Engine hood control method, controller, vehicle and storage medium

Abstract

The invention relates to the technical field of automobile engine hoods, and discloses an engine hood control method, a controller, a vehicle and a storage medium. According to the method, an initial sensing signal measured by a collision sensor installed on the vehicle in real time is obtained; determining a preset time threshold value and a preset collision amplitude threshold value according to the initial sensing signal, and determining a second-stage starting moment according to the preset time threshold value; acquiring a second-stage collision signal measured by a collision sensor from a second-stage starting moment, and determining a collision analysis result according to a preset collision amplitude threshold value and the second-stage collision signal; and when the collision analysis result is that the vehicle collides with the pedestrian, the engine hood is triggered to pop up. According to the method and the device, the recognition accuracy of the collision pedestrian is improved, mistaken bouncing of the active engine hood is reduced, then the starting stability of the active engine hood is improved, and the user experience is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle engine hoods, and particularly to an engine hood control method, a controller, a vehicle and a storage medium. Background Art

[0002] With the popularization of vehicles, there are more and more vehicle collision accidents, and the protection requirements for pedestrians and vehicles are also getting higher and higher. To better protect pedestrians, some vehicle models are equipped with active pop-up engine hoods. When a pedestrian collision accident occurs, the engine hood pops up instantly, thereby increasing the buffer energy absorption space for the pedestrian's head to hit the engine hood and reducing the injury to the pedestrian's head.

[0003] However, it is often difficult to distinguish the pedestrian collision signal from the collision signals of small animals, trash cans and other objects in the prior art. As a result, when colliding with other non-pedestrian objects, the engine hood will also pop up, that is, the engine hood pops up by mistake, which will increase the vehicle maintenance cost and bring a bad user experience. Summary of the Invention

[0004] The present invention provides an engine hood control method, a controller, a vehicle and a storage medium to solve the problem in the prior art that it is impossible to accurately distinguish the pedestrian collision signal from the collision signals of other objects, which easily leads to the misfiring of the vehicle engine hood.

[0005] An engine hood control method includes: Obtaining an initial sensing signal measured in real time by a collision sensor installed on the vehicle; Determining a preset time threshold and a preset collision amplitude threshold according to the initial sensing signal, and determining the starting moment of the second stage according to the preset time threshold; Starting from the starting moment of the second stage, obtaining a second-stage collision signal measured by the collision sensor, and determining a collision analysis result according to the preset collision amplitude threshold and the second-stage collision signal; When the collision analysis result is that the vehicle collides with a pedestrian, triggering the engine hood to pop up.

[0006] A controller includes a processor and a memory. The memory stores an executable program, and the processor is used to execute the executable program to implement the engine hood control method as described above.

[0007] A vehicle includes a collision sensor installed on the vehicle and the controller as described above.

[0008] A computer-readable storage medium stores computer-readable instructions. When the computer-readable instructions are executed by a processor, the processor is caused to execute the engine hood control method as described above.

[0009] In the engine hood control method of the present invention, it is necessary to determine a preset time threshold and a preset collision amplitude threshold according to the initial sensing signal measured in real time by the collision sensor, so as to determine the second-stage start time corresponding to the start point of the second half of the collision occurrence according to the preset time threshold. Furthermore, based on the characteristic that the collision signals corresponding to pedestrians and other objects in the second half of the collision occurrence stage are quite different, the second-stage collision signals in the second half of the collision occurrence stage are analyzed according to the preset time threshold and the preset collision amplitude threshold to accurately determine whether the vehicle collides with a pedestrian, improving the recognition accuracy of pedestrian collision; and, in the present invention, the engine hood is triggered only when the collision analysis result is that the vehicle collides with a pedestrian, reducing the misfiring of the active engine hood, improving the stability of the activation of the active engine hood, reducing unnecessary damage to the vehicle, effectively reducing the vehicle maintenance cost, and enhancing the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0011] Figure 1 is a schematic flowchart of an engine hood control method in an embodiment of the present invention; Figure 2 is a schematic flowchart of step S20 of the engine hood control method in an embodiment of the present invention; Figure 3 is a schematic flowchart of step S20 of the engine hood control method in another embodiment of the present invention; Figure 4 is a schematic flowchart of step S30 of the engine hood control method in an embodiment of the present invention; Figure 5 is a schematic diagram of the collision signal in the collision occurrence stage of the engine hood control method in an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0012] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0013] In one embodiment, as Figure 1As shown, an engine hood control method is provided, including the following steps S10 - S40: S10. Obtain the initial sensing signal measured in real time by a collision sensor installed on the vehicle.

[0014] Understandably, a collision sensor refers to a sensor used to measure the signal generated when colliding with an object. The initial sensing signal refers to the signal measured by the sensor when a collision occurs.

[0015] Specifically, when a vehicle equipped with a collision sensor collides, the initial sensing signal generated by the collision is measured in real time by the collision sensor installed on the vehicle.

[0016] In one embodiment, the collision sensor includes a pressure hose sensor or / and an acceleration sensor; the initial sensing signal is the pressure hose signal measured by the pressure hose sensor or / and the acceleration signal measured by the acceleration sensor. For example, foam is provided in front of the front bumper of the vehicle, the pressure hose sensor is arranged between the front bumper and the foam, a front bumper skin is provided in front of the foam, and an acceleration sensor is provided behind the front bumper skin.

[0017] S20. Determine a preset time threshold and a preset collision amplitude threshold according to the initial sensing signal, and determine the starting moment of the second stage according to the preset time threshold.

[0018] Understandably, the preset time threshold is a time threshold preset for dividing all collision signals in the collision occurrence stage into first-stage collision signals and second-stage collision signals. Among them, the first-stage collision signals refer to the initial sensing signals from the initial collision moment to the starting moment of the second stage, and the second-stage collision signals refer to all collision signals collected in the collision occurrence stage starting from the starting moment of the second stage. The preset time threshold can be set according to requirements, for example, 1 second or 2 seconds.

[0019] The preset collision amplitude threshold is a specific amplitude value set in advance, that is, a threshold preset for judging the amplitude of the collision signal, such as the amplitude of physical quantities such as acceleration and pressure. The starting moment of the second stage is the division time point between the first-stage collision signals and the second-stage collision signals. The applicant has found through a large amount of research and development that due to the large differences in weight, structure, etc. between the human body and other objects such as small animals and trash cans, during the collision occurrence stage, when colliding with a pedestrian, there will inevitably be a part of the second-stage collision signal (here the second-stage collision signal refers to its amplitude) that exceeds the preset collision amplitude threshold, while when colliding with other objects, the second-stage collision signal will inevitably not exceed the preset collision amplitude threshold, that is, all second-stage collision signals when colliding with other objects are less than the preset collision amplitude threshold.

[0020] In one embodiment, as Figure 2 shown, in step S20, the determining of the preset time threshold and the preset collision amplitude threshold according to the initial sensing signal includes: S201. Obtain a collision signal simulation matrix, where the collision signal simulation matrix includes historical collision test signals corresponding to different collision test scenarios, a test time threshold, and a test amplitude threshold.

[0021] S202. Match the initial sensing signal with each of the historical collision test signals in the collision signal simulation matrix.

[0022] S203. When the initial sensing signal and the historical collision test signal match successfully, determine the collision test scenario corresponding to the successfully matched historical collision test signal as the target scenario, and determine the test time threshold and the test amplitude threshold corresponding to the target scenario as the preset time threshold and the preset collision amplitude threshold.

[0023] Understandably, the collision signal simulation matrix includes historical collision test signals corresponding to different collision test scenarios, a test time threshold, and a test amplitude threshold. The collision test scenario refers to various scenarios of colliding with different pedestrians and other objects. For example, the impact objects include the PDI2 leg type of a pedestrian, the flexible leg type of a pedestrian, small animals, trash cans, shopping carts, and roadblocks.

[0024] The historical collision test signal refers to the signal measured when the vehicle collides with pedestrians and other objects in the collision test scenario. The test time threshold refers to the time threshold corresponding to each collision test scenario respectively obtained by analyzing a large number of historical collision test signals based on the above collision test scenario. This time threshold is used to divide all the collision signals in the collision occurrence stage corresponding to the collision test scenario into a first-stage collision signal and a second-stage collision signal. The test amplitude threshold refers to the signal amplitude threshold corresponding to each collision test scenario respectively obtained by analyzing a large number of historical collision test signals based on the above collision test scenario, such as the amplitude of physical quantities such as acceleration and pressure. In the collision occurrence stage of the collision test scenario, when the collision test scenario is colliding with a pedestrian, there must be a part of the second-stage collision signal (here the second-stage collision signal refers to its amplitude) that exceeds the test amplitude threshold; while when the collision test scenario is colliding with other objects, all the second-stage collision signals are less than the test amplitude threshold.

[0025] Specifically, after obtaining the initial sensing signal, a collision signal simulation matrix is acquired, and the initial sensing signal is matched with each historical collision test signal in the collision signal simulation matrix. That is, all historical collision test signals in the initial sensing signal and the collision signal simulation matrix are subjected to pairwise similarity matching, namely, matching from the signal change trend and amplitude magnitude, and a group of historical collision test signals that are closest to the change trend and amplitude magnitude of the initial sensing signal is determined as the target collision test signal that successfully matches the initial sensing signal. Then, the collision test scenario corresponding to the target collision test signal that successfully matches the initial sensing signal is determined as the target scenario. And the test time threshold and test amplitude threshold corresponding to the target scenario are determined as the preset time threshold and preset collision amplitude threshold corresponding to the initial sensing signal, and further, the second-stage collision signal is used to further confirm whether the collision analysis result is a vehicle-pedestrian collision.

[0026] In this embodiment, through the collision signal simulation matrix and the initial sensing signal, the determination of the target scenario and the determination of the preset time threshold and preset collision amplitude threshold are realized, which facilitates the subsequent analysis of the second-stage collision signal and improves the accuracy of the subsequent collision analysis result.

[0027] In one embodiment, as Figure 3 shown, in step S20, that is, determining the preset time threshold and preset collision amplitude threshold according to the initial sensing signal, and determining the start time of the second stage according to the preset time threshold, includes: S204. Perform trend analysis on the initial sensing signal to obtain trend analysis data.

[0028] S205. Perform amplitude analysis on the initial sensing signal to obtain amplitude analysis data.

[0029] S206. Determine whether the initial sensing signal meets the preset collision condition according to the trend analysis data and the amplitude analysis data.

[0030] S207. When the initial sensing signal meets the preset collision condition, determine the initial collision time point, preset time threshold and preset collision amplitude threshold according to the initial sensing signal, and determine the start time of the second stage according to the initial collision time point and the preset time threshold.

[0031] For example, if the initial collision time point is the 0th moment and the preset time threshold is 1 second, the starting moment of the second stage is the 1st second moment; if the initial collision time point is the 0th moment and the preset time threshold is 20 milliseconds, the starting moment of the second stage is the 20th millisecond moment. Understandably, after increasing the preset time threshold, fine-tuning can also be performed to determine the starting moment of the second stage. For example, if the initial collision time point is the 0th moment and the preset time threshold is 80 milliseconds, the starting moment of the second stage can also be the 81st millisecond moment; if the initial collision time point is the 0th moment and the preset time threshold is 30 milliseconds, the starting moment of the second stage can also be the 32nd millisecond moment.

[0032] In this embodiment, the preset collision condition refers to a condition preset for determining whether the collision occurrence stage starts. Before determining the preset time threshold and the preset collision amplitude threshold according to the initial sensing signal, it is first necessary to determine whether the collision occurrence stage has entered currently, that is, whether the preset collision condition is satisfied.

[0033] Understandably, the trend analysis data refers to the overall fluctuation trend of the signal. For example, it first rises, then falls, then rises again, and then falls again, etc. The amplitude analysis data refers to the change in the signal amplitude when the fluctuation trend of the signal changes, that is, the amplitude change difference.

[0034] Specifically, perform trend analysis and amplitude analysis on the initial sensing signal, that is, determine the amplitude of the initial sensing signal collected each time from the start collection moment of the initial sensing signal, and record the fluctuation trend of each amplitude based on the time sequence, so as to obtain the trend analysis data and the amplitude analysis data. Then, determine whether the initial sensing signal satisfies the preset collision condition according to the trend analysis data and the amplitude analysis data.

[0035] In one embodiment, in step S206, that is, determining whether the initial sensing signal satisfies the preset collision condition according to the trend analysis data and the amplitude analysis data includes: S2061. Determine the amplitude change difference of the initial sensing signal within the preset oscillation duration according to the trend analysis data and the amplitude analysis data, and judge whether the amplitude change difference of the initial sensing signal is greater than the preset difference threshold and whether it continuously fluctuates within the preset oscillation duration.

[0036] S2062. When the amplitude change difference of the initial sensing signal is greater than the preset difference threshold and continuously fluctuates within the preset oscillation duration, determine that the initial sensing signal satisfies the preset collision condition.

[0037] S2063. When the difference in the amplitude change of the initial sensing signal is less than or equal to a preset difference threshold, or when the difference in the amplitude change of the initial sensing signal is greater than the preset difference threshold but does not continuously fluctuate within the preset oscillation duration, it is determined that the initial sensing signal does not meet the preset collision condition.

[0038] Understandably, the preset difference threshold is used to determine whether the change amplitude of the initial sensing signal meets the requirements, and the continuous fluctuation within the preset oscillation duration is used to determine whether the continuous duration of the fluctuation trend of the initial sensing signal meets the requirements.

[0039] Specifically, after obtaining the trend analysis data and the amplitude analysis data, it is determined whether the difference in the amplitude change of the initial sensing signal is greater than the preset difference threshold and whether it continuously fluctuates within the preset oscillation duration. That is, the magnitude of the amplitude change of the initial sensing signal in the amplitude analysis data is calculated, that is, the maximum amplitude and the minimum amplitude of the initial sensing signal within the preset oscillation duration are determined, and the maximum difference between the maximum amplitude and the minimum amplitude is determined as the amplitude change difference.

[0040] After that, the duration of the continuous fluctuation of the initial sensing signal in the trend analysis data is statistically analyzed, that is, the continuous duration from the appearance of the trend of the initial sensing signal starting to fluctuate up and down to the disappearance of the fluctuation trend is statistically analyzed, so as to obtain the fluctuation continuous duration of the signal fluctuation. Then, the preset difference threshold is obtained, and the amplitude change difference is compared with the preset difference threshold, and the fluctuation continuous duration is compared with the preset oscillation duration. Further, when the difference in the amplitude change of the initial sensing signal is greater than the preset difference threshold and continuously fluctuates within the preset oscillation duration (that is, the fluctuation continuous duration is greater than or equal to the preset oscillation duration), it is determined that the initial sensing signal meets the preset collision condition. When the difference in the amplitude change of the initial sensing signal is less than or equal to the preset difference threshold, or when the difference in the amplitude change of the initial sensing signal is greater than the preset difference threshold but does not continuously fluctuate within the preset oscillation duration, that is, the amplitude change difference is less than or equal to the preset difference threshold, or the difference in the amplitude change of the initial sensing signal is greater than the preset difference threshold but the fluctuation continuous duration is less than the preset oscillation duration, it is determined that the initial sensing signal does not meet the preset collision condition.

[0041] In this embodiment, through the analysis of the trend analysis data and the amplitude analysis data, the amplitude change difference and the fluctuation trend continuous duration are confirmed, and then the determination of whether the initial sensing signal meets the preset collision condition is realized, and then the accurate confirmation of whether the vehicle enters the collision occurrence stage is carried out, further avoiding the mis-start of the engine hood.

[0042] S30. Starting from the start time of the second stage, obtain the second-stage collision signal measured by the collision sensor, and determine the collision analysis result according to the preset collision amplitude threshold and the second-stage collision signal.

[0043] Understandably, the second-stage collision signal refers to the collision signal in the second half of the collision occurrence stage collected starting from the start time of the second stage. The collision analysis result is used to characterize whether this collision is a pedestrian collision.

[0044] Specifically, starting from the start time of the second stage, obtain the second-stage collision signal measured by the collision sensor. Then, determine the collision analysis result according to the preset collision amplitude threshold and the second-stage collision signal, that is, detect whether the second-stage collision signal exceeds the preset collision amplitude threshold through the preset collision amplitude threshold. If all the collected second-stage collision signals do not exceed the preset collision amplitude threshold, a collision analysis result indicating that the vehicle collision is not a pedestrian is obtained. If there is a moment when the second-stage collision signal exceeds the preset collision amplitude threshold, a collision analysis result indicating that the vehicle collides with a pedestrian is obtained.

[0045] S40. When the collision analysis result is that the vehicle collides with a pedestrian, trigger the pop-up engine hood.

[0046] Understandably, the engine hood is a component that covers the engine compartment on the vehicle.

[0047] Specifically, when the collision analysis result is that the vehicle collides with a pedestrian, trigger the pop-up engine hood, that is, when the vehicle collides with a pedestrian, the engine hood pops up to form an inclined plane or a buffer space, which can effectively increase the distance between the pedestrian and the hard points in the engine compartment, absorb and disperse the impact energy, thereby reducing the injury to key parts such as the pedestrian's head.

[0048] In this embodiment, determine the preset time threshold and the preset collision amplitude threshold according to the initial sensing signal measured by the collision sensor in real time, so as to determine the start time of the second stage corresponding to the starting point of the second half of the collision occurrence based on the preset time threshold. Furthermore, based on the characteristic that the collision signals corresponding to pedestrians and other objects in the second half of the collision occurrence stage are quite different, analyze the second-stage collision signals in the second half of the collision occurrence stage according to the preset time threshold and the preset collision amplitude threshold to accurately determine whether the vehicle collides with a pedestrian, improving the recognition accuracy of pedestrian collision; and, in the present invention, only when the collision analysis result is that the vehicle collides with a pedestrian, the pop-up engine hood is triggered, reducing the misfiring of the active engine hood, improving the stability of the start of the active engine hood, reducing unnecessary damage to the vehicle, effectively reducing the vehicle maintenance cost, and enhancing the user experience.

[0049] In one embodiment, as Figure 4 shown, in step S30, that is, determine the collision analysis result according to the preset collision amplitude threshold and the second-stage collision signal, including: S301. Compare each of the second-stage collision signals collected within a preset duration starting from the start time of the second stage with the preset collision amplitude threshold.

[0050] S302. If all of the second-stage collision signals are less than or equal to the preset collision amplitude threshold, determine that the collision analysis result is that the vehicle collided with a non-pedestrian.

[0051] S303. If at least one of the second-stage collision signals is greater than the preset collision amplitude threshold, determine that the collision analysis result is that the vehicle collided with a pedestrian.

[0052] Understandably, the preset duration refers to a preset sampling duration, for example, 20 ms, etc.

[0053] Specifically, after obtaining the second-stage collision signals, signal sampling is performed on the second-stage collision signals within the preset duration starting from the start time of the second stage, that is, a preset sampling interval is obtained. Based on the preset sampling interval (the sampling interval is less than the preset duration), signal sampling is performed on the second-stage collision signals within the preset duration starting from the start time of the second stage, so as to sample and obtain multiple second-stage collision signals, and then the signal amplitude corresponding to each second-stage collision signal can be determined. Then, compare the signal amplitude corresponding to each second-stage collision signal with the preset collision amplitude threshold respectively.

[0054] Further, if all of the second-stage collision signals are less than or equal to the preset collision amplitude threshold, determine that the collision analysis result is that the vehicle collided with a non-pedestrian, that is, when the signal amplitudes of all of the second-stage collision signals are less than or equal to the preset collision amplitude threshold, that is, there is no signal in the upper right area where the preset collision amplitude threshold and the preset time threshold intersect, as Figure 5 shown in the coordinate system, the 0 moment of the t coordinate represents the initial collision time point, T0 represents the start time of the second stage, P0 of the P coordinate represents the preset collision amplitude threshold, L1 is the collision signal curve of the collision occurrence stage corresponding to a pedestrian collision (that is, the vehicle collided with a pedestrian), and L2 is the collision signal curve of the collision occurrence stage corresponding to a non-pedestrian collision (that is, the vehicle collided with an object other than a pedestrian). In Figure 5 it can be seen by looking at the change trend of L2 that all of the second-stage collision signals of L2 after the start time T0 of the second stage are less than or equal to the preset collision amplitude threshold P0. According to this feature, the collision analysis result can be determined to be that the vehicle collided with a non-pedestrian. In another embodiment, if at least one of the second-stage collision signals is greater than the preset collision amplitude threshold, determine that the collision analysis result is that the vehicle collided with a pedestrian, that is, when there is one or more of the signal amplitudes of all of the second-stage collision signals greater than the preset collision amplitude threshold, that is, there is a signal in the upper right area where the preset collision amplitude threshold and the preset time threshold intersect, as Figure 5As shown, by examining the change trend of L1, it can be seen that among all the second-stage collision signals after the starting moment T0 of the second stage, there are some second-stage collision signals greater than the preset collision amplitude threshold P0. Based on this feature, the collision analysis result can be determined as the vehicle colliding with a pedestrian.

[0055] In a specific embodiment, the second-stage collision signals are sampled every 0.5 milliseconds within a preset duration starting from the starting moment of the second stage, so as to obtain the signal amplitudes of the second-stage collision signals corresponding to each sampling point, and all the signal amplitudes are compared with the preset collision amplitude threshold to determine whether there is a signal in the upper right area formed by the intersection of the preset time threshold and the preset collision amplitude threshold. If there is a signal, it is determined that the vehicle collides with a pedestrian. If there is no signal, it is determined that the vehicle collides with a non-pedestrian.

[0056] In this embodiment, by comparing each second-stage collision signal collected within the preset duration starting from the starting moment of the second stage with the preset collision amplitude threshold, the collision analysis result of whether the vehicle collides with a pedestrian is determined, which improves the recognition accuracy of pedestrian collision, and further reduces the misfiring of the active engine hood and improves the stability of the active engine hood activation.

[0057] In an embodiment, after step S30, that is, after determining the collision analysis result according to the preset collision amplitude threshold and the second-stage collision signal, it further includes: S50. When the collision analysis result is that the vehicle collides with a non-pedestrian, keep the engine hood in a non-bouncing state, emit a non-pedestrian collision warning signal and prompt the non-pedestrian collision emergency strategy.

[0058] It can be understood that the vehicle colliding with a non-pedestrian means that the vehicle collides with other objects except pedestrians, for example, warning posts, stones, etc. The non-pedestrian collision warning signal is used to prompt that this collision is a non-pedestrian collision. The non-pedestrian collision emergency strategy refers to the emergency method prompted by the vehicle when emitting the non-pedestrian collision warning signal.

[0059] Specifically, after determining the collision analysis result, when the collision analysis result indicates that the vehicle collides with a non-pedestrian, the engine hood is kept in a non-bouncing state. That is, when it is determined through signal analysis that the object collided with is not a pedestrian but an object, the engine hood is not triggered to bounce, and the engine hood remains in a non-bouncing state. A warning signal for non-pedestrian collision is issued to prompt the driver that this collision is a non-pedestrian collision. At the same time, an emergency strategy for non-pedestrian collision is prompted to the driver according to the warning signal. Among them, when a non-pedestrian collision occurs, the emergency strategy can be played through a horn or a buzzer to remind the driver of the emergency strategy. Or, the emergency strategy can be displayed on the display screen. For example, when colliding with small objects such as tree branches and stones, a weak warning signal can be issued, and the driver is prompted to drive normally. When colliding with medium-sized objects such as warning posts, snow barrels, and small animals, a medium warning signal can be issued, and the driver is prompted to reduce the vehicle speed. When colliding with large objects such as shopping carts, a strong warning signal can be issued, and the driver is prompted to reduce the vehicle speed until it stops. The above embodiments are only for illustration and do not represent limitations.

[0060] In this embodiment, when the collision analysis result indicates that the vehicle collides with a non-pedestrian, an alarm prompt is issued, and an emergency strategy is prompted, avoiding the driver's operation errors during the collision, thereby improving the stability of the active engine hood activation, and further reducing the misfiring of the active engine hood and unnecessary damage to the vehicle.

[0061] In some embodiments, in step S40, after the collision analysis result indicates that the vehicle collides with a pedestrian, a warning signal for pedestrian collision can be issued, and an emergency strategy for pedestrian collision can be prompted.

[0062] It is understandable that the warning signal for pedestrian collision is used to prompt that this collision is a pedestrian collision. Among them, different warning signals are used for the warning signal for pedestrian collision and the warning signal for non-pedestrian collision. The emergency strategy for pedestrian collision refers to the emergency method prompted by the vehicle when issuing the warning signal for pedestrian collision.

[0063] Specifically, after the collision analysis result indicates that the vehicle collides with a pedestrian, the engine hood is in a bouncing state, and at the same time, a warning signal for pedestrian collision is issued, and an emergency strategy for pedestrian collision corresponding to the warning signal is prompted. Among them, when a non-pedestrian collision occurs, the emergency strategy can be played through a horn or a buzzer to remind the driver of the emergency strategy. Or, the emergency strategy can be displayed on the display screen. For example, after colliding with a pedestrian, a warning signal for pedestrian collision is immediately issued, and the corresponding emergency strategy is played, so that the driver can perform an emergency brake.

[0064] In this embodiment, by issuing a warning signal for pedestrian collision and prompting an emergency strategy for pedestrian collision, the driver is reminded, avoiding the driver's operation errors during the collision.

[0065] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not imply the order of execution, and the execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.

[0066] In one embodiment, a controller is provided, which includes a processor and a memory. The memory stores an executable program, and the processor is configured to execute the executable program to implement the engine hood control method as described above.

[0067] Among them, the controller can be a vehicle controller or other control units other than the controller. Each module in the above controller can be implemented in whole or in part by software, hardware, and their combination. Each of the above modules can be embedded in the processor in the computer device in hardware form or be independent of it, or can be stored in the memory of the computer device in software form, so as to facilitate the processor to call and execute the operations corresponding to each of the above modules.

[0068] In one embodiment, a vehicle is provided, which includes a collision sensor, a pressure sensor, and the above-mentioned controller installed on the vehicle. Further limitations on the controller can be referred to the limitations on the engine hood control method in the above text, which will not be elaborated here. Among them, the collision sensor includes a pressure hose sensor and / or an acceleration sensor; the initial sensing signal is the pressure hose signal measured by the pressure hose sensor and / or the acceleration signal measured by the acceleration sensor. For example, foam is provided in front of the front bumper of the vehicle, the pressure hose sensor is arranged between the front bumper and the foam, a layer of front bumper skin is provided in front of the foam, and an acceleration sensor is provided behind the front bumper skin.

[0069] In one embodiment, one or more computer-readable storage media storing computer-readable instructions are provided. The readable storage media provided in this embodiment include non-volatile readable storage media and volatile readable storage media. Computer-readable instructions are stored on the readable storage media, and when the computer-readable instructions are executed by one or more processors, the following steps are implemented: Obtain the initial sensing signal measured in real time by the collision sensor installed on the vehicle; Determine a preset time threshold and a preset collision amplitude threshold according to the initial sensing signal, and determine the starting moment of the second stage according to the preset time threshold; Start to obtain the second-stage collision signal measured by the collision sensor from the starting moment of the second stage, and determine the collision analysis result according to the preset collision amplitude threshold and the second-stage collision signal; When the collision analysis result is that the vehicle collides with a pedestrian, trigger the engine hood to pop up.

[0070] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through computer-readable instructions. The computer-readable instructions can be stored in a non-volatile readable storage medium or a volatile readable storage medium. When the computer-readable instructions are executed, they can include the processes of the embodiments of the above methods. Among them, any reference to a memory, storage, database, or other medium used in the embodiments provided by the present invention can include non-volatile and / or volatile memories. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or an external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and Rambus dynamic RAM (RDRAM), etc.

[0071] Those skilled in the art can clearly understand that for the convenience and brevity of description, only the above division of each functional unit and module is used as an example. In actual applications, the above functions can be assigned to different functional units and modules according to needs, that is, the internal structure of the controller can be divided into different functional units or modules to complete all or part of the functions described above.

[0072] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments or equivalently replace some of the technical features. These modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention and should all be included in the protection scope of the present invention.

Claims

1. A method for controlling an engine hood, characterized in that: include: Acquire an initial sensing signal measured in real time by a collision sensor installed on the vehicle; Determining a preset time threshold and a preset collision amplitude threshold according to the initial sensing signal, and determining a start time of the second stage according to the preset time threshold; Acquiring a second-stage collision signal measured by the collision sensor from the start time of the second stage, and determining a collision analysis result according to the preset collision amplitude threshold and the second-stage collision signal; When the collision analysis result is that the vehicle collides with a pedestrian, the pop-up of the engine hood is triggered.

2. The engine hood control method according to claim 1, characterized in that: The step of determining a preset time threshold and a preset collision amplitude threshold according to the initial sensing signal comprises: Acquire a collision signal simulation matrix, wherein the collision signal simulation matrix includes historical collision test signals corresponding to different collision test scenarios, a test time threshold, and a test amplitude threshold; Matching the initial sensor signal with each of the historical collision test signals in the collision signal simulation matrix; When the initial sensing signal and the historical collision test signal match successfully, the collision test scene corresponding to the successfully matched historical collision test signal is determined as the target scene, and the test time threshold and the test amplitude threshold corresponding to the target scene are determined as the preset time threshold and the preset collision amplitude threshold.

3. The engine hood control method according to claim 1, characterized in that: Determining a preset time threshold and a preset collision amplitude threshold according to the initial sensing signal, and determining a start time of the second stage according to the preset time threshold, includes: Performing trend analysis on the initial sensing signal to obtain trend analysis data; Performing amplitude analysis on the initial sensing signal to obtain amplitude analysis data; Determining whether the initial sensor signal meets a preset collision condition according to the trend analysis data and the amplitude analysis data; When the initial sensing signal meets the preset collision condition, the initial collision time point, the preset time threshold and the preset collision amplitude threshold are determined according to the initial sensing signal, and the start time of the second stage is determined according to the initial collision time point and the preset time threshold.

4. The engine hood control method according to claim 3, characterized in that: The determining, according to the trend analysis data and the amplitude analysis data, whether the initial sensing signal satisfies a preset collision condition comprises: Determine the amplitude change difference of the initial sensor signal within a preset oscillation duration according to the trend analysis data and the amplitude analysis data, and judge whether the amplitude change difference of the initial sensor signal is greater than a preset difference threshold and whether it fluctuates continuously within the preset oscillation duration; When the amplitude change difference of the initial sensing signal is greater than a preset difference threshold and continues to fluctuate within the preset oscillation time, determining that the initial sensing signal meets the preset collision condition; When the amplitude change difference of the initial sensing signal is less than or equal to the preset difference threshold, or the amplitude change difference of the initial sensing signal is greater than the preset difference threshold but does not fluctuate continuously within the preset oscillation time, it is determined that the initial sensing signal does not meet the preset collision condition.

5. The engine hood control method according to claim 1, characterized in that: The determining of the collision analysis result according to the preset collision amplitude threshold and the second-stage collision signal includes: comparing each of the second-stage collision signals collected within a preset time period starting from the start time of the second stage with the preset collision amplitude threshold; If all the second-stage collision signals are less than or equal to the preset collision amplitude threshold, determining that the collision analysis result is a vehicle collision with a non-pedestrian; If at least one of the second-stage collision signals is greater than the preset collision amplitude threshold, the collision analysis result is determined to be a vehicle collision with a pedestrian.

6. The engine hood control method according to claim 1, characterized in that: The collision sensor includes a pressure hose sensor and / or an acceleration sensor; the initial sensing signal is a pressure hose signal measured by the pressure hose sensor and / or an acceleration signal measured by the acceleration sensor.

7. The engine hood control method according to claim 1, characterized in that: After determining the collision analysis result according to the preset collision amplitude threshold and the second stage collision signal, the method further includes: When the collision analysis result is that the vehicle collides with a non-pedestrian, the engine hood is kept in a non-pop-up state, a non-pedestrian collision warning signal is issued, and a non-pedestrian collision emergency strategy is prompted.

8. A controller, characterized in that: It comprises a processor and a memory, wherein the memory stores an executable program, and the processor is used to execute the executable program to implement the engine hood control method according to any one of claims 1 to 7.

9. A vehicle, characterized in that: The invention comprises a collision sensor mounted on the vehicle and the controller as claimed in claim 8.

10. A computer-readable storage medium storing computer-readable instructions, characterized in that: When the computer-readable instructions are executed by a processor, the processor is caused to perform the engine hood control method according to any one of claims 1 to 7.

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