of second position points, determine, 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 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 length; and determine, according to the second displacement change amount, the second angle change amount and an initial coordinate of the second position point, a second target coordinate of the second position point at the first target time.

[0024] With reference to the second aspect and the foregoing implementations, in some possible implementation, the real-time state parameter of the vehicle includes a longitudinal vehicle speed, a vertical vehicle speed, a first longitudinal acceleration, a first vertical acceleration, a first longitudinal angular velocity of the vehicle rotating around the center of mass of the vehicle, a first longitudinal angular acceleration, a first lateral angular velocity, a first lateral angular acceleration, a first vertical angular velocity, a first vertical angular acceleration, a front wheel steering angle, the first displacement change amount includes a first longitudinal displacement change amount, a first lateral displacement change amount and a first vertical displacement change amount, and the first angle change amount includes a first longitudinal angle change amount, a first lateral angle change amount and a first vertical angle change amount. The collision prediction module is further configured to: determine, according to the front wheel steering angle, a turning radius of the vehicle; determine, according to the turning radius and the longitudinal vehicle speed, an angular velocity during turning of the vehicle; determine, according to the angular velocity and the first preset time length, a steering angle change amount within the first preset time length; determine, according to the steering angle change amount, the longitudinal vehicle speed, the first preset time length and the first longitudinal acceleration, the first longitudinal displacement change amount and the first lateral displacement change amount; determine, according to the vertical vehicle speed, the first preset time length and the first vertical acceleration, the first vertical displacement change amount; determine, according to the first longitudinal angular velocity, the first longitudinal angular acceleration and the first preset time length, the first longitudinal angle change amount; determine, according to the first lateral angular velocity, the first lateral angular acceleration and the first preset time length, the first lateral angle change amount; and determine, according to the first vertical angular velocity, the first vertical angular acceleration, the first preset time length and the steering angle change amount, the first vertical angle change amount.

[0025] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the real-time state parameters of the obstacle include a longitudinal velocity, a transverse velocity and a vertical velocity of the obstacle, a second longitudinal acceleration, a second transverse acceleration and a second vertical acceleration, a second longitudinal angular velocity when the obstacle rotates around a center of mass of the obstacle, a second longitudinal angular acceleration, a second transverse angular velocity, a second transverse angular acceleration, a second vertical angular velocity and a second vertical angular acceleration, the second displacement change amount includes a second longitudinal displacement change amount, a second transverse displacement change amount and a second vertical change amount, the second angle change amount includes a second longitudinal angle change amount, a second transverse angle change amount and a second vertical angle change amount, and the collision prediction module is further configured to: determine the second longitudinal displacement change amount according to the longitudinal velocity of the obstacle, the second longitudinal acceleration and the first preset time length; determine the second transverse displacement change amount according to the transverse velocity of the obstacle, the second transverse acceleration and the first preset time length; determine the second vertical displacement change amount according to the vertical velocity of the obstacle, the second vertical acceleration and the first preset time length; determine the second longitudinal angle change amount according to the second longitudinal angular velocity, the second longitudinal angular acceleration and the first preset time length; determine the second transverse angle change amount according to the second transverse angular velocity, the second transverse angular acceleration and the first preset time length; and determine the second vertical angle change amount according to the second vertical angular velocity, the second vertical angular acceleration and the first preset time length.

[0026] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the collision prediction module is further configured to: for any first target coordinate in the plurality of first target coordinates and any second target coordinate in the plurality of second target coordinates, determine 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; in a case where the vertical distance is less than or equal to a preset distance, predict that the vehicle and the obstacle collide; and in a case where the vertical distance is greater than the preset distance, predict that the vehicle and the obstacle do not collide.

[0027] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the collision prediction parameter includes a relative collision speed and a target collision region, and the condition determination module is specifically configured to: in a case where the relative collision speed is less than or equal to a preset speed, determine that the vehicle does not satisfy the opening condition; in a case where the relative collision speed is greater than the preset speed, obtain an obstacle height; in a case where the obstacle height is less than or equal to a preset height, determine that the vehicle does not satisfy the opening condition; in a case where the obstacle height is greater than the preset height, if the target collision region is a vehicle side surface, determine that the vehicle satisfies the opening condition; and if the target collision region is not a vehicle side surface, determine that the vehicle does not satisfy the opening condition.

[0028] With reference to the second aspect and the foregoing implementations, in some possible implementation, the apparatus further includes a second parameter determination module, configured to determine, in a case where the vehicle does not satisfy the opening condition, a predicted control parameter of the target side protection device as a preset predicted control parameter, the preset predicted control parameter being a predicted control parameter of the target side protection device in a closed state when the vehicle is in a collision.

[0029] With reference to the second aspect and the foregoing implementations, in some possible implementation, the collision estimation parameter includes a relative collision speed and a target collision region, and the condition determination module is further configured to: determine a predicted longitudinal vehicle speed of the vehicle at the first target moment according to a longitudinal vehicle speed of the vehicle, a first longitudinal acceleration of the vehicle, and the first preset time length; determine a predicted longitudinal vehicle speed of the vehicle at the first target moment according to a longitudinal speed of the obstacle, a second longitudinal acceleration of the obstacle, and the first preset time length; determine the relative collision speed according to the predicted longitudinal vehicle speed and the predicted longitudinal vehicle speed; and in a case where the vertical distance is less than the preset distance, determine the target collision region as a vehicle region corresponding to the first position point according to the first position point and a corresponding relationship between the plurality of first position points and the plurality of vehicle regions.

[0030] With reference to the second aspect and the foregoing implementations, in some possible implementation, the predicted control parameter includes a target lateral acceleration corresponding to a target collision region when the target side protection device is opened, and the first parameter determination module is specifically configured to: take the first target moment as a starting moment, determine a plurality of third target coordinates of a plurality of third position points corresponding to a head of the target occupant at a second target moment according to the predicted state parameter of the target occupant and initial coordinates of the plurality of third position points, the second target moment being a moment after the first target moment by a second preset time length, and the first target moment being a moment after the current moment by a first preset time length; predict an opening moment of the target side protection 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 opening moment.

[0031] With reference to the second aspect and the foregoing implementations, in some possible implementation, the first parameter determination module is further configured to: for any third position point in the plurality of third position points, determine a third displacement change amount of the third position point and a third angle change amount of rotation of the third position point around a center of mass of the head of the target occupant within the second preset time length according to the predicted state parameter of the target occupant; and determine a third target coordinate of the third position point at the second target moment according to the third displacement change amount, the third angle change amount, and the initial coordinate of the third position point.

[0032] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the collision influence parameter includes a plurality of fourth target coordinates of a fourth position point in the second preset time period, the fourth position point being any one of a plurality of fourth position points corresponding to a side of the target side impact protection device facing the target occupant, the first parameter determination module is further configured to: for any one of the plurality of third target coordinates and any one of the plurality of fourth target coordinates, determine whether the third target coordinate and the fourth target coordinate coincide; in a case where the target coordinate of the third position point and the target coordinate of the fourth position point coincide, obtain a third preset time period required for the target side impact protection device to open; determine a time period difference between the second preset time period and the third preset time period; and determine the opening time as a time point that is after the first target time and is separated from the first target time by the time period difference.

[0033] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the collision influence parameter includes a plurality of lateral accelerations of the target impact region in the second preset time period, and the first parameter determination module is further configured to: determine the target lateral acceleration as a lateral acceleration of the target impact region corresponding to the opening time according to the opening time and the plurality of lateral accelerations of the target impact region in the second preset time period.

[0034] In a third aspect, a vehicle is provided, including a memory and a processor. The memory is configured to store executable program code, and the processor is configured to invoke and run the executable program code from the memory, so that the vehicle performs the method in the first aspect or any possible implementation manner of the first aspect.

[0035] In a fourth aspect, a computer program product is provided, which includes computer program code. When the computer program code is run on a computer, the computer program code causes the computer to perform the method in the first aspect or any possible implementation manner of the first aspect.

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

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

[0038] Figure 2 is a schematic flowchart of a method for controlling a side impact protection device provided by an embodiment of the present application;

[0039] Figure 3is a schematic flow chart of a method for determining whether a vehicle meets the opening condition of a side safety device provided by an embodiment of the present application;

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

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

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

[0043] The technical solutions in the present application will be described in detail below with reference to the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0044] Hereinafter, the terms "first" and "second" are only for descriptive purposes, and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more features.

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

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

[0047] Side airbags are usually installed on the outside of the seat, inside the door or near the B pillar, mainly used to inflate quickly when the vehicle collides from the side, protecting the driver and passenger's head and chest from direct impact.

[0048] Side 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 airbags are mainly used to protect the head of the passenger in the event of a side collision or rollover accident, preventing the head from coming into direct contact with the window glass, door frame or other external objects.

[0049] Point explosion: refers to the rapid inflation process of airbags or air curtains triggered by an electronic control unit (ECU). The specific process of point explosion can be divided into: the sensor detects a side collision or a rollover accident and sends a signal to the ECU. The ECU analyzes the sensor data and decides whether to activate the side airbag and side air curtain. If it is judged that it needs to be activated, the ECU issues an instruction to trigger the ignition device to ignite solid fuel to 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 the collision, protecting the occupants from serious injury.

[0050] The application scenario of the embodiments of the present application is introduced below.

[0051] During vehicle driving, due to road conditions, weather factors and environmental factors, vehicle collision accidents are inevitable. When a vehicle collision accident occurs, if the collision position is the side of the vehicle, in order to ensure the safety of the passengers in the vehicle, the vehicle can control the point explosion of the side airbag and the side air curtain in the vehicle.

