Vehicle and vehicle body attitude control method and device thereof

Abstract

The invention provides a vehicle and a vehicle body attitude control method thereof. The vehicle body attitude control method comprises the following steps: acquiring driving state information of a vehicle, object information of one or more objects around the vehicle and distribution information of people in the vehicle; based on the driving state information and the object information, determining that at least one collision object which is about to generate unavoidable collision with the vehicle exists in the one or more objects and the shape information of the collision object; reading structural rigidity data of each part of the vehicle body from a vehicle body database; and based on the shape information of the collision object, the in-vehicle personnel distribution information and the structural strength data of each part of the vehicle body, an adjustment strategy of the vehicle body posture is decided, so that vehicle body damage and / or in-vehicle personnel damage caused by collision between the vehicle and the collision object are / is minimum.

Description

Technical Field

[0001] The present invention generally relates to the technical field of vehicle control. Specifically, the present invention relates to a vehicle and a vehicle body posture control method and device. The present invention also relates to a corresponding machine-readable storage medium. Background Art

[0002] In the existing assisted driving solutions, there are many solutions to avoid vehicle collision risks. These existing solutions have a better collision risk avoidance effect. However, if a collision event cannot be avoided, there is no better way to deal with it in the existing technology. Moreover, when a driver with little driving experience faces a scene where a collision is about to occur, he may operate the vehicle in a panic, which may lead to an increase in the degree of collision. Summary of the invention

[0003] In this context, the present invention aims to provide a technical solution for minimizing collision damage by adjusting the vehicle body posture in combination with the different shapes of the collision objects and the different strengths of the structures of various parts of the vehicle body when a vehicle collision event is unavoidable.

[0004] According to one aspect of the present invention, a vehicle body posture control method is provided, which includes: acquiring driving state information of the vehicle, object information of one or more objects around the vehicle, and occupant distribution information; determining, based on the driving state information and the object information, that there is at least one collision object among the one or more objects that will inevitably collide with the vehicle and shape information of the collision object; reading structural rigidity data of various parts of the vehicle body from a vehicle body database; and deciding on a vehicle body posture adjustment strategy based on the shape information of the collision object, occupant distribution information, and structural strength data of various parts of the vehicle body, so as to minimize vehicle body damage and / or occupant damage caused by the collision between the vehicle and the collision object.

[0005] According to another aspect of the present invention, a device for controlling the body posture of a vehicle is provided, comprising: an acquisition module configured to acquire driving state information of the vehicle, object information of one or more objects around the vehicle, and distribution information of occupants in the vehicle; a determination module configured to determine, based on the driving state information and the object information, whether there is at least one collision object among the one or more objects that will inevitably collide with the vehicle and shape information of the collision object; a reading module configured to read structural rigidity data of various parts of the body from a body database; and a decision module, based on the shape information of the collision object, the distribution information of occupants in the vehicle, and the structural strength data of various parts of the body, to decide on a body posture adjustment strategy, so as to minimize body damage and / or occupant damage caused by the collision between the vehicle and the collision object.

[0006] According to another aspect of the present invention, a vehicle is provided, comprising: a sensor unit configured to sense or receive driving state information of the vehicle, object information of one or more objects around the vehicle, and occupant distribution information in the vehicle; a vehicle body bearing force database containing structural strength data of various parts of the vehicle body; and a vehicle body posture control unit configured to execute the vehicle body posture control method as described above.

[0007] According to another aspect of the present invention, a machine-readable storage medium is provided, which stores executable instructions. When the instructions are executed, one or more processors execute the vehicle body posture control method as described above.

[0008] A summary of the main aspects of the present invention is provided above so that these aspects can be basically understood. This summary is not intended to describe the key or important elements of all aspects of the present invention, nor is it intended to limit the scope of any or all aspects of the present invention. The purpose of this summary is to provide some implementations of these aspects in a simplified form as a preface to the detailed description that will be provided later. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The technical solution of the present invention will become clearer from the following detailed description in conjunction with the accompanying drawings. It is understood that these drawings are only used for exemplary description and are not intended to limit the scope of protection of the present invention.

[0010] Figure 1 is a schematic diagram of a vehicle according to an embodiment of the present invention.

[0011] Figure 2 yes Figure 1 Schematic diagram of the vehicle body structure.

[0012] Figure 3 is a flow chart of a vehicle body posture control method according to an embodiment of the present invention.

[0013] Figures 4A-4D Some embodiments of the distribution of people in a vehicle are shown.

[0014] Figure 5 Examples of different shapes of collision objects are shown.

[0015] Figure 6-Figure 10 These are some embodiments of the vehicle body posture control method under different collision scenarios. DETAILED DESCRIPTION

[0016] Hereinafter, specific embodiments of the present invention will be described with reference to the accompanying drawings.

[0017] Figure 1 A vehicle 100 according to an embodiment of the present invention is schematically shown, which includes a sensor unit 10 , a vehicle body bearing force database 20 , and a vehicle body posture control unit 30 .

[0018] The sensor unit 10 is used to sense or receive driving state information of the vehicle 100, object information of one or more objects around the vehicle 100, and in-vehicle personnel distribution information. For example, the sensor unit 10 may include: a first sensor 11 for sensing the driving state of the vehicle 100 and providing vehicle driving state information, a second sensor 12 for detecting one or more objects around the vehicle 100 and providing object information, a third sensor 13 for detecting in-vehicle personnel distribution, and a fourth sensor 14 for receiving vehicle driving state information and object information.

[0019] The first sensor 11 may include one or more of the following: a vehicle speed sensor, a wheel speed sensor, a lateral acceleration sensor, a longitudinal acceleration sensor, a vertical acceleration sensor, and a yaw rate sensor. The vehicle driving state information may be directly obtained from the sensing result of the first sensor, or may be obtained by calculation based on the sensing result of the first sensor. The vehicle driving state information may include one or more of the following vehicle driving state parameters: vehicle speed, wheel speed, lateral acceleration, longitudinal acceleration, and yaw rate.

[0020] The second sensor 12 may include one or more environmental sensors, such as a camera, a millimeter wave radar, a laser radar, and an infrared ray. The object information may be directly obtained from the sensing result of the second sensor, or may be obtained by calculation based on the sensing result of the second sensor. The object information may include static information and / or dynamic information of the object. The static information of the object includes one or more of the following object attribute information: type information of the object (e.g., pedestrians, motor vehicles, non-motor vehicles, trees, buildings), size information (e.g., length, width, height), and shape information (e.g., plane, vertical wedge, horizontal wedge, cone). The dynamic information of the object includes one or more of the following motion parameters: the object's motion speed, motion direction, motion trajectory within a predetermined time period after the current moment, and the relative distance between the object and the vehicle 100.

[0021] The third sensor 13 may include one or more of the following: pressure sensors on each seat of the vehicle 100 (for example, the distribution information of occupants in the vehicle can be determined based on the seating information output by the pressure sensors), and a camera installed on the vehicle 100 and used to identify the internal environment of the vehicle 100 (for example, the distribution information of occupants in the vehicle can be determined by identifying the video or picture taken by the camera).

[0022] The fourth sensor 14 may be implemented as a wireless communication unit disposed on the vehicle 100 , which receives driving state information of the vehicle 100 and object information of one or more objects around the vehicle 100 from an edge cloud, a cloud server and / or other vehicles.

[0023] The vehicle body bearing force database 20 is pre-stored in the vehicle 100, and the data stored therein is unchanged throughout the life cycle of the vehicle 100. The vehicle body bearing force database 20 stores vehicle body structure strength data, which has strength information of various parts of the vehicle body. For example, the vehicle body bearing force database 20 stores: force intensity data of various parts of the vehicle body (for example, force intensity data based on the material type of various parts of the vehicle body), force intensity data of the connection between two materials of the vehicle body (for example, the force situation at the connection between two different materials on the vehicle body is the focus of attention in a collision), risk stress point data based on the layout of the in-vehicle equipment (for example, according to the layout of components containing flammable components such as fuel tanks or power batteries, determine the parts of the vehicle body that need to be avoided from being squeezed, punctured, bent, and twisted to avoid fire after a collision. In addition, according to the design of the door, avoid situations where the door cannot be opened due to squeezing, puncture, bending or twisting), energy absorption part data (for example, when designing the vehicle body, a special energy absorption area is reserved, that is, a part of the vehicle body specifically used for energy absorption, which absorbs impact energy through deformation, thereby reducing the collision impact transmitted to the occupants of the vehicle). In addition, the vehicle body bearing force database 20 can also store data containing the following information: the connection position of two materials or two components on the vehicle body that are easy to tear. The connection position may include, for example, one or more of the following: a frame rivet position, a position that may potentially loosen; and a connection between the cab and the frame.

[0024] In one embodiment, the body structure rigidity data stored in the body bearing force database 20 is stored in conjunction with the body structure of the vehicle 100 . Figure 2 The body structure of the vehicle 100 is schematically shown. Figure 2 As shown, the body part indicated by number "1" represents the hardest body part; the body part indicated by number "2" represents the most fragile body part; the body part indicated by number "3" represents the high-strength steel part; the body part indicated by number "4" represents the medium-high-strength steel part; the body part indicated by number "5" represents the ultra-high-strength steel part; the body part indicated by number "6" represents the medium-strength steel part; the body part indicated by number "7" represents the steel part with strength between "high" (i.e., the strength of the part indicated by number 3) and "ultra-high" (i.e., the strength of the part indicated by number 5); the body part indicated by number "8" represents the magnesium alloy part; and the body part indicated by number "9" represents the aluminum alloy part. In this embodiment, the three-dimensional model expressing the body structure can be used in combination with Figure 2The positions of the vehicle body parts shown in the figure are determined, the force strength during collision, and the energy absorption capacity during collision of each part, and the data containing this information is stored in the vehicle body bearing capacity database 20. In addition, the specific positions and sizes of the flammable parts in the vehicle (for example, components containing flammable components such as fuel tanks or power batteries) and the one or more vehicle body parts they are close to can also be determined. The vehicle body structural rigidity data containing this information is stored in the vehicle body bearing capacity database 20.

[0025] When it is determined that there is at least one collision object among one or more objects that will inevitably collide with the vehicle 100, the body posture control unit 30 comprehensively considers factors such as the body structure rigidity, the shape of the collision object and the distribution of occupants in the vehicle, thereby determining a body posture adjustment strategy to minimize body damage and / or occupant damage caused by the collision between the vehicle 100 and the collision object.

[0026] In one embodiment, the vehicle body posture control unit 30 includes an acquisition module 31 , a determination module 32 , a reading module 33 , a decision module 34 and a steering control module 35 .

[0027] It is understandable that the naming of each module should be understood as a logical (functional) description, and should not be understood as a limitation of physical form or setting mode. These modules can be implemented in the same chip or circuit, or they can be respectively arranged in different chips or circuits. One or more of these modules can be further divided into several sub-modules according to their functions.

[0028] Each module can be implemented in hardware or software or a combination of software and hardware. For the hardware-implemented part, it can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, electronic units designed to perform their functions, or combinations thereof. For the software-implemented part, it can be implemented with the aid of microcodes, program codes, or code segments, and can also be stored in machine-readable storage media such as storage components.

[0029] The body posture control unit 30 may be provided in an electronic control unit (ECU) of the vehicle 100, or in a body controller (VCU) of the vehicle 100, or in a domain controller of the vehicle 100. In the embodiment where the body posture control unit 30 is implemented as the above-mentioned multiple modules, some modules may be provided in the ECU, and other modules may be provided in the VCU.

[0030] Figure 3A vehicle body posture control method 300 according to an embodiment of the present invention is shown. The following is an example of the vehicle body posture control unit 30 implementing the method 300.

[0031] See also Figure 3 In block 310, the acquisition module 31 acquires the driving state information (Info_1) of the vehicle 100, the object information (Info_2) of one or more objects around the vehicle 100, and the in-vehicle personnel distribution information (Info_3). This information can be obtained by the above-mentioned sensor unit 10. For examples of this information, please refer to the above-mentioned related descriptions and will not be repeated here.

[0032] In block 320 , the determination module 32 determines that the vehicle 100 will have an unavoidable collision based on the acquired driving state information and object information. Some embodiments of block 320 are described below.

[0033] In box 321, the determination module 32 determines that there is at least one collision object among one or more objects that will inevitably collide with the vehicle 100 based on the driving state information and object information of the vehicle 100. In other words, the determination module 32 determines that the vehicle 100 will have an unavoidable collision. For example, the determination module 32 determines that the vehicle 100 cannot stop before colliding with the object based on the maximum deceleration that the vehicle 100 can provide and the relative distance between it and an object. At this time, it is determined that the vehicle 100 will have an unavoidable collision with the object (i.e., the collision object). It can be understood that the unavoidable collision may also include other situations, for example, the vehicle 100 is hit by a high-speed moving object in a low-speed state. In addition, other methods can also be used to determine the unavoidable collision, and the present invention is not limited to this.

[0034] In the embodiment of the present invention, the unavoidable collision includes active collision and passive collision. Active collision refers to the collision of the vehicle 100 with an object in a moving state. Passive collision refers to the collision of the vehicle 100 with an object in a stationary or slow-moving state.

[0035] In block 322, the determination module 32 predicts a collision scenario in which the vehicle 100 will have an unavoidable collision with the collision object. The collision scenario includes: collision time (i.e., the time when the unavoidable collision will occur), potential impacted parts on the vehicle body (i.e., the parts on the vehicle body that will be hit), the shape of the collision object, and the collision angle (i.e., the angle at which the collision occurs relative to the vehicle 100).

[0036] In one embodiment, the determination module 32 can predict the collision scene in which the vehicle 100 and the collision object will collide based on the planned path of the vehicle 100 and the state change trend of the collision object. For example, the determination module 32 can obtain the planned path of the vehicle 100 and obtain the motion trajectory of the vehicle within a predetermined time (e.g., 1 second, 2 seconds, 5 seconds or 10 seconds) after the current moment according to the planned path. The determination module 32 can predict the motion trajectory of the collision object within the predetermined time based on the current state of the collision object. Then, the determination module 32 predicts the above-mentioned collision scene based on the motion trajectories of the two. It can be understood that the collision object may also be a stationary object (e.g., an immovable object). At this time, the determination module 32 can predict the collision scene based on the motion trajectory of the vehicle 100 and the relative distance and relative position between the vehicle 100 and the collision object.

[0037] In block 323, the determination module 32 obtains the occupant distribution in the vehicle 100 based on the occupant distribution information. The occupant distribution can be expressed in many ways, for example, the occupant distribution can be expressed as which row and which position in the vehicle are occupant distributed; the front passenger seat is distributed; the position near the rear right door is distributed, etc. Figures 4A to 4D Some examples of occupant distribution in a vehicle are shown in FIG. Figure 4A The occupant distribution illustrated in can be expressed as: only the driver's seat is occupied by the occupant. Figure 4B The distribution of people shown in the example can be expressed as: the front seats are distributed with people. Figure 4C The occupant distribution illustrated in the example can be expressed as: the driver's seat and the rear seats are distributed with occupants. Figure 4D The occupant distribution illustrated in can be expressed as: the seats on the driver's seat side are distributed with occupants.

[0038] In block 330 , the reading module 33 obtains the structural rigidity data of each part of the vehicle body from the vehicle body bearing force database 20 .

[0039] In block 340, the decision module 34 determines the adjustment strategy of the vehicle body posture based on the shape information of the collision object, the distribution information of the occupants, and the structural rigidity data of each part of the vehicle body, so as to minimize the damage to the vehicle body and / or the damage to the occupants caused by the collision between the vehicle and the collision object. In other words, based on the adjustment strategy of the decision, the current vehicle body posture of the vehicle 100 is adjusted to the target vehicle body posture, so as to minimize the damage to the vehicle body and / or the damage to the occupants caused by the unavoidable collision.

[0040] The shape information of the collision object can be obtained based on the object information provided by the second sensor 12. For example, the shape information of the collision object can be obtained by performing image recognition on an image containing the collision object. For another example, the shape information of the collision object can be obtained by analyzing fusion information based on a multi-modal sensor (camera, radar, infrared, etc.).

[0041] In one embodiment, the decision module 34 predicts the damage to the vehicle body and the injuries to the occupants of the vehicle caused by the collision between the vehicle and the collision object according to the shape type of the collision object, and decides on the adjustment strategy of the vehicle body posture based on the prediction result.

[0042] In this embodiment, the shapes of the collision objects include the following four types.

[0043] Type 1

[0044] The shape of the collision object is such that a contact surface between the collision object and the vehicle body will be caused, and the contact surface is a plane larger than a preset area. Here, the contact surface should be understood as a plane with a larger area, that is, the collision object and the vehicle 100 collide with a large contact surface. The preset area is, for example, 10% of the vehicle body area.

[0045] Type 2

[0046] The collision object is in the shape of a vertical wedge that will cause cutting of the vehicle body and faces the vehicle body. For example, the vertical wedge points to the front of the vehicle in the direction opposite to the direction of travel of the vehicle. Here, "vertical wedge" refers to the shape of the collision object having a wedge-shaped outer contour when viewed from the vertical direction. In one embodiment, the "vertical wedge" of the collision object has the following characteristics: the aspect ratio of the overall contour of the contact surface between the collision object and the vehicle is greater than a preset first ratio (the first ratio is preset to 10, for example); the maximum lateral dimension of the contact surface is lower than a preset lateral dimension threshold (for example, 10 cm); and the ratio of the lateral dimension of any lateral part of the vertical wedge collision object to the longitudinal distance from the first contact point of the vertical wedge collision object with the vehicle to the lateral part is less than a preset second ratio. The second ratio is preset to 0.6, for example. In this example, if the lateral dimension at a lateral part is 30 cm, the longitudinal distance from the first contact point of the vertical wedge collision object with the vehicle to the lateral part needs to be greater than 50 cm. For example, the ratio of the transverse dimension of the maximum transverse portion of the vertical wedge-shaped collision object to the longitudinal distance from the first contact point between the vertical wedge-shaped collision object and the vehicle to the transverse portion is less than a preset second ratio. In this case, the collision between the vehicle and the collision object may cause the vehicle body to tear and injure the occupants.

[0047] Type 3

[0048] The shape of the collision object is a horizontal wedge that will cause cutting of one or more of the A-pillar, B-pillar, C-pillar and D-pillar of the vehicle and faces the vehicle body. The horizontal wedge, for example, points to the front of the vehicle in a direction opposite to the direction of travel of the vehicle. Here, "horizontal wedge" refers to a shape of the collision object that has a wedge-shaped outer contour when viewed horizontally. In one embodiment, the "horizontal wedge of the collision object" has the following characteristics: the aspect ratio of the overall contour of the contact surface between the collision object and the vehicle is less than a preset third ratio (the third ratio is preset to 0.1, for example); the maximum vertical dimension of the contact surface is lower than a preset vertical dimension threshold (for example, 10 cm); and the ratio of the vertical dimension of any vertical part of the horizontal wedge collision object to the longitudinal distance from the first contact point of the horizontal wedge collision object with the vehicle to the vertical part is less than a preset fourth ratio. The fourth ratio is preset to 0.6, for example. In this example, if the vertical dimension of a vertical part is 30 cm, the longitudinal distance from the first contact point of the horizontal wedge collision object with the vehicle to the vertical part needs to be greater than 50 cm. For example, the ratio of the vertical dimension of the maximum vertical portion of the horizontal wedge-shaped collision object to the longitudinal distance from the first contact point between the horizontal wedge-shaped collision object and the vehicle to the vertical portion is less than a preset fourth ratio. In this case, the collision between the vehicle and the collision object may cause cutting of one or more of the A-pillar, B-pillar, C-pillar and D-pillar of the vehicle.

[0049] Type 4

[0050] The collision object is in the shape of a cone that will cause penetration into the vehicle body and faces the vehicle body. The cone, for example, points to the front of the vehicle in the opposite direction to the direction of travel of the vehicle. Here, the "cone" has the following characteristics: the area of ​​the contact surface between its tip and the vehicle does not exceed a preset area (for example, 100 square centimeters); the ratio of the area of ​​the maximum cross-section of the cone collision object (measured in a plane perpendicular to the longitudinal direction of the vehicle) to the longitudinal distance from the maximum cross-section to the tip is less than a preset fifth ratio. For example, the ratio of the area of ​​the maximum cross-section of the cone collision object (measured in a plane perpendicular to the longitudinal direction of the vehicle) to the longitudinal distance from the maximum cross-section to the tip is less than 900 square centimeters / 1 meter, that is, if the area of ​​the maximum cross-section is 900 square centimeters, the longitudinal distance from the maximum cross-section to the tip is greater than 1 meter. At this time, the collision between the vehicle and the collision object may cause the vehicle body to be penetrated.

[0051] According to an embodiment of the present invention, the determination module 32 can determine the shape of the collision object with the aid of a shape recognition model. For example, the contour of the collision object and a plurality of position points on the contour (e.g., a plurality of key points or a plurality of feature points) are identified from an image containing the collision object (collected by the second sensor). The identified contour and the plurality of position points thereon are input into the shape recognition model, and the features of the above-mentioned various shapes are stored in the shape recognition model as a rule for determining the shape of the input contour, thereby being able to output the shape of the contour from the model, that is, the output indicates which of the types 1 to 4 the shape of the contour is.

[0052] In one embodiment, the shape recognition model can be implemented as a supervised machine learning model (e.g., a machine learning model for classification). The features of the above-mentioned various shapes are used as annotation data to train the machine learning model. Then, the trained machine learning model is used to calculate the input contour and multiple position points thereon and output information indicating which of the types 1 to 4 the shape of the contour belongs to.

[0053] In addition, there is a case where the shape of the contour input to the model does not belong to any of the above four categories. In this case, the model outputs a conclusion indicating that it does not belong to any of the above four categories.

[0054] It is understood that in the above description, multiple preset values ​​(e.g., preset first to fifth ratios, preset areas) are involved, and these preset values ​​can be preset based on experience and / or model calculation. Moreover, these preset values ​​can be adjusted based on special scenarios or user needs, thereby meeting the adjustment of shape recognition sensitivity and the customization needs of users.

[0055] Figure 5 1 and 2 show some examples of the shape of the body of the collision object facing the vehicle 100. Figure 5 As shown, the shapes of objects OBJ_1 and OBJ_2 belong to type one, the shape of object OBJ_3 belongs to type four, the shape of object OBJ_4 belongs to type two, and the shape of object OBJ_5 belongs to type three.

[0056] The following describes embodiments of a vehicle body posture adjustment method for collision objects of various shapes.

[0057] When the shape of the collision object is type 1, consider avoiding direct collision with the body parts close to the occupants, and try to use the body parts with strong energy absorption for collision. Figure 6 The present invention is directed to a vehicle body posture adjustment method 600 for a collision object of type one in shape.

[0058] See also Figure 6In box 610, for the shape of the collision object being type one, determine whether the predicted collision scene is one of the following preset collision scenes: 1) the collision between the vehicle and the collision object is a frontal 100% overlapping collision and the collision angle is 90°; 2) the collision between the vehicle and the collision object is a frontal offset collision (e.g., 40% to 60% offset collision) and the collision angle is 90°; 3) the collision between the vehicle and the collision object is a frontal offset collision (e.g., 40% to 60% offset collision) and the collision angle is not 90°; 4) the collision between the vehicle and the collision object is a side collision and the collision angle is 90°.

[0059] If the determination result in block 610 is affirmative, proceed to block 620 .

[0060] In block 620, a vehicle body posture adjustment strategy adapted to the predicted collision scenario is determined. The adjustment strategy includes:

[0061] - When the predicted collision scenario is the above-mentioned preset collision scenario 1), the decision is not to adjust the body posture. Because the passive safety protection design of most vehicles is designed around such a collision scenario, and the front of the vehicle has sufficient energy absorption space, such a collision scenario can be considered as the "optimal collision scenario" for unavoidable collisions, and there is no need to adjust the body posture.

[0062] - When the predicted collision scenario is the above-mentioned preset collision scenario 2), it is determined whether the collision part on the vehicle is far away from or close to the position where the occupants are distributed. When it is determined to be far away, the body posture adjustment is not performed, and when it is determined to be close, the body posture is adjusted so that the collision to occur is a frontal 100% overlapping collision. Because the contact surface of a non-100% collision is small, this may result in a small collision energy absorption effect, and may also cause the vehicle to flip and cause secondary damage. Adjusting the body posture to a frontal 100% overlapping collision can avoid such adverse situations.

[0063] - When the predicted collision scenario is the preset collision scenario 3), the vehicle body posture is adjusted so that the collision to be caused is a 100% frontal overlap collision and the collision angle is 90° vertical. Because the contact surface of a non-vertical collision is small, this may result in a small collision energy absorption effect and may also cause the vehicle to flip and cause secondary damage. Adjusting the vehicle body posture to a vertical collision can avoid such an unfavorable situation.

[0064] - When the predicted collision scenario is the preset collision scenario 4), no vehicle body posture adjustment is performed.

[0065] It should be understood that after determining that an unavoidable collision is inevitable, the vehicle deceleration control will be performed. The vehicle body posture control according to the embodiment of the present invention does not have any impact on the vehicle deceleration control. On the contrary, both controls can be performed simultaneously. The embodiment of the present invention relates to the vehicle body posture control and does not limit the vehicle deceleration control.

