Vehicle control method and device, electronic device, vehicle and storage medium

Abstract

The invention discloses a vehicle control method and device, an electronic device, a vehicle and a computer readable storage medium, and the method comprises the steps: obtaining the driving environment information of a preset vehicle direction, and determining the relative driving state information of the vehicle relative to a target obstacle according to the driving environment information, and controlling the vehicle airbag according to the relative driving state information. Therefore, the vehicle airbag control can be realized based on the vehicle sonic sensor and the vehicle acceleration sensor, the realization cost of the vehicle airbag control is reduced, and the condition before the vehicle collides with the target obstacle can be sensed through the vehicle sonic sensor, so that the ignition judgment of the vehicle airbag has predictability; timely ignition of the vehicle air bag can be guaranteed to a certain extent, and then the anti-collision protection effect of the vehicle air bag on a user in a cabin can be guaranteed.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, a control device, an electronic device, a vehicle, and a computer-readable storage medium. Background Art

[0002] In the related art, the airbag controller can detect whether the vehicle body collides with an obstacle through the collision sensor on the vehicle body, and after detecting the collision between the vehicle body and the obstacle, enter the logic judgment of airbag ignition, so as to ignite and pop out the airbag at the right time, thereby providing anti-collision protection for the users in the cabin. However, since the collision sensor can only start working after the collision between the vehicle body and the obstacle occurs, the logic judgment of airbag ignition lags behind the collision, which reduces the anti-collision protection effect of the airbag for the users in the cabin to a certain extent. Summary of the invention

[0003] The present application provides a vehicle control method, a control device, an electronic device, a vehicle, and a computer-readable storage medium.

[0004] The present application provides a vehicle control method, including:

[0005] Acquiring driving environment information of a preset vehicle direction, wherein the driving environment information includes first driving environment information and second driving environment information, the first driving environment information is determined by a vehicle acoustic wave sensor, and the second driving environment information is determined by a vehicle acceleration sensor;

[0006] Determining relative driving state information of the vehicle relative to a target obstacle according to the driving environment information, wherein the target obstacle is located in the preset vehicle direction;

[0007] The vehicle airbag is controlled according to the relative driving state information.

[0008] Thus, in the embodiment of the present application, the driving environment information of the preset vehicle direction can be determined by the vehicle acoustic wave sensor and the vehicle acceleration sensor, and the relative driving state information of the vehicle relative to the target obstacle in the preset vehicle direction can be determined by the driving environment information, and the vehicle airbag can be controlled according to the relative driving state information, so that the vehicle airbag control can be realized based on the vehicle acoustic wave sensor and the vehicle acceleration sensor, thereby reducing the realization cost of the vehicle airbag control. In addition, the vehicle acoustic wave sensor can sense the situation before the collision between the vehicle and the target obstacle, so the ignition judgment of the vehicle airbag has predictability, which can ensure the timely ignition of the vehicle airbag to a certain extent, and further ensure the anti-collision protection effect of the vehicle airbag for the user in the cabin.

[0009] In certain embodiments of the present application, the first driving environment information includes sound wave propagation time, and the second driving environment information includes vehicle acceleration.

[0010] In some embodiments of the present application, the vehicle acceleration sensor includes a plurality of acceleration sensors, and the method further includes:

[0011] The vehicle acceleration is determined according to the average value of the acceleration collected by each of the vehicle acoustic wave sensors.

[0012] Thus, in the embodiment of the present application, the vehicle acceleration can be determined by the average of multiple accelerations collected by multiple vehicle acceleration sensors, and the accuracy and reliability of the vehicle acceleration can be guaranteed.

[0013] In certain embodiments of the present application, the relative driving state information includes the relative distance and relative speed of the vehicle relative to the target obstacle, and the driving distance of the vehicle when it is stationary relative to the target obstacle. The determining, based on the driving environment information, the relative driving state information of the vehicle relative to the target obstacle includes:

[0014] Determine the relative speed and the relative distance of the vehicle to the target obstacle according to the sound wave propagation time and the sound wave propagation speed;

[0015] determining an estimate of the time when the vehicle is stationary relative to the target obstacle based on the relative speed and the vehicle acceleration;

[0016] The travel distance is determined based on the time estimate, the relative speed, and the vehicle acceleration.

[0017] Thus, in the implementation mode of the present application, the relative speed and relative distance of the vehicle relative to the target obstacle can be determined based on the sound wave propagation time and propagation speed, and the time estimate when the vehicle is stationary relative to the target obstacle can be determined based on the relative speed and vehicle acceleration, and the driving distance can be determined based on the time estimate, relative speed and vehicle acceleration, so that the control of the vehicle airbag can be supported by the relative speed, relative distance and driving distance, and thus the control of the vehicle airbag can be carried out reliably.

[0018] In certain embodiments of the present application, determining the relative speed and the relative distance of the vehicle relative to the target obstacle according to the sound wave propagation time and the sound wave propagation speed includes:

[0019] Determine the relative distance according to the sound wave propagation speed and the sound wave propagation time obtained at the current moment;

[0020] The relative speed is determined according to a reference relative distance, the relative distance, the current moment and a previous moment, wherein the reference relative distance is determined by the propagation speed and the propagation time obtained at a previous moment.

[0021] Thus, in the implementation mode of the present application, the relative distance can be determined based on the propagation speed and the propagation time obtained at the current moment, and the relative distance obtained at the current moment can be determined based on the relative distance, the current moment, the previous moment, and the reference relative distance determined by the sound wave propagation speed and the propagation time obtained at the previous moment.

[0022] In certain embodiments of the present application, controlling the vehicle airbag according to the relative driving state information includes:

[0023] When the driving distance is greater than the relative distance and the relative distance is less than a preset target distance, determining an acceleration threshold value according to the relative speed;

[0024] When the collision acceleration satisfies the acceleration threshold, the vehicle airbag is controlled to be ignited, wherein the collision acceleration is determined by the vehicle acceleration sensor when the vehicle collides with the target obstacle.

[0025] Thus, in the embodiment of the present application, when the driving distance is greater than the relative distance and the relative distance is less than the preset target distance, the acceleration threshold can be determined according to the relative speed, and when the collision acceleration meets the acceleration threshold, the vehicle airbag ignition can be controlled, so that the airbag ignition can depend on the driving distance before the collision occurs, thereby realizing predictive airbag ignition control to a certain extent.

