Vehicle collision protection method, electronic equipment and vehicle

Abstract

The invention provides a collision protection method of a vehicle, electronic equipment and the vehicle. Whether a collision signal is effective or not can be determined according to the consistency of a bus collision signal and a hard wire collision signal; after the collision signal is invalid, performing signal frequency conversion re-acquisition according to a preset delay duration and an acquisition time interval to obtain a re-acquired signal, and performing signal validity judgment on the re-acquired signal; and when the re-collected signal is valid, determining whether the collision judgment is valid according to the bus collision signal and the hard wire collision signal in the re-collected signal, and performing safety function enabling when the collision judgment is valid. Effectiveness judgment is carried out on the collected collision signals through consistency of the signals of the two dimensions, the problem of function abnormity triggering caused by signal misjudgment can be effectively avoided, and the driving experience is improved. When it is determined that the collision signal is invalid, signal frequency conversion re-acquisition is conducted on the collision signal by changing the acquisition time interval, the effectiveness of the collision signal is further verified, and the driving experience of a user is improved.

Description

Technical Field

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

[0002] With the development of the vehicle industry, today's vehicles pay more and more attention to safety, but the signal interaction between the various controllers of the vehicle is becoming more and more complex, and the collection and judgment of collision signals by each controller is becoming more and more precise and accurate, resulting in frequent misjudgments in the collection and effective value judgment of collision signals, causing the vehicle to trigger the corresponding collision safety function without a collision, causing trouble for users. Summary of the invention

[0003] In view of this, the purpose of the present application is to provide a vehicle collision protection method, electronic equipment and vehicle, so as to avoid misjudgment of collision signals and effectiveness.

[0004] Based on the above purpose, the present application provides a vehicle collision protection method, comprising:

[0005] Collecting a bus collision signal and a hard-line collision signal according to a preset collection time interval, and determining whether the collision signal is valid according to the consistency of the bus collision signal and the hard-line collision signal;

[0006] In response to the collision signal being invalid, the re-sampling start parameter is set to a preset first parameter, and the signal frequency conversion re-sampling is performed according to the preset delay time and the sampling time interval to obtain a re-sampling signal, and the signal validity is judged on the re-sampling signal;

[0007] In response to the multiplexing signal being valid, determining whether the collision judgment is valid according to the bus collision signal and the hard line collision signal in the multiplexing signal, and enabling the safety function when the collision judgment is valid

[0008] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0009] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the electronic device as described above.

[0010] From the above, it can be seen that the vehicle collision protection method, electronic device and vehicle provided by the present application can collect bus collision signals and hard-wire collision signals according to a preset collection time interval, and determine whether the collision signal is valid according to the consistency of the bus collision signal and the hard-wire collision signal; in response to the collision signal being invalid, the re-collection start parameter is set to the preset first parameter, and the signal frequency conversion re-collection is performed according to the preset delay time and collection time interval to obtain the re-collected signal, and the signal validity is judged on the re-collected signal; in response to the re-collected signal being valid, it is determined whether the collision judgment is valid according to the bus collision signal and the hard-wire collision signal in the re-collected signal, and the safety function is enabled when the collision judgment is valid. By judging the validity of the collected collision signal based on the consistency of the two dimensions of the bus collision signal and the hard-wire collision signal, the problem of abnormal triggering of collision-related functions of the vehicle due to misjudgment of the collision signal can be effectively avoided, thereby improving the driving experience. When it is determined that the collision signal is invalid, the collision signal is frequency-converted and re-sampled by changing the collection time interval to further verify the validity of the collision signal. If the re-sampled signal is valid, the bus collision signal and the hard-line collision signal are used to determine whether the collision judgment is valid, thereby avoiding erroneous collision judgments caused by valid re-sampled signals, ensuring that the collision-related functions will not be abnormally triggered, and improving the user's driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0012] Figure 1 This is a flow chart of a collision protection method for a vehicle according to an embodiment of the present application;

[0013] Figure 2 This is a flow chart of safety control when the multiple sampling signal is invalid in an embodiment of the present application;

[0014] Figure 3 A flow chart for determining whether a collision signal is valid according to an embodiment of the present application;

[0015] Figure 4 A flow chart of signal re-collection for an embodiment of the present application;

[0016] Figure 5 A flow chart for determining whether a collision judgment is valid according to an embodiment of the present application;

[0017] Figure 6 This is a schematic diagram of the structure of a collision protection device for a vehicle according to an embodiment of the present application;

[0018] Figure 7 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0019] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0020] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0021] It should be understood herein that any number of elements in the drawings is for illustration rather than limitation, and any naming is only for distinction rather than having any limiting meaning.

[0022] Based on the description of the above background technology, the related technology also has the following situations:

[0023] The signal interaction between the controllers of the whole vehicle is becoming more and more complex, and the collection and judgment of collision signals by each controller are becoming more and more precise and accurate. In particular, the automatic triggering of the vehicle emergency call system (eCall) by vehicle collision and the automatic unlocking and popping out of hidden door handles after vehicle collision and other safety functions all require collision signals to trigger. However, the collision signal is easily affected by the operating conditions such as power-on instantaneous voltage instability / bus load rate / electromagnetic interference / short-term abnormality of wiring harness plug-in, resulting in frequent misjudgment of the collection and effective value judgment of the collision signal, causing the vehicle to abnormally automatically trigger the vehicle emergency call system or abnormally unlock and pop out the hidden door handle without a collision, leading to customer complaints.

[0024] The vehicle collision protection method, electronic device and vehicle provided by the present application can collect bus collision signals and hard-wire collision signals according to a preset collection time interval, and determine whether the collision signal is valid according to the consistency of the bus collision signal and the hard-wire collision signal; in response to the collision signal being invalid, the re-collection start parameter is set to the preset first parameter, and the signal frequency conversion re-collection is performed according to the preset delay time and collection time interval to obtain the re-collected signal, and the signal validity is judged on the re-collected signal; in response to the re-collected signal being valid, it is determined whether the collision judgment is valid according to the bus collision signal and the hard-wire collision signal in the re-collected signal, and the safety function is enabled when the collision judgment is valid. By judging the validity of the collected collision signal based on the consistency of the two dimensions of the bus collision signal and the hard-wire collision signal, the problem of abnormal triggering of collision-related functions of the vehicle due to misjudgment of the collision signal can be effectively avoided, thereby improving the driving experience. When it is determined that the collision signal is invalid, the collision signal is frequency-converted and re-sampled by changing the collection time interval to further verify the validity of the collision signal. If the re-sampled signal is valid, the bus collision signal and the hard-line collision signal are used to determine whether the collision judgment is valid, thereby avoiding erroneous collision judgments caused by valid re-sampled signals, ensuring that the collision-related functions will not be abnormally triggered, and improving the user's driving experience.

[0025] The vehicle collision protection method provided by the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0026] In some embodiments, Figure 1 As shown, the collision protection method of the vehicle includes:

[0027] Step 101: collecting a bus collision signal and a hard-line collision signal according to a preset collection time interval, and determining whether the collision signal is valid according to the consistency between the bus collision signal and the hard-line collision signal.

[0028] In specific implementation, hardwire signals and Controller Area Network (CAN) signals are two important signal transmission methods in vehicle electronic systems, and there are obvious differences between them. Among them, hardwire signals are the most commonly used signal transmission method in vehicle electronic systems. They use fixed hardwires to connect the controller and the signal transmission between the vehicle electronic components. The hardwire is directly connected to the pins of the chip and transmits high and low levels. Hardwire signals are generally used for basic control functions such as ignition control. Hardwire signals can be used to control and monitor various parameters in vehicle electronic systems, such as temperature sensors, pressure sensors, and accelerator pedal position sensors in the engine control unit (ECU).

[0029] The advantages of hard-wired signals are fast transmission speed, which can realize real-time monitoring and control; the transmission of hard-wired signals is stable and not easily affected by external interference; the installation cost and maintenance cost of hard-wired signals are low, making the application cost of hard-wired signals low. However, the installation of hard-wired signals takes a long time; and due to the limitations of hard-wired entities, the transmission distance of hard-wired signals is limited, the installation space of hard-wired signals is large, and they are not easy to change.

[0030] Among them, CAN signals transmit data, which consists of bit streams (bits) of 0 and 1. CAN signals can carry a large amount of data, so they are generally used for intelligent vehicle control. CAN signals are the latest signal transmission method in vehicle electronic systems, using the CAN bus to complete signal transmission between controllers and vehicle electronic components. CAN signals can be used to control and monitor various parameters in vehicle electronic systems, such as temperature sensors, pressure sensors, accelerator pedal position sensors, etc. in engine control units.

[0031] CAN signals have a fast transmission speed, which can realize real-time monitoring and control; CAN signals have stable transmission and are not easily interfered by the outside world; CAN signals have a small installation space and are easy to change; CAN bus has low installation and maintenance costs. However, the installation of CAN bus takes a long time; the transmission distance of CAN signals is limited; the software configuration of CAN signals is complex and requires professional technicians to configure.

[0032] Both hardwire signals and CAN signals are important signal transmission methods in vehicle electronic systems. They have their own advantages and disadvantages, and the appropriate signal transmission method should be selected according to actual application requirements. Hardwire signals have fast transmission speeds and large installation space, but installation takes a long time, the transmission distance is limited, and it is not easy to change. CAN signals have fast transmission speeds, small installation space, and are easy to change, but installation takes a long time, the transmission distance is limited, and the software configuration is complex.

[0033] In order to improve the efficiency of collision judgment, the related art generally only selects to use a single-dimensional collision signal for collision judgment. In the embodiment of the present application, in order to ensure the effectiveness of the collision signal, the hard-wire signal and the CAN signal are selected to simultaneously use two-dimensional signals to judge whether the vehicle has a collision. That is, the bus collision signal and the hard-wire collision signal are collected according to the preset collection time interval. For example, the signal collection process can be:

[0034] The bus collision signal and the hard line collision signal are collected according to the preset collection time interval. The number of collections is m, and the number of signal frames collected each time is n, where m≥2, n≥5. The bus collision signal and the hard line collision signal collection time is:

[0035] t(x)=t0+(x-1)t1 (1)

[0036] Wherein, t(x) is the time when the bus collision signal and the hard-line collision signal are collected for the xth time, t0 is the time when the bus collision signal and the hard-line collision signal are collected for the first time. This time should be calculated from the bus wake-up time. If the control system allows signal collection, the first collection will start after t0 time, where t0≥100ms; t1 is the preset collection time interval, which indicates the interval between two adjacent collection times.

[0037] After obtaining m acquisition signals, the acquisition of this signal is terminated, and m bus collision signals and hard-line collision signals are obtained respectively. Then, whether the collision signal is valid is determined according to the consistency between the bus collision signal and the hard-line collision signal.

[0038] First, the collected collision signals (including bus collision signals and hard-line collision signals) are verified for validity. Define C to represent the collision value of a single-frame bus collision signal, C1 to represent the valid collision value of the bus collision signal (i.e., define C1 to represent that the bus collision signal is valid and the bus collision signal carries information that the vehicle has collided), define C2 to represent the valid non-collision value of the bus collision signal (i.e., define C2 to represent that the bus collision signal is valid and the bus collision signal carries information that the vehicle has not collided), and C! to represent the invalid value of the bus collision signal (i.e., define C! to represent that the bus collision signal is invalid). Then, the validity determination process of the collision value C of the single-frame bus collision signal is as follows:

[0039]

[0040] I is defined to represent the collision value of a single-frame hard-wire collision signal, I1 is defined to represent the valid collision value of the hard-wire collision signal (i.e., I1 is defined to represent that the hard-wire collision signal is valid and the hard-wire collision signal carries information that the vehicle has collided), I2 is defined to represent the valid non-collision value of the hard-wire collision signal (i.e., I2 is defined to represent that the hard-wire collision signal is valid and the hard-wire collision signal carries information that the vehicle has not collided), and I! is defined to represent the invalid value of the hard-wire collision signal (i.e., I! is defined to represent that the hard-wire collision signal is invalid), then the validity determination process of the collision value I of the single-frame hard-wire collision signal is as follows:

[0041]

[0042] Whether the collision signal is valid can be determined by comparing the consistency of the collision value I of the hard line collision signal and the collision value C of the bus collision signal.

[0043] Define Y to represent the collision value of the collision signal, Y1 to represent the valid collision value of the collision signal (i.e., define Y1 to represent that the collision signal is valid and the collision signal carries the information that the vehicle has collided), define Y2 to represent the valid non-collision value of the collision signal (i.e., define Y2 to represent that the collision signal is valid and the collision signal carries the information that the vehicle has not collided), and Y! to represent the invalid value of the collision signal (i.e., define Y! to represent that the collision signal is invalid). The validity judgment process of the collected collision signal is as follows:

[0044]

[0045] Among them, Y is the collision value of the collision signal, C! mn It indicates the number of consecutive invalid single-frame bus collision signals in all signal frames of the bus collision signal collected for the first time, I! mn Indicates the number of consecutive invalid single-frame hard-line collision signals in all signal frames of the hard-line collision signal collected for the first time. Indicates the maximum number of consecutive invalid signals allowed by the system.

[0046] When Y=Y1 or Y=Y2, it means that the bus collision signal and the hard-line collision signal are consistent, and the collision signal is determined to be valid; when Y=Y!, it means that the bus collision signal and the hard-line collision signal are inconsistent or there are continuous invalid signal frames beyond expectations, and the collision signal is determined to be invalid.

[0047] Step 102: In response to the collision signal being invalid, the re-sampling start parameter is set to a preset first parameter, and the signal frequency conversion re-sampling is performed according to a preset delay time and sampling time interval to obtain a re-sampling signal, and the signal validity is judged on the re-sampling signal.

[0048] In specific implementation, if the collision signal collected for the first time is invalid, a fault alarm will not be directly issued. Because if the fault handling strategy is executed directly, the collection of subsequent collision signals will be interrupted or the positioning will be directly judged as invalid due to the existence of a fault until the fault is repaired. This will result in the vehicle being unable to trigger the vehicle emergency call system or abnormal unlocking and popping up hidden door handles and other safety functions when a real collision occurs, increasing the user's safety control risk.

[0049] Therefore, after determining that the collision signal collected for the first time is invalid, it is necessary to collect and determine the collision signal again after a certain delay, and adjust the capture time and number of signals accordingly, so as to eliminate the functional abnormality caused by misjudgment of the collision signal due to signal frame loss / abnormal transmission rate / instability of instantaneous voltage when the vehicle starts from the perspective of strategy and method. That is, by performing signal frequency conversion and re-collection on the collision signal, the influence of external interference on the validity judgment is eliminated, and the corresponding re-collected signal is obtained. The validity of the re-collected signal is judged according to formulas (2), (3), and (4), and whether the invalid result of the first signal collection is caused by external interference is determined according to the validity judgment result of the re-collected signal. If the collision value of the re-collected signal is Y=Y1 or Y=Y2, it means that the bus collision signal and the hard-line collision signal in the re-collected signal are consistent, and the re-collected signal is determined to be valid; when Y=Y!, it means that the bus collision signal and the hard-line collision signal in the re-collected signal are inconsistent or there are continuous invalid signal frames beyond expectations, and the re-collected signal is determined to be invalid.

[0050] Step 103: In response to the multiplexing signal being valid, determining whether the collision judgment is valid according to the bus collision signal and the hard-line collision signal in the multiplexing signal, and enabling the safety function when the collision judgment is valid.

[0051] In specific implementation, if the re-sampled signal is valid, it means that the first collected collision signal was affected by the working conditions such as power-on instantaneous voltage instability / bus load rate / electromagnetic interference / short-term abnormality of the harness plug-in, resulting in problems with the first collected collision signal, which in turn caused the collision signal to be invalid. The validity of the collision signal is further verified and judged through signal frequency conversion re-sampled. If the re-sampled signal is valid, continue to determine whether the collision judgment is valid based on the bus collision signal and the hard-wired collision signal, avoid the valid re-sampled signal from generating an erroneous collision judgment, ensure that the collision-related function will not be abnormally triggered, and improve the user's driving experience.

[0052] Among them, when the collision value of the complex sampling signal is Y=Y1, it means that the complex sampling signal carries the information that the vehicle has collided, and the collision judgment is determined to be valid, and the safety function is enabled; when the collision value of the complex sampling signal is Y=Y2, it means that the complex sampling signal carries the information that the vehicle has not collided, and the collision judgment is determined to be invalid, and the corresponding safety function is not enabled. Safety functions include vehicle emergency call system or abnormal unlocking and popping up hidden door handles, etc.

[0053] Therefore, the process of determining whether the collision judgment is valid according to the bus collision signal and the hard line collision signal is as follows:

[0054]

[0055] In summary, the vehicle collision protection method provided by the present application can judge the validity of the collected collision signal based on the consistency of the bus collision signal and the hard-wired collision signal, and can effectively avoid the problem of abnormal triggering of the collision-related function of the vehicle due to misjudgment of the collision signal, thereby improving the driving experience. When it is determined that the collision signal is invalid, the collision signal is frequency-converted and re-sampled by changing the sampling time interval, and the validity of the collision signal is further verified and judged. If the re-sampled signal is valid, the bus collision signal and the hard-wired collision signal are further used to determine whether the collision judgment is valid, thereby avoiding the valid re-sampled signal from generating an erroneous collision judgment, ensuring that the collision-related function will not be abnormally triggered, and improving the user's driving experience.

[0056] In some embodiments, Figure 2 As shown, the collision protection method of the vehicle further includes:

[0057] Step 201: In response to the re-sampling signal being invalid, re-sampling start parameters are updated according to the current vehicle state.

[0058] During specific implementation, if the re-sampled signal is also determined to be invalid, it is necessary to determine whether it is allowed to collect the collision signal again to further verify whether the invalid signal is caused by external interference. At this time, it is necessary to update the re-sampled start parameter according to the current vehicle status, wherein the re-sampled start parameter is a decision variable that determines whether the collision signal is repeatedly collected. For example, when the re-sampled start parameter is 1, it indicates that it is allowed to start the repeated collection of the collision signal and continue to judge the validity of the collision signal; when the re-sampled start parameter is 0, it indicates that it is not allowed to start the repeated collection of the collision signal, it is determined that there is a signal collection failure, and the function corresponding to the previous vehicle status is executed.