[0052] The above-mentioned control of the point explosion of the side airbag and the side air curtain may have the following problems:

[0053] The first is that when the collision intensity of the side of the vehicle is not large, that is, the passengers in the vehicle are basically not injured, this situation leads to the mispoint explosion of the side airbag and the side air curtain. Since the side airbag and the side air curtain are one-time use safety devices, once mispoint explosion occurs, the user needs to replace the brand new side airbag and side air curtain, increasing the maintenance cost of the vehicle.

[0054] The second is that in the related art, when controlling the point explosion of the side airbag and the side air curtain, a fixed point explosion condition (for example, the acceleration at the collision position exceeds a certain acceleration) is usually used, which leads to the fact that when a more serious collision accident occurs, the side airbag and the side air curtain cannot be timely point exploded; or when a slight collision accident occurs, the side airbag and the side air curtain are mispoint exploded.

[0055] In summary, when the vehicle point explodes the side airbag and the side air curtain, it cannot dynamically adjust the point explosion condition according to the current collision condition of the vehicle, and cannot control the side airbag and the side air curtain to point explode at the appropriate time, which easily increases the risk of injury of the user and reduces the experience of the user.

[0056] Based on the above problems, the embodiments of the present application provide a method for controlling a lateral safety device, which can dynamically adjust the point explosion condition of the side airbag and the side air curtain according to the estimated collision condition of the vehicle when the vehicle is about to collide from the side.

[0057] It should be understood that the subject matter of the embodiments of the present application can be implemented by any ECU in the vehicle, and the embodiments of the present application do not limit the ECU implementing the method.

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

[0059] Figure 1 FIG. 1 is a structural schematic diagram of an ECU according to an embodiment of the present application.

[0060] For example, as shown in FIG. 1, the 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. Figure 1

[0061] The information acquisition module is mainly used to acquire three types of state parameters, i.e., state parameters of the vehicle, state parameters of the obstacle, and state parameters of the occupant. 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-mentioned three types of state parameters, the state parameters of the vehicle and the state parameters of the obstacle can be first sent to the coordinate prediction module.

[0063] After the coordinate prediction module receives the state parameters of the vehicle, the coordinate prediction module can predict a plurality of first target coordinates of a plurality of first position points corresponding to the vehicle after a first preset time length according to the state parameters of the vehicle. Similarly, after the coordinate prediction module receives the state parameters of the obstacle, the coordinate prediction module can predict a plurality of second target coordinates of a plurality of second position points corresponding to the obstacle after the first preset time length according to the state parameters of the obstacle.

[0064] Further, the coordinate prediction module can send the predicted plurality of first target coordinates and the plurality of second target coordinates to the collision prediction module.

[0065] After the collision prediction module receives the plurality of first target coordinates and the plurality of second target coordinates, the collision prediction module can determine whether the vehicle and the obstacle will collide after the first preset time length according to the two types of motion trajectories.

[0066] When the collision prediction module predicts that the vehicle and the obstacle will collide after the first preset time length, the collision prediction module can determine whether the side airbag and the side air curtain in the vehicle need to be turned on according to the collision estimation parameter of the vehicle. The collision estimation parameter is used to represent the running state of the predicted vehicle when the vehicle collides.

[0067] Optionally, the collision estimation parameter includes a relative collision speed and a target collision region.

[0068] ​Specifically, in the case that the vehicle and the obstacle are predicted to collide after the first preset time length, the collision prediction module can determine whether the relative collision speed of the vehicle at the collision moment 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 the side airbag and the side air curtain in the vehicle do not need to be turned on.

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

[0070] When the height of the obstacle is less than or equal to the given height, the collision prediction module can determine that the side airbag and the side air curtain in the vehicle do not need to be turned on.

[0071] When the height of the obstacle is greater than the 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 airbag and the side air curtain in the vehicle need to be turned on. When the target collision area is not the side of the vehicle, the collision prediction module determines that the side airbag and the side air curtain in the vehicle do not need to be turned on.

[0072] When it is determined that the side airbag and the side air curtain need to be turned on, the collision prediction module can call the coordinate prediction module to first predict the predicted state parameters of the occupant after the first preset time length according to the state parameters of the occupant. Since the vehicle needs to pay attention to whether the head of the occupant will be injured after the vehicle collides, based on the predicted state parameters after the first preset time length, the collision prediction module can further predict a plurality of third target coordinates corresponding to a plurality of third position points corresponding to the head of the occupant after a second preset time length. The coordinate prediction module further sends the position of the occupant to the parameter adjustment module.

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

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

[0075] After obtaining the collision impact parameter, the collision prediction module can send the collision impact parameter to the parameter adjustment module, and the parameter adjustment module determines the turning-on moment of the adjusted side airbag and side air curtain and the acceleration at the collision position corresponding to the turning-on moment based on the collision impact parameter and the plurality of third target coordinates, and sends them to the parameter execution module.

[0076] Finally, the parameter execution module controls the side airbag and the side air curtain to operate based on the lateral acceleration at the target collision region corresponding to the opening time.

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

[0078] Figure 2 is a schematic flowchart of a method for controlling a lateral safety device provided by the embodiment of the application.

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

[0080] 201, in the case of predicting a collision between the vehicle and an obstacle, determining whether the vehicle meets the opening condition of the lateral safety device according to the collision estimation parameter of the vehicle, the collision estimation parameter being used to predict the running state of the vehicle when the collision occurs.

[0081] During the driving of the vehicle, due to the influence of road factors, weather factors and environmental factors, the vehicle may have an uncontrollable collision accident. When the vehicle has a collision accident, in order to ensure the safety of the passengers in the vehicle, the vehicle needs to control the point explosion of the side airbag and the side air curtain.

[0082] It should be understood that, in general, the point explosion time of the side airbag and the side air curtain of the vehicle is the same, so the lateral installation device includes the side airbag and the side air curtain.

[0083] As can be known from the foregoing description, in the related art, when the vehicle points the side airbag and the side air curtain, the conditions for the point explosion are fixed regardless of the type of collision accident, which can easily lead to the false point explosion or delayed point explosion of the side airbag and the side air curtain.

[0084] Based on the above problems, the method for controlling a lateral safety device provided by the embodiment of the application can timely adjust the point explosion conditions of the side airbag and the side air curtain according to the possible collision information of the vehicle after the collision when predicting that the vehicle may have a collision.

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

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

[0087] obtaining 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 represent the running state of the vehicle;

[0088] ​obtaining a real-time state parameter of the obstacle and initial coordinates of a plurality of second position points constituting the obstacle, the real-time state parameter of the obstacle being used to represent a running state of the obstacle;

[0089] determining a plurality of first target coordinates corresponding to the plurality of first position points at a first target time 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 length, the first target time being a time after the current time and being separated from the current time by the first preset time length;

[0090] 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 length;

[0091] predicting whether the vehicle and the obstacle collide according to the plurality of first target coordinates and the plurality of second target coordinates.

[0092] Specifically, in the process of driving the vehicle, the road, 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 of the embodiment of the application. Further, the ECU can obtain the real-time state parameter of the vehicle and the real-time state parameter of the obstacle, i.e. the current state parameter of the vehicle and the current state parameter of the obstacle.

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

[0094] Optionally, the real-time state parameter of the vehicle in the embodiment of the application includes a longitudinal vehicle speed, a vertical vehicle speed, a first longitudinal acceleration, a first vertical acceleration, a first longitudinal angular velocity when the vehicle rotates around the vehicle center of mass, 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, and a front wheel steering angle.

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

[0096] For example, the ECU can directly obtain the longitudinal vehicle speed through a vehicle speed sensor, obtain the displacement of the wheel relative to the vehicle body through a suspension stroke sensor installed on the suspension system of the vehicle, and calculate the vertical vehicle speed based on the corresponding time of the displacement; or the ECU can measure the first vertical acceleration of the vehicle through an accelerometer in the inertial measurement unit (IMU) in the vehicle, and obtain the vertical 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, referring to the foregoing, 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 the gyroscope or the 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 respectively differentiate the first longitudinal angular velocity, the first lateral angular velocity and the first vertical angular velocity obtained in the foregoing to obtain the first longitudinal angular acceleration, the first lateral angular acceleration and the first vertical angular acceleration.

[0100] For example, the ECU can obtain the front wheel steering angle through the steering angle sensor on the front wheel. The front wheel steering angle can be any one of the left front wheel steering angle or the right front wheel steering angle, or the average of the left front wheel steering angle and the right front wheel steering angle.

[0101] For the plurality of first position points constituting the vehicle, in the embodiment of the present application, the ECU can simplify the vehicle as a continuous point set, and the vehicle can be regarded as being constituted by the plurality of first position points.

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

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

[0104] After the vehicle center of mass coordinate system is established, each first position point corresponds to a unique coordinate in the vehicle center of mass coordinate system, and thus the coordinates of the plurality of first position points can be obtained. The coordinate corresponding to each first position point can be represented as (x 1n , y 1n , z 1n ).

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

[0106] For example, for the longitudinal velocity, the lateral velocity, and the vertical velocity of the obstacle, the ECU can determine the distance of the object by controlling the laser radar installed on the vehicle, by emitting a laser beam and measuring the reflection time. By 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 rates of the obstacle in three directions are calculated, so as to obtain the longitudinal velocity, the lateral velocity, and the vertical velocity of the obstacle in combination with 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, the second lateral angular velocity, the second vertical angular velocity, the second longitudinal angular acceleration, the second lateral angular acceleration, and the second vertical angular acceleration of the obstacle when rotating around the center of mass of the obstacle, the ECU can obtain the position and attitude change of the obstacle through sensors such as laser radar, millimeter wave radar, camera, etc., and estimate in combination with a sensor fusion algorithm. For example, a three-dimensional model of the obstacle is reconstructed by using stereo vision or binocular camera, and the second longitudinal angular velocity, 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 rotating around the center of mass of the obstacle are estimated by tracking the changes thereof over time.

[0109] For the plurality of second position points constituting the obstacle, the ECU can simplify the obstacle into a continuous point set after obtaining the image of the obstacle, and the obstacle can be regarded as being constituted by the plurality of second position points.

[0110] For the coordinates of the plurality of second position points, it can refer to the coordinates of the plurality of second position points in the vehicle center of mass coordinate system, or the coordinates of the plurality of second position points in the obstacle center of mass coordinate system. Since the coordinate systems of the first position points and the second position points need to be unified for subsequent prediction, the coordinate of the second position point in the vehicle center of mass coordinate system is introduced in the subsequent description.

[0111] In the case that the vehicle centroid coordinate system has been established in advance, the ECU can generate a high-resolution three-dimensional point cloud map for describing the shape of the obstacle through the laser radar in the vehicle. By analyzing the three-dimensional point cloud, the obstacle centroid is identified.

[0112] The ECU can take the obstacle centroid as the origin, and when the obstacle is a dynamic obstacle, the obstacle centroid coordinate system is established in the same way as the vehicle centroid coordinate system. When the obstacle is a static obstacle, the X-axis positive direction can be taken as the direction in which the obstacle points to the vehicle, the Y-axis positive direction can be taken as the direction perpendicular to the X-axis and to the right, and the Z-axis positive direction can be taken as the direction perpendicular to the X-axis and the Y-axis and upward.

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

[0114] After obtaining the three-dimensional point cloud of the obstacle, each second position point corresponds to a coordinate in the point cloud coordinate system. Based on the coordinates of each second position point in the point cloud coordinate system and the conversion relationship between the point cloud coordinate system and the vehicle centroid coordinate system, the ECU can obtain the coordinates of each second position point in the vehicle centroid coordinate system, i.e., the coordinates of the plurality of second position points, denoted as (x 2n , y 2n , z 2n ).

[0115] In another case, for the coordinates of each second position point in the obstacle centroid coordinate system, after the obstacle centroid coordinate system is established, the ECU can obtain the coordinates of each second position point in the obstacle centroid coordinate system based on the relative coordinate relationship between the second position points in the three-dimensional point cloud, denoted 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 plurality of first position points, and the real-time state parameters of the obstacle and the initial coordinates of the plurality of second position points. The initial coordinates refer to the coordinates of the plurality of first position points and the coordinates of the plurality of second position points before prediction.

[0117] In the prediction process, the ECU can predict, according to the real-time state parameters of the vehicle and the initial coordinates of the plurality of first position points, a plurality of first target coordinates corresponding to the plurality of first position points constituting the vehicle at a future first preset time period (i.e., a first target time). Similarly, the ECU can also predict, according to the real-time state parameters of the obstacle and the initial coordinates of the plurality of second position points, a plurality of second target coordinates corresponding to the plurality of second position points constituting the obstacle at the future first preset time period. Finally, according to the plurality of first target coordinates and the plurality of second target coordinates, whether the vehicle and the obstacle collide is predicted.

[0118] The determination processes of the two kinds of target coordinates are introduced separately below.

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

[0120] In one possible implementation, the plurality of first target coordinates corresponding to the plurality of first position points at the first target time are determined 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 period, and the determination includes:

[0121] For any first position point in the plurality of first position points, the first displacement change amount of the first position point and the first angle change amount of the first position point rotating around the center of mass of the vehicle within the first preset time period are determined according to the real-time state parameters of the vehicle and the first preset time period.

[0122] The first target coordinate of the first position point at the first target time is determined according to the first displacement change amount, the first angle change amount, and the initial coordinate of the first position point.

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

[0124] Therefore, the ECU can take any first position point in the plurality of first position points as an example to determine the first displacement change amount of the first position point within the first preset time period and the first angle change amount 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 period.

[0125] The first displacement change amount includes the displacement change amount in each of the X-axis, Y-axis, and Z-axis directions, i.e., the first longitudinal displacement change amount, the first lateral displacement change amount, and the first vertical displacement change amount. Similarly, the first angle change amount includes the angle change amount in each of the X-axis, Y-axis, and Z-axis directions, i.e., the first longitudinal angle change amount, the first lateral angle change amount, and the first vertical angle change amount.

[0126] The determination steps of the first displacement change amount and the first angle change amount are as follows.

[0127] In a possible implementation, the first displacement change amount of the first position point and the first angle change amount of the first position point rotating around the center of mass of the vehicle in the first preset time period are determined according to the real-time state parameters of the vehicle and the first preset time period, and the determination includes the following steps.

[0128] determine the turning radius of the vehicle according to the front wheel steering angle;

[0129] determine the angular velocity of the vehicle during the turning according to the turning radius and the longitudinal vehicle speed;

[0130] determine the turning angle change amount in the first preset time period according to the angular velocity and the first preset time period;

[0131] determine 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 period and the first longitudinal acceleration;

[0132] determine the first vertical displacement change amount according to the vertical vehicle speed, the first preset time period and the first vertical acceleration;

[0133] determine the first longitudinal angle change amount according to the first longitudinal angular velocity, the first longitudinal angular acceleration and the first preset time period;

[0134] determine the first lateral angle change amount according to the first lateral angular velocity, the first lateral angular acceleration and the first preset time period;

[0135] determine the first vertical angle change amount according to the first vertical angular velocity, the first vertical angular acceleration, the first preset time period and the turning angle change amount.

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

[0137]

[0138] In formula (1), Δt: the first preset time period, unit: second (s);

[0139] Δt: the first preset time period, unit: second (s);

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

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

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

[0143] a: The vehicle's first longitudinal acceleration, in meters per second squared (m / s²) 2 );

[0144] δ: Front wheel steering angle of the vehicle, unit: degrees (°);

[0145] L: Wheelbase of the vehicle, unit: millimeters (mm);

[0146] R: Turning radius of the vehicle, unit: millimeters (mm);

[0147] ω: angular velocity, unit: radians per 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] In formula (2):

[0151] Δt: First preset duration, unit: seconds (s);

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

[0153] a: The first longitudinal acceleration of the vehicle (at its first position), in meters per second squared (m / s²). 2 );

[0154] δ: Front wheel steering angle of the vehicle (first position point), unit: degrees (°);

[0155] L: Wheelbase of the vehicle, unit: millimeters (mm);

[0156] v z Vertical speed of the vehicle (at the first position point), in kilometers per hour (km / h);

[0157] a z The first vertical acceleration of the vehicle (at its first position), in meters per second squared (m / s²). 2 );

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

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

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

[0161] In consideration of the front wheel angle of the vehicle, the longitudinal vehicle speed of the vehicle refers to the vehicle speed of the vehicle along its advancing direction, and due to the existence of the front wheel angle, the direction of the longitudinal vehicle speed is not completely aligned with the X-axis, and it has speed components on both the X-axis and the Y-axis.

[0162] As can be seen from the formulas (1)-(2), based on the obtained longitudinal vehicle speed and the 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 in the turning process is obtained. Further, according to the angular velocity and the first preset time length, the turning angle change amount 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 turning angle change amount, the displacement change amount component of the longitudinal vehicle speed on the X-axis, i.e., the first longitudinal displacement change amount, can be obtained. Based on the longitudinal vehicle speed, the longitudinal acceleration, the first preset time length and the sine value of the turning angle change amount, the displacement change amount component of the longitudinal vehicle speed on the Y-axis, i.e., the first transverse displacement change amount, can be obtained.

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

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

[0166]

[0167] In formula (3), Δt: first preset time length, unit: second (s);

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

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

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

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

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

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

[0174] Δθ y : first lateral angular change of the first position point within the first preset time length, unit: °;

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

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

[0177] Δθ z : first vertical angular change of the first position point within the first preset time length, unit: °.

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

[0179] Therefore, 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 angular change of the first position point rotating around the center of mass.

[0180] Since the position change of the vehicle includes changes in displacement and changes in angle, the ECU needs to integrate the first displacement change and the first angular 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 rotating according to the first angular change without considering the displacement change based on the first angular change 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] In formulas (4)-(6):

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

[0185] Δθ x: the first longitudinal angle change amount of the first position point in the first preset time length, unit: degree (°);

[0186] (x1, y1, z1): the initial coordinate of the first position point after rotation around the X axis;

[0187] Δθ y : the first transverse angle change amount of the first position point in the first preset time length, unit: degree (°);

[0188] (x2, y2, z2): the initial coordinate of the first position point after rotation around the X axis and the Y axis;

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

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

[0191] After the ECU obtains the first angle change amount and the initial coordinate of the first position point, the ECU can obtain the coordinate of the first position point only after rotation without displacement by using the above formulas (4)-(6).

[0192] Further, considering the first displacement change amount of the first position point in the first preset time length, the ECU adds the above (x3, y3, z3) to the first displacement change amount (Δx, Δy, Δz), and thus obtains the first target coordinate of the first position point at the first target time.

