Vehicle collision protection method and device, medium, equipment and vehicle

Abstract

The invention provides a vehicle collision protection method and device, a medium, equipment and a vehicle, and relates to the technical field of vehicle collision protection. According to the method, under the condition that it is determined that a collision risk exists between the vehicle and an obstacle, a front wheel is controlled to steer towards a non-collision side, and the vehicle is controlled to do tail-swinging motion towards the non-collision side by taking the front wheel as a fulcrum. According to the method, a front wheel is controlled to steer towards a non-collision side, so that the vehicle can steer and avoid as much as possible, and the situation that the collision danger degree is aggravated due to direct collision with an obstacle is avoided. On the basis, the vehicle is controlled to do tail swinging motion towards the non-collision side by taking a front wheel as a fulcrum, so that the vehicle laterally slides to drive the whole vehicle to be far away from a collision area, the severity of the collision is weakened, the impact on passengers caused by the collision is reduced, meanwhile, the passengers are far away from the collision position in the Y direction, and the injury to the passengers is reduced to the maximum extent.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle collision protection, and in particular to a vehicle collision protection method, device, medium, equipment and vehicle. Background Art

[0002] In the related technologies, vehicle collision detection mostly involves issuing warnings or actively steering to avoid a possible collision. However, when a collision is found to be inevitable, the existing methods are unable to respond well, often resulting in serious collision injuries. Summary of the invention

[0003] The present application provides a vehicle collision protection method, device, medium, equipment and vehicle, which can take active measures to respond when a collision risk is detected in the vehicle, thereby reducing collision damage to the vehicle and occupants.

[0004] A first aspect of an embodiment of the present application provides a vehicle collision protection method, the method comprising: When it is determined that there is a risk of collision between the vehicle and the obstacle, the front wheels are controlled to steer toward the non-collision side, and the vehicle is controlled to perform a tail swinging motion toward the non-collision side with the front wheels as a fulcrum.

[0005] Optionally, controlling the front wheels to steer toward the non-collision side includes: Control the front wheels to steer toward the non-collision side at the maximum steering angle.

[0006] Optionally, controlling the vehicle to perform a tail swinging motion toward a non-collision side includes: The first rear wheel is controlled to rotate toward the non-collision side, and the second rear wheel is controlled to rotate toward the collision side; wherein the first rear wheel refers to the rear wheel on the non-collision side, and the second rear wheel refers to the rear wheel on the collision side.

[0007] Optionally, the method further comprises: When the vehicle meets the steering avoidance condition, it is determined whether there is a collision risk between the vehicle and the obstacle based on the vehicle condition information and the maximum steering angle.

[0008] Optionally, the vehicle condition information includes vehicle speed, a longitudinal distance and a lateral overlap distance between the vehicle and the obstacle; Determining whether there is a collision risk between the vehicle and the obstacle based on the vehicle condition information and the maximum steering angle includes: Determining a longitudinal collision duration of the vehicle based on the longitudinal distance and the maximum steering angle, and determining a lateral avoidance duration of the vehicle based on the lateral overlap distance and the maximum steering angle; determining an obstacle avoidance steering angle based on the longitudinal distance and the lateral overlap distance; Based on the longitudinal collision duration, the lateral avoidance duration, the obstacle avoidance steering angle and the maximum steering angle, it is determined whether there is a collision risk between the vehicle and the obstacle.

[0009] Optionally, determining whether there is a collision risk between the vehicle and the obstacle based on the longitudinal collision duration, the lateral avoidance duration, the obstacle avoidance steering angle, and the maximum steering angle includes: When the maximum steering angle is greater than the obstacle avoidance steering angle and the longitudinal collision duration is greater than the lateral avoidance duration, determining that there is no collision risk between the vehicle and the obstacle; When the maximum steering angle is less than or equal to the obstacle avoidance steering angle, or when the longitudinal collision duration is less than or equal to the lateral avoidance duration, it is determined that there is a collision risk between the vehicle and the obstacle.

[0010] Optionally, the method further comprises: When it is determined that there is no collision risk between the vehicle and the obstacle, the front wheels and the rear wheels of the vehicle are controlled to turn toward the non-collision side at the maximum steering angle.

[0011] Optionally, the method further comprises: determining an avoidance trajectory of the vehicle for steering avoidance according to the maximum steering angle; Based on the avoidance trajectory, determining an avoidance safety area; When there is no obstacle in the avoidance safety area, it is determined that the vehicle meets the steering avoidance condition.

[0012] Optionally, the method further comprises: When there is an obstacle in the avoidance safety area, it is determined that the vehicle does not meet the steering avoidance condition, and the vehicle is braked to stop.

[0013] Optionally, the method further comprises: The maximum steering angle is determined based on a vehicle speed and suspension parameters of the vehicle.

[0014] Based on the same inventive concept, a second aspect of an embodiment of the present application provides a vehicle collision protection device, the device comprising: The collision protection module is used to control the front wheels to steer toward the non-collision side when it is determined that there is a risk of collision between the vehicle and the obstacle, and to control the vehicle to swing its tail toward the non-collision side with the front wheels as the fulcrum.

[0015] Based on the same inventive concept, the third aspect of an embodiment of the present application provides a readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the vehicle collision protection method proposed in the first aspect of the present application is implemented.

[0016] Based on the same inventive concept, the fourth aspect of the embodiment of the present application provides an electronic device, including: a processor, a communication interface, a memory and a communication bus; wherein the processor, the communication interface and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor is used to implement the vehicle collision protection method proposed in the first aspect of the present application when executing the program stored in the memory.

[0017] Based on the same inventive concept, the fifth aspect of an embodiment of the present application provides a vehicle, comprising a processor and a memory; the memory stores machine executable instructions that can be executed by the processor, and the processor is used to execute the machine executable instructions to implement the vehicle collision protection method proposed in the first aspect of the present application.

[0018] Compared with the prior art, this application has the following advantages: The embodiment of the present application provides a vehicle collision protection method. When it is determined that there is a risk of collision between the vehicle and an obstacle, the method controls the front wheels to turn toward the non-collision side, and uses the front wheels as a fulcrum to control the vehicle to swing its tail toward the non-collision side. The method first controls the front wheels to turn toward the non-collision side so that the vehicle can steer and avoid as much as possible, thereby avoiding direct collision with the obstacle and increasing the risk of collision. On this basis, by using the front wheels as a fulcrum to control the vehicle to swing its tail toward the non-collision side, the vehicle slides sideways and drives the entire vehicle away from the collision area, thereby reducing the severity of the collision and reducing the impact on the occupants caused by the collision. At the same time, the occupants are also moved away from the collision position in the Y direction, minimizing the damage to the occupants. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0020] Figure 1 is a flow chart of a vehicle collision protection method in one embodiment of the present application; Figure 2 is a schematic diagram of a rotation process caused by a vehicle executing the vehicle collision protection method of the present application and colliding with an oncoming vehicle in one embodiment of the present application; Figure 3 is a schematic diagram of a vehicle occupant moving away from a collision area in the Y direction in one embodiment of the present application; Figure 4is a schematic diagram of the interaction force generated when the vehicle executes the vehicle collision protection method of the present application and collides with an oncoming vehicle in one embodiment of the present application; Figure 5 is a schematic diagram of a vehicle performing a compass tail swing motion in one embodiment of the present application; Figure 6 is a flow chart of a vehicle collision protection method in another embodiment of the present application; Figure 7 This is a schematic diagram of a scenario in which there is no risk of collision between the vehicle and the oncoming vehicle in one embodiment of the present application; Figure 8 is a schematic diagram of a scenario in which there is a risk of collision between the vehicle and the oncoming vehicle in one embodiment of the present application; Fig. 9 This is a functional module diagram of a vehicle collision protection device in one embodiment of the present application; Fig.10 It is a structural schematic diagram of an electronic device in one embodiment of the present application; Fig.11 It is a structural schematic diagram of a vehicle in one embodiment of the present application. DETAILED DESCRIPTION

[0021] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0022] Please refer to Figure 1 , Figure 1 1 is a flow chart of a vehicle collision protection method proposed in one embodiment of the present application. Figure 1 As shown, the method comprises the following steps: S101: When it is determined that there is a risk of collision between the vehicle and an obstacle, the front wheels are controlled to steer toward the non-collision side, and the vehicle is controlled to perform a tail swinging motion toward the non-collision side using the front wheels as a fulcrum.

[0023] In this embodiment, obstacles refer to objects that appear in front of the vehicle during driving and may collide head-on with the vehicle, including other vehicles, road construction fences, bridges, trees, telephone poles, walls and other moving or stationary objects.

[0024] The risk of collision between a vehicle and an obstacle refers to the situation where, under the current circumstances, the vehicle cannot avoid collision with the obstacle through conventional operations (such as steering, etc.), that is, the vehicle is bound to collide with the obstacle.

[0025] Please refer to Figure 2 , Figure 2 FIG. 1 is a schematic diagram of the rotation process caused by the vehicle executing the vehicle collision protection method of the present application and colliding with an oncoming vehicle in one embodiment of the present application. Figure 2 As shown in the figure, the vehicle on the left is the vehicle on the right and the oncoming vehicle on the right. Assume that the oncoming vehicle always keeps driving in a straight line and does not make any operation. When the vehicle collides with the oncoming vehicle while controlling the front wheels to turn to the non-collision side and using the front wheels as the fulcrum to control the vehicle to do a compass tail swinging motion to the non-collision side, the collision process can be roughly divided into two stages: In the first stage, the vehicle controls the front wheels to turn to the non-collision side. During the turning process, the front of the vehicle collides with the oncoming vehicle. In the second stage, the front wheels are used as the fulcrum to control the vehicle to do a compass tail swing movement to the non-collision side. Figure 2 As shown in the figure, the center of gravity and trajectory of the vehicle deflect toward the non-collision side. That is, during the collision, the vehicle will deflect with the collision point as the origin due to the initial velocity in the X direction (the longitudinal direction of the vehicle) and the acceleration in the Y direction (the lateral direction of the vehicle body).

[0026] According to the following formula, the angle of the vehicle's rotation is As time goes by, the Y displacement of the vehicle's center of gravity (i.e. Figure 2 In ) will also increase with the passage of time, eventually increasing the Y-direction distance between the vehicle occupants and the impact position, reducing the impact of the collision on the occupants and reducing the damage to the occupants.

[0027] Specifically, the vehicle's rotation angle Y displacement from the vehicle's center of gravity The relationship between them is shown in the following formula:

[0028] in, is the angular acceleration of the vehicle, The bending moment generated by the vehicle's compass tail swing motion, is the vehicle's moment of inertia in the Z direction, is the rotation angle of the vehicle, and , The execution time of the vehicle's steering movement, is the Y displacement of the vehicle's center of gravity, and L is the distance from the vehicle's center of gravity to the front wheel.

[0029] It can be seen that as time increases, the rotation angle of the vehicle Increase, thus causing the Y-direction displacement of the vehicle's center of gravity Increase, and ultimately, drive the occupants away from the collision position and reduce the collision damage.

[0030] For further information, please refer to Figure 3 , Figure 3 Schematic diagram of a vehicle occupant moving away from the collision area in the Y direction in one embodiment of the present application. Figure 3 As shown, the image on the left shows the situation where the vehicle collides head-on with the oncoming vehicle. At this time, the distance between the occupants of the two vehicles in the Y direction is The image on the right shows that after the vehicle executes the above vehicle collision protection method, a side collision occurs with an oncoming vehicle. At this time, the distance between the occupants of the two vehicles in the Y direction is , obviously Greater than That is, after adopting the vehicle collision protection method proposed in the present application, the occupant is further away from the collision position in the Y direction, and the impact area in front of the occupant changes from a quadrilateral to a triangle, and the space in front of the occupant and in the direction of movement is large and free of obstacles, avoiding the overlap between the occupant and the collision area, thereby reducing the damage caused to the occupant by the collision.

[0031] Specifically, the reason why the distance between the occupant and the collision position in the Y direction increases is due to the displacement in the Y direction caused by the compass tail swinging motion of the above-mentioned vehicle, and on the other hand, the displacement in the Y direction caused by the interaction force generated when the two vehicles collide. Figure 4 , Figure 4 It is a schematic diagram of the interaction force generated when the vehicle executes the vehicle collision protection method of the present application and collides with an oncoming vehicle in one embodiment of the present application.

[0032] like Figure 4 As shown, when the vehicle executes the vehicle collision protection method of the present application and collides with the oncoming vehicle, the oncoming vehicle generates an outward thrust F1 (opposite to the collision direction) on the vehicle, and the vehicle also generates an outward thrust F2 (opposite to the collision direction) on the oncoming vehicle. It is easy to understand that F1 and F2 are a pair of interaction forces. Taking the thrust F1 received by the vehicle as an example, the thrust F1 can be decomposed in the X direction and the Y direction, and under the action of the component force in the Y direction, the vehicle as a whole will move away from the collision area, thereby making the occupants further away from the collision area in the Y direction. In other words, the interaction force generated by the side collision of the two vehicles will also cause the two vehicles to move away from each other in the Y direction.

[0033] Compared with the prior art (which does not take any action when the vehicle is about to collide), the present application first controls the front wheels to steer toward the non-collision side, so that the vehicle can steer and avoid as much as possible, avoiding direct collision with obstacles and increasing the risk of collision. On this basis, by using the front wheels as a fulcrum, the vehicle is controlled to do a compass tail swinging motion toward the non-collision side, so that the vehicle slides sideways and drives the entire vehicle away from the collision area, thereby reducing the severity of the collision and reducing the impact on the occupants caused by the collision. At the same time, the occupants are also moved away from the collision position in the Y direction, minimizing the damage to the occupants.

[0034] Furthermore, the front wheels are controlled to turn toward the non-collision side at a maximum steering angle.

[0035] In this embodiment, the maximum steering angle refers to the maximum angle that the wheels can turn at the current vehicle speed. When it is determined that there is a risk of collision between the vehicle and an obstacle, by controlling the front wheels to steer toward the non-collision side at the maximum steering angle, the vehicle can steer to avoid the obstacle as much as possible, reduce the possibility of collision with the obstacle, and avoid increasing the risk of collision.

[0036] In addition, based on the present application, an energy-absorbing structure can be provided on the vehicle body to crush the energy generated by the energy-absorbing collision, thereby reducing the collision damage to the vehicle body and, at the same time, weakening the impact of the collision on the occupants, thereby further protecting the occupants.

[0037] Optionally, controlling the vehicle to swing toward the non-collision side includes: The first rear wheel is controlled to rotate toward the non-collision side, and the second rear wheel is controlled to rotate toward the collision side; wherein the first rear wheel refers to the rear wheel on the non-collision side, and the second rear wheel refers to the rear wheel on the collision side.

[0038] In this embodiment, after controlling the front wheels to turn toward the non-collision side at the maximum steering angle, the rear wheels on the non-collision side are controlled to rotate toward the non-collision side, and the rear wheels on the collision side are rotated toward the collision side, so that the two rear wheels of the vehicle are in an "outward eight shape" (outward eight shape for the vehicle itself), thereby generating a torque, so that the vehicle uses the front wheels as the fulcrum and makes a compass tail-swinging motion toward the non-collision side, thereby guiding the rear of the entire vehicle to produce a large degree of displacement, while driving the entire vehicle away from the collision area.

[0039] It is easy to understand that this embodiment can only be realized based on a vehicle with two rear wheels that can be steered independently. For example, a motor is provided on the front axle of the vehicle to control the steering of the front wheels, and two wheel-side motors are provided on the rear axle to control the steering of the left and right rear wheels respectively.