[0059] Among them, the value of the re-sampling start parameter is determined by the current vehicle state. Since a signal re-sampling has been performed, the value of the re-sampling start parameter is 1 before the re-sampling start parameter is updated. If the current vehicle state is a safety function state, it means that the vehicle has a safety risk and the corresponding safety function needs to be executed immediately. The existing safety risk has been eliminated or reduced, and there is not enough time to perform a cyclic check on the collision signal. In this case, the collection of the collision signal is not allowed to avoid affecting the triggering of the safety function. If the current vehicle state is the default operating state, it means that the vehicle has no safety risk and does not need to execute the corresponding safety function. The vehicle may be in an audio-visual entertainment state and has enough time to perform a cyclic check on the collision signal. In this case, the collection of the collision signal is allowed to ensure that the influence of external interference can be eliminated.

[0060] In some embodiments, updating the re-sampling start parameters according to the current vehicle status includes:

[0061] Step 211: in response to the current vehicle state being a functional safety state, updating the re-sampling start parameter from the first parameter to the second parameter;

[0062] Step 2012: In response to the current vehicle state being the default operating state, retaining the first parameter as the re-sampling start parameter.

[0063] Taking the first parameter as 1 and the second parameter as 0 as an example, the process of updating the re-sampling start parameter according to the current vehicle state is as follows;

[0064]

[0065] in, Indicates the re-sampling start parameter. When the current vehicle state is the safety function state, the re-sampling start parameter is updated to 0, indicating that signal re-sampling is not allowed, or the re-sampling signal is invalidated. When the current vehicle state is the default driving state, the re-sampling start parameter is updated to 1, indicating that signal re-sampling is allowed.

[0066] Step 202: In response to the updated re-sampling start parameter being the first parameter that allows verification, a cyclic verification of the collision signal is performed according to a preset maximum number of verification times.

[0067] During specific implementation, if the updated re-sampling start parameter is the first parameter allowed for verification, it means that there is no safety risk for the vehicle and there is no need to execute the corresponding safety function. The vehicle may be in an audio and video entertainment state and has sufficient time to perform a cyclic verification of the collision signal. In this case, the collision signal is allowed to be collected to achieve cyclic verification and further eliminate the influence of external interference on the collision signal collection.

[0068] In some embodiments, performing a cyclic check of the collision signal according to a preset maximum number of checks includes:

[0069] Step 2021: Determine the number of cycles for cyclic verification.

[0070] In specific implementation, although the cyclic verification in the default operating state will not pose a risk to the safety of the vehicle, the cyclic verification process will occupy the hard line and CAN bus to a certain extent, so it is still necessary to limit the cyclic verification, that is, to limit the cyclic process by determining the maximum number of cyclic verifications. The maximum number of verifications indicates the maximum number of cycles that can be performed for cyclic verification. When the number of cycles is greater than the maximum number of verifications, cyclic verification is no longer allowed. Therefore, it is necessary to first determine the number of cycles of the completed cyclic verification δ. The counting rule of the number of cycles δ is as follows: 1 count is performed when

[0071] Step 2022: In response to the number of cycles being less than or equal to the maximum number of verifications, the re-sampling start parameter is set to the first parameter, and the cyclic verification continues.

[0072] In specific implementation, taking the maximum number of verification times equal to 3 as an example, if the number of cycles δ≤3, it means that the number of cyclic verifications is small and the verification results are accidental. The re-sampling start parameter is set to the first parameter, that is, To continue the cyclic verification.

[0073] Step 2023: In response to the number of cycles being greater than the maximum number of verifications, the re-sampling start parameter is set to the second parameter, and the cyclic verification is stopped.

[0074] In specific implementation, taking the maximum number of verification times equal to 3 as an example, if the number of cycles δ>3, it means that the number of cyclic verifications is large, and the probability of accidental verification results is greatly reduced. The re-sampling start parameter is set to the second parameter, that is, Stop the cyclic verification and output the verification result. If the collision value of the collision signal becomes Y=Y1 or Y=Y2, it means that there is no fault in the acquisition process of the collision signal, and the collision signal collected for the first time is subject to external interference. After the interference ends, the collision signal is restored to validity. If the collision value of the collision signal is always Y=Y!, it means that there is a fault in the acquisition process of the collision signal, and there is indeed a problem with the collision signal collected for the first time. Fault processing is enabled to repair and remind the signal acquisition fault.

[0075] Taking the maximum number of verification times equal to 3 as an example, the process of performing cyclic verification of the collision signal according to the preset maximum number of verification times is:

[0076]

[0077] Step 203: In response to the updated re-sampling start parameter being the second parameter forbidding verification, safety control is enabled according to the current vehicle state.

[0078] During specific implementation, if the updated re-sampling start parameter is the second parameter that prohibits verification, it means that there is a safety risk in the vehicle and the corresponding safety function needs to be executed immediately to eliminate or reduce the existing safety risk. If there is not enough time to perform a cyclic verification of the collision signal, the collection of the collision signal is not allowed to reduce the delay in triggering the safety function, ensure that the safety risk can be alleviated as soon as possible, and avoid safety accidents.

[0079] In some embodiments, Figure 3 As shown, determining whether the collision signal is valid according to the consistency of the bus collision signal and the hard line collision signal includes:

[0080] Step 301: Determine a first number of consecutive invalid bus signal frames in a bus collision signal and a second number of consecutive invalid hardline signal frames in a hardline collision signal.

[0081] During specific implementation, the system has limitations on consecutive invalid signal frames. If a certain number of invalid signal frames are continuously collected, it means that the signal collection process has failed and needs to be repaired. Therefore, it is necessary to first determine the first number of consecutive invalid bus signal frames in the bus collision signal and the second number of consecutive invalid hard wire signal frames in the hard wire collision signal to determine whether they exceed the system requirements.

[0082] Step 302: In response to the first number being greater than a preset first number threshold or the second number being greater than a preset second number threshold, determining that the collision signal is invalid.

[0083] In a specific implementation, the preset first quantity threshold and the preset second quantity threshold may be the same value or different values. For example, if the first number is greater than a preset first number threshold or the second number is greater than a preset second number threshold, it is determined that the collision signal is invalid. or When , it can be determined that the collision signal is invalid, where Indicates that the bus collision signal is invalid. Indicates that the hard line collision signal is invalid.

[0084] Step 303: In response to the first number being less than or equal to a preset first number threshold and the second number being less than or equal to a preset second number threshold, determine the bus signal type of the valid bus signal frame in the bus collision signal and the hard wire signal type of the valid hard wire signal frame in the hard wire collision signal.

[0085] In a specific implementation, if the first number is less than or equal to the preset first number threshold, and the second number is less than or equal to the preset second number threshold, it means that both the hard line collision signal and the bus collision signal in the collision signal are valid, that is, At this time, it is necessary to further determine the bus signal type of the valid bus signal frame in the bus collision signal and the hard line signal type of the valid hard line signal frame in the hard line collision signal to prepare for the subsequent collision judgment.

[0086] Step 304: Determine whether the collision signal is valid based on the consistency between the hard-wire signal type and the bus signal type.

[0087] In some embodiments, step 304 includes:

[0088] Step 3041: In response to the hard-line signal type being a valid collision signal and the bus signal type being a valid collision signal, determining that the collision signal is collision type valid.

[0089] In specific implementation, it can be seen from formula (4) that, under the premise that the collision signal itself is valid, that is, , if the hard-wire signal type is a valid collision signal and the bus signal type is a valid collision signal, it means that the judgment of the hard-wire collision signal and the bus collision signal is consistent, both are valid, and both carry the information of the vehicle collision, that is, (C=C1)∩(I=I1)∩ At this time, it is determined that the collision signal is collision type valid, that is, Y=Y1.

[0090] Step 3042: In response to the hard-wire signal type being a valid non-collision signal and the bus signal type being a valid non-collision signal, determining that the collision signal is a non-collision type valid.

[0091] In specific implementation, it can be seen from formula (4) that, under the premise that the collision signal itself is valid, that is, , if the hard-wire signal type is a valid non-collision signal and the bus signal type is a valid non-collision signal, it means that the judgment of the hard-wire collision signal and the bus collision signal is consistent, both are valid, and both carry the information that the vehicle has not collided, that is, (C=C2)∩(I=I2)∩ At this time, it is determined that the collision signal is valid as a non-collision type, that is, Y=Y2.

[0092] Step 3043: In response to the hard-wire signal type being a valid collision signal and the bus signal type being a valid non-collision signal, determining that the collision signal is invalid.

[0093] In specific implementation, if the hard-wire signal type is a valid collision signal, and the bus signal type is a valid non-collision signal, it means that the judgment of the hard-wire collision signal and the bus collision signal are inconsistent, indicating that there are faulty lines in the hard-wire signal collection and the bus signal collection, and the collision signal is determined to be invalid, and Y=Y!.

[0094] Step 3044: In response to the hard-wire signal type being a valid non-collision signal and the bus signal type being a valid collision signal, determining that the collision signal is invalid.

[0095] In specific implementation, if the hard-wire signal type is a valid non-collision signal, and the bus signal type is a valid collision signal, it means that the judgment of the hard-wire collision signal and the bus collision signal are inconsistent, indicating that there are faulty lines in the hard-wire signal collection and the bus signal collection, and the collision signal is determined to be invalid, and Y=Y!.

[0096] In some embodiments, Figure 4As shown, the signal frequency conversion and multiplexing are performed according to the preset delay time and acquisition time interval to obtain the multiplexing signal, including:

[0097] Step 401: Determine the time at which the collision signal is determined to be invalid.

[0098] In specific implementation, in order to determine the acquisition time of each signal in the multiple-sampled signal, it is first necessary to determine the determination time when the first collision signal is determined to be invalid, because at the determination time, Updated to To start signal re-sampling.

[0099] Step 402: The sum of the determination time and the delay time is determined as the re-sampling start time.

[0100] In the specific implementation, because the operating conditions such as instantaneous voltage instability at power-on / bus load rate / electromagnetic interference / short-term abnormality of harness plug-in may last for a short time, if the collision signal is collected continuously, re-collection may be carried out before the corresponding external interference ends, resulting in the meaninglessness of re-collection. Therefore, after starting the re-collection, the delay time is set to ensure delayed re-collection, that is, the sum of the judgment time and the delay time is determined as the re-collection start time t2.

[0101] Step 403: taking the product of the sine value of the preset frequency conversion parameter and the sampling time interval as the re-sampling time interval.

[0102] In specific implementation, in order to avoid the influence of external interference when the same acquisition frequency cannot be avoided, the frequency conversion re-sampling method is adopted when re-sampling the signal, that is, the product of the sine value sinb of the preset frequency conversion parameter b and the acquisition time interval t1 is used as the re-sampling time interval sinb t1.

[0103] Step 404: taking the re-sampling start time as the starting time, repeatedly sampling the bus collision signal and the hard line collision signal according to the re-sampling time interval and the preset signal sampling times to obtain a re-sampling signal.

[0104] In specific implementation, the acquisition time of the multiplexed signal is:

[0105]

[0106] Wherein, t′(x) represents the acquisition time of the xth signal during signal re-sampling; is the re-sampling start parameter, and at this time the re-sampling start parameter is 1; when the signal acquisition times m are completed, the signal re-sampling is stopped to obtain the re-sampling signal.

[0107] In some embodiments, Figure 5 As shown, determining whether the collision judgment is valid according to the bus collision signal and the hard line collision signal in the multiple sampling signal includes:

[0108] Step 501: Determine the effective type of the collision signal according to the bus collision signal and the hard line collision signal.

[0109] In specific implementation, the process of determining the effective type of the collision signal according to the bus collision signal and the hard-line collision signal is shown in formula (4). If the effective type is collision type effective, then Y=Y1; if the effective type is non-collision type effective, then Y=Y2.

[0110] Step 502: In response to the validity type being non-collision type valid, determining that the collision judgment is invalid.

[0111] In a specific implementation, if Y=Y2, it is determined that the collision signal carries information that the vehicle has not collided, and the validity type is determined to be non-collision type validity.

[0112] Step 503: In response to the validity type being collision type validity, determining that the collision judgment is valid.

[0113] In a specific implementation, if Y=Y1, it is determined that the collision signal carries information that the vehicle has collided, and the valid type is determined to be collision type valid.

[0114] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0115] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0116] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a collision protection device for a vehicle.

[0117] refer to Figure 6 , the collision protection device of the vehicle comprises:

[0118] The first collection judgment module 10 is configured to: collect the bus collision signal and the hard line collision signal according to a preset collection time interval, and determine whether the collision signal is valid according to the consistency of the bus collision signal and the hard line collision signal;

[0119] The re-collection validity judgment module 20 is configured to: in response to the collision signal being invalid, set the re-collection start parameter to a preset first parameter, and perform signal frequency conversion re-collection according to a preset delay time and acquisition time interval to obtain a re-collection signal, and perform signal validity judgment on the re-collection signal;

[0120] The collision validity judgment module 30 is configured to: in response to the validity of the multiple sampling signal, determine whether the collision judgment is valid according to the bus collision signal and the hard line collision signal in the multiple sampling signal, and enable the safety function when the collision judgment is valid.

[0121] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0122] The device of the above embodiment is used to implement the corresponding vehicle collision protection method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0123] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the collision protection method for the vehicle described in any of the above embodiments is implemented.

[0124] Figure 7 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0125] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0126] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0127] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0128] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0129] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0130] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0131] The electronic device of the above embodiment is used to implement the corresponding vehicle collision protection method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0132] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle collision protection method described in any of the above embodiments.

[0133] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0134] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the vehicle collision protection method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0135] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the electronic device or vehicle collision protection device of the above-mentioned embodiment, and the collision protection method of the vehicle described in any of the above embodiments is executed through the electronic device or vehicle collision protection device of the above-mentioned embodiment, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0136] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0137] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0138] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0139] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0140] A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0141] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power supply / ground connection with the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented in the embodiments of the present application (that is, these details should be fully within the scope of understanding of those skilled in the art). In the case of elaborating specific details (e.g., circuits) to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0142] Although the present application has been described in conjunction with specific embodiments of the present application, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0143] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. A vehicle collision protection method, characterized in that: include: Collecting a bus collision signal and a hard-line collision signal according to a preset collection time interval, and determining whether the collision signal is valid according to the consistency of the bus collision signal and the hard-line collision signal; In response to the collision signal being invalid, the re-sampling start parameter is set to a preset first parameter, and the signal frequency conversion re-sampling is performed according to the preset delay time and the sampling time interval to obtain a re-sampling signal, and the signal validity is judged on the re-sampling signal; In response to the multiplexing signal being valid, determining whether a collision judgment is valid according to the bus collision signal and the hard-line collision signal in the multiplexing signal, and enabling a safety function when the collision judgment is valid.

2. The vehicle collision protection method according to claim 1, characterized in that: Also includes: In response to the re-collection signal being invalid, updating the re-collection start parameter according to the current vehicle state; In response to the updated re-sampling start parameter being the first parameter that allows verification, performing a cyclic verification of the collision signal according to a preset maximum number of verification times; In response to the updated re-sampling start parameter being the second parameter that prohibits verification, safety control is enabled according to the current vehicle state.

3. The vehicle collision protection method according to claim 1, characterized in that: The determining whether the collision signal is valid according to the consistency between the bus collision signal and the hard line collision signal comprises: determining a first number of consecutive invalid bus signal frames in the bus collision signal and a second number of consecutive invalid hardline signal frames in the hardline collision signal; In response to the first number being greater than a preset first number threshold or the second number being greater than a preset second number threshold, determining that the collision signal is invalid; In response to the first number being less than or equal to a preset first number threshold, and the second number being less than or equal to a preset second number threshold, determining a bus signal type of a valid bus signal frame in the bus collision signal and a hard line signal type of a valid hard line signal frame in the hard line collision signal; Whether the collision signal is valid is determined according to consistency between the hard-wire signal type and the bus signal type.

4. The vehicle collision protection method according to claim 3, characterized in that: The determining whether the collision signal is valid according to the consistency between the hard-line signal type and the bus signal type comprises: In response to the hard-wire signal type being a valid collision signal and the bus signal type being a valid collision signal, determining that the collision signal is collision type valid; In response to the hard-wire signal type being a valid non-collision signal and the bus signal type being a valid non-collision signal, determining that the collision signal is a non-collision type valid; In response to the hardwire signal type being a valid collision signal and the bus signal type being a valid non-collision signal, determining that the collision signal is invalid; In response to the hardwire signal type being a valid non-collision signal and the bus signal type being a valid collision signal, it is determined that the collision signal is invalid.

5. The vehicle collision protection method according to claim 1, characterized in that: The signal frequency conversion and multiplexing are performed according to the preset delay time and sampling time interval to obtain the multiplexing signal, including: determining a determination time at which the collision signal is determined to be invalid; Determine the sum of the determination time and the delay time as the re-collection start time; The product of the sine value of the preset frequency conversion parameter and the acquisition time interval is used as the re-acquisition time interval; The re-sampling start time is taken as the starting time, and the bus collision signal and the hard line collision signal are repeatedly collected according to the re-sampling time interval and the preset signal collection times to obtain the re-sampling signal.

6. The vehicle collision protection method according to claim 1, characterized in that: The determining whether the collision judgment is valid according to the bus collision signal and the hard line collision signal in the complex sampling signal comprises: determining a valid type of the collision signal based on the bus collision signal and the hard-line collision signal; In response to the validity type being non-collision type validity, determining that the collision judgment is invalid; In response to the validity type being collision type validity, it is determined that the collision judgment is valid.

7. The vehicle collision protection method according to claim 2, characterized in that: The updating of the re-mining start parameter according to the current vehicle state includes: In response to the current vehicle state being a functional safety state, updating the re-sampling start parameter from the first parameter to the second parameter; In response to the current vehicle state being a default operating state, the first parameter is retained as the re-sampling start parameter.

8. The vehicle collision protection method according to claim 2, characterized in that: The cyclic verification of the collision signal according to a preset maximum number of verification times includes: Determining the number of cycles of the cyclic verification; In response to the number of cycles being less than or equal to the maximum number of verifications, setting the re-sampling start parameter to the first parameter, and continuing the cyclic verification; In response to the number of cycles being greater than the maximum number of verifications, the re-sampling start parameter is set to the second parameter, and the cyclic verification is stopped.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 9.

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