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

[0194] The determination process of the second target coordinate is described below.

[0195] (II) Determination process of the second target coordinate

[0196] Specifically, the determination method of the second target coordinate has the same inventive concept as the determination method of the first target coordinate.

[0197] In one possible implementation, the first target time is determined 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 length, and the plurality of second target coordinates corresponding to the plurality of second position points at the first target time are determined, including:

[0198] For any second position point in the plurality of second position points, the second displacement change amount of the second position point in the first preset time length and the second angle change amount of the second position point rotating around the center of mass of the obstacle are determined according to the real-time state parameter of the obstacle and the first preset time length.

[0199] According to the second displacement change amount, the second angle change amount and the initial coordinates of the second position point, a second target coordinate of the second position point at a first target time is determined.

[0200] Specifically, since the obstacle is a whole when moving. In other words, for any second position point in the plurality of second position points, the real-time state parameter of the corresponding obstacle is the same.

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

[0202] The second displacement change amount includes displacement change amounts in three directions of X-axis, Y-axis and Z-axis, i.e., a second longitudinal displacement change amount, a second lateral displacement change amount and a second vertical displacement change amount. Similarly, the second angle change amount includes angle change amounts in three directions of X-axis, Y-axis and Z-axis, i.e., a second longitudinal angle change amount, a second lateral angle change amount and a second vertical angle change amount.

[0203] The determination of the second displacement change amount and the second angle change amount is as follows.

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

[0205] The second longitudinal displacement change amount is determined according to the longitudinal velocity of the obstacle, a second longitudinal acceleration and the first preset time length;

[0206] The second lateral displacement change amount is determined according to the lateral velocity of the obstacle, a second lateral acceleration and the first preset time length;

[0207] The second vertical displacement change amount is determined according to the vertical velocity of the obstacle, a second vertical acceleration and the first preset time length;

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

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

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

[0211] The process of determining the second displacement change of the obstacle is similar to that of determining the first displacement change of the vehicle. The difference is that, considering the different types of obstacles, the embodiment of this application ignores the influence of the front wheel steering 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] In formula (7):

[0215] Δt: First preset duration, unit: seconds (s);

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

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

[0218] v zz Vertical velocity 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), in meters per second squared (m / s²). 2 );

[0220] a yz Second lateral acceleration of the obstacle (second position point), unit: meters per second squared (m / s²) 2 );

[0221] a zz The second vertical acceleration of the obstacle (second position point), in meters per second squared (m / s²). 2 );

[0222] Δx z The change in longitudinal displacement of the second position point within the first preset time period, in meters (m).

[0223] Δy z The second lateral displacement change of the second position point within the first preset time period, in meters (m);

[0224] Δz z The second vertical displacement change of the second position point within the first preset time period, in meters (m).

[0225] In the case of not considering the front wheel rotation angle, for the second longitudinal displacement change amount, the second lateral displacement change amount and the second vertical displacement change amount corresponding to the X-axis, the Y-axis and the Z-axis respectively, the ECU can directly determine them 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 amount of the second position point in the first preset time length can be expressed by the following formula (8).

[0227]

[0228] In the formula (8), Δt: the first preset time length, unit: second (s);

[0229] Δt: the first preset time length, unit: second (s);

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

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

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

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

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

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

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

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

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

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

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

[0241] Since the position change of the obstacle includes the change in displacement on the one hand and the 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 coordinate of the second position point at the first target time.

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

[0243]

[0244] In formulas (9)-(11):

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

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

[0247] (x 1z ,y 1z ,z 1z ): coordinate of the initial coordinate of the second position point after rotating around the X axis;

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

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

[0250] (x 3z ,y 3z ,z 3z ):second position point's initial coordinate rotated around X-axis, Y-axis and Z-axis;

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

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

[0253] Further, considering the second displacement change of the second position point in the first preset time, the ECU adds the above (x 3z ,y 3z ,z 3z ) and the second displacement change (Δx z ,Δy z ,Δz z ), so as to obtain the second target coordinate of the second position point at the first target time.

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

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

[0256] In a possible implementation, according to a plurality of first target coordinates and a plurality of second target coordinates, whether the vehicle and the obstacle collide is predicted, including:

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

[0258] In a case where the vertical distance is less than or equal to a preset distance, it is predicted that the vehicle and the obstacle collide;

[0259] In a case where the vertical distance is greater than the preset distance, it is predicted that the vehicle and the obstacle do not collide.

[0260] It should be understood that the vehicle and the obstacle collide, which indicates that the distance between the vehicle and the obstacle is too close. Therefore, the ECU can determine whether the vehicle and the obstacle are at risk of collision by calculating the vertical distance between any one of the first position points and any one of the second position points.

[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] In the formula (12), the following applies:

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

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

[0266] d: vertical distance between the first position point and the second position point, unit: meter (m).

[0267] In the embodiment of the present application, a skilled person 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 indicates that the distance between the vehicle and the obstacle is large, and there is no risk of collision, so the ECU determines that the vehicle and the obstacle will not collide at the first target moment. When the vertical distance is less than or equal to the preset distance, it indicates that the distance between the vehicle and the obstacle is close, and there is a risk of collision, so the ECU determines that the vehicle and the obstacle will collide at the first target moment.

[0269] In the case that the vehicle and the obstacle are about to collide, the ECU can further determine whether the lateral safety device needs to be turned on according to a collision estimation parameter of the vehicle. The collision estimation parameter represents the predicted running state of the vehicle when the collision occurs.

[0270] Optionally, the collision estimation parameter includes a relative collision speed and a target collision area.

[0271] The determination process of the two collision estimation parameters is described below.

[0272] In one possible implementation, the determination of the collision estimation parameter includes:

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

[0274] According to the longitudinal speed of the obstacle, the second longitudinal acceleration of the obstacle, and the first preset time length, a predicted longitudinal speed of the vehicle at the first target time is determined;

[0275] According to the predicted longitudinal speed and the predicted longitudinal vehicle speed, a relative collision speed is determined.

[0276] In a case where the vertical distance is less than the preset distance, according to the first position point, and a corresponding relationship between the plurality of first position points and the plurality of vehicle regions, the target collision region is determined as a vehicle region corresponding to the first position point.

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

[0278] Similarly, after the longitudinal speed of the obstacle and the second longitudinal acceleration of the obstacle are obtained, the ECU can calculate the predicted longitudinal speed of the obstacle at the first target time based on the kinematic model of the object, denoted as “v z预测 ”.

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

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

[0281] In formula (13), v

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

[0283] v 预测 : predicted longitudinal vehicle speed, unit: kilometer / hour (km / h);

[0284] v 相对 : relative collision speed, unit: kilometer / 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 collision time by subtracting the two speeds.

[0286] For the target collision region, in the embodiments of the present application, the vehicle is simplified as a continuous point set, and each first position point represents a different region of the vehicle. The skilled person can set an identity document (ID) for each first position point to represent the region of the vehicle.

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

[0288] Thus, through the above preset process, the ECU can store the correspondence between each first position point and the corresponding region of the vehicle.

[0289] Based on this, when the ECU predicts a collision between the vehicle and an obstacle based on the first position point and the second position point, the correspondence between each first position point and the corresponding region of the vehicle can be found based on the first position point to obtain the region of the vehicle corresponding to the first position point, which is the target collision region.

[0290] It should be understood that, based on the related art, when the collision of the vehicle is not serious, the side airbag and the side air curtain can be mistakenly deployed. To avoid the above problem, in the embodiments of the present application, after the ECU predicts that the vehicle will collide, it is also necessary to determine whether the collision of the vehicle is necessary to open the lateral safety device based on the collision estimation parameter, to avoid the problem of mistaken opening.

[0291] In one possible implementation, determining whether the vehicle satisfies the opening condition of the lateral safety device based on the collision estimation parameter of the vehicle includes:

[0292] In the case where the relative collision speed is less than or equal to a preset speed, it is determined that the vehicle does not satisfy the opening condition;

[0293] In the case where the relative collision speed is greater than the preset speed, the height of the obstacle is obtained;

[0294] In the case where the height of the obstacle is less than or equal to a preset height, it is determined that the vehicle does not satisfy the opening condition;

[0295] In the case where the height of the obstacle is greater than the preset height, if the target collision region is the side of the vehicle, it is determined that the vehicle satisfies the opening condition; and if the target collision region is not the side of the vehicle, it is determined that the vehicle does not satisfy the opening condition.

[0296] Specifically, when the ECU obtains the relative collision speed, the relative collision speed 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 turned on when the vehicle collides. Optionally, the preset speed is 16 km / h.

[0297] When the relative collision speed is less than or equal to 16 km / h, it indicates that the vehicle speed at the time of collision is very small, and the ECU determines that the collision of the vehicle is not very serious, and the lateral safety device does not need to be turned on temporarily, so the ECU determines that the vehicle does not meet the opening condition.

[0298] When the relative collision speed is greater than 16 km / h, it indicates that the vehicle speed at the time of collision is relatively large, and the vehicle may have a large deformation. In this case, the ECU needs to further combine the obstacle height to determine whether the collision of the vehicle will threaten the driver and passenger in the vehicle. The ECU can obtain the obstacle height through the laser radar in the vehicle, and compare the obstacle height with a preset height. The preset height is a critical obstacle height at which the lateral safety device does not need to be turned on when the vehicle collides. Optionally, the preset height is 0.5 m.