[0040] For details, please refer to Figure 5 , Figure 5 Schematic diagram of a vehicle performing a compass tail swing motion in one embodiment of the present application. Figure 5As shown, the vehicle below is your own vehicle, and the vehicle above is the oncoming vehicle. When it is determined that there is a risk of collision between your own vehicle and the oncoming vehicle, the left front wheel and the right front wheel of the vehicle are controlled to turn toward the non-collision side at the maximum steering angle, so that the movement trajectory of your own vehicle is changed from the original straight-ahead movement to a left turn, in order to avoid the oncoming vehicle as much as possible. Then, the left rear wheel is controlled to turn toward the non-collision side at a preset steering angle, and the right rear wheel is controlled to turn toward the collision side at a preset steering angle (at this time, the steering angle of the left rear wheel is the same as the steering direction of the left front wheel, and the steering angle of the right rear wheel is opposite to the steering direction of the left front wheel), that is, the two rear wheels are controlled to be in an "outward eight shape", so that the torque of the tail-swinging motion is generated by the reversal of the rear wheels, so that the rear of the vehicle rotates in the opposite direction, that is, Figure 5 The vehicle rotates clockwise with the front wheel as the fulcrum to move the entire vehicle away from the collision area and reduce damage to the occupants.

[0041] When the left and right rear wheels perform outward-toe turns, the preset steering angle can be dynamically set according to the vehicle speed, road friction coefficient and other working condition information to ensure that the vehicle does not roll over during the compass tail swinging movement, thereby avoiding more serious secondary injuries to the occupants. For example, the preset steering angle can be the maximum steering angle of the vehicle, at which time the steering direction and steering angle of the left rear wheel are the same as those of the left front wheel.

[0042] In the above embodiment, when controlling the front wheels to turn toward the non-collision side at the maximum steering angle, the angle of the rear wheels is not limited, and the preset steering angle when the two rear wheels are in an "outward eight shape" is not limited. Considering the actual situation, in a feasible implementation method, Figure 5 As shown, the front wheel and the two rear wheels can be directly controlled to turn toward the non-collision side at the maximum steering angle, that is, the vehicle can be controlled to do crab movement toward the non-collision side to avoid the opposite vehicle as much as possible in the lateral direction of the vehicle body, and at the moment of collision, the right rear wheel can be controlled to turn toward the collision side at the maximum steering angle, thereby generating a torque on the collision position, guiding the rear of the entire vehicle to produce a large degree of displacement, and at the same time driving the entire vehicle away from the opposite vehicle. This not only makes the operation more coherent, but also can avoid the opposite vehicle to the greatest extent and reduce collision damage.

[0043] Please refer to Figure 6 , Figure 6 FIG. 1 is a flow chart of a vehicle collision protection method proposed in another embodiment of the present application. Figure 6 As shown, the method comprises the following steps: S601: When a collision risk between the vehicle and a front obstacle is detected, a maximum steering angle is determined based on the vehicle speed and suspension parameters of the vehicle.

[0044] In this embodiment, during the driving of the vehicle, the surrounding environment of the vehicle can be detected through some corresponding detection mechanisms to detect obstacles in advance, especially oncoming vehicles in front or other types of obstacles, and preliminarily determine whether there is a risk of collision between the vehicle and the obstacle.

[0045] In a feasible implementation, the road surface can be scanned by a radar device to detect oncoming vehicles or obstacles in advance, and the longitudinal distance and lateral overlap between the vehicle and the obstacle can be calculated to predict whether there is overlap between the vehicle's driving path and the obstacle's movement path, and then preliminarily determine whether there is a risk of collision between the vehicle and the obstacle.

[0046] For example, please refer to Figure 7 and Figure 8 , Figure 7 is a schematic diagram of a scenario in which there is no risk of collision between the vehicle and the oncoming vehicle in one embodiment of the present application. Figure 8 Schematic diagram of a scenario in which the vehicle and the oncoming vehicle are at risk of collision in one embodiment of the present application. Figure 7 As shown in , the vehicle and the oncoming vehicle are driving in their own lanes. In this scenario, the driving paths of the two vehicles will not overlap, so it is considered that there is no collision risk between the vehicle and the oncoming vehicle. Figure 8 As shown, the vehicle and the oncoming vehicle overlap in the lateral direction of the vehicle body. If both vehicles continue to drive in the current state, the driving paths of the vehicle and the oncoming vehicle will overlap. Therefore, it is preliminarily believed that there is a risk of collision between the vehicle and the oncoming vehicle.

[0047] When it is preliminarily determined that the vehicle is at risk of colliding with an obstacle ahead, the vehicle's maximum steering angle is determined based on the vehicle speed and suspension parameters, so as to further determine whether the vehicle can avoid the obstacle ahead by turning in advance based on the maximum steering angle and other relevant information, thereby preventing the vehicle from colliding with the obstacle ahead.

[0048] Among them, vehicle speed is one of the important factors affecting the steering angle of the vehicle. When the vehicle speed increases, the centripetal force required for the vehicle to maintain stability also increases. The centripetal force is mainly provided by the friction of the ground, and the friction of the ground has an upper limit, which is determined by the friction coefficient between the ground and the tire and the weight of the vehicle. Therefore, at high speeds, if the steering angle is too large, it may lead to insufficient centripetal force, making it impossible for the vehicle to turn stably, and even skidding or losing control. Therefore, the faster the speed, the smaller the maximum steering angle of the vehicle to ensure stable driving of the vehicle.