[0026] In certain embodiments of the present application, when the driving distance is greater than the relative distance and the relative distance is less than a preset target distance, determining the acceleration threshold according to the relative speed includes:

[0027] When the travel distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is less than a first speed threshold, determining the acceleration threshold as a first threshold; and / or

[0028] When the travel distance is greater than the relative distance, the relative distance is less than the target distance, the relative speed is greater than or equal to the first speed threshold, and the relative speed is less than the second speed threshold, the acceleration threshold is determined as the second threshold, wherein the first threshold is higher than the second threshold; and / or

[0029] When the driving distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is greater than or equal to the second speed threshold, the acceleration threshold is determined as a third threshold, wherein the second threshold is higher than the third threshold.

[0030] Thus, in an embodiment of the present application, the acceleration threshold may be determined as the first threshold when the driving distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is less than the first speed threshold, and / or the acceleration threshold may be determined as the second threshold when the driving distance is greater than the relative distance, the relative distance is less than the target distance, the relative speed is greater than or equal to the first speed threshold, and the relative speed is less than the second speed threshold, and / or the acceleration threshold may be determined as the third threshold when the driving distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is greater than or equal to the second speed threshold.

[0031] In certain embodiments of the present application, the method further comprises:

[0032] When the driving distance is less than or equal to the relative distance, and the relative distance is greater than or equal to the target distance, prompt information is fed back to the target object.

[0033] In this way, in the implementation mode of the present application, when the driving distance of the vehicle when it is stationary relative to the target obstacle is less than or equal to the relative distance of the vehicle relative to the target obstacle, and the relative distance of the vehicle relative to the target obstacle is greater than or equal to the target distance, prompt information can be fed back to the target object such as the driver to ensure the safety of the users in the vehicle to a certain extent.

[0034] In certain embodiments of the present application, the method further comprises:

[0035] When the driving distance is greater than the relative distance and the relative distance is less than the target distance, cockpit safety components are controlled to enter a target state, wherein the cockpit safety components include seat belts and / or vehicle doors.

[0036] Thus, in the implementation mode of the present application, when the driving distance of the vehicle when stationary relative to the target obstacle is greater than the relative distance of the vehicle relative to the target obstacle, and the relative distance of the vehicle relative to the target obstacle is less than the target distance, cabin safety components such as seat belts and doors can be controlled to enter the target state, so as to ensure the safety of the users in the vehicle to a certain extent.

[0037] The present application provides a control device, including:

[0038] A transceiver unit configured to obtain driving environment information of a preset vehicle direction, wherein the driving environment information includes first driving environment information and second driving environment information, the first driving environment information is determined by a vehicle acoustic wave sensor, and the second driving environment information is determined by a vehicle acceleration sensor;

[0039] The processing unit is configured to determine the relative driving state information of the vehicle relative to the target obstacle according to the driving environment information, and control the state of the vehicle airbag according to the relative driving state information, and the target obstacle is located in the preset vehicle direction.

[0040] An embodiment of the present application provides an electronic device, including a memory and a processor, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the above-mentioned vehicle control method is implemented.

[0041] An embodiment of the present application provides a vehicle, comprising the above-mentioned control device or the above-mentioned electronic device.

[0042] An embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program. When the computer program is executed by one or more processors, the above-mentioned vehicle control method is implemented.

[0043] The control device, electronic device, vehicle and computer-readable storage medium provided by the embodiments of the present application can determine the driving environment information of the preset vehicle direction through the vehicle acoustic wave sensor and the vehicle acceleration sensor, and determine the relative driving state information of the vehicle relative to the target obstacle of the preset vehicle direction through the driving environment information, and control the vehicle airbag according to the relative driving state information, so that the vehicle airbag control can be implemented based on the vehicle acoustic wave sensor and the vehicle acceleration sensor, thereby reducing the implementation cost of the vehicle airbag control. In addition, the vehicle acoustic wave sensor can sense the situation before the vehicle collides with the target obstacle, so the ignition judgment of the vehicle airbag has predictability, which can ensure the timely ignition of the vehicle airbag to a certain extent, and further ensure the anti-collision protection effect of the vehicle airbag for the user in the cabin.

[0044] Additional aspects and advantages of the embodiments of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the embodiments of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0046] Figure 1 A schematic diagram of an airbag ignition strategy

[0047] Figure 2 A schematic flow chart of a vehicle control method in certain embodiments of the present application;

[0048] Figure 3 A schematic diagram of application scenarios in certain embodiments of the present application;

[0049] Figure 4 A schematic diagram of application scenarios in certain embodiments of the present application;

[0050] Figure 5 A schematic flow chart of a vehicle control method in certain embodiments of the present application;

[0051] Figure 6 A schematic flow chart of a vehicle control method in certain embodiments of the present application;

[0052] Figure 7 A schematic flow chart of a vehicle control method in certain embodiments of the present application;

[0053] Figure 8 A schematic flow chart of a vehicle control method in certain embodiments of the present application;

[0054] Fig. 9 A schematic flow chart of a vehicle control method in certain embodiments of the present application;

[0055] Fig.10 It is a flowchart of a vehicle control method in certain embodiments of the present application. DETAILED DESCRIPTION

[0056] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals represent the same or similar elements or elements having the same or similar functions from beginning to end. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the embodiments of the present application, and cannot be understood as limiting the embodiments of the present application.

[0057] In related technologies, SRSECU (Supplemental Restraint System Electronic Control Unit) refers to a control component composed of a bus-type peripheral acceleration sensor, a door pressure sensor, a multi-axis gyroscope, a main control MCU (Microcontroller Unit) and an algorithm built into the main control MCU, which can sense the vehicle's driving status, predict collision damage and perform corresponding actions.

[0058] Furthermore, the main challenges for SRSECU are: in the event of a serious collision, the airbag controller can ignite in time to ensure the airbag's anti-collision protection effect on passengers in the cabin, and in the event of a minor collision or no collision, ignition can be abandoned to avoid harm to the occupants.

[0059] It is understandable that the collision conditions during vehicle driving are more complicated and difficult to restore one by one through experiments, and the passive safety system that relies solely on acceleration sensors is unable to adapt to the complex types of collision ignition requirements. Therefore, most manufacturers have introduced methods such as multi-sensor fusion judgment and predictive judgment based on active and passive safety systems to improve the ignition accuracy of SRSECU and reduce the risk of malfunction of airbag control strategies.

[0060] For example, see Figure 1 , Figure 1 is a schematic diagram of an airbag ignition strategy. Figure 1 As shown in Figure 1, a related technology is to implement an airbag system based on ADAS (Advanced Driving Assistance System) and IVI (In-Vehicle Infotainment) with active safety data as the driving force, which has the advantages of intelligent identification, rapid response, and multi-level insurance. However, it is understandable that ADAS and IVI introduce high costs and require the installation of a wide variety of complex sensor arrays (such as Figure 1 The camera array, sensor array, distance sensor, speed sensor in the vehicle make it difficult to popularize it on most vehicle models.

[0061] Moreover, compared with the traditional passive safety control safety system, when passive safety is introduced through the ADAS visual system model, in order to achieve a predictive ignition strategy, it will determine whether the ignition prediction data matches the collision mode data in the collision mode database, that is, the data processing unit will compare whether the sensor acquisition data matches the collision mode data in the collision mode database. If they match, the airbag ignition control instruction is generated.

[0062] It is understandable that although Figure 1 The strategy shown can predict the occurrence of a collision, but it is difficult to identify the damage to the vehicle and occupants of a collision accident based on the predicted ignition. If the obstacle identified by the ADAS system is light and has a low density, it is difficult for the collision accident to cause effective damage to the vehicle and its members. In this case, pre-ignition may cause the airbag to cause damage to the occupants and is not conducive to maintenance economy.

[0063] In another related technology, SRSECU is based on an elastic wave sensor combined with an acceleration sensor. It determines the vibration and acceleration generated by the vehicle during a collision by fusing elastic waves with acceleration. It also identifies whether the vehicle has reached the acceleration conditions required for ignition during the process of generating deformation vibration through vibration and acceleration, thereby avoiding the occurrence of mis-ignition.

[0064] However, it is understandable that this method of determining ignition by combining an elastic wave sensor with an acceleration sensor lacks predictive recognition, or in other words, this method can only begin the ignition determination process when a collision occurs and elastic waves are generated. Therefore, the entire process lags behind the collision and is difficult to meet the high requirements for airbag deployment time.

[0065] Based on the above problems you may encounter, please refer to Figure 2 , the embodiment of the present application provides a vehicle control method, comprising:

[0066] 01: Acquire driving environment information of a preset vehicle direction, wherein the driving environment information includes first driving environment information and second driving environment information, the first driving environment information is determined by a vehicle acoustic wave sensor, and the second driving environment information is determined by a vehicle acceleration sensor;

[0067] 02: Determine the relative driving state information of the vehicle relative to the target obstacle according to the driving environment information, wherein the target obstacle is located in a preset vehicle direction;

[0068] 03: Control vehicle airbags based on relative driving status information.

[0069] The embodiment of the present application provides a control device. The control method of the vehicle of the embodiment of the present application can be implemented by the control device of the embodiment of the present application. Specifically, the control device includes a transceiver unit and a processing unit. Among them, the transceiver unit is configured to obtain driving environment information of a preset vehicle direction, and the driving environment information includes first driving environment information and second driving environment information. The first driving environment information is determined by a vehicle acoustic wave sensor, and the second driving environment information is determined by a vehicle acceleration sensor. The processing unit is configured to determine the relative driving state information of the vehicle relative to the target obstacle according to the driving environment information, and control the vehicle airbag according to the relative driving state information, and the target obstacle is located in the preset vehicle direction.

[0070] The embodiment of the present application also provides an electronic device, which includes a memory and a processor. The control determination method of the vehicle of the embodiment of the present application can be implemented by the electronic device of the embodiment of the present application. Specifically, a computer program is stored in the memory, and the processor is used to obtain driving environment information of a preset vehicle direction, and to determine the relative driving state information of the vehicle relative to the target obstacle based on the driving environment information, and to control the vehicle airbag based on the relative driving state information, the driving environment information includes first driving environment information and second driving environment information, the first driving environment information is determined by a vehicle acoustic wave sensor, and the second driving environment information is determined by a vehicle acceleration sensor, and the target obstacle is located in the preset vehicle direction.

[0071] Specifically, in an embodiment of the present application, a vehicle (or a control device in a vehicle, or an electronic device in a vehicle) can obtain first driving environment information of a preset vehicle direction through a vehicle acoustic wave sensor, and obtain second driving environment information of a preset vehicle direction through a vehicle acceleration sensor, and determine relative driving state information of the vehicle relative to a target obstacle in the preset vehicle direction based on the first driving environment information and the second driving environment information, and control the vehicle airbag based on the relative driving state information.

[0072] For example, the vehicle can detect whether there is an obstacle in front of the vehicle and the distance of the obstacle in front of the vehicle relative to the vehicle at a preset time interval through the vehicle acoustic wave sensor. Then, when the presence of an obstacle in front of the vehicle and the distance of the obstacle in front of the vehicle at multiple consecutive moments are detected, the speed of the vehicle when colliding with the obstacle is estimated through the distances detected at multiple consecutive moments to estimate whether the collision accident is serious.

[0073] If the estimated speed of the vehicle when it collides with the obstacle is high (such as greater than or equal to 15km / h), it means that the collision accident is more serious. Therefore, based on the data collected by the vehicle acceleration sensor, it is determined that the vehicle airbag ignition operation is performed when the vehicle collides with the obstacle.

[0074] Correspondingly, if the estimated speed of the vehicle when colliding with the obstacle is low (such as less than 15km / h), it means that the collision accident is relatively minor. Therefore, when the data collected by the vehicle acceleration sensor determines that the vehicle has collided with the obstacle, and the acceleration collected by the vehicle acceleration sensor is also low (such as less than 40g, g is the acceleration of gravity), the ignition operation of the vehicle airbag is abandoned. If the acceleration collected by the vehicle acceleration sensor is high (such as greater than or equal to 40g), the ignition operation of the vehicle airbag is executed.

[0075] Thus, in the embodiment of the present application, the driving environment information of the preset vehicle direction can be determined by the vehicle acoustic wave sensor and the vehicle acceleration sensor, and the relative driving state information of the vehicle relative to the target obstacle in the preset vehicle direction can be determined by the driving environment information, and the vehicle airbag can be controlled according to the relative driving state information, so that the vehicle airbag control can be realized based on the vehicle acoustic wave sensor and the vehicle acceleration sensor, thereby reducing the realization cost of the vehicle airbag control. In addition, the vehicle acoustic wave sensor can sense the situation before the collision between the vehicle and the target obstacle, so the ignition judgment of the vehicle airbag has predictability, which can ensure the timely ignition of the vehicle airbag to a certain extent, and further ensure the anti-collision protection effect of the vehicle airbag for the user in the cabin.

[0076] In one example, the preset vehicle direction is directly in front of the vehicle.

[0077] In one example, the vehicle acoustic wave sensor is an ultrasonic sensor.

[0078] In one example, the vehicle acceleration sensor is a unidirectional collision sensor.

[0079] In one example, the first driving environment information includes the sound wave propagation time, and the second driving environment information includes the vehicle acceleration. Specifically, the ultrasonic sensor transmits a sound wave in a preset vehicle direction at time T1, and the sound wave is reflected by the target obstacle, so that the ultrasonic sensor receives the reflected sound wave at time T2. The sound wave propagation time can be understood as the difference between T1 and T2 |T2-T1|.

[0080] It is understandable that in the implementation of the present application, the number of vehicle acoustic wave sensors, the installation positions on the vehicle body, and the number of vehicle acceleration sensors, the installation positions on the vehicle body can be set according to actual conditions. Figure 3 , Figure 3 Schematic diagram of application scenarios in certain embodiments of the present application. Figure 3 As shown, two vehicle acoustic wave sensors 101 are symmetrically distributed on the front grille of the vehicle, and two vehicle acceleration sensors 102 are arranged at the left front and right front longitudinal beams of the vehicle. In addition, a vehicle acceleration sensor (not shown) is also arranged at the central dual axis of the vehicle.

[0081] In such Figure 3 In the example shown, the vehicle sound wave sensor 102 collects reflected waves (propagation distance is 10 meters) to generate first driving environment information.

[0082] In such Figure 3In one example shown, two vehicle acceleration sensors 102 with an accuracy of 2LSB / g are arranged at the left and right front longitudinal beams of the vehicle, arranged in a longitudinal direction, and the acquisition frequency is 2khz. The vehicle acceleration sensor at the central dual axis is arranged at an angle of 45°, with an accuracy of 16LSB / g.

[0083] In addition, it can also be understood that in the implementation of the present application, the communication method between the vehicle acoustic wave sensor, the vehicle acceleration sensor and the SRSECU can also be set according to actual conditions. For example, in one example, please refer to Figure 4 , Figure 4 Schematic diagram of application scenarios in certain embodiments of the present application. Figure 4 As shown, the vehicle acceleration sensor communicates with the SRSECU through the peripheral sensor communication interface PSI5 (PeripheralSensorInterface 5), and the vehicle acoustic wave sensor communicates with the SRSECU through the UART (Universal Asynchronous Receiver / Transmitter) interface.

[0084] In addition, it can also be understood that the electronic device and the control device in the embodiments of the present application can be understood as the above-mentioned SRSECU.

[0085] In certain embodiments of the present application, the vehicle acceleration sensor includes multiple acceleration sensors, and the method further includes:

[0086] The vehicle acceleration is determined according to the average value of the acceleration collected by each vehicle acoustic wave sensor.

[0087] The processing unit of the embodiment of the present application is configured to determine the vehicle acceleration according to the average value of the acceleration collected by each vehicle acoustic wave sensor.

[0088] The processor of the embodiment of the present application is also used to determine the vehicle acceleration based on the average value of the acceleration collected by each vehicle acoustic wave sensor.

[0089] Specifically, in order to ensure the accuracy of vehicle acceleration, multiple accelerations can be determined respectively by multiple vehicle acceleration sensors, and then the final acceleration, that is, the vehicle acceleration in the implementation of the present application, is determined by the average of the multiple accelerations.

[0090] In such Figure 3 In one example shown, the vehicle acceleration can be determined by the following formula (1), namely:

[0091] ACC T =(ACC L +ACC R +ACCC ) / 3 (1)

[0092] Where, ACC T Indicates vehicle acceleration. ACC L represents the acceleration determined by the vehicle acceleration sensor 102 arranged at the left front longitudinal beam of the vehicle. R represents the acceleration determined by the vehicle acceleration sensor 102 arranged at the right front longitudinal beam of the vehicle. C Represents the acceleration determined by the vehicle acceleration sensors arranged at the central dual axes of the vehicle.

[0093] In addition, it can also be understood that there are errors or offsets between the accelerations determined by different vehicle acceleration sensors, so by summing and averaging the accelerations determined by different vehicle acceleration sensors, the deviation caused by single-point fluctuations can be reduced.

[0094] Thus, in the embodiment of the present application, the vehicle acceleration can be determined by the average of multiple accelerations collected by multiple vehicle acceleration sensors, and the accuracy and reliability of the vehicle acceleration can be guaranteed.

[0095] See also Figure 5 In certain embodiments of the present application, the relative driving state information includes the relative distance and relative speed of the vehicle relative to the target obstacle, and the driving distance of the vehicle when it is stationary relative to the target obstacle. Furthermore, the above step 02 includes:

[0096] 020: Determine the relative speed and distance of the vehicle to the target obstacle based on the sound wave propagation time and sound wave propagation speed;

[0097] 021: Determine the time estimate when the vehicle is stationary relative to the target obstacle based on the relative speed and vehicle acceleration;

[0098] 022: Determine the distance traveled based on the time estimate, relative speed, and vehicle acceleration.

[0099] The processing unit of the embodiment of the present application is configured to determine the relative speed and relative distance of the vehicle relative to the target obstacle based on the sound wave propagation time and the sound wave propagation speed, and determine the time estimate when the vehicle is stationary relative to the target obstacle based on the relative speed and the vehicle acceleration, and determine the driving distance based on the time estimate, the relative speed and the vehicle acceleration.

[0100] The processor of the embodiment of the present application is also used to determine the relative speed and relative distance of the vehicle relative to the target obstacle based on the sound wave propagation time and the sound wave propagation speed, and to determine the time estimate when the vehicle is stationary relative to the target obstacle based on the relative speed and the vehicle acceleration, and to determine the driving distance based on the time estimate, the relative speed and the vehicle acceleration.

[0101] Specifically, in the implementation mode of the present application, the relative distance of the vehicle to the target obstacle and the distance the vehicle needs to travel when it is stationary relative to the target obstacle can be determined by the sound wave propagation time determined by the vehicle ultrasonic sensor and the vehicle acceleration determined by the vehicle acceleration sensor.

[0102] It is understandable that during the vehicle deceleration process, if at a certain moment, the vehicle is stationary relative to the obstacle in front of the vehicle and the vehicle has not collided with the obstacle at that moment, it is difficult for the vehicle to collide with the obstacle after that moment.

[0103] In one example, the above time estimate and driving distance can be determined by formulas (2) and (3), namely:

[0104] T=V R / |ACC T | (2)

[0105] L T =V*T+|ACC T |*T 2 / 2 ()

[0106] Where V A represents the speed of sound wave propagation. T represents the time estimation. V R Indicates relative speed. ACC T Indicates the vehicle acceleration. L T Indicates the driving distance.

[0107] In one example, ACC T It is calculated by the above formula (1).

[0108] Thus, in the implementation mode of the present application, the relative speed and relative distance of the vehicle relative to the target obstacle can be determined based on the sound wave propagation time and propagation speed, and the time estimate when the vehicle is stationary relative to the target obstacle can be determined based on the relative speed and vehicle acceleration, and the driving distance can be determined based on the time estimate, relative speed and vehicle acceleration, so that the control of the vehicle airbag can be supported by the relative speed, relative distance and driving distance, and thus the control of the vehicle airbag can be carried out reliably.

[0109] In addition, it can also be understood that the vehicle acceleration in the embodiments of the present application can be understood as the vehicle deceleration during the vehicle deceleration process.

[0110] Furthermore, it should be noted that when calculating the above time estimation and driving distance through formulas (2) and (3), the absolute value of vehicle acceleration |ACC is used. T|”, so the implementation of the present application is applicable to vehicle deceleration scenarios and vehicle acceleration scenarios. For example, in the process of a vehicle accelerating and crashing into a target obstacle, the travel distance L at a certain moment T will be greater than the relative distance L R Therefore, it can be determined that the vehicle will collide with the target obstacle before it stops relative to the target obstacle, and then the airbag can be controlled to ignite when the vehicle collides with the target obstacle.

[0111] See also Figure 6 In some implementations of the present application, step 020 includes:

[0112] 0200: Determine the relative distance based on the sound wave propagation speed and the sound wave propagation time obtained at the current moment;

[0113] 0201: Determine a relative speed according to a reference relative distance, a relative distance, a current moment, and a previous moment, wherein the reference relative distance is determined by a propagation speed and a propagation time obtained at a previous moment.

[0114] The processing unit of the embodiment of the present application is configured to determine the relative distance based on the sound wave propagation speed and the sound wave propagation time obtained at the current moment, and to determine the relative speed based on the reference relative distance, the relative distance, the current moment and the previous moment, wherein the reference relative distance is determined by the propagation speed and the propagation time obtained at the previous moment.

[0115] The processor of the embodiment of the present application is also used to determine the relative distance based on the sound wave propagation speed and the sound wave propagation time obtained at the current moment, and to determine the relative speed based on the reference relative distance, the relative distance, the current moment and the previous moment. The reference relative distance is determined by the propagation speed and the propagation time obtained at the previous moment.

[0116] Specifically, in the implementation manner of the present application, the vehicle can determine the relative speed of the vehicle at the current moment through the relative distances obtained by two consecutive calculations.

[0117] In one example, the relative distance and relative speed may be calculated by using formulas (4) and (5), namely:

[0118] L R =V A *Δt / 2 (4)

[0119] V R =(L R -L R ′) / (tt′) (5)

[0120] Where, L R Indicates relative distance. Arepresents the speed of sound wave propagation. Δt represents the time of sound wave propagation. L R 'Indicates that V A and the reference relative distance determined by the propagation time obtained at the previous moment. t represents the current moment. t' represents the previous moment.

[0121] In one example, V A It is 340 m / s.

[0122] Thus, in the implementation mode of the present application, the relative distance can be determined based on the propagation speed and the propagation time obtained at the current moment, and the relative distance obtained at the current moment can be determined based on the relative distance, the current moment, the previous moment, and the reference relative distance determined by the sound wave propagation speed and the propagation time obtained at the previous moment.

[0123] See also Figure 7 In certain embodiments of the present application, step 03 includes:

[0124] 030: When the driving distance is greater than the relative distance and the relative distance is less than the preset target distance, the acceleration threshold is determined according to the relative speed;

[0125] 031: When the collision acceleration meets the acceleration threshold, control the vehicle airbag to ignite, wherein the collision acceleration is determined by the vehicle acceleration sensor when the vehicle collides with the target obstacle.

[0126] The processing unit of the embodiment of the present application is configured to determine an acceleration threshold according to the relative speed when the driving distance is greater than the relative distance and the relative distance is less than the preset target distance, and to control the ignition of the vehicle airbag when the collision acceleration meets the acceleration threshold. The collision acceleration is determined by the vehicle acceleration sensor when the vehicle collides with the target obstacle.

[0127] The processor of the embodiment of the present application is also used to determine the acceleration threshold according to the relative speed when the driving distance is greater than the relative distance and the relative distance is less than the preset target distance, and to control the ignition of the vehicle airbag when the collision acceleration meets the acceleration threshold. The collision acceleration is determined by the vehicle acceleration sensor when the vehicle collides with the target obstacle.

[0128] Specifically, in an embodiment of the present application, when the driving distance of the vehicle is greater than the relative distance and the relative distance is less than the target distance, thereby determining that a collision between the vehicle and the target obstacle is about to occur, the vehicle may determine an acceleration threshold value according to the moving speed of the vehicle relative to the target obstacle; and when the vehicle collides with the target obstacle, the collision acceleration determined by the vehicle acceleration sensor is compared with the acceleration threshold value, so as to control the ignition of the vehicle airbag when the collision acceleration meets the acceleration threshold value and the collision time is more serious.

[0129] It should be noted that, in the embodiments of the present application, the relative speed can be used to indicate or predict the degree of damage to the vehicle and the passengers in the vehicle when the vehicle collides with the target obstacle. If the relative speed is lower, it means that the degree of damage to the vehicle and the passengers in the vehicle is smaller, and the necessity of igniting the vehicle airbag is lower. On the contrary, if the relative speed is higher, it means that the degree of damage to the vehicle and the passengers in the vehicle is greater, and the necessity of igniting the vehicle airbag is higher.

[0130] Therefore, in one example, the relative speed is inversely proportional to the acceleration threshold, so the lower the relative speed, the more difficult it is for the collision acceleration to meet the acceleration threshold, and the more difficult it is for the vehicle airbag to be ignited. Conversely, the higher the relative speed, the less difficult it is for the collision acceleration to meet the acceleration threshold, and the less difficult it is for the vehicle airbag to be ignited.

[0131] It is understood that in the embodiment of the present application, the vehicle acceleration sensor has two functions, one is to detect the acceleration of the vehicle when it is traveling (i.e., vehicle acceleration), and the other is to detect the acceleration when the vehicle collides with an obstacle (i.e., collision acceleration). In one example, the vehicle acceleration sensor is a collision sensor.

[0132] It can also be understood that the collision acceleration and the acceleration threshold can be used together to indicate the severity of the collision between the vehicle and the target obstacle. If the collision acceleration meets the acceleration threshold, it means that when the vehicle collides with the target obstacle, the deformation of the vehicle is high and the collision accident is serious, so the airbag needs to be ignited to protect the passengers in the vehicle. On the contrary, if the collision acceleration does not meet the acceleration threshold, it means that the deformation of the vehicle is low and the collision accident is minor, so there is no need to ignite the airbag.

[0133] In addition, in the implementation manner of the present application, the target distance can be set according to the actual situation. For example, in one example, the target distance is 2 meters. In another example, the value interval of the target distance is [1, 3], and the unit is meter.

[0134] Thus, in the embodiment of the present application, when the driving distance is greater than the relative distance and the relative distance is less than the preset target distance, the acceleration threshold can be determined according to the relative speed, and when the collision acceleration meets the acceleration threshold, the vehicle airbag ignition can be controlled, so that the airbag ignition can depend on the driving distance before the collision occurs, thereby realizing predictive airbag ignition control to a certain extent.

[0135] In some embodiments of the present application, step 030 includes:

[0136] When the travel distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is less than the first speed threshold, determining the acceleration threshold as the first threshold; and / or

[0137] When the travel distance is greater than the relative distance, the relative distance is less than the target distance, the relative speed is greater than or equal to the first speed threshold, and the relative speed is less than the second speed threshold, the acceleration threshold is determined as the second threshold, wherein the first threshold is higher than the second threshold; and / or

[0138] When the driving distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is greater than or equal to the second speed threshold, the acceleration threshold is determined as the third threshold, wherein the second threshold is higher than the third threshold.

[0139] The processing unit of the embodiment of the present application is configured to determine the acceleration threshold as the first threshold when the driving distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is less than the first speed threshold. And / or when the driving distance is greater than the relative distance, the relative distance is less than the target distance, the relative speed is greater than or equal to the first speed threshold, and the relative speed is less than the second speed threshold, the acceleration threshold is determined as the second threshold, wherein the first threshold is higher than the second threshold. And / or when the driving distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is greater than or equal to the second speed threshold, the acceleration threshold is determined as the third threshold, wherein the second threshold is higher than the third threshold.

[0140] The processor of the embodiment of the present application is also used to determine the acceleration threshold as the first threshold when the driving distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is less than the first speed threshold. And / or when the driving distance is greater than the relative distance, the relative distance is less than the target distance, the relative speed is greater than or equal to the first speed threshold, and the relative speed is less than the second speed threshold, the acceleration threshold is determined as the second threshold, wherein the first threshold is higher than the second threshold. And / or when the driving distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is greater than or equal to the second speed threshold, the acceleration threshold is determined as the third threshold, wherein the second threshold is higher than the third threshold.

[0141] Specifically, in the embodiment of the present application, the vehicle may determine one of the first threshold, the second threshold and the third threshold as the final acceleration threshold based on the relative speed, the first speed threshold and the second speed threshold.

[0142] In one example, the first speed threshold is 15 km / h (kilometers per hour) and the second speed threshold is 40 km / h.

[0143] Furthermore, when the relative speed is less than 15 km / h, it can be determined that the collision intensity between the vehicle and the target obstacle is a relatively low collision intensity, so as to determine whether the airbag needs to be ignited to ensure the maintenance economy of the vehicle based on the actual situation. Therefore, a dynamic threshold curve (i.e., the first threshold) for low collision intensity can be established.

[0144] When the relative speed is less than 40km / h and greater than or equal to 15km / h, it can be determined that the collision intensity between the vehicle and the target obstacle is relatively medium. If a collision occurs at this relative speed, the risk of injury to the passengers in the vehicle is high, so normal ignition is required according to the pre-calibrated medium-speed logic. Therefore, a dynamic threshold curve for medium collision intensity (i.e., the second threshold) is established.

[0145] When the relative speed is greater than 40km / h, it can be determined that the collision intensity between the vehicle and the target obstacle is relatively high. A collision occurring at this relative speed may endanger the lives of the occupants in the vehicle. Therefore, it is necessary to establish a dynamic threshold curve for high-intensity collisions (i.e., the third threshold) to ensure that the airbag is deployed in a timely manner, or even ignited in advance to maximize the airbag's anti-collision protection effect.

[0146] It is understandable that when the relative speed is lower than 15 km / h, by setting the acceleration threshold to a higher value (i.e., the first threshold), the occurrence of a minor collision event but misfiring of the airbag circuit can be avoided to a certain extent, thereby ensuring the maintenance economy of the vehicle.

[0147] Thus, in an embodiment of the present application, the acceleration threshold may be determined as the first threshold when the driving distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is less than the first speed threshold, and / or the acceleration threshold may be determined as the second threshold when the driving distance is greater than the relative distance, the relative distance is less than the target distance, the relative speed is greater than or equal to the first speed threshold, and the relative speed is less than the second speed threshold, and / or the acceleration threshold may be determined as the third threshold when the driving distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is greater than or equal to the second speed threshold.

[0148] In certain embodiments of the present application, the vehicle control method further includes:

[0149] When the driving distance is less than or equal to the relative distance, and the relative distance is greater than or equal to the target distance, prompt information is fed back to the target object.

[0150] The processing unit of the embodiment of the present application is configured to feedback prompt information to the target object when the driving distance is less than or equal to the relative distance and the relative distance is greater than or equal to the target distance.

[0151] The processor of the embodiment of the present application is also used to feedback prompt information to the target object when the driving distance is less than or equal to the relative distance and the relative distance is greater than or equal to the target distance.

[0152] Specifically, in an embodiment of the present application, in order to ensure the safety of users in the vehicle, the vehicle may determine that the difficulty of collision between the vehicle and the target obstacle is low, but the distance of the vehicle to the target obstacle is close, when the distance that the vehicle needs to travel when it is stationary relative to the target obstacle is less than or equal to the current distance of the vehicle relative to the target obstacle, and the current distance of the vehicle relative to the target obstacle is greater than or equal to the target distance. Thus, prompt information is fed back to the target object, such as the driver.

[0153] In one example, the vehicle prompts the driver to brake or maintain braking via CAN (Controller Area Network).

[0154] In this way, in the implementation mode of the present application, when the driving distance of the vehicle when it is stationary relative to the target obstacle is less than or equal to the relative distance of the vehicle relative to the target obstacle, and the relative distance of the vehicle relative to the target obstacle is greater than or equal to the target distance, prompt information can be fed back to the target object such as the driver to ensure the safety of the users in the vehicle to a certain extent.

[0155] In certain embodiments of the present application, the vehicle control method further includes:

[0156] When the driving distance is greater than the relative distance and the relative distance is less than the target distance, the cabin safety components are controlled to enter a target state, wherein the cabin safety components include seat belts and / or vehicle doors.

[0157] The processing unit of the embodiment of the present application is configured to control the cabin safety components to enter the target state when the driving distance is greater than the relative distance and the relative distance is less than the target distance. The cabin safety components include seat belts and / or vehicle doors.

[0158] The processor of the embodiment of the present application is also used to control the cabin safety components to enter the target state when the driving distance is greater than the relative distance and the relative distance is less than the target distance. The cabin safety components include seat belts and / or vehicle doors.

[0159] Specifically, in order to ensure the safety of users in the vehicle, in the implementation mode of the present application, the distance that the vehicle needs to travel when the vehicle is stationary relative to the target obstacle is greater than the current distance of the vehicle relative to the target obstacle, and the current distance of the vehicle relative to the target obstacle is less than the target distance. Therefore, when a collision between the vehicle and the target obstacle is inevitable, cabin safety components such as seat belts and doors are controlled to enter the target state.

[0160] In one example, a vehicle can pre-unlock its doors through the CAN message protocol to avoid a situation where the doors cannot be opened due to deformation of the vehicle body or power failure of the vehicle after a collision.

[0161] In one example, the vehicle can control the tightening of the seat belt to ensure that the users in the vehicle can be fixed in the seat and wait for the protection of the airbag before a collision occurs.

[0162] Thus, in the implementation mode of the present application, when the driving distance of the vehicle when stationary relative to the target obstacle is greater than the relative distance of the vehicle relative to the target obstacle, and the relative distance of the vehicle relative to the target obstacle is less than the target distance, cabin safety components such as seat belts and doors can be controlled to enter the target state, so as to ensure the safety of the users in the vehicle to a certain extent.

[0163] Please refer again Figure 3 and Figure 4 , and see Figure 8 , Fig. 9 and Fig.10 , Figure 8 , Fig. 9 and Fig.10 are all flowcharts of vehicle control methods in certain embodiments of the present application. Figure 3 , Figure 4 , Figure 8 , Fig. 9 and Fig.10 As shown, the vehicle can obtain the ultrasonic return time (i.e., propagation time) through the left and right ultrasonic array serial port data (i.e., UART interface data), and determine the acceleration ACC collected by the three vehicle acceleration sensors arranged at the left front longitudinal beam of the vehicle, the right front longitudinal beam of the vehicle, and the central dual axis of the vehicle through the PSI5 signal. L ,ACC R and ACC C

[0164] Next, a motion coordinate system centered on the vehicle is established, and the relative distance L of the obstacle in front of the vehicle relative to the vehicle is determined based on the return time of the ultrasonic wave. R and relative velocity V R .

[0165] Next, at the relative distance L R If the distance is greater than or equal to 10 meters, it is determined that the obstacle in front of the vehicle is far away from the vehicle, so the current round of airbag control logic judgment ends and waits for the next round of left and right ultrasonic array serial port data to start a new round of airbag control logic judgment. R When the distance is less than or equal to 10 meters, it is determined that the obstacle in front of the vehicle is close to the vehicle.

[0166] Furthermore, if Fig. 9 As shown, at a relative distance L R If the vehicle is less than or equal to 10 meters, the vehicle will L ,ACC R and ACC C The vehicle acceleration ACC is obtained by the average value of T , and the relative velocity V R , determine the time T required for the vehicle to come to rest relative to the target obstacle and the distance L required to travel T .

[0167] In L T Greater than L R In the case of L, the driver is prompted to step on the brake pedal, or the driver is prompted to continue to step on the brake pedal, and the current round of airbag control logic judgment is ended, waiting for the next round of left and right ultrasonic array serial port data to start a new round of airbag control logic judgment. T Greater than L R In the case of T Is it less than or equal to 2 meters?

[0168] If L T If it is greater than 2 meters, it means that the collision is unavoidable, so the door is pre-unlocked and the seat belt is pre-retracted. Otherwise, the current round of airbag control logic judgment ends and the next round of left and right ultrasonic array serial port data is waited for to start a new round of airbag control logic judgment. T If it is less than or equal to 2 meters, it means that collision is unavoidable, so the doors are pre-unlocked and the seat belts are pre-retracted.

[0169] Then, if Fig.10 As shown, according to the relative speed V at the time of door pre-unlocking and seat belt pre-retraction R , determine whether the passive safety algorithm needs to be awakened. If not, end this round of airbag control logic judgment, wait for the next round of left and right ultrasonic array serial port data to start a new round of airbag control logic judgment. If yes, determine the relative speed V R , less than 15km / h.

[0170] At the relative speed V RWhen the speed is less than 15 km / h, the low-severity collision ignition suppression flag is enabled, and the central threshold increase factor is set to 1, so that the central threshold (ie, acceleration threshold) used in the core threshold comparison algorithm is larger than the default value.

[0171] At the relative speed V R Greater than or equal to 15km / h, but V R When the speed is less than or equal to 45 km / h, the medium-severity collision ignition flag is enabled and the central threshold reduction factor is set to 1 to make the central threshold used in the core threshold comparison algorithm smaller than the default value.

[0172] At the relative speed V R If the speed is greater than or equal to 45 km / h, the central threshold reduction factor is set to 2 so that the central threshold used in the core threshold comparison algorithm is smaller than the default value and smaller than the "central threshold when the central threshold reduction factor is 1".

[0173] Finally, the airbag ignition is controlled according to the finally determined central threshold, the pre-set central threshold comparison algorithm and the collision acceleration collected by the acceleration sensor.

[0174] It is understandable that if Figure 8 , Fig. 9 and Fig.10 The implementation mode of the present application can integrate the external environment with the passive safety system to realize a passive airbag control system with real-time prediction. In other words, in the implementation mode of the present application, the vehicle can integrate the obstacle sensing function of ultrasound with the collision acceleration sensor to predict the collision contact risk, relative speed, target obstacle distance (i.e., relative position) and current braking force risk, thereby establishing a pre-tightening mechanism, so as to provide a brake shortage reminder when there is a high risk of collision contact, and take active safety measures such as door pre-unlocking and seat belt active tightening before an unavoidable contact collision occurs. The relative speed before the collision can also be integrated into the collision acceleration sensor to wake up the airbag ignition algorithm for ignition logic judgment, and the dynamic factor generated by the fusion judgment is used to adjust the threshold curve, which has the advantages of fully sensing the collision risk, assisting the driver to brake to avoid collision, proactively ensuring the protection effectiveness in advance, and dynamically adjusting the ignition to cope with complex working conditions.

[0175] Moreover, in the embodiment of the present application, the sensor unit is relatively simple, consisting only of an ultrasonic array based on serial communication and a number of acceleration sensors. Compared with the widely used active and passive fusion systems such as ADAS and AEB, the number of sensors used is small, so the cost of use is low, the module integration is high, the passive safety fusion depth is deep, the risk identification is more reasonable, and the interaction is more complete.

[0176] Further, it can be understood that in the embodiment of the present application, ADAS and AEB do not need to participate, and the SRSECU communicates directly with the ultrasonic sensor array (see Figure 4 ), the ultrasonic algorithm can be built into the main control MCU of SRSECU, and there is no need for CAN network bus to receive ultrasonic sensor data, so it has high real-time performance. In addition, there is no need to use a large number of sensors such as camera modules, radar modules, distance sensors, speed sensors, etc., which is suitable for all low-, medium- and high-end models. In addition, the relative distance and relative speed determined by the ultrasonic sensor can be used to complete the progressive process from active reminders to passive safety, realizing the functions of identifying risks, avoiding risks, predicting injuries, and reducing injuries.

[0177] In addition, it can also be understood that compared to passive safety systems using acceleration sensors, pressure tube sensors, and elastic wave sensors, in the embodiments of the present application, the advantages of low false operation rate, high flexibility, strong interactivity, and high protection effectiveness can be achieved based on ultrasonic sensors and acceleration sensors, and ultrasonic sensors can be used to ensure that the recognition effectiveness of frontal collisions is fully sufficient, making passive safety precisely adjustable.

[0178] The embodiment of the present application provides a vehicle, wherein the vehicle includes the above-mentioned control device or the above-mentioned electronic device.

[0179] An embodiment of the present application provides a computer-readable storage medium storing a computer program. When the computer program is executed by one or more processors, the above-mentioned vehicle control method is implemented.

[0180] In the description of this specification, the descriptions with reference to the terms "specifically", "further", "particularly", "understandably", etc. are intended to mean that the specific features, structures, materials or characteristics described in conjunction with the embodiments or examples are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms are not intended to refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0181] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code that includes one or more executable instructions for implementing the steps of a specific logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0182] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle control method, characterized in that: include: Acquiring driving environment information of a preset vehicle direction, wherein the driving environment information includes first driving environment information and second driving environment information, the first driving environment information is determined by a vehicle acoustic wave sensor, and the second driving environment information is determined by a vehicle acceleration sensor; Determining relative driving state information of the vehicle relative to a target obstacle according to the driving environment information, wherein the target obstacle is located in the preset vehicle direction; The vehicle airbag is controlled according to the relative driving state information.

2. The method according to claim 1, characterized in that The first driving environment information includes sound wave propagation time, and the second driving environment information includes vehicle acceleration.

3. The method according to claim 2, characterized in that The vehicle acceleration sensor includes a plurality of acceleration sensors, and the method further includes: The vehicle acceleration is determined according to the average value of the acceleration collected by each of the vehicle acoustic wave sensors.

4. The method according to claim 2, characterized in that: The relative driving state information includes the relative distance and relative speed of the vehicle relative to the target obstacle, and the driving distance of the vehicle when it is stationary relative to the target obstacle. The determining the relative driving state information of the vehicle relative to the target obstacle according to the driving environment information includes: Determine the relative speed and the relative distance of the vehicle to the target obstacle according to the sound wave propagation time and the sound wave propagation speed; determining an estimate of the time when the vehicle is stationary relative to the target obstacle based on the relative speed and the vehicle acceleration; The travel distance is determined based on the time estimate, the relative speed, and the vehicle acceleration.

5. The method according to claim 4, characterized in that Determining the relative speed and the relative distance of the vehicle to the target obstacle according to the sound wave propagation time and the sound wave propagation speed includes: Determine the relative distance according to the sound wave propagation speed and the sound wave propagation time obtained at the current moment; The relative speed is determined according to a reference relative distance, the relative distance, the current moment and a previous moment, wherein the reference relative distance is determined by the propagation speed and the propagation time obtained at a previous moment.

6. The method according to claim 4, characterized in that The controlling of the vehicle airbag according to the relative driving state information comprises: When the driving distance is greater than the relative distance and the relative distance is less than a preset target distance, determining an acceleration threshold value according to the relative speed; When the collision acceleration satisfies the acceleration threshold, the vehicle airbag is controlled to be ignited, wherein the collision acceleration is determined by the vehicle acceleration sensor when the vehicle collides with the target obstacle.

7. The method according to claim 6, characterized in that When the driving distance is greater than the relative distance and the relative distance is less than a preset target distance, determining the acceleration threshold according to the relative speed includes: When the travel distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is less than a first speed threshold, determining the acceleration threshold as a first threshold; and / or When the travel distance is greater than the relative distance, the relative distance is less than the target distance, the relative speed is greater than or equal to the first speed threshold, and the relative speed is less than the second speed threshold, the acceleration threshold is determined as the second threshold, wherein the first threshold is higher than the second threshold; and / or When the driving distance is greater than the relative distance, the relative distance is less than the target distance, and the relative speed is greater than or equal to the second speed threshold, the acceleration threshold is determined as a third threshold, wherein the second threshold is higher than the third threshold.

8. The method according to claim 6, characterized in that The method further comprises: When the driving distance is less than or equal to the relative distance, and the relative distance is greater than or equal to the target distance, prompt information is fed back to the target object.

9. The method according to claim 6, characterized in that The method further comprises: When the driving distance is greater than the relative distance and the relative distance is less than the target distance, cockpit safety components are controlled to enter a target state, wherein the cockpit safety components include seat belts and / or vehicle doors.

10. A control device, characterized in that: include: A transceiver unit configured to obtain driving environment information of a preset vehicle direction, wherein the driving environment information includes first driving environment information and second driving environment information, the first driving environment information is determined by a vehicle acoustic wave sensor, and the second driving environment information is determined by a vehicle acceleration sensor; The processing unit is configured to determine the relative driving state information of the vehicle relative to the target obstacle according to the driving environment information, and control the state of the vehicle airbag according to the relative driving state information, and the target obstacle is located in the preset vehicle direction.

11. An electronic device, characterized in that: The method comprises a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, the method according to any one of claims 1 to 9 is implemented.

12. A vehicle, characterized in that: Comprising the device according to claim 10 or 11.

13. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by one or more processors, the method according to any one of claims 1 to 9 is implemented.

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