[0299] When the obstacle height is less than or equal to 0.5 m, it indicates that the collision region of the vehicle at the time of collision is in the lower half of the vehicle body, which will not endanger the upper half of the vehicle body, and will not cause great harm to the driver and passenger. In this case, the ECU determines that the lateral safety device of the vehicle does not need to be turned on, that is, the vehicle does not meet the opening condition.

[0300] When the obstacle height is greater than 0.5 m, it indicates that the collision region of the vehicle at the time of collision is in the upper half of the vehicle body, which may cause great harm to the driver and passenger. In this case, the ECU needs to further determine in combination with the target collision region.

[0301] When the target collision region is the side of the vehicle, in order to protect the safety of the driver and passenger of the vehicle, the ECU needs to control the lateral safety device of the vehicle to be turned on at the appropriate time, that is, the vehicle meets the opening condition. When the target collision region is not the side of the vehicle (for example, the front of the vehicle), the lateral safety device has little effect at this time, so the ECU determines that the vehicle does not meet the opening condition.

[0302] In order to facilitate understanding, the entire process of the ECU determining whether the vehicle meets the opening condition of the lateral safety device is introduced below through Figure 3 .

[0303] Figure 3 is a schematic flowchart of a method for determining whether a vehicle meets an opening condition of a lateral safety device provided by an embodiment of the present application.

[0304] Exemplarily, as shown in Figure 3 , the method 300 includes:

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

[0306] 302, determine 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, determine that the vehicle does not meet the opening condition of the lateral safety device.

[0310] 304, obtain the height of the obstacle.

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

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

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

[0314] 306, determine whether the target collision region is the side of the vehicle.

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

[0316] When the target collision region is not the side of the vehicle, return to 303.

[0317] 307, determine that the vehicle meets the opening 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 determining whether to trigger the side airbag and the side air curtain according to the collision estimation parameter. When the relative collision speed is small, it indicates that the vehicle collision is relatively light. In this case, the side airbag and the side air curtain do not need to be started. When the relative collision speed is large, the vehicle can determine whether the vehicle collision is in the upper half of the vehicle body or the lower half of the vehicle body through the obstacle height. When the vehicle collision is concentrated in the lower half of the vehicle body, it indicates that the risk of injury to the driver is small, so in this case, the side airbag and the side air curtain do not need to be started. When the vehicle collision is concentrated in the upper half of the vehicle body, since the side airbag and the side air curtain mainly function when the vehicle collides on the side, 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 airbag and the side air curtain need to be triggered. Conversely, when the target collision area is not the side of the vehicle, it is determined that the side airbag and the side air curtain do not need to be triggered. Therefore, by determining whether to trigger the side airbag and the side air curtain through different conditions, the side airbag and the side air curtain can be triggered in appropriate conditions, ensuring the accuracy of the side airbag and the side air curtain triggering, avoiding the side airbag and the side air curtain being triggered by mistake, and reducing the vehicle maintenance cost.

[0319] 202, in the case where the vehicle meets the starting condition, the predicted control parameter of the target side safety device corresponding to the target occupant is determined according to the predicted state parameter of the target occupant and the collision influence parameter of the vehicle. 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. The collision influence parameter is used to represent the influence of the collision on the vehicle and the occupants in the vehicle. The predicted control parameter is used to represent the condition required to start the target side safety device.

[0320] When the vehicle has an occupant in the co-driver position, the target occupant refers to any one of the driver or the co-driver occupant. When the vehicle has no occupant in the co-driver position, the target occupant refers to the driver.

[0321] The determination process of the predicted control parameter of the side safety device corresponding to the main driver position and the predicted control parameter of the side safety device corresponding to the co-driver position is the same. Here, the determination process of the predicted control parameter of one of the side safety devices is described in detail.

[0322] When it is determined that the vehicle meets the opening condition of the side safety device, the ECU needs to control the side airbag and the side curtain airbag to be triggered. Since the predicted collision time is the first target time, in order to ensure that the triggering time of the side airbag and the side curtain airbag is accurate after the collision occurs, the ECU needs to determine the predicted state parameters of the target occupant at the first target time and the collision impact parameters of the vehicle within a time period 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 of the target occupant and the collision impact parameters.

[0323] The predicted state parameters of the target occupant are used to represent the motion state of the target occupant in the vehicle at the time of the collision and are also predicted. Based on the foregoing description, it can be known that the time corresponding to the predicted state parameters is the collision time, i.e., the first target time after the current time plus the first preset time period.

[0324] The collision impact parameters are used to represent the impact of the collision on the vehicle and the occupant in the vehicle, and thus the collision impact parameters are also predicted. The predicted starting time is the collision time, i.e., the time after the current time interval the first preset time period. In the embodiment of the present application, the prediction time period of the collision impact parameters is the second preset time period.

[0325] Optionally, the collision impact parameters include a plurality of lateral accelerations of the target collision region within the second preset time period and a plurality of fourth target coordinates of the fourth position point within the second preset time period. The fourth position point is any one of a plurality of fourth position points on the side of the target side safety device facing the target occupant. The side curtain airbag will be deployed to face the head of the target occupant when triggered, and thus the target safety device specifically refers to the side curtain airbag. In addition, since the side airbag is generally triggered at the same time as the side curtain airbag, the ECU only needs to determine the predicted control parameters of the side curtain airbag.

[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 obtain the predicted state parameters of the target occupant at the predicted collision time and a plurality of lateral accelerations of the target collision region within the second preset time period after the predicted collision time by taking the predicted collision estimation parameters, the shape of the obstacle, the weight of the obstacle, the weight of the vehicle, the shape of the vehicle, the predicted collision time, and the seating posture and position of the target occupant at the current time as input parameters and through a prediction model.

[0327] Exemplarily, in implementing the above-mentioned prediction process, a machine learning model can be constructed by means of a Proper Orthogonal Decomposition (POD)-Kriging algorithm in the embodiments of the present application. In the training process, a large amount of vehicle collision data, i.e., vehicle collision speed, collision position, historical obstacle shape, historical obstacle weight, historical vehicle weight, historical vehicle shape, and historical predicted collision time in the historical process, as well as the seating posture and seating position of the occupant in the vehicle at the historical time, are collected as input parameters of the model, and the state parameters of the occupant at the actual collision time in the historical process and the multiple lateral accelerations at the vehicle collision region within a second preset time length after the actual collision time are taken as observed output parameters. In the training process, the POD is applied to extract the main modal of the input parameters, and the Kriging model is trained using the extracted modal coefficients and the observed output parameters, so that the Kriging model learns the nonlinear relationship between the input parameters and the POD modal, and outputs the state parameters of the occupant at the collision time and the multiple lateral accelerations at the vehicle collision region within a second preset time length after the collision time. Further, the loss function of the model is calculated through the output data of the model and the observed output data, and the model is continuously trained and optimized until the model training is successful.

[0328] Based on this, the ECU can use the trained model to take the collision speed of the current vehicle, the target collision region, the geometric shape of the obstacle, the mass of the obstacle, the weight of the vehicle, the vehicle shape, the predicted collision time (the first target time), the seating posture and seating position of the target occupant at the current time as input, so that the model outputs the predicted state parameters of the target occupant at the predicted collision time and the multiple lateral accelerations at the target collision region within a second preset time length after the first target time.

[0329] For the plurality of fourth position points, in the embodiments of the present application, when the vehicle is simplified as a continuous point set, the side airbag curtain side facing the target occupant can also be regarded as being composed of a plurality of fourth position points. The side airbag curtain corresponds to a coordinate in the vehicle mass center coordinate system, i.e., each of the plurality of fourth position points corresponds to a coordinate in the vehicle mass center coordinate system.

[0330] For the target collision region, different accelerations require different degrees of side airbag curtain deployment. In the embodiments of the present application, the technician can preset the corresponding relationship between the lateral acceleration and the degree of side airbag curtain deployment at different target collision regions in advance. Based on this, after obtaining the plurality of lateral accelerations of the target collision region within the second preset time length, the ECU can look up the table to obtain the plurality of degrees of side airbag curtain deployment required within the second preset time length.

[0331] Since the side curtain airbag mainly expands towards the side of the target occupant's head during the expansion process, in other words, the coordinates of the plurality of fourth position points mainly change in the Y-axis during the expansion process of the side curtain airbag, and the coordinates of the X-axis and the Z-axis do not change substantially. The ECU can convert the plurality of expansion degrees into a plurality of fourth target coordinates based on the plurality of expansion degrees of the side curtain airbag within the second preset time length, the proportion between the distance in the vehicle centroid coordinate system and the distance in the actual vehicle, and the initial coordinates of the plurality of fourth position points in the vehicle centroid coordinate system when the side curtain airbag is not expanded, that is, to obtain a plurality of fourth target coordinates of each of the plurality of fourth position points within the second preset time length.

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

[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 side safety device corresponding to the target occupant.

[0334] The predicted control parameters specifically refer to conditions required to be met when the target side safety device is turned on (pointed).

[0335] Optionally, the predicted control parameters include a target lateral acceleration required to be reached by the target collision region at the opening moment of the target side safety device, that is, the moment of pointing.

[0336] It should be understood that the side airbag and the side curtain airbag are usually configured with high-sensitivity acceleration sensors, which can detect the sharp deceleration of the vehicle when the vehicle is subjected to a side collision. When the detected lateral acceleration exceeds a certain safety threshold, the ECU triggers the side airbag and the side curtain airbag to point. That is, when the side airbag and the side curtain airbag point, the lateral acceleration corresponding to the side of the vehicle must reach a certain value.

[0337] Based on this, the ECU in the embodiment of the present application adjusts the pointing time of the side airbag and the side curtain airbag according to the collision condition of the vehicle, that is, by adjusting the safety threshold described above, so that the side airbag and the side curtain airbag can point at the appropriate time. Since the side curtain airbag is mainly responsible for protecting the head of the occupant, and the pointing time of the side airbag is generally the same as that of the side curtain airbag, the ECU only needs to determine the predicted control parameters of the side curtain airbag.

[0338] Specifically, the determination process of the predicted control parameters of the target side safety device is as follows.

[0339] In a possible implementation, the predicted control parameter of the target lateral safety device corresponding to the target occupant is determined according to the predicted state parameter of the target occupant and the collision impact parameter of the vehicle, including:

[0340] The first target time is taken as a starting time, and the second target time multiple third target coordinates of multiple third position points constituting the head of the target occupant are determined according to the predicted state parameter of the target occupant and initial coordinates of the multiple third position points, the second target time being a time interval of a second preset time length after the first target time, and the first target time being a time interval of a first preset time length after the current time.

[0341] The opening time of the target lateral safety device is predicted according to the multiple third target coordinates and the collision impact parameter.

[0342] The target lateral acceleration is determined according to the collision impact parameter and the opening time.

[0343] The same as the prediction principle of the position point coordinates of the obstacle, the difference is that the multiple first target coordinates and the multiple second target coordinates are predicted with the current time as the starting time, and the multiple third target coordinates are predicted with the first target time as the starting time.

[0344] Similarly, in the prediction process, the ECU can also regard the head of the target occupant as multiple third position points, each third position point corresponding to a coordinate in the vehicle mass center coordinate system. The ECU can calculate the third displacement change and the third angle change of the head of the target occupant within the second preset time length based on the prediction parameter and the initial coordinates of any third position point in 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, the multiple third target coordinates of the third position points at the second target time are determined according to the predicted state parameter of the target occupant and the initial coordinates of the multiple third position points constituting the head of the target occupant, including:

[0346] For any third position point in the multiple third position points, 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 mass center of the head of the target occupant are determined according to the predicted state parameter of the target occupant.

[0347] The third target coordinates of the third position point at the second target time 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 amount includes a third longitudinal displacement change amount, a third transverse displacement change amount and a third vertical displacement change amount, and the third angle change amount includes a third longitudinal angle change amount, a third transverse angle change amount and a third vertical angle change amount.

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

[0350] In a possible implementation, according to the predicted state parameters of the target occupant, the third displacement change amount of the third position point and the third angle change amount of the rotation of the third position point around the head center of mass of the target occupant within the second preset time period are determined, including:

[0351] According to the longitudinal velocity of the head of the target occupant, the third longitudinal acceleration and the second preset time period, the third longitudinal displacement change amount is determined.

[0352] According to the transverse velocity of the head of the target occupant, the third transverse acceleration and the second preset time period, the third transverse displacement change amount is determined.

[0353] According to the vertical velocity of the head of the target occupant, the third vertical acceleration and the second preset time period, the third vertical displacement change amount is determined.

[0354] According to the third longitudinal angular velocity, the third longitudinal angular acceleration and the second preset time period, the third longitudinal angle change amount is determined.

[0355] According to the third transverse angular velocity, the third transverse angular acceleration and the second preset time period, the third transverse angle change amount is determined.

[0356] According to the third vertical angular velocity, the third vertical angular acceleration and the second preset time period, the third vertical angle change amount is determined.

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

[0358] For the angle 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 the direction, the second preset time period and the angular acceleration in the direction.

[0359] The specific calculation process is described above in the prediction process of the plurality of second target coordinates, and will not be described here.

[0360] After obtaining the plurality of third target coordinates, the ECU can determine the opening time of the target side safety device based on the plurality of third target coordinates and the collision influence parameters.

[0361] In a possible implementation, the opening time of the target side curtain airbag is predicted according to the plurality of third target coordinates and the collision influence parameter, including:

[0362] For any third target coordinate in the plurality of third target coordinates and any fourth target coordinate in the plurality of fourth target coordinates, it is determined whether the third target coordinate and the fourth target coordinate coincide.

[0363] In a case where the third target coordinate and the fourth target coordinate coincide, a third preset time length required for the target side curtain airbag to open is obtained.

[0364] A time length difference between the second preset time length and the third preset time length is determined.

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

[0366] It should be understood that the target occupant's head can contact the side curtain airbag when the side curtain airbag is deployed. Based on this, in the embodiments of the present application, for any one of the plurality of fourth position points and any one of the plurality of third position points corresponding to the target occupant, the ECU can calculate whether any one of the fourth target coordinates and the third target coordinates coincide within the second preset time length. Without considering the case that the side curtain airbag is compressed and deformed by the target occupant's head after being deployed, only the Y-axis coordinate changes during the deployment of the side curtain airbag. The coincidence here refers to the Y in the third target coordinate being 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 indicates that the target occupant's head contacts the deployed side curtain airbag at the second target time point. The first target time point is the predicted collision time. The time difference between the second target time point and the first target time point (i.e., the second preset time length) is the time taken by the target occupant's head to move to the completely deployed side curtain airbag after the collision.

[0368] Further, since the side curtain airbag also needs a relatively short time to be deployed, the time required for the side curtain airbag to be deployed is recorded as a "third preset time length", which is generally a constant stored in the ECU and can be directly obtained by the ECU.

[0369] Finally, the ECU obtains a time length difference by subtracting the second preset time length from the third preset time length, and then adds the collision time (the first target time point) to obtain an opening time, which is the time when the side curtain airbag needs to be deployed after the collision.

[0370] After obtaining the opening time, the ECU can obtain the target side acceleration based on the opening time and a plurality of side accelerations in the target collision area within the second preset time length after the collision.

[0371] In a possible implementation, the target lateral acceleration is determined according to the collision influence parameter and the opening moment, and the method comprises the following steps.

[0372] The target lateral acceleration is determined as the lateral acceleration of the target collision region corresponding to the opening moment according to the opening moment and the lateral accelerations of the target collision region at the plurality of moments within the second preset time length.

[0373] Based on the foregoing prediction, the ECU has obtained the lateral accelerations of the target collision region at the plurality of moments within the second preset time length after the collision occurs. The opening moment is between the first target moment and the second target moment, and therefore the ECU can determine the lateral acceleration of the target collision region corresponding to the opening moment, i.e., the target lateral acceleration, based on the opening moment and the lateral accelerations of the target collision region at the plurality of moments.

[0374] Based on the obtained target lateral acceleration, the ECU can adjust the lateral acceleration threshold at which the side curtain airbag is triggered from the initial lateral acceleration before adjustment to the target lateral acceleration.

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

[0376] Therefore, through the foregoing process, the ECU can determine the predicted control parameters of the side curtain airbag and the side airbag on the target occupant side when the side curtain airbag and the side airbag need to be opened.

[0377] In another case, when the ECU determines that the vehicle does not meet the opening condition, if the lateral safety device is controlled to work according to the original predicted control parameters, the lateral safety device may be prevented from being triggered by mistake. The predicted control parameters refer to conditions that need to be met to trigger the lateral safety device. Based on this, when the lateral safety device does not need to be opened, the ECU can flexibly adjust the predicted control parameters of the lateral safety device to ensure that the lateral safety device is not opened.

[0378] In a possible implementation, the method further comprises the following steps.

[0379] In the case where the vehicle does not meet the opening condition, the predicted control parameters of the target lateral safety device are determined as preset predicted control parameters, and the preset predicted control parameters are the predicted control parameters of the target lateral safety device in a closed state when the vehicle is in a collision.

[0380] The preset predicted control parameters are specifically preset lateral accelerations.

[0381] Specifically, in order to ensure that the side curtain airbag and the side curtain airbag will not be mis-triggered when the side curtain airbag and the side curtain airbag do not need to be opened, the ECU can set the lateral acceleration threshold value corresponding to the side curtain airbag and the side curtain airbag to be much higher than the initial acceleration. For example, the initial lateral acceleration is 10g, and the preset lateral acceleration can be 50g. Therefore, even if the vehicle is in a collision, since the lateral acceleration of the collision cannot exceed 50g, the side curtain airbag and the side curtain airbag will not be triggered.

[0382] In the above technical solution, when the vehicle determines that the side curtain airbag and the side curtain airbag do not need to be triggered, the triggering conditions of the side curtain airbag and the side curtain airbag can be adjusted accordingly. Under normal circumstances, if the triggering conditions of the side curtain airbag and the side curtain airbag are not adjusted and the side curtain airbag and the side curtain airbag are controlled to work under the original triggering conditions, the side curtain airbag and the side curtain airbag will be mis-triggered. Therefore, by adjusting the triggering conditions of the side curtain airbag and the side curtain airbag to the preset prediction control parameters, the preset prediction control parameters are the prediction control parameters when the side curtain airbag and the side curtain airbag are not triggered in the event of a vehicle collision. Therefore, the above process can avoid the mis-triggering of the side curtain airbag and the side curtain airbag.

[0383] 203, control the target lateral safety device to open based on the prediction control parameters.

[0384] After determining the prediction control parameters of the target lateral safety device through 202, the ECU can control the side curtain airbag and the side curtain airbag 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 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 will 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 the side curtain airbag and the side curtain airbag need to be opened based on the predicted collision estimation parameters. In the case where the side curtain airbag and the side curtain airbag need to be opened, the vehicle adjusts the triggering conditions of the side curtain airbag and the side curtain airbag based on the predicted state parameters of the target occupant in the vehicle and the predicted collision impact parameters of the vehicle, so that the side curtain airbag and the side curtain airbag can be triggered at the best time. The above process predicts the collision and the state of the occupant after the collision when predicting that the vehicle and the obstacle are about to collide, so as to determine under what conditions the side curtain airbag and the side curtain airbag need to be triggered after the collision. This can ensure that the side curtain airbag and the side curtain airbag are triggered at the best time, reduce the risk of injury to the user after the vehicle collision, ensure the safety of the user, and improve the user experience.

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

[0387] Figure 4 is a schematic flowchart of another method for controlling a side safety device provided by an embodiment of the present application.

[0388] As shown in Figure 4 the method 400 includes:

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

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

[0391] 403. Predict whether the vehicle and the obstacle collide according to the plurality of first target coordinates and the plurality of second target coordinates.

[0392] In the case where the vehicle and the obstacle do not collide, perform 404;

[0393] In the case where the vehicle and the obstacle collide, perform 405.

[0394] 404. Determine not to detonate the side air curtain and the side airbag.

[0395] 405. Determine whether a relative collision speed at the time of collision is greater than a preset speed.

[0396] In the case where the relative collision speed is greater than the preset speed, perform 406;

[0397] In the case where the relative collision speed is less than or equal to the preset speed, return to 404.

[0398] 406. In the case where the relative collision speed is greater than the preset speed, obtain an obstacle height, and determine whether the obstacle height is greater than a preset height.

[0399] In the case where the obstacle height is greater than the preset height, perform 407;

[0400] In the case where the obstacle height is less than or equal to the preset height, return to 404.

[0401] 407. Determine whether a target collision region is a side of the vehicle.

[0402] In the case where the target collision region is the side of the vehicle, perform 408;

[0403] In the case where the target collision region is not the side of the vehicle, return to 404.

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

[0405] 409, determine the third target coordinates corresponding to the third position points of the target occupant's head according to the predicted state parameter of the target occupant and the initial coordinates of the third position points.

[0406] 410, predict the opening time of the target side airbag according to the third target coordinates and the impact parameter.

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

[0408] The 401-411 in the method 400 have the same inventive concept as the 201-203 in the method 200, and details are described in the method 200, which will not be repeated here.

[0409] Figure 5 is a structural schematic diagram of a device for controlling a side airbag provided by an embodiment of the present application.

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

[0411] The condition determining module 501 is configured to determine whether the vehicle satisfies the opening condition of the side airbag according to the impact estimation parameter of the vehicle in the case of predicting that the vehicle collides with the obstacle, the impact estimation parameter being used to represent the predicted running state of the vehicle when the collision occurs.

[0412] The first parameter determining module 502 is configured to determine the predicted control parameter of the target side airbag corresponding to the target occupant according to the predicted state parameter of the target occupant and the impact parameter of the vehicle in the case that the vehicle satisfies the opening condition, the predicted state parameter of the target occupant being used to represent the motion state of the target occupant in the vehicle when the collision occurs, the impact parameter being used to represent the impact of the collision on the vehicle and the occupant in the vehicle, and the predicted control parameter being used to represent the condition required to open the target side airbag.

[0413] The control module 503 is configured to control the target side airbag to open based on the predicted control parameter.

[0414] Optionally, the device further comprises a collision prediction module configured to: obtain 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 represent a current running state of the vehicle; obtain real-time state parameters of the obstacle, and initial coordinates of a plurality of second position points constituting the obstacle, the real-time state parameters of the obstacle being used to represent a current running state of the obstacle; determine, 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 length, a plurality of first target coordinates corresponding to the plurality of first position points at a first target time, the first target time being a time interval of the preset time length after a current time; determine, 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, a plurality of second target coordinates corresponding to the plurality of second position points at the first target time; and predict, according to the plurality of first target coordinates and the plurality of second target coordinates, whether the vehicle and the obstacle collide.

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

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

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

[0418] In a possible implementation manner, the collision prediction module is further configured to: for any first target coordinate in the plurality of first target coordinates and any second target coordinate in the plurality of second target coordinates, determine 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; in a case where the vertical distance is less than or equal to a preset distance, predict that the vehicle and the obstacle collide; and in a case where the vertical distance is greater than the preset distance, predict that the vehicle and the obstacle do not collide.

[0419] In a possible implementation manner, the collision prediction parameter includes a relative collision speed and a target collision region, and the condition determination module 501 is specifically configured to: in a case where the relative collision speed is less than or equal to a preset speed, determine that the vehicle does not satisfy the opening condition; in a case where the relative collision speed is greater than the preset speed, obtain an obstacle height; in a case where the obstacle height is less than or equal to a preset height, determine that the vehicle does not satisfy the opening condition; in a case where the obstacle height is greater than the preset height, in a case where the target collision region is a vehicle side surface, determine that the vehicle satisfies the opening condition; and in a case where the target collision region is a non-vehicle side surface, determine that the vehicle does not satisfy the opening condition.

[0420] Optionally, the device further comprises a second parameter determining module configured to determine, when the vehicle does not satisfy the opening condition, a preset prediction control parameter of the target side protection device as the prediction control parameter of the target side protection device, the preset prediction control parameter being a prediction control parameter of the target side protection device in a closed state when the vehicle is in a collision.

[0421] In a possible implementation, the collision estimation parameter comprises a relative collision speed and a target collision region, and the condition determining module 501 is further configured to: determine a predicted longitudinal vehicle speed of the vehicle at the first target moment according to a longitudinal vehicle speed of the vehicle, a first longitudinal acceleration of the vehicle, and the first preset time length; determine a predicted longitudinal speed of the vehicle at the first target moment according to a longitudinal speed of the obstacle, a second longitudinal acceleration of the obstacle, and the first preset time length; determine the relative collision speed according to the predicted longitudinal vehicle speed and the predicted longitudinal speed; and determine the target collision region as a vehicle region corresponding to the first position point according to the first position point and a correspondence between the plurality of first position points and the plurality of vehicle regions when the vertical distance is less than the preset distance.

[0422] In a possible implementation, the prediction control parameter comprises a target lateral acceleration corresponding to a target collision region when the target side protection device is opened, and the first parameter determining module 502 is specifically configured to: determine a plurality of third target coordinates corresponding to a plurality of third position points of a head of the target occupant at a second target moment according to the predicted state parameter of the target occupant and initial coordinates of the plurality of third position points, the second target moment being a moment after the first target moment by a second preset time length, and the first target moment being a moment after the current moment by a first preset time length; predict an opening moment of the target side protection 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 opening moment.

[0423] In a possible implementation, the first parameter determining module 502 is further configured to: for any third position point in the plurality of third position points, determine a third displacement change amount of the third position point and a third angle change amount of rotation of the third position point around a center of mass of the head of the target occupant in the second preset time length according to the predicted state parameter of the target occupant; and determine a third target coordinate of the third position point at the second target moment according to the third displacement change amount, the third angle change amount, and the initial coordinate of the third position point.

[0424] In a possible implementation, the collision influence parameter includes a plurality of fourth target coordinates of a fourth position point in the second preset time period, the fourth position point being any one of a plurality of fourth position points corresponding to a side of the target side impact protection device facing the target occupant, the first parameter determination module 502 is further configured to: for any one of the plurality of third target coordinates and any one of the plurality of fourth target coordinates, determine whether the third target coordinate and the fourth target coordinate coincide; in the case where the third target coordinate and the fourth target coordinate coincide, obtain a third preset time period required for the target side impact protection device to open; determine a time length difference between the second preset time period and the third preset time period; and determine the opening time as a time point after the first target time by the time length difference.

[0425] In a possible implementation, the collision influence parameter includes a plurality of lateral accelerations of the target impact region in the second preset time period, and the first parameter determination module 502 is further configured to: determine the target lateral acceleration as a lateral acceleration of the target impact region corresponding to the opening time according to the opening time and the plurality of lateral accelerations of the target impact region in the second preset time period.

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

[0427] For example, as shown in Figure 6 The vehicle 600 includes a memory 601 and a processor 602, where the memory 601 stores executable program code 6011, and the processor 602 is configured to invoke and execute the executable program code 6011 to perform a method for controlling a side impact protection device.

[0428] In addition, an apparatus provided by an embodiment of the present application can include a memory and a processor, where the memory stores executable program code, and the processor is configured to invoke and execute the executable program code to perform a method for controlling a side impact protection device provided by an embodiment of the present application.

[0429] The apparatus can be divided into functional modules according to the above method examples, for example, each functional module can be provided, or two or more functional modules can be integrated into one processing module, and the integrated module can be implemented in the form of hardware. It should be noted that the division of modules in the embodiment is illustrative, and is only a logical functional division, and another division mode can be used in actual implementation.

[0430] In the case of adopting the respective functional modules corresponding to the respective functions, the apparatus can further include a condition judging module, a first parameter determining module, a control module, and the like. It should be noted that all related content of the respective steps involved in the above method embodiments can be referred to the function description of the corresponding functional modules, and will not be repeated here.

[0431] It should be understood that the apparatus provided by the embodiment is used to execute the above method of controlling the lateral safety device, and thus can achieve the same effect as the above method.

[0432] In the case of adopting the integrated unit, the apparatus can include a processing module, a storage module. When the apparatus is applied to a vehicle, the processing module can be used to control and manage the actions of the vehicle. The storage module can be used to support the vehicle to execute related program codes and the like.

[0433] The processing module can be a processor or a controller, which can realize or execute various exemplary logical blocks, modules and circuits shown in combination with the disclosure of the present application. The processor can also be a combination of computing functions, such as including one or more microprocessor combinations, digital signal processing (DSP) and microprocessor combinations, and the like. The storage module can be a memory.

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

[0435] The embodiment also provides a computer readable storage medium, which stores computer program codes, when the computer program codes run on the computer, the computer executes the above related method steps to realize the above method of controlling the lateral safety device provided by the embodiments.

[0436] The embodiment also provides a computer program product, when the computer program product runs on the computer, the computer executes the above related steps to realize the above method of controlling the lateral safety device provided by the embodiments.

[0437] The apparatus, computer readable storage medium, computer program product or chip provided by the embodiments are used to execute the corresponding method provided above, and thus the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding method provided above, which will not be repeated here.

[0438] Through the description of the above embodiments, those skilled in the art can understand that, for the convenience and brevity of description, only the division of the above functional modules is exemplified, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is 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 device and method can be implemented in other ways. For example, the device embodiments described above are only illustrative, for example, the division of the modules or units is only a logical function division, and in actual implementation, there can be another division manner, for example, a plurality of units or components can be combined or integrated into another device, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed ones can be indirect coupling or communication connection through some interfaces, devices or units, and can be electrical, mechanical or other forms.

[0440] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for controlling a lateral safety device, characterized in that, The method includes: In the event of a predicted collision between a vehicle and an obstacle, the system determines whether the vehicle meets the activation conditions for the lateral safety device based on the vehicle's collision prediction parameters. The collision prediction parameters are used to represent the predicted operating state of the vehicle in the event of a collision. When the vehicle meets the opening conditions, the predictive 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 impact parameters of the vehicle. The predicted state parameters of the target occupant are used to represent the motion state of the target occupant inside the vehicle when the collision occurs. The collision impact parameters are used to represent the impact of the collision on the vehicle and the occupants inside the vehicle. The predictive control parameters are used to represent the conditions that need to be met to open the target lateral safety device. Based on the predicted control parameters, the target lateral safety device is controlled to open; The predictive control parameters include the target lateral acceleration corresponding to the target collision area when the target lateral safety device is activated. Determining the predictive control parameters of the target lateral safety device corresponding to the target occupant based on the predicted state parameters of the target occupant and the collision impact parameters of the vehicle includes: Starting from the first target time, 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, the coordinates of the multiple third target points corresponding to the multiple third position points at the second target time are determined. The second target time is the time after the first target time with a second preset time interval, and the first target time is the time after the current time with a first preset time interval. Based on the coordinates of the plurality of third targets and the collision impact parameters, predict the activation time of the target lateral safety device; The target lateral acceleration is determined based on the collision impact parameters and the activation time.

2. The method according to claim 1, characterized in that, The method further includes: The real-time status parameters of the vehicle and the initial coordinates of a plurality of first position points constituting the vehicle are obtained. The real-time status parameters of the vehicle are used to represent the current operating status of the vehicle. The real-time status parameters of the obstacle and the initial coordinates of the multiple second position points constituting the obstacle are obtained. The real-time status parameters of the obstacle are used to represent the current operating state of the obstacle. Based on the real-time status parameters of the vehicle, the initial coordinates of the plurality of first position points, and the first preset duration, the coordinates of the plurality of first target points corresponding to the plurality of first position points are determined at the first target time, where the first target time is the time after the current time at the interval of the first preset duration. Based on the real-time status parameters of the obstacle, the initial coordinates of the plurality of second location points, and the first preset duration, determine the coordinates of the plurality of second targets corresponding to the plurality of second location points at the first target time. Based on the coordinates of the plurality of first targets and the coordinates of the plurality of second targets, predict whether the vehicle and the obstacle will collide.

3. The method according to claim 2, characterized in that, The step of determining the coordinates of multiple first targets corresponding to the multiple first positions at the first target time based on the real-time status parameters of the vehicle, the initial coordinates of the multiple first position points, and the first preset duration includes: For any one of the plurality of first position points, based on the real-time status parameters of the vehicle and the first preset duration, determine the first displacement change of the first position point and the first angle change of the first position point around the vehicle's center of mass within the first preset duration. Based on the first displacement change, the first angle change, and the initial coordinates of the first position point, determine the first target coordinates of the first position point at the first target time; And, determining the coordinates of multiple second targets corresponding to the multiple second location points at the first target time based on the real-time state parameters of the obstacle, the initial coordinates of the multiple second location points, and the first preset duration includes: For any one of the plurality of second position points, based on the real-time state parameters of the obstacle and the first preset duration, determine the second displacement change of the second position point and the second angle change of the second position point around the center of the obstacle within the first preset duration; Based on the second displacement change, the second angle change, and the initial coordinates of the second position point, determine the second target coordinates of the second position point at the first target time.

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

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

6. The method according to claim 3, characterized in that, The step of predicting whether the vehicle and the obstacle will collide based on the plurality of first target coordinates and the plurality of second target coordinates includes: For any first target coordinate among the plurality of first target coordinates, and any second target coordinate among the plurality of second target coordinates, 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 is determined based on the first target coordinate and the second target coordinate. If the vertical distance is less than or equal to a preset distance, a collision between the vehicle and the obstacle is predicted. If the vertical distance is greater than the preset distance, it is predicted that the vehicle and the obstacle will not collide.

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

8. The method according to claim 7, characterized in that, The method further includes: If the vehicle does not meet the activation conditions, the predictive control parameters of the target lateral safety device are determined to be preset predictive control parameters. The preset predictive control parameters are the predictive control parameters in which the target lateral safety device is in the closed state when the vehicle collides.

9. The method according to claim 6, characterized in that, The collision prediction parameters include relative collision velocity and target collision area, and the steps for determining the collision prediction parameters include: The predicted longitudinal speed of the vehicle at the first target time is determined based on the vehicle's longitudinal speed, the vehicle's first longitudinal acceleration, and the first preset duration. The predicted longitudinal velocity of the obstacle at the first target time is determined based on the longitudinal velocity of the obstacle, the second longitudinal acceleration of the obstacle, and the first preset duration. The relative collision speed is determined based on the predicted longitudinal vehicle speed and the predicted longitudinal velocity; If the vertical distance is less than the preset distance, the target collision area is determined as the vehicle area corresponding to the first location point based on the first location point and the correspondence between the plurality of first location points and the plurality of vehicle areas.

10. The method according to claim 1, characterized in that, The step of determining the coordinates of multiple third targets corresponding to the multiple third position points at the second target time 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 includes: For any one of the plurality of third position points, based on the predicted state parameters of the target occupant, determine the third displacement change of the third position point and the third angle change of the third position point rotating around the center of mass of the target occupant's head within the second preset time period. Based on the third displacement change, the third angle change, and the initial coordinates of the third position point, determine the third target coordinates of the third position point at the second target time.

11. The method according to claim 10, characterized in that, The collision impact parameters include multiple fourth target coordinates of the fourth position point within the second preset time period. The fourth position point is any one of multiple fourth position points corresponding to the side of the target lateral safety device facing the target occupant. Predicting the activation time of the target lateral safety device based on the multiple third target coordinates and the collision impact parameters includes: For any third target coordinate among the plurality of third target coordinates, and any fourth target coordinate among the plurality of fourth target coordinates, determine whether the target coordinates of the third position point and the target coordinates of the fourth position point coincide; When the third target coordinates and the fourth target coordinates coincide, obtain the third preset time required for the target lateral safety device to activate; Determine the duration difference between the second preset duration and the third preset duration; The start time is determined as the time interval after the first target time, which is the time difference.

12. The method according to claim 1, characterized in that, The collision impact parameters include multiple lateral accelerations of the target collision area within the second preset time period. Determining the target lateral acceleration based on the collision impact parameters and the activation time includes: Based on the activation time and multiple 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 time.

13. A device for controlling a lateral safety device, characterized in that, The device includes: The condition judgment module is used to determine whether the vehicle meets the activation conditions of the side safety device based on the collision prediction parameters of the vehicle when a collision is predicted. The collision prediction parameters are used to represent the predicted operating state of the vehicle when a collision occurs. The first parameter determination module is used to determine the predictive control parameters of the target lateral safety device corresponding to the target occupant based on the predicted state parameters of the target occupant and the collision impact parameters of the vehicle when the vehicle meets the opening conditions. The predicted state parameters of the target occupant are used to represent the motion state of the target occupant inside the vehicle when the collision occurs. The collision impact parameters are used to represent the impact of the collision on the vehicle and the occupants inside the vehicle. The predictive control parameters are used to represent the conditions that need to be met to open the target lateral safety device. A control module is used to control the target lateral safety device to open based on the predicted control parameters; The predictive control parameters include the target lateral acceleration corresponding to the target collision area when the target lateral safety device is activated, and the first parameter determination module is specifically used for: Starting from the first target time, 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, the coordinates of the multiple third target points corresponding to the multiple third position points at the second target time are determined. The second target time is the time after the first target time with a second preset time interval, and the first target time is the time after the current time with a first preset time interval. Based on the coordinates of the plurality of third targets and the collision impact parameters, predict the activation time of the target lateral safety device; The target lateral acceleration is determined based on the collision impact parameters and the activation time.

14. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 12.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 12.

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