[0049] The main function of the suspension is to transmit the force and torque between the wheel and the vehicle body, and absorb vibration to make the vehicle run more smoothly. When turning, the suspension system needs to withstand additional roll force and centrifugal force, so the suspension parameters have a direct impact on the steering angle of the vehicle. Specifically, the suspension parameters include suspension type, suspension stiffness and suspension travel. Compared with non-independent suspension, independent suspension allows each wheel to jump up and down independently, thereby reducing the mutual influence between the left and right wheels and making the vehicle more stable when turning. Suspension stiffness determines the degree of body roll when the vehicle turns. The greater the suspension stiffness, the smaller the body roll, allowing a larger steering angle. Suspension travel refers to the range of motion of the wheel from the static position to the extreme position. A larger suspension travel allows the wheel to move more up or down when turning, thereby increasing the ground clearance and passability of the vehicle, but because the increased range of wheel movement may change the steering center of the vehicle, it will affect the steering angle of the vehicle.

[0050] Therefore, by comprehensively considering various factors such as vehicle speed and vehicle suspension, the maximum steering angle that the vehicle can currently achieve can be effectively determined to ensure vehicle safety, avoid rollover accidents, and provide a data basis for subsequent avoidance decisions.

[0051] S602: Determine whether the vehicle meets the steering avoidance condition based on the maximum steering angle and the surrounding environment information.

[0052] In this embodiment, the surrounding environment information includes road information and traffic information around the vehicle, namely, environmental facility information, such as lane width and number, road surface flatness, pedestrians, traffic lights and signs, traffic lights, etc.

[0053] Determining whether the vehicle meets the steering avoidance conditions means: determining whether the environment in which the vehicle is located can support the vehicle to safely turn at the maximum steering angle. If it is determined based on the maximum steering angle and the surrounding environment information that the vehicle meets the steering avoidance conditions, it means that the environment in which the vehicle is located can support the vehicle to safely turn at the maximum steering angle. The vehicle can then avoid obstacles ahead by turning in advance, rather than rigidly stopping and waiting, which affects the passengers' experience of using the vehicle. If it is determined that the vehicle does not meet the steering avoidance conditions, it means that the environment in which the vehicle is located cannot support the vehicle to safely turn at the maximum steering angle. At this time, the vehicle is controlled to brake to prevent the vehicle from colliding with the obstacle ahead, or to reduce the severity of the collision.

[0054] Specifically, the judgment process mainly includes: S602-1: Determine an avoidance trajectory for the vehicle to perform steering avoidance according to the maximum steering angle.

[0055] In this embodiment, controlling the vehicle to turn according to the maximum steering angle means controlling all four wheels of the vehicle to turn toward the non-collision side at the maximum steering angle, that is, controlling the vehicle to crab-walk toward the non-collision side at the maximum steering angle, so as to avoid the oncoming vehicle as much as possible in the lateral direction of the vehicle body. At this time, the predicted avoidance trajectory of the vehicle in the future period of time is a straight line diagonally forward.

[0056] S602-2: Determine an avoidance safety area based on the avoidance trajectory.

[0057] In this embodiment, the avoidance safety area refers to: the area swept by a circular surface with the center of mass of the vehicle as the midpoint and a preset width as the radius when the vehicle moves along the avoidance trajectory. That is, the safe driving area formed by the avoidance trajectory as the midline and expanding to both sides with a preset width.

[0058] The preset width is at least one-half of the lateral width of the vehicle body to ensure that the vehicle will not scratch the obstacle to be avoided when crab-walking toward the non-collision side at the maximum steering angle, and will not collide with other obstacles on the non-collision side of the vehicle.

[0059] S602-3: When there is no obstacle in the avoidance safety area, determine that the vehicle meets the steering avoidance condition.

[0060] In this embodiment, by performing target detection on the avoidance safety area, it can be known whether there are obstacles in the avoidance safety area, so as to understand the environment in which the vehicle is located. If there are no obstacles in the avoidance safety area, it means that the area around the vehicle is relatively open, and the environment in which the vehicle is located can support the vehicle to crab-walk toward the non-collision side at the maximum steering angle. At this time, it is determined that the vehicle meets the steering avoidance conditions. On this basis, the vehicle can be controlled to turn in advance at the maximum steering angle, and then safely avoid oncoming vehicles or obstacles through crab-walking. If there are obstacles in the avoidance safety area, it means that there are obstacles around the vehicle, and the environment in which the vehicle is located is not sufficient to support the vehicle to crab-walk safely toward the non-collision side at the maximum steering angle. At this time, it is determined that the vehicle does not meet the steering avoidance conditions.

[0061] For example, an all-round camera installed on the vehicle body can be used to collect images of the surrounding environment including the avoidance safety zone, and then target detection can be performed on the avoidance safety zone through image detection to see whether there are other vehicles, walls, cliffs, and other objects in the avoidance safety zone required by the vehicle that may hinder the vehicle from performing crab maneuvers.

[0062] S603: If it is determined that the vehicle does not meet the steering avoidance condition, brake to stop the vehicle.

[0063] In this embodiment, when it is determined that the vehicle does not meet the steering avoidance condition, the vehicle is directly controlled to brake in advance and stop to prevent a collision with an oncoming vehicle, or to reduce the severity of the collision with the oncoming vehicle by braking in advance.

[0064] S604: When the vehicle meets the steering avoidance conditions, determine whether there is a risk of collision between the vehicle and the obstacle based on the vehicle condition information and the maximum steering angle.

[0065] In this embodiment, the vehicle meets the steering avoidance conditions, indicating that the vehicle's surrounding environment is relatively safe and allows the vehicle to perform certain steering avoidance operations. On this basis, it can be further determined whether there is a collision risk between the vehicle and the obstacle based on the vehicle condition information and the maximum steering angle. If there is no collision risk, that is, the collision can be avoided, crab steering avoidance measures are taken for safe avoidance. If there is a collision risk, that is, the vehicle and the obstacle are bound to collide, maximum angle steering plus compass tail swing measures are taken to reduce the collision damage as much as possible, so that corresponding measures can be taken according to different situations for effective response.

[0066] Optionally, the vehicle condition information includes vehicle speed, longitudinal distance between the vehicle and the obstacle, and lateral overlap distance. Figure 8 As shown, the longitudinal distance between the vehicle and the obstacle is L, and the lateral overlapping distance between the vehicle and the obstacle is H.

[0067] Specifically, the above step S604 includes the following sub-steps: S604-1: Determine the longitudinal collision duration of the vehicle based on the longitudinal distance and the maximum steering angle, and determine the lateral avoidance duration of the vehicle based on the lateral overlap distance and the maximum steering angle.

[0068] In this embodiment, the longitudinal collision time refers to the time required for the vehicle to collide with an oncoming vehicle when the vehicle is traveling in a straight line at the current speed, and the lateral avoidance time refers to the time required for the vehicle to turn at the maximum steering angle.

[0069] Specifically, the longitudinal collision duration of the vehicle can be calculated by the following formula: , the vehicle's lateral avoidance time :

[0070] in, Indicates the longitudinal collision duration of the vehicle, represents the lateral avoidance time of the vehicle, L represents the longitudinal distance between the vehicle and the obstacle, Indicates the current vehicle speed. It indicates the maximum angle of tire deflection at the current vehicle speed, that is, the maximum steering angle, and H indicates the lateral overlap distance between the vehicle and the obstacle.

[0071] S604-2: Determine an obstacle avoidance steering angle based on the longitudinal distance and the lateral overlap distance.

[0072] In this embodiment, the obstacle avoidance steering angle refers to the minimum steering angle required for the vehicle to avoid collision with an obstacle. Figure 8 As shown, the obstacle avoidance steering angle can be calculated as follows:

[0073] in, represents the obstacle avoidance steering angle, H represents the lateral overlap distance between the vehicle and the obstacle, and L represents the longitudinal distance between the vehicle and the obstacle.

[0074] S604-3: Determine whether there is a risk of collision between the vehicle and the obstacle based on the longitudinal collision duration, lateral avoidance duration, obstacle avoidance steering angle and maximum steering angle.

[0075] Specifically, when the maximum steering angle is greater than the obstacle avoidance steering angle and the longitudinal collision duration is greater than the lateral avoidance duration, it is determined that there is no collision risk between the vehicle and the obstacle.

[0076] In this embodiment, by comparing the maximum steering angle with the obstacle avoidance steering angle, and comparing the longitudinal collision time with the lateral avoidance time, it is determined whether there is a collision risk between the vehicle and the obstacle.

[0077] Specifically, if and , that is, the maximum steering angle that the vehicle can perform under the current circumstances Greater than the minimum steering angle required for the vehicle to avoid colliding with an obstacle , and the longitudinal collision duration Greater than the lateral avoidance time , indicating that the vehicle can complete the avoidance operation by turning at the maximum steering angle before the collision. In other words, the vehicle can avoid the oncoming vehicle by turning in advance. At this time, it is determined that there is no risk of collision between the vehicle and the obstacle.

[0078] When the maximum steering angle is less than or equal to the obstacle avoidance steering angle, or when the longitudinal collision duration is less than or equal to the lateral avoidance duration, it is determined that there is a risk of collision between the vehicle and the obstacle.

[0079] In this embodiment, if , that is, the maximum steering angle that the vehicle can perform under the current circumstances The minimum steering angle required for the vehicle to avoid a collision with an obstacle is not achieved , indicating that the vehicle cannot completely avoid the oncoming vehicle by turning, and it is determined that there is a risk of collision between the vehicle and the obstacle. Or, if , i.e. the longitudinal collision duration Longer than lateral avoidance If it is shorter, it means that the vehicle will collide with the oncoming vehicle before completing the maximum turning angle. At this time, it is determined that there is a risk of collision between the vehicle and the obstacle.

[0080] S605: When it is determined that there is no risk of collision between the vehicle and the obstacle, the front wheels and the rear wheels of the vehicle are controlled to turn toward the non-collision side at a maximum steering angle.

[0081] In this embodiment, after determining that there is no risk of collision between the vehicle and the obstacle, the front and rear wheels of the vehicle are controlled to turn toward the non-collision side at the maximum steering angle, that is, the vehicle is controlled to turn toward the non-collision side at the maximum steering angle to perform crab-like movements, so that the vehicle can avoid the oncoming vehicle in the lateral direction to the greatest extent and achieve safe avoidance.