[0066] If the judgment result in box 610 is negative, that is, the predicted collision scene does not meet any preset collision scene, the process proceeds to box 630. In box 630, the vehicle body posture adjustment is not performed.

[0067] In addition, if the result of the judgment in block 610 is positive, under the premise of ensuring the predetermined deceleration (e.g., the maximum deceleration), if the vehicle body posture adjustment determined as above cannot be completed before the collision based on the vehicle dynamics model and the current vehicle speed, and the target body posture cannot be achieved before the collision, the body posture adjustment will not be performed. Because, if the target body posture cannot be adjusted, it is impossible to estimate the impact of the collision with the body posture between the current body posture and the target body posture.

[0068] When the shape of the collision object is type 2, consideration is given to avoiding tearing of the vehicle body and stabbing of the people in the vehicle. Figure 7 The vehicle body posture adjustment method 700 for the second object shape type according to an embodiment of the present invention.

[0069] See also Figure 7 In block 710 , an impact path of a collision object relative to the vehicle body is calculated for each of a plurality of potential impact locations on the vehicle body to obtain a plurality of impact paths.

[0070] In block 720, an optimal impact path is selected from the multiple impact paths. The optimal impact path is such that the directly impacted part of the vehicle body is far away from the position where the occupants are distributed in the vehicle, passes through as many high-strength vehicle body structures as possible, and avoids the connection between two materials or two components in the vehicle body structure that are easy to tear, such as the connection between the cockpit and the vehicle frame.

[0071] When the shape of the collision object is type three, it is considered whether the impact path will cause cutting of one or more of the A-pillar, B-pillar, C-pillar, and D-pillar of the vehicle. Figure 8 The vehicle body posture adjustment method 800 for object shape type three according to an embodiment of the present invention.

[0072] See also Figure 8 In block 810 , it is determined whether the impact path will cut one or more of the A-pillar, the B-pillar, the C-pillar, and the D-pillar of the vehicle based on the predicted collision scenario.

[0073] If the judgment result in frame 810 is positive, then enter frame 820. In frame 820, the body posture is adjusted so that the impact path contacts as many upright pillars as possible among the A pillar, the B pillar, the C pillar and the D pillar, thereby increasing the force bearing area.

[0074] If the determination in frame 810 is negative, the process proceeds to frame 830. In frame 830, the vehicle body posture is adjusted so that the impact path passes through as many high-strength vehicle body structures as possible.

[0075] When the shape of the collision object is type 4, the situation where the collision object penetrates the vehicle body is considered. Fig. 9 A vehicle body posture adjustment method 900 for an object of type four shape according to an embodiment of the present invention is shown.

[0076] In block 910 , it is determined whether the part of the vehicle body that will be penetrated by the collision object is the upper part or the lower part of the vehicle body based on the predicted collision scenario.

[0077] If the judgment result in frame 910 is that the puncture part belongs to the upper part of the vehicle body, then enter frame 920. In frame 920, the vehicle body posture is adjusted so that the puncture part avoids the position where the people in the vehicle are distributed.

[0078] If the judgment result in frame 920 is that the puncture site belongs to the lower half of the vehicle body, then enter frame 930. In frame 930, the vehicle body posture is adjusted so that the puncture site is away from the position where the occupants are distributed in the vehicle, and the puncture path passes through as many high-strength vehicle body structures as possible.

[0079] return Figure 3 In box 350, the steering control module 35 determines the vehicle steering angle and turning radius corresponding to the decided vehicle posture adjustment strategy, that is, the steering angle and turning radius required to adjust the vehicle 100 from the current vehicle posture to the target vehicle posture.

[0080] In block 360 , the steering control module 35 performs steering control on the vehicle to achieve the determined vehicle steering angle and turning radius. The steering control includes one or more of the vehicle's slip ratio control, braking control, and driving control.

[0081] Such steering control is advantageous for electric vehicles (EVs) because by controlling the target driving torque of the motor to control the vehicle steering, a faster response of the vehicle steering can be achieved. Furthermore, by further controlling the target slip ratio of the vehicle to assist the vehicle steering, the steering action that the vehicle 100 can achieve can be expanded, for example, the vehicle 100 can achieve extreme steering, that is, turning with an extremely small turning radius.

[0082] The vehicle is steered to achieve the determined steering angle and turning radius of the vehicle, wherein the steering control includes one or more of slip ratio control, braking control and driving control of the vehicle.

[0083] Fig.10 A vehicle body posture control method 1000 according to another embodiment of the present invention is shown, which can be applicable to the situation where the shape of the collision object does not belong to any of the above types, and can be combined with the above vehicle body posture control method when the shape of the collision object belongs to one of the above four types.

[0084] like Fig.10 As shown, in box 1010, the decision module 34 calculates the adjustable range of the vehicle body posture at maximum deceleration based on the current vehicle speed and the current road friction coefficient (the current vehicle speed and the current road friction coefficient can be directly obtained or calculated based on the vehicle driving state information measured by the first sensor 11 and / or the information received by the fourth sensor 14), which includes the steering angle range and turning radius range of the vehicle 100.

[0085] In block 1020 , the decision module 34 determines a plurality of vehicle posture adjustment strategies based on the calculated adjustable range.

[0086] In block 1030, the decision module 34 creates an optimization function for the multiple vehicle body posture adjustment strategies. The optimization function includes multiple optimization target parameters, including: the contact area of ​​the vehicle body part that participates in offsetting the collision pressure, the number of high-strength vehicle body structures that participate in the collision, and the distance of the impacted part on the vehicle body relative to the distribution position of the occupants in the vehicle.

[0087] In box 1040, the decision module 34 obtains the optimal adjustment strategy among multiple vehicle body posture adjustment strategies by solving the optimization function, which maximizes the contact area of ​​the vehicle body parts involved in offsetting the collision pressure, maximizes the number of high-strength vehicle body parts involved in the collision, and maximizes the distance between the impacted parts on the vehicle body and the distribution position of the occupants in the vehicle.

[0088] At block 1050 , the steering control module 35 determines the vehicle steering angle and turning radius corresponding to the optimal adjustment strategy.

[0089] In block 1060 , the steering control module 35 performs steering control on the vehicle to achieve the determined vehicle steering angle and turning radius. The steering control includes one or more of the vehicle's slip ratio control, braking control, and driving control.

[0090] In yet another aspect, the present invention provides a machine-readable storage medium storing executable instructions, which, when executed, enable one or more processors to execute the vehicle body posture control method as described above.

[0091] It should be noted that all operations in the method described above are merely exemplary, and the present invention is not limited to any operation in the method or the order of these operations, but should cover all other equivalent transformations under the same or similar concept.

[0092] It should be noted that the processor may use any combination of one or more of the following: an appropriate central processing unit, CPU, multiprocessor, single-chip microcomputer, digital signal processor, DSP, application-specific integrated circuit, etc., capable of executing software instructions of a computer program stored in the memory. Therefore, the memory may be considered as part of or forming part of a computer program product. The processor may be configured to execute a computer program stored therein to cause the controller to perform the required steps.

[0093] It should be noted that software should be broadly considered to represent instructions, instruction sets, codes, code segments, program codes, programs, subroutines, software modules, applications, software applications, software packages, routines, subroutines, objects, running threads, processes, functions, etc. Software can reside in a computer-readable medium. A computer-readable medium can include, for example, a memory, which can be, for example, a magnetic storage device (e.g., a hard disk, a floppy disk, a magnetic stripe), an optical disk, a smart card, a flash memory device, a random access memory (RAM), a read-only memory (ROM), a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), a register, or a removable disk. Although the memory is shown as being separated from the processor in the various aspects provided by the present invention, the memory can also be located inside the processor (e.g., a cache or a register).

[0094] The above description is provided to enable any person skilled in the art to implement the various aspects described herein. Various modifications to these aspects are apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects. Therefore, the claims are not intended to be limited to the aspects shown herein. All structural and functional equivalents of elements of the various aspects described herein that are known or to be known to those skilled in the art will be expressly included herein by reference and are intended to be covered by the claims.

Claims

1. A vehicle body posture control method for a vehicle, comprising: Acquire driving status information of the vehicle, object information of one or more objects around the vehicle, and distribution information of people in the vehicle; Determining, based on the driving state information and the object information, that there is at least one collision object among the one or more objects that will inevitably collide with the vehicle and shape information of the collision object; Read the structural rigidity data of each part of the vehicle body from the vehicle body database; as well as The vehicle body posture adjustment strategy is determined based on the shape information of the collision object, the distribution information of the occupants in the vehicle, and the structural strength data of various parts of the vehicle body, so as to minimize the damage to the vehicle body and / or the damage to the occupants caused by the collision between the vehicle and the collision object.

2. The vehicle body posture control method according to claim 1, wherein: The adjustment strategy for determining the vehicle body posture includes: Determine whether the shape of the object is one of the preset multiple types; When the judgment result is affirmative, predicting the possible damage to the vehicle body and / or injury to the occupants of the vehicle caused by the collision between the vehicle and the collision object based on the shape type of the collision object; and The adjustment strategy of the vehicle body posture is determined based on the prediction result.

3. The vehicle body posture adjustment method according to claim 2, wherein: The various types of presets include: - a contact surface between the collision object and the vehicle body will be caused and the contact surface is a plane larger than a predetermined area; - will cause a vertical wedge cutting through the body and facing the body; - a horizontal wedge that will cause cutting of one or more of the A-pillar, B-pillar, C-pillar and D-pillar of the vehicle and facing the body of the vehicle; -A cone that will cause penetration into and facing the body of the vehicle.

4. The vehicle body posture control method according to any one of claims 1 to 3, wherein: The adjustment strategy includes taking the following adjustments to the vehicle body posture when the shape type of the collision object is a contact surface between the collision object and the vehicle body that will be caused and the contact surface is a plane larger than a preset area: - In the case of a frontal 100% overlap collision with a collision angle of 90°, no body posture adjustment is performed; - In the case where the collision between the vehicle and the collision object is a frontal offset collision and the collision angle is 90°, judging whether the collision part on the vehicle is far away from or close to the position where the occupants are distributed, and when it is judged to be far away, not adjusting the body posture, and when it is judged to be close, adjusting the body posture so that the collision is a frontal 100% overlap collision; as well as - in the case where the collision between the vehicle and the collision object is a frontal offset collision and the collision angle is not 90°, adjusting the vehicle body posture so that the collision is a frontal 100% overlap collision and the collision angle is vertical 90°; - When the collision between the vehicle and the collision object is a side collision and the collision angle is 90°, the vehicle body posture adjustment is not performed.

5. The vehicle body posture control method according to any one of claims 1 to 4, wherein: The adjustment strategy includes taking the following adjustments to the vehicle body posture when the shape type of the collision object is a vertical wedge that will cause cutting of the vehicle body and faces the vehicle body: The vehicle body posture is adjusted so that the impacted part of the vehicle is away from the position where the occupants are distributed, and the impact path of the collision object relative to the vehicle body passes through as many high-strength vehicle body structures as possible, and avoids the connection between two materials or two components in the vehicle body structure that are easy to tear.

6. The vehicle body posture control method according to any one of claims 1 to 5, wherein: The adjustment strategy includes the following adjustment when the shape type of the collision object is a horizontal wedge that may cause cutting of one or more of the A-pillar, B-pillar, C-pillar and D-pillar of the vehicle and faces the vehicle body: - in the case where the impact path of the collision object relative to the vehicle will pass through one or more of the A-pillar, B-pillar, C-pillar and D-pillar of the vehicle, adjusting the vehicle body posture so that the impact path contacts as many pillars as possible among the A-pillar, B-pillar, C-pillar and D-pillar at the same time; - In the case where the impact path does not pass through any of the A-pillar, B-pillar, C-pillar and D-pillar of the vehicle, the vehicle body posture is adjusted so that the impact path passes through as many high-strength vehicle body structures as possible.

7. The vehicle body posture control method according to any one of claims 1 to 6, wherein: The adjustment strategy includes taking the following adjustments to the vehicle body posture when the shape type of the collision object is a cone that will cause penetration into the vehicle body and faces the vehicle body: - If the puncture site is in the upper part of the vehicle body, adjust the vehicle body posture so that the puncture site avoids the position where the occupants are distributed in the vehicle; - When the puncture site is the lower half of the vehicle body, the vehicle body posture is adjusted so that the puncture site is away from the position where the occupants are distributed in the vehicle, and the puncture path passes through as many high-strength vehicle body structures as possible.

8. The vehicle body posture control method according to any one of claims 1 to 7, further comprising: Determine the vehicle steering angle and turning radius corresponding to the vehicle posture adjustment strategy of the decision; as well as The vehicle is steered to achieve the determined steering angle and turning radius of the vehicle, wherein the steering control includes one or more of slip ratio control, braking control and driving control of the vehicle.

9. The vehicle body posture control method according to claim 1, wherein: The regulation strategies include: Calculate the adjustable range of the vehicle body posture based on the current vehicle speed and the current road friction coefficient; determining a plurality of vehicle body posture adjustment strategies based on the adjustable range; Creating an optimization function for the multiple vehicle body posture adjustment strategies, the optimization function comprising multiple optimization target parameters, including: a contact area of ​​a vehicle body part involved in offsetting collision pressure, a number of high-strength vehicle body parts involved in the collision, and a distance between a collision part on the vehicle body and a distribution position of occupants in the vehicle; and The optimal adjustment strategy among the multiple vehicle body posture adjustment strategies is obtained by solving the optimization function, which maximizes the contact area of ​​the vehicle body parts involved in offsetting the collision pressure, maximizes the number of high-strength vehicle body parts involved in the collision, and maximizes the distance between the impacted parts on the vehicle body and the distribution position of the occupants in the vehicle.

10. The vehicle body posture control method according to claim 9, further comprising: Determining a vehicle steering angle and a turning radius corresponding to the optimal adjustment strategy; as well as The vehicle is steered to achieve the determined steering angle and turning radius of the vehicle, wherein the steering control includes one or more of slip ratio control, braking control and driving control of the vehicle.

11. A device for controlling the posture of a vehicle, comprising: an acquisition module configured to acquire driving state information of the vehicle, object information of one or more objects around the vehicle, and distribution information of people in the vehicle; a determination module configured to determine, based on the driving state information and the object information, that there is at least one collision object among the one or more objects that will inevitably collide with the vehicle and shape information of the collision object; A reading module configured to read structural rigidity data of various parts of the vehicle body from a vehicle body database; as well as The decision module decides on the adjustment strategy of the vehicle body posture based on the shape information of the collision object, the distribution information of the occupants in the vehicle and the structural strength data of various parts of the vehicle body, so as to minimize the damage to the vehicle body and / or the damage to the occupants caused by the collision between the vehicle and the collision object.

12. A vehicle comprising: a sensor unit configured to sense or receive driving state information of the vehicle, object information of one or more objects around the vehicle, and occupant distribution information in the vehicle; The vehicle body bearing capacity database contains the structural strength data of various parts of the vehicle body; and A vehicle body posture control unit is configured to execute the vehicle body posture control method as claimed in claims 1 to 11.

13. A machine-readable storage medium storing executable instructions, which, when executed, enable one or more processors to perform the vehicle body posture control method according to claims 1-10.

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