Pedestrian protection equipment control method and device, equipment and medium

Abstract

The embodiment of the invention provides a control method and device of pedestrian protection equipment, equipment and a medium. The method comprises the steps that an acceleration signal generated when a target vehicle collides with a target object is acquired; determining the object rigidity of the target object according to the acceleration signal; and under the condition that the type of the target object is determined to be a pedestrian type according to the object rigidity, performing ignition control on the pedestrian protection equipment. According to the embodiment of the invention, the probability of false starting of the pedestrian protection equipment can be reduced, and the service life of the pedestrian protection equipment is prolonged.

Description

Technical Field

[0001] The embodiments of the present application relate to the technical field of vehicle control, and in particular, to a control method, device, equipment and medium for a pedestrian protection device. Background Art

[0002] The pedestrian protection active hood (also known as the active engine hood) is an intelligent safety system. When the vehicle is traveling within a specific speed range, if a collision with a pedestrian is detected, the vehicle's electronic system will be immediately activated, causing the rear of the engine hood to automatically pop up a certain height within a very short period of time (usually only 0.1 second) to reduce the injury to the pedestrian when the vehicle collides with the pedestrian.

[0003] During driving, when the vehicle collides with some roadblocks, trash cans, pillars and other objects, it is also easy to trigger the active hood, resulting in the misactivation of the pedestrian protection active hood and reducing the service life of the pedestrian protection active hood. Summary of the Invention

[0004] The embodiments of the present application provide a control method, device, equipment and medium for a pedestrian protection device, aiming to improve the problem of misactivation of the pedestrian protection device and reduce the service life of the pedestrian protection device.

[0005] In a first aspect, the embodiments of the present application provide a control method for a pedestrian protection device, including:

[0006] Obtaining an acceleration signal generated when a target vehicle collides with a target object;

[0007] Determining the object stiffness of the target object according to the acceleration signal;

[0008] When it is determined that the type of the target object is a pedestrian type according to the object stiffness, performing ignition control on the pedestrian protection device.

[0009] The embodiments of the present application determine the stiffness of the target object according to the acceleration signal generated during the collision, and determine whether the target object of the collision is a pedestrian according to the object stiffness, which can improve the recognition accuracy of the collision with a pedestrian condition, thereby reducing the probability of misactivation of the pedestrian protection device and increasing the service life of the pedestrian protection device.

[0010] In a second aspect, the embodiments of the present application provide a control device for a pedestrian protection device, including:

[0011] A signal acquisition module, configured to acquire an acceleration signal generated when a target vehicle collides with a target object;

[0012] A stiffness determination module, configured to determine the object stiffness of the target object according to the acceleration signal;

[0013] An ignition control module is configured to perform ignition control on the pedestrian protection device when it is determined, based on the object stiffness, that the type of the target object is a pedestrian type.

[0014] In the embodiment of the present application, the stiffness of the target object is determined based on the acceleration signal generated during a collision, and it is determined whether the target object of the collision is a pedestrian based on the object stiffness, which can improve the recognition accuracy of the pedestrian collision condition, thereby reducing the probability of misactivation of the pedestrian protection device and increasing the service life of the pedestrian protection device. Description of the Drawings

[0015] Figure 1 is a flowchart of a control method for a pedestrian protection device provided by an embodiment of the present application;

[0016] Figure 2 is a flowchart of a method for determining object stiffness provided by an embodiment of the present application;

[0017] Figure 3 is a flowchart of a method for obtaining resonance frequency provided by an embodiment of the present application;

[0018] Figure 4 is a flowchart of a method for calculating object stiffness provided by an embodiment of the present application;

[0019] Figure 5 is a flowchart of a method for determining pedestrian type provided by an embodiment of the present application;

[0020] Figure 6 is a flowchart of a method for determining the stiffness threshold range provided by an embodiment of the present application;

[0021] Figure 7 is a schematic diagram of an active hood system provided by an embodiment of the present application;

[0022] Figure 8 is a schematic diagram of a sensor provided by an embodiment of the present application;

[0023] Figure 9 is a schematic diagram of a spring-mass model provided by an embodiment of the present application;

[0024] Figure 10 is a schematic diagram of a collision condition signal provided by an embodiment of the present application;

[0025] Figure 11 is a schematic diagram of a calibration threshold window provided by an embodiment of the present application;

[0026] Figure 12 is a structural diagram of a control device for a pedestrian protection device provided by an embodiment of the present application;

[0027] Figure 13 It is a structural diagram of an electronic device provided by an embodiment of the present application. Specific embodiments

[0028] In order to make the technical problems, technical solutions and beneficial effects solved by the present application clearer and more understandable, the following further details the present application in conjunction with embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0029] Referring to Figure 1 , it shows a control method for a pedestrian protection device provided by an embodiment of the present application. As Figure 1 shown, the control method for the pedestrian protection device may include: step 110, step 120, and step 130.