[0082] S606: When it is determined that there is a risk of collision between the vehicle and the obstacle, the front wheels are controlled to steer toward the non-collision side at a maximum steering angle, and the vehicle is controlled to perform a tail swinging motion toward the non-collision side using the front wheels as a fulcrum.

[0083] Please refer to the above embodiment for details of this step, and this application will not go into details here.

[0084] The present application detects the surrounding environment of the vehicle to determine whether the surrounding environment can support the vehicle to perform safe steering avoidance, and when the surrounding environment is safe, takes corresponding measures by determining whether the vehicle and the obstacle are bound to collide, so that in the case of non-necessary collision, the vehicle is controlled to turn to the non-collision side at the maximum steering angle to perform crab movement, so that the vehicle can avoid the oncoming vehicle to the greatest extent in the lateral direction and achieve safe avoidance. Alternatively, in the case of inevitable collision, the front wheels are controlled to turn to the non-collision side at the maximum steering angle, and the front wheels are used as the fulcrum to control the vehicle to perform compass tail swinging movement to the non-collision side, so that the vehicle slides sideways and drives the entire vehicle away from the collision area, thereby reducing the severity of the collision and reducing the impact on the occupants caused by the collision. At the same time, the occupants are also moved away from the collision position in the Y direction, minimizing the damage to the occupants.

[0085] Please refer to Fig. 9 Based on the same inventive concept, the second aspect of the embodiment of the present application provides a vehicle collision protection device, the vehicle collision protection device 900 includes: The collision protection module 901 is used to control the front wheels to steer toward the non-collision side when it is determined that there is a risk of collision between the vehicle and an obstacle, and to control the vehicle to swing its tail toward the non-collision side with the front wheels as a fulcrum.

[0086] Optionally, the collision protection module 901 includes: The front wheel control submodule is used to control the front wheels to steer toward the non-collision side at a maximum steering angle.

[0087] Optionally, the collision protection module 901 includes: The rear wheel control submodule is used to control the first rear wheel to rotate toward the non-collision side and the second rear wheel to rotate toward the collision side; wherein the first rear wheel refers to the rear wheel on the non-collision side and the second rear wheel refers to the rear wheel on the collision side.

[0088] Optionally, the device further comprises: The collision risk judgment module is used to determine whether there is a risk of collision between the vehicle and an obstacle based on vehicle condition information and a maximum steering angle when the vehicle meets the steering avoidance conditions.

[0089] Optionally, the vehicle condition information includes vehicle speed, longitudinal distance between the vehicle and the obstacle, and lateral overlap distance; and the collision risk judgment module includes: A time estimation submodule, for determining a longitudinal collision duration of the vehicle based on the longitudinal distance and the maximum steering angle, and for determining a lateral avoidance duration of the vehicle based on the lateral overlap distance and the maximum steering angle; An obstacle avoidance steering angle determination submodule, used to determine the obstacle avoidance steering angle based on the longitudinal distance and the lateral overlap distance; The collision judgment submodule is used to determine whether there is a risk of collision between the vehicle and the obstacle based on the longitudinal collision duration, the lateral avoidance duration, the obstacle avoidance steering angle and the maximum steering angle.

[0090] Optionally, the collision judgment submodule is specifically used for: When the maximum steering angle is greater than the obstacle avoidance steering angle and the longitudinal collision duration is greater than the lateral avoidance duration, it is determined that there is no collision risk between the vehicle and the obstacle; when the maximum steering angle is less than or equal to the obstacle avoidance steering angle, or when the longitudinal collision duration is less than or equal to the lateral avoidance time, it is determined that there is a collision risk between the vehicle and the obstacle.

[0091] Optionally, the device further comprises: The crab avoidance module is used to control the front and rear wheels of the vehicle to turn toward the non-collision side at a maximum steering angle when it is determined that there is no risk of collision between the vehicle and the obstacle.

[0092] Optionally, the device further comprises: A trajectory prediction module, used to determine the avoidance trajectory of the vehicle for steering avoidance according to the maximum steering angle; A safety area determination module, used to determine an avoidance safety area based on an avoidance trajectory; The environmental safety judgment module is used to determine whether the vehicle meets the steering avoidance conditions when there are no obstacles in the avoidance safety area.

[0093] Optionally, the device further comprises: The braking module is used to determine that the vehicle does not meet the steering avoidance conditions and brake to stop the vehicle when there are obstacles in the avoidance safety area.

[0094] Optionally, the device further comprises: The maximum steering angle determination module is used to determine the maximum steering angle based on the vehicle speed and the suspension parameters of the vehicle.

[0095] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0096] In the third aspect, based on the same inventive concept, an embodiment of the present application provides a readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the vehicle collision protection method proposed in the first aspect of the present application is implemented.

[0097] It should be noted that the specific implementation of the storage medium of the embodiment of the present application refers to the specific implementation of the vehicle collision protection method proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0098] In the fourth aspect, based on the same inventive concept, refer to Fig.10 An embodiment of the present application provides an electronic device, including a processor 101, a communication interface 102, a memory 103 and a communication bus 104, wherein the processor 101, the communication interface 102, and the memory 103 communicate with each other through the communication bus 104.

[0099] The memory 103 is used to store computer programs.

[0100] When the processor 101 is used to execute the program stored in the memory 103, the vehicle collision protection method proposed in the first aspect of the present application is implemented.

[0101] It should be noted that the specific implementation of the electronic device in the embodiment of the present application refers to the specific implementation of the vehicle collision protection method proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0102] In the fifth aspect, based on the same inventive concept, refer to Fig.11 An embodiment of the present application provides a vehicle 110, including a processor 111 and a memory 112; the memory 112 stores machine executable instructions that can be executed by the processor 111, and the processor 111 is used to execute the machine executable instructions to implement the vehicle collision protection method proposed in the first aspect of the present application.

[0103] It should be noted that the specific implementation of the vehicle 110 in the embodiment of the present application refers to the specific implementation of the vehicle collision protection method proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0104] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0105] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, devices, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0106] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0107] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0108] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 A process or multiple processes and / or boxes Figure 1A step that specifies a function in one or more boxes.

[0109] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present application.

[0110] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0111] The above is a detailed introduction to a vehicle collision protection method, device, medium, equipment and vehicle provided by the present application. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea; at the same time, for general technical personnel in this field, according to the idea of ​​the present application, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A vehicle collision protection method, characterized in that: The method comprises: When it is determined that there is a risk of collision between the vehicle and the obstacle, the front wheels are controlled to steer toward the non-collision side, and the vehicle is controlled to perform a tail swinging motion toward the non-collision side with the front wheels as a fulcrum.

2. The method according to claim 1, characterized in that: Control the front wheels to steer toward the non-collision side, including: Control the front wheels to steer toward the non-collision side at the maximum steering angle.

3. The method according to claim 1, characterized in that Controlling the vehicle to swing toward the non-collision side includes: The first rear wheel is controlled to rotate toward the non-collision side, and the second rear wheel is controlled to rotate toward the collision side; wherein the first rear wheel refers to the rear wheel on the non-collision side, and the second rear wheel refers to the rear wheel on the collision side.

4. The method according to claim 2, characterized in that: The method further comprises: When the vehicle meets the steering avoidance condition, it is determined whether there is a collision risk between the vehicle and the obstacle based on the vehicle condition information and the maximum steering angle.

5. The method according to claim 4, characterized in that The vehicle condition information includes vehicle speed, longitudinal distance and lateral overlap distance between the vehicle and the obstacle; Determining whether there is a collision risk between the vehicle and the obstacle based on the vehicle condition information and the maximum steering angle includes: Determining a longitudinal collision duration of the vehicle based on the longitudinal distance and the maximum steering angle, and determining a lateral avoidance duration of the vehicle based on the lateral overlap distance and the maximum steering angle; determining an obstacle avoidance steering angle based on the longitudinal distance and the lateral overlap distance; Based on the longitudinal collision duration, the lateral avoidance duration, the obstacle avoidance steering angle and the maximum steering angle, it is determined whether there is a collision risk between the vehicle and the obstacle.

6. The method according to claim 5, characterized in that Determining whether there is a collision risk between the vehicle and the obstacle based on the longitudinal collision duration, the lateral avoidance duration, the obstacle avoidance steering angle, and the maximum steering angle includes: When the maximum steering angle is greater than the obstacle avoidance steering angle and the longitudinal collision duration is greater than the lateral avoidance duration, determining that there is no collision risk between the vehicle and the obstacle; When the maximum steering angle is less than or equal to the obstacle avoidance steering angle, or when the longitudinal collision duration is less than or equal to the lateral avoidance duration, it is determined that there is a collision risk between the vehicle and the obstacle.

7. The method according to claim 6, characterized in that The method further comprises: When it is determined that there is no collision risk between the vehicle and the obstacle, the front wheels and the rear wheels of the vehicle are controlled to turn toward the non-collision side at the maximum steering angle.

8. The method according to claim 4, characterized in that The method further comprises: determining an avoidance trajectory of the vehicle for steering avoidance according to the maximum steering angle; Based on the avoidance trajectory, determining an avoidance safety area; When there is no obstacle in the avoidance safety area, it is determined that the vehicle meets the steering avoidance condition.

9. The method according to claim 8, characterized in that The method further comprises: When there is an obstacle in the avoidance safety area, it is determined that the vehicle does not meet the steering avoidance condition, and the vehicle is braked to stop.

10. The method according to claim 2, characterized in that The method further comprises: The maximum steering angle is determined based on a vehicle speed and suspension parameters of the vehicle.

11. A vehicle collision protection device, characterized in that: The device comprises: The collision protection module is used to control the front wheels to steer toward the non-collision side when it is determined that there is a risk of collision between the vehicle and the obstacle, and to control the vehicle to swing its tail toward the non-collision side with the front wheels as the fulcrum.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle collision protection method according to any one of claims 1 to 10 is implemented.

13. An electronic device, characterized in that: include: A processor, a communication interface, a memory and a communication bus; wherein the processor, the communication interface and the memory communicate with each other via the communication bus; Memory, used to store computer programs; The processor is used to implement the steps in the vehicle collision protection method as described in any one of claims 1 to 10 when executing the program stored in the memory.

14. A vehicle, characterized in that: It comprises a processor and a memory; the memory stores machine executable instructions that can be executed by the processor, and the processor is used to execute the machine executable instructions to implement the vehicle collision protection method as described in any one of claims 1 to 10.

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