Collision protection method for a vehicle, electronic device and vehicle

Abstract

The application provides a collision protection method, an electronic device and a vehicle, which can determine whether a collision signal is valid according to the consistency of a bus collision signal and a hard-wire collision signal; after the collision signal is invalid, signal frequency resampling is performed according to a preset delay duration and a collection time interval, a resampled signal is obtained, and the resampled signal is subjected to signal validity judgment; when the resampled signal is valid, whether collision judgment is valid is determined according to the bus collision signal and the hard-wire collision signal in the resampled signal, and safety function enabling is performed when the collision judgment is valid. The validity of the collected collision signal is judged through the consistency of two-dimensional signals, which can effectively avoid the problem of abnormal function triggering caused by signal misjudgment, and improve the driving experience. When it is determined that the collision signal is invalid, the collision signal is subjected to signal frequency resampling by changing the collection time interval, the validity of the collision signal is further verified, and the driving experience of the user is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a collision protection method for a vehicle, electronic equipment, and a vehicle. Background Technology

[0002] With the development of the vehicle industry, the importance of safety in vehicles is constantly increasing. However, the signal interaction between various controllers in the vehicle is becoming more and more complex, and the acquisition and judgment of collision signals by each controller is becoming more and more precise and accurate. This often leads to misjudgments in the acquisition and valid value judgment of collision signals, causing the vehicle to trigger the corresponding collision safety function when no collision has occurred, which causes trouble for users. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a collision protection method, electronic device and vehicle for avoiding misjudgment of collision signals and their effectiveness.

[0004] To achieve the above objectives, this application provides a collision protection method for a vehicle, comprising:

[0005] Bus collision signals and hard wire collision signals are acquired according to a preset acquisition time interval, and the validity of the collision signal is determined based on the consistency between the bus collision signal and the hard wire collision signal.

[0006] In response to the invalid collision signal, the re-sampling start parameter is set to the preset first parameter, and the signal is re-sampled by frequency conversion according to the preset delay time and the sampling time interval to obtain the re-sampled signal, and the validity of the re-sampled signal is judged.

[0007] In response to the valid resampling signal, the validity of the collision judgment is determined based on the bus collision signal and the hardline collision signal in the resampling signal, and the security function is enabled when the collision judgment is valid.

[0008] Based on the same inventive concept, this 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 described above when executing the computer program.

[0009] Based on the same inventive concept, this disclosure also provides a vehicle including the electronic equipment described above.

[0010] As can be seen from the above, the vehicle collision protection method, electronic device, and vehicle provided in this application can acquire bus collision signals and hard-wire collision signals according to a preset acquisition time interval, and determine whether the collision signal is valid based on the consistency of the bus collision signal and the hard-wire collision signal; in response to an invalid collision signal, the re-acquisition start parameter is set to a preset first parameter, and the signal is re-acquisitioned by frequency conversion according to a preset delay duration and acquisition time interval to obtain a re-acquisition signal, and the validity of the re-acquisition signal is judged; in response to a valid re-acquisition signal, the validity of the collision judgment is determined based on the bus collision signal and the hard-wire collision signal in the re-acquisition signal, and the safety function is enabled when the collision judgment is valid. By judging the validity of the acquired collision signal based on the consistency of the bus collision signal and the hard-wire collision signal, the problem of abnormal triggering of collision-related functions caused by misjudgment of collision signals can be effectively avoided, thus improving the driving experience. When a collision signal is determined to be invalid, the collision signal is resampled by changing the acquisition time interval to further verify its validity. If the resampled signal is valid, the collision judgment is further determined based on the bus collision signal and the hard-wired collision signal to avoid generating incorrect collision judgments from valid resampled signals. This ensures that the collision association function is not triggered abnormally and improves the user's driving experience. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 This is a flowchart of a vehicle collision protection method according to an embodiment of this application;

[0013] Figure 2 This is a flowchart illustrating the safety control when the re-acquired signal is invalid, as described in an embodiment of this application.

[0014] Figure 3 A flowchart for determining whether a collision signal is valid in an embodiment of this application;

[0015] Figure 4 This is a flowchart illustrating the signal re-acquisition process in an embodiment of this application.

[0016] Figure 5 A flowchart for determining whether a collision determination is valid in the embodiments of this 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 this application;

[0018] Figure 7 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0020] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" 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] In this article, it is important to understand that any number of elements in the accompanying figures is for illustrative purposes and not for limitation, and any naming is for distinction only and has no limiting meaning.

[0022] Based on the above background description, the following situations also exist in the related technologies:

[0023] The signal interaction between various controllers in a vehicle is becoming increasingly complex, and the acquisition and judgment of collision signals by each controller is becoming more and more precise and accurate. In particular, safety functions such as automatic triggering of the vehicle's emergency call system (eCall) after a collision and automatic unlocking and popping out of hidden door handles after a collision all require collision signals to trigger. However, collision signals are easily affected by operating conditions such as unstable voltage at power-on, bus load rate, electromagnetic interference, and short-term abnormalities in wiring harness connectors. This often leads to misjudgments in the acquisition and valid value judgment of collision signals, causing the vehicle to abnormally trigger the vehicle's emergency call system or abnormally unlock and pop out of hidden door handles even when no collision has occurred, resulting in customer complaints.

[0024] The vehicle collision protection method, electronic device, and vehicle provided in this application can acquire bus collision signals and hard-wire collision signals according to a preset acquisition time interval, and determine whether the collision signal is valid based on the consistency of the bus collision signal and the hard-wire collision signal. In response to an invalid collision signal, the re-acquisition start parameter is set to a preset first parameter, and signal frequency conversion re-acquisition is performed according to a preset delay duration and acquisition time interval to obtain a re-acquisition signal, and the validity of the re-acquisition signal is judged. In response to a valid re-acquisition signal, the validity of the collision judgment is determined based on the bus collision signal and the hard-wire collision signal in the re-acquisition signal, and safety functions are enabled when the collision judgment is valid. By judging the validity of the acquired collision signal based on the consistency of the bus collision signal and the hard-wire collision signal, the problem of abnormal triggering of collision-related functions due to misjudgment of collision signals can be effectively avoided, improving the driving experience. When a collision signal is determined to be invalid, the collision signal is resampled by changing the acquisition time interval to further verify its validity. If the resampled signal is valid, the collision judgment is further determined based on the bus collision signal and the hard-wired collision signal to avoid generating incorrect collision judgments from valid resampled signals. This ensures that the collision association function is not triggered abnormally and improves the user's driving experience.

[0025] The collision protection method for vehicles provided by the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0026] In some embodiments, such as Figure 1 As shown, the vehicle collision protection methods include:

[0027] Step 101: Collect bus collision signals and hard wire collision signals according to the preset acquisition time interval, and determine whether the collision signal is valid based on the consistency between the bus collision signal and the hard wire collision signal.

[0028] In practical implementation, hard-wired signals and Controller Area Network (CAN) signals are two important signal transmission methods in vehicle electronic systems, and they have distinct differences. Hard-wired signals are the most commonly used signal transmission method in vehicle electronic systems. They use fixed hard wires to connect the controller and vehicle electronic components for signal transmission. The hard wires are directly connected to the chip pins, transmitting high and low voltage levels. Hard-wired signals are generally used for basic control functions such as ignition control. Hard-wired signals can also 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] Hard-wired signals offer several advantages: high transmission speed, enabling real-time monitoring and control; stable transmission, less susceptible to external interference; and low installation and maintenance costs, resulting in lower overall application costs. However, hard-wired signal installation requires a longer time; the transmission distance is limited by the physical constraints of the hard wire; and the installation space is large and difficult to modify.

[0030] CAN signals transmit data, consisting of 0s and 1s in a bitstream. 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 the controller 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, and accelerator pedal position sensors in the engine control unit.

[0031] CAN signals offer high transmission speeds, enabling real-time monitoring and control; they are also stable and less susceptible to external interference; installation space is limited, making them easy to modify; and installation and maintenance costs are low. However, CAN bus installation takes a considerable amount of time; transmission distance is limited; and software configuration is complex, requiring specialized technical personnel.

[0032] Hard-wired signals and CAN signals are both important signal transmission methods in vehicle electronic systems, each with its own advantages and disadvantages. The appropriate signal transmission method should be selected based on the actual application requirements. Hard-wired signals offer high transmission speeds and ample installation space, but installation takes a considerable amount of time, transmission distance is limited, and they are not easily modified. CAN signals offer high transmission speeds, require less installation space, and are easy to modify, but installation takes a considerable amount of time, transmission distance is limited, and software configuration is complex.

[0033] To improve the efficiency of collision detection, related technologies generally only use a single-dimensional collision signal for collision detection. However, in this embodiment, to ensure the effectiveness of the collision signal, both hard-wired and CAN signals are used simultaneously to determine whether a vehicle collision has occurred. Specifically, bus collision signals and hard-wired collision signals are collected according to a preset acquisition time interval. For example, the signal acquisition process can be as follows:

[0034] Bus collision signals and hard wire collision signals are collected according to a preset acquisition time interval. The number of acquisitions is m, and the number of signal frames acquired each time is n, where m≥2, n≥5. The acquisition times for bus collision signals and hard wire collision signals are as follows:

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

[0036] Where t(x) is the time of the xth acquisition of bus collision signal and hard wire collision signal, t0 is the time of the first acquisition of bus collision signal and hard wire collision signal, this time should be calculated from the bus wake-up time. If the control system allows signal acquisition, the first acquisition will begin after time t0, where t0≥100ms; t1 is the preset acquisition time interval, which represents the interval between two adjacent acquisition times.

[0037] After obtaining m acquisition signals, the current signal acquisition ends, resulting in m bus collision signals and hard wire collision signals. Then, the validity of the collision signal is determined based on the consistency between the bus collision signal and the hard wire collision signal.

[0038] First, the validity of the collected collision signals (including bus collision signals and hardwire collision signals) is verified. Let C represent the collision value of a single-frame bus collision signal, C1 represent the valid collision value of the bus collision signal (i.e., C1 represents a valid bus collision signal that carries information about a vehicle collision), C2 represent the valid non-collision value of the bus collision signal (i.e., C2 represents a valid bus collision signal that carries information about a vehicle not colliding), and C! represent the invalid value of the bus collision signal (i.e., C! represents an invalid bus collision signal). The process for determining the validity of the collision value C of a single-frame bus collision signal is as follows:

[0039]

[0040] Let I represent the collision value of a single-frame hard-line collision signal, I1 represent the valid collision value of the hard-line collision signal (i.e., I1 represents a valid hard-line collision signal that carries information about a vehicle collision), I2 represent the valid non-collision value of the hard-line collision signal (i.e., I2 represents a valid hard-line collision signal that carries information about a vehicle not colliding), and I! represent the invalid value of the hard-line collision signal (i.e., I! represents an invalid hard-line collision signal). The process for determining the validity of the collision value I of a single-frame hard-line collision signal is as follows:

[0041]

[0042] The validity of a collision signal can be determined by comparing the collision value I of a hard-wired collision signal with the collision value C of a bus collision signal.

[0043] Let Y represent the collision value of the collision signal, Y1 represent the valid collision value of the collision signal (i.e., Y1 represents a valid collision signal that carries information about a vehicle collision), Y2 represent the valid non-collision value of the collision signal (i.e., Y2 represents a valid collision signal that carries information about a vehicle not colliding), and Y! represent the invalid value of the collision signal (i.e., Y! represents an invalid collision signal). The process for determining the validity of the collected collision signal is as follows:

[0044]

[0045] Where Y is the collision value of the collision signal, and C! mn I represents the number of consecutive invalid single-frame bus collision signals in all signal frames of the first acquired bus collision signal. mn This indicates the number of consecutive invalid single-frame hard-wire collision signals in all signal frames of the first acquired hard-wire collision signal. This indicates the maximum number of consecutive invalid signals allowed by the system.

[0046] If Y = Y1 or Y = Y2, it indicates that the bus collision signal and the hard-wire collision signal are consistent, and the collision signal is confirmed to be valid; if Y = Y!, it indicates that the bus collision signal and the hard-wire collision signal are inconsistent or that there are unexpected consecutive invalid signal frames, and the collision signal is confirmed to be invalid.

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

[0048] In practice, if the initial collision signal is invalid, a fault alarm will not be triggered directly. This is because if the fault handling strategy is executed directly, the acquisition of subsequent collision signals will be interrupted or the location will be deemed invalid due to the presence of a fault. This will continue until the fault is repaired, which would prevent the vehicle from triggering the emergency call system or abnormally unlocking and popping out hidden door handles when a real collision occurs, thus increasing the risk to the user's safety control.

[0049] Therefore, after determining that the first-collected collision signal is invalid, the collision signal needs to be collected and judged again after a certain delay, and the capture time and number of signals should be adjusted accordingly. From the strategy method, the functional abnormality caused by the misjudgment of the collision signal due to signal frame loss / abnormal transmission rate / unstable voltage at the moment of vehicle start-up should be eliminated. That is, the influence of external interference on the validity judgment is eliminated by performing signal frequency conversion and re-collection of the collision signal, and the corresponding re-collected signal is obtained. The validity judgment of the re-collected signal is performed according to formulas (2), (3), and (4). Based on the validity judgment result of the re-collected signal, it is determined whether the invalid result of the first signal collection is caused by external interference. 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 unexpected continuous invalid signal frames, and the re-collected signal is determined to be invalid.

[0050] Step 103: In response to the valid resampling signal, determine whether the collision judgment is valid based on the bus collision signal and hardline collision signal in the resampling signal, and enable the safety function when the collision judgment is valid.

[0051] In practice, if the re-acquired signal is valid, it indicates that the initial collision signal was affected by factors such as unstable voltage during power-on, bus load rate, electromagnetic interference, or short-term abnormalities in wiring harness components, leading to a problem with the initial collision signal and thus rendering it invalid. Further verification of the collision signal's validity is achieved through frequency conversion re-acquired signals. If the re-acquired signal is valid, the validity of the collision judgment is further determined based on the bus collision signal and the hard-wired collision signal. This prevents valid re-acquired signals from generating erroneous collision judgments, ensuring that the collision association function is not abnormally triggered and improving the user's driving experience.

[0052] Specifically, when the collision value of the re-collected signal is Y=Y1, it indicates that the re-collected signal carries information about a vehicle collision, confirming a valid collision judgment and enabling the safety functions. When the collision value of the re-collected signal is Y=Y2, it indicates that the re-collected signal carries information about no vehicle collision, confirming an invalid collision judgment and disabling the corresponding safety functions. Safety functions include the vehicle emergency call system or the ability to pop up hidden door handles in case of abnormal unlocking.

[0053] Therefore, the process of determining whether a collision detection is valid based on bus collision signals and hardline collision signals is as follows:

[0054]

[0055] In summary, the vehicle collision protection method provided in this application can determine the validity of collected collision signals based on the consistency of both bus collision signals and hard-wired collision signals. This effectively avoids the problem of abnormal triggering of collision-related functions due to misjudgment of collision signals, thus improving the driving experience. Furthermore, when a collision signal is determined to be invalid, the collision signal is resampled by changing the acquisition time interval to further verify its validity. If the resampled signal is valid, the validity of the collision judgment is further determined based on both the bus collision signal and the hard-wired collision signal. This avoids erroneous collision judgments from valid resampled signals, ensuring that collision-related functions are not abnormally triggered and improving the user's driving experience.

[0056] In some embodiments, such as Figure 2 As shown, vehicle collision protection methods also include:

[0057] Step 201: In response to the invalidation of the re-collection signal, update the re-collection start parameters according to the current vehicle status.

[0058] In practice, if the re-acquisition signal is also determined to be invalid, it is necessary to determine whether to allow the collision signal to be acquired again to further verify whether the invalid signal is caused by external interference. At this time, the re-acquisition start parameter needs to be updated according to the current vehicle status. The re-acquisition start parameter is a decision variable that determines whether the collision signal is repeatedly acquired. For example, when the re-acquisition start parameter is 1, it means that the repeated acquisition of the collision signal is allowed to continue to determine the validity of the collision signal; when the re-acquisition start parameter is 0, it means that the repeated acquisition of the collision signal is not allowed to be acquired, it is determined that there is a signal acquisition fault, and the function corresponding to the previous vehicle status is executed.

[0059] The re-collection start parameter value is determined by the current vehicle status. Since a signal re-collection has already been performed, the re-collection start parameter value is 1 before updating. If the current vehicle status is in a safety function state, it indicates a safety risk and the corresponding safety function needs to be executed immediately to eliminate or reduce the safety risk. There is insufficient time for cyclic verification of the collision signal, so collision signal collection is not allowed to avoid affecting the triggering of safety functions. If the current vehicle status is in the default operating state, it indicates no safety risk and no need to execute the corresponding safety function. The vehicle may be in an audio-visual entertainment state, and there is sufficient time for cyclic verification of the collision signal. In this case, collision signal collection is allowed to ensure that the influence of external interference can be eliminated.

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

[0061] Step 2011: In response to the current vehicle status being a functional safety state, update the re-collection start parameter from the first parameter to the second parameter;

[0062] Step 2012: In response to the current vehicle status being the default running state, the first parameter is retained as the re-collection start parameter.

[0063] Taking a first parameter of 1 and a second parameter of 0 as an example, the process of updating the re-collection start parameters according to the current vehicle status is as follows:

[0064]

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

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

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

[0068] In some embodiments, cyclic verification of collision signals is performed according to a preset maximum number of verifications, including:

[0069] Step 2021: Determine the number of iterations for the loop check.

[0070] In practice, although performing cyclic verification in the default operating state does not pose a risk to vehicle safety, the cyclic verification process does occupy hardwired lines and the CAN bus to a certain extent. Therefore, it is still necessary to limit the cyclic verification, that is, to limit the cyclic process by determining the maximum number of verification cycles. The maximum number of verification cycles represents the maximum number of cycles that can be performed. When the number of cycles exceeds the maximum number of verification cycles, cyclic verification is no longer allowed. Therefore, the first step is to determine the number of completed cyclic verification cycles, δ. The counting rule for the number of cycles, δ, is as follows: whenever... Count once per hour.

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

[0072] In practical implementation, taking a maximum number of verifications equal to 3 as an example, if the number of loops δ≤3, it indicates that the number of loop verifications is small, and the verification results are random. Therefore, the re-sampling start parameter is set as the first parameter, i.e., let... To continue the cyclical verification.

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

[0074] In practical implementation, taking a maximum verification count of 3 as an example, if the number of loops δ>3, it indicates that the number of loop verifications is relatively large, and the probability of randomness in the verification results is greatly reduced. Therefore, the re-sampling start parameter is set as the second parameter, i.e., let... Stop the loop verification and output the verification result. If the collision value of the collision signal becomes Y=Y1 or Y=Y2, it indicates that there is no fault in the collision signal acquisition process. The initial collision signal was affected by external interference, and the collision signal became valid after the interference ended. If the collision value of the collision signal remains Y=Y!, it indicates that there is a fault in the collision signal acquisition process. The initial collision signal did indeed have a problem. Enable fault handling to repair and alert on the signal acquisition fault.

[0075] Taking a maximum number of checks equal to 3 as an example, the process of cyclically checking the collision signal according to the preset maximum number of checks is as follows:

[0076]

[0077] Step 203: In response to the updated re-collection start parameter being the second parameter that is prohibited from verification, enable safety control based on the current vehicle status.

[0078] In practice, if the updated re-collection start parameter is the second parameter that is prohibited from 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 cyclic verification of the collision signal, the collection of the collision signal is not allowed, so as to reduce the delay of the safety function triggering, ensure that the safety risk can be mitigated in the first time, and avoid safety accidents.

[0079] In some embodiments, such as Figure 3 As shown, the validity of a collision signal is determined based on the consistency between the bus collision signal and the hardline collision signal, including:

[0080] Step 301: 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.

[0081] In practice, the system has limitations on the number of consecutive invalid signal frames. If a certain number of invalid signal frames are collected consecutively, it indicates that there is a fault in the signal acquisition process and it 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 a first quantity being greater than a preset first quantity threshold or a second quantity being greater than a preset second quantity threshold, determine that the collision signal is invalid.

[0083] In practice, the preset first quantity threshold and the preset second quantity threshold can be the same value or different values. The preset first quantity threshold and the preset second quantity threshold are set to the same value. For example, if the first quantity is greater than a preset first quantity threshold or the second quantity is greater than a preset second quantity threshold, the collision signal is determined to be invalid. That is, a collision exists. or At that time, it can be determined that the collision signal is invalid, where, This indicates that the bus collision signal is invalid. This indicates that the hard wire collision signal is invalid.

[0084] Step 303: In response to a first quantity being less than or equal to a preset first quantity threshold and a second quantity being less than or equal to a preset second quantity 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 practical implementation, if the first quantity is less than or equal to a preset first quantity threshold, and the second quantity is less than or equal to a preset second quantity threshold, it indicates that both the hard-wire collision signal and the bus collision signal in the collision signal are valid. Once the collision signal is confirmed to be valid, it is necessary to further 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, in order to prepare for subsequent collision determination.

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

[0087] In some embodiments, step 304 includes:

[0088] Step 3041: In response to the fact that the hard-wired signal type is a valid collision signal and the bus signal type is a valid collision signal, determine that the collision signal is a valid collision signal.

[0089] In practical implementation, as can be seen from formula (4), under the premise that the collision signal itself is valid, that is, in Under the premise that both the hard-wire signal type and the bus signal type are valid collision signals, it means that the judgments of the hard-wire collision signal and the bus collision signal are consistent, both are valid, and both carry information about a vehicle collision, i.e., (C=C1)∩(I=I1)∩ When the collision signal is determined to be valid, that is, Y = Y1.

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

[0091] In practical implementation, as can be seen from formula (4), under the premise that the collision signal itself is valid, that is, in Under the premise that 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 information that the vehicle has not collided, that is, (C=C2)∩(I=I2)∩ When the collision signal is determined to be non-collision type, that is, Y = Y2.

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

[0093] In practice, if the hard-wire signal type is a valid collision signal and the bus signal type is a valid non-collision signal, it indicates that the judgment of the hard-wire collision signal and the bus collision signal is inconsistent, indicating that there is a faulty line in the hard-wire signal acquisition and bus signal acquisition, and the collision signal is determined to be invalid. Also, Y = Y!.

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

[0095] In practice, if the hard-wire signal type is a valid non-collision signal and the bus signal type is a valid collision signal, it indicates that the judgment of the hard-wire collision signal and the bus collision signal is inconsistent, indicating that there is a faulty line in the hard-wire signal acquisition and the bus signal acquisition, and the collision signal is determined to be invalid. Also, Y = Y!.

[0096] In some embodiments, such as Figure 4As shown, the signal is resampled by frequency conversion according to the preset delay duration and acquisition time interval to obtain the resampled signal, including:

[0097] Step 401: Determine the moment when the collision signal is deemed invalid.

[0098] In practice, to determine the acquisition time of each signal in the re-acquisition signal, it is first necessary to determine the determination time at which the first collision signal is deemed invalid, because at the determination time, the signal will be... Updated to To initiate signal re-acquisition.

[0099] Step 402: Determine the sum of the determination time and the delay duration as the start time of re-sampling.

[0100] In practice, since conditions such as unstable instantaneous voltage upon power-on, bus load rate, electromagnetic interference, and short-term abnormalities in wiring harness plugs may last for a short period of time, if collision signal acquisition is performed continuously, re-acquisition may be performed before the corresponding external interference ends, rendering the re-acquisition meaningless. Therefore, after re-acquisition is started, a delay duration is set to ensure delayed re-acquisition, that is, the sum of the judgment time and the delay duration is determined as the re-acquisition start time t2.

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

[0102] In practice, to avoid the influence of external interference that cannot be avoided when the same acquisition frequency is used, frequency conversion acquisition is adopted when the signal is reacquired. 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 reacquisition time interval sinb t1.

[0103] Step 404: Starting from the re-acquisition start time, repeatedly acquire bus collision signals and hard wire collision signals according to the re-acquisition time interval and the preset number of signal acquisitions to obtain the re-acquisition signal.

[0104] In practice, the acquisition time of the re-acquisition signal is as follows:

[0105]

[0106] Where t′(x) represents the acquisition time of the x-th signal during signal resampling; The re-sampling start parameter is 1 at this time; when the signal acquisition count m is completed, the signal re-sampling is stopped and the re-sampling signal is obtained.

[0107] In some embodiments, such as Figure 5 As shown, the validity of the collision detection is determined based on the bus collision signal and hardline collision signal in the resampled signal, including:

[0108] Step 501: Determine the valid type of the collision signal based on the bus collision signal and the hardline collision signal.

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

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

[0111] In practice, if Y = Y2, it is determined that the collision signal carries information that the vehicle did not collide, and the validity type is determined to be non-collision valid.

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

[0113] In practice, if Y = Y1, it is determined that the collision signal carries information about a vehicle collision, and the validity type is determined to be collision-type valid.

[0114] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0115] It should be noted that the above description describes some embodiments of this 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 a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0116] Based on the same inventive concept, and corresponding to any of the above embodiments, this application also provides a vehicle collision protection device.

[0117] refer to Figure 6 The vehicle collision protection device includes:

[0118] The initial acquisition and judgment module 10 is configured to: acquire bus collision signals and hard wire collision signals according to a preset acquisition time interval, and determine whether the collision signal is valid based on the consistency between the bus collision signal and the hard wire collision signal;

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

[0120] The collision validity judgment module 30 is configured to: in response to the validity of the re-sampling signal, determine whether the collision judgment is valid based on the bus collision signal and the hard wire collision signal in the re-sampling signal, and enable the safety function when the collision judgment is valid.

[0121] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

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

[0123] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this 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 the processor executes the program to implement the vehicle collision protection method described in any of the above embodiments.

[0124] Figure 7 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0125] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, 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 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0127] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0128] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0129] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0130] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0131] The electronic devices described above are used to implement the collision protection method for the corresponding vehicle in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0132] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the vehicle collision protection method as 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, program modules, 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 technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0134] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle collision protection method as 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 the methods of any of the above embodiments, this application also provides a vehicle, including the electronic equipment or vehicle collision protection device of the above embodiments, and performs the vehicle collision protection method as described in any of the above embodiments through the electronic equipment or vehicle collision protection device of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0136] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0137] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0138] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

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

[0140] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0141] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0142] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, 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 be used with the embodiments discussed.

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

Claims

1. A collision protection method for a vehicle, characterized by, The method comprises the following steps: collecting bus collision signals and hard-wire collision signals according to a preset collection time interval, and determining whether the collision signals are valid according to consistency of the bus collision signals and the hard-wire collision signals; in response to the collision signals being invalid, setting a re-collection starting parameter to a preset first parameter, and performing signal frequency conversion re-collection according to a preset delay time length and the collection time interval to obtain re-collection signals, and performing signal validity judgment on the re-collection signals; in response to the re-collection signals being valid, determining whether collision judgment is valid according to the bus collision signals and the hard-wire collision signals in the re-collection signals, and enabling a safety function when the collision judgment is valid.

2. The collision protection method of a vehicle according to claim 1, characterized by, Further comprising: in response to the re-collection signals being invalid, updating the re-collection starting parameter according to a current vehicle state; in response to the updated re-collection starting parameter being a first parameter allowing verification, performing cyclic verification of the collision signals according to a preset maximum verification number; in response to the updated re-collection starting parameter being a second parameter prohibiting verification, enabling safety control according to the current vehicle state.

3. The collision protection method of a vehicle according to claim 1, characterized by, The step of determining whether the collision signals are valid according to consistency of the bus collision signals and the hard-wire collision signals comprises: determining a first number of consecutive invalid bus signal frames in the bus collision signals and a second number of consecutive invalid hard-wire signal frames in the hard-wire collision signals; 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 signals are invalid; in response to the first number being less than or equal to the preset first number threshold and the second number being less than or equal to the preset second number threshold, determining a bus signal type of a valid bus signal frame in the bus collision signals and a hard-wire signal type of a valid hard-wire signal frame in the hard-wire collision signals; determining whether the collision signals are valid according to consistency of the hard-wire signal type and the bus signal type.

4. The collision protection method of a vehicle according to claim 3, characterized by, The step of determining whether the collision signals are valid according to consistency of the hard-wire 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 signals are 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 signals are non-collision-type valid; 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 signals are invalid; 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 signals are invalid.

5. The collision protection method of a vehicle according to claim 1, characterized by, The step of performing signal frequency conversion re-collection according to a preset delay time length and a collection time interval to obtain re-collection signals comprises: determining a judgment time when the collision signals are determined to be invalid; determining a sum of the judgment time and the delay time length as a re-collection starting time; multiplying a sine value of a preset frequency conversion parameter and the collection time interval to obtain a re-collection time interval; The repeated collection of the bus collision signal and the hard-wire collision signal is performed according to the re-collection time interval and a preset signal collection number, and the re-collection signal is obtained, with the re-collection start time as a starting time.

6. The collision protection method of a vehicle according to claim 1, characterized by, The determination of whether the collision judgment is valid according to the bus collision signal and the hard-wire collision signal in the re-collection signal comprises: determining an effective type of the collision signal according to the bus collision signal and the hard-wire collision signal; in response to the effective type being a non-collision type, determining that the collision judgment is invalid; in response to the effective type being a collision type, determining that the collision judgment is valid.

7. The collision protection method of a vehicle according to claim 2, characterized by, The updating of the re-collection start parameter according to the current vehicle state comprises: in response to the current vehicle state being a functional safety state, updating the re-collection start parameter from the first parameter to the second parameter; in response to the current vehicle state being a default running state, keeping the first parameter as the re-collection start parameter.

8. The collision protection method of a vehicle according to claim 2, characterized by, The cyclic verification of the collision signal according to a preset maximum verification number comprises: determining a cycle number of the cyclic verification; in response to the cycle number being less than or equal to the maximum verification number, setting the re-collection start parameter as the first parameter and continuing the cyclic verification; in response to the cycle number being greater than the maximum verification number, setting the re-collection start parameter as the second parameter and stopping the cyclic verification.

9. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor implements the method of any one of claims 1 to 8 when executing the program.

10. A vehicle characterized by comprising: The electronic device of claim 9. The electronic device of claim 9.

Images