[0030] Step 110: Obtain an acceleration signal generated when the target vehicle collides with the target object.

[0031] Embodiments of the present application can be applied to a scenario where the ignition control of a pedestrian protection device is combined with the stiffness of the collided target object.

[0032] The control algorithm for the pedestrian protection device provided in this embodiment can be integrated into the airbag controller of the target vehicle. Among them, the full name of the vehicle's airbag controller is the Airbag Control Unit (ACU), which is the core component of the vehicle's airbag system. The working principle of the airbag controller is to capture collision signals through acceleration sensors and collect, analyze, judge, and process these signals.

[0033] Among them, the pedestrian protection device can be a pedestrian protection active hood or a pedestrian airbag. Among them, the pedestrian protection device is also called an active engine hood and is an intelligent safety system. When the vehicle is driving within a specific speed range and detects a collision with a pedestrian, the device will be quickly activated, causing the rear part of the engine hood to automatically pop up a certain height within a very short time (such as 0.1 second, etc.). This design aims to buffer the collision force through the popping-up mechanism, increase the distance between the pedestrian and the hard objects under the engine hood, thereby reducing the harm to the pedestrian.

[0034] The pedestrian airbag is another pedestrian protection technology. It installs airbags in the front of the vehicle. When a collision with a pedestrian occurs, the airbags quickly inflate and deploy to provide additional protection for the pedestrian. These airbags may include engine hood airbags and front panel airbags, etc. They can be used in combination to reduce the most common pedestrian casualty accidents.

[0035] The target object refers to the object collided by the target vehicle. In this example, the target object can be, but is not limited to: small animals, roadblocks, trash cans, pillars, pedestrians, and other objects.

[0036] When a collision between the target vehicle and the target object is detected, an acceleration signal generated by the target vehicle when colliding with the target object can be obtained. Specifically, an acceleration sensor or a pressure sensor can be set at the front end of the target vehicle. When the target vehicle collides with the target object, the sensor located at the front end of the target vehicle sends a collision signal, and then transmits the collision signal to the airbag controller to obtain an acceleration signal. After the airbag controller obtains the acceleration signal, the acceleration signal can also be filtered (such as using a low-pass filter to eliminate low-frequency noise caused by electric heating gas, etc.) to remove noise and interference signals and improve the accuracy and reliability of the signal. The sensor can be set as follows: Figure 8 As shown, it includes: foam 810, hose 820, acceleration sensor 830, bumper 840 and pressure sensor 850. The pressure sensor 850 is arranged in the foam 810 of the front bumper of the vehicle and gives a signal by sensing the change of internal and external air pressure. The acceleration sensor 830 is arranged on the front bumper of the vehicle or on some deformable metal brackets and gives a signal by sensing the variable of the front bumper 840. The hose 820 can be used to fix the sensor.

[0037] After acquiring the acceleration signal generated when the target vehicle collides with the target object, step 120 is executed.

[0038] Step 120: Determine the object stiffness of the target object according to the acceleration signal.

[0039] Stiffness refers to the ability of a material or structure to resist deformation when subjected to force. From a physics perspective, stiffness can be quantified as the ratio of the applied force to the resulting deformation. The mathematical expression is usually K = F / δ, where K represents stiffness, F represents the applied force, and δ represents the resulting deformation (displacement).

[0040] Object stiffness is the stiffness of the target object.

[0041] After obtaining the acceleration signal generated when the target vehicle collides with the target object, the object stiffness of the target object can be determined according to the acceleration signal. In this embodiment, the resonance frequency generated during the collision between the target vehicle and the target object can be calculated according to the acceleration signal, and the object stiffness of the target object can be calculated according to the resonance frequency. Figure 2 A detailed description is given below and this embodiment will not be described in detail here.

[0042] Of course, in practical applications, other methods can also be used to determine the object stiffness of the target object. For example, using a collision dynamics model to estimate the deformation of the target object during the collision. The deformation can be indirectly measured by comparing the shape or size of the target object before and after the collision, or estimated through simulation analysis. And according to Newton's second law, using the acceleration signal and the vehicle mass to calculate the force applied to the target object during the collision. Finally, substituting the calculated force and the estimated deformation into the formula according to the stiffness definition to calculate the stiffness of the target object, etc.

[0043] After determining the object stiffness of the target object based on the acceleration signal, step 130 is executed.

[0044] Step 130: When it is determined that the type of the target object is the pedestrian type based on the object stiffness, perform ignition control on the pedestrian protection device.

[0045] After obtaining the object stiffness of the target object, it is possible to determine whether the type of the target object is the pedestrian type based on the object stiffness of the target object, that is, to determine whether the target object is a pedestrian. Specifically, it is possible to determine whether the object stiffness of the target object is within the stiffness threshold range corresponding to the pre-set pedestrian type, so as to determine whether the type of the target object is the pedestrian type.

[0046] If the type of the target object is not the pedestrian type, no ignition control is performed on the pedestrian protection device.

[0047] If the type of the target object is the pedestrian type, ignition control can be performed on the pedestrian protection device. That is, when the airbag controller of the target vehicle identifies that the working condition of the collision object is the pedestrian working condition, the controller sends an ignition signal to the jacking device, and the gunpowder of the jacking device ignites to cooperate with the hinge mechanism to lift the engine hood to reduce the injury to the pedestrian.

[0048] For the above implementation process, it can be as Figure 7 shown. When performing ignition control on the pedestrian protection device of the vehicle, the main sensors used include: an acceleration sensor and a pressure tube sensor. At the same time, other detection information (such as vehicle speed, ambient temperature, camera, radar, etc.) can be obtained. The signals sensed by the sensors and other detection information can be transmitted to the vehicle computer ECU (Electronic Control Unit). The vehicle computer ECU can perform operations such as object recognition, logical analysis, and start command. If it is recognized as a collision working condition, a start command can be sent to the actuator (i.e., the active engine hood or the pedestrian airbag). Among them, when the collision working condition is the pedestrian working condition, the active engine hood or the pedestrian airbag can be started to reduce the injury to the pedestrian.

[0049] An embodiment of the present application determines the stiffness of a target object based on an acceleration signal generated during a collision, and determines whether the target object of the collision is a pedestrian according to the object stiffness, which can improve the recognition accuracy of the pedestrian collision condition, thereby reducing the probability of misactivation of the pedestrian protection device and increasing the service life of the pedestrian protection device.

[0050] Next, a detailed description will be given of the implementation process of determining the object stiffness of the target object according to the acceleration signal. Figure 2 For the implementation process of determining the object stiffness of the target object according to the acceleration signal, a detailed description will be given.

[0051] Referring to Figure 2 , a flowchart of a method for determining object stiffness provided by an embodiment of the present application is shown. As Figure 2 shown, the method for determining object stiffness may include: step 210, step 220, and step 230.

[0052] Step 210: Screen out the target acceleration signal within a specified period that meets the stiffness analysis condition from the acceleration signal.

[0053] In this embodiment, through signal comparison and analysis, the amplitude of the pressure hose signal or acceleration signal when hitting targets such as small animals, roadblocks, trash cans, and pillars is approximately the same as or even stronger than the amplitude of the acceleration signal generated when hitting a pedestrian's leg. Therefore, it is impossible to distinguish the true pedestrian collision condition from the non-pedestrian collision condition (such as hitting targets like small animals, roadblocks, trash cans, and pillars) through the acceleration signal amplitude. This is also the reason why there is a high probability of misjudgment when hitting targets such as small animals, roadblocks, trash cans, and pillars, resulting in misactivation of the active hood.

[0054] When the vehicle is in the pedestrian collision condition and the non-pedestrian collision condition, it can be simulated as a spring-mass model. At the initial stage of the collision, the acceleration signal changes violently in the initial stage, and the difference in the amplitude of the acceleration signal is large. The amplitude of the acceleration signal in the non-pedestrian collision condition (such as hitting targets like small animals, roadblocks, trash cans, and pillars) is approximately the same as or even stronger than the amplitude of the acceleration signal generated when hitting a pedestrian's leg. As Figure 10 shown, at the initial stage of the collision, the velocity signal changes violently in the initial stage, the difference in the amplitude of the acceleration signal is large, and the amplitude of the acceleration signal in the non-pedestrian collision condition is approximately the same as the amplitude of the acceleration signal generated when hitting a pedestrian's leg.

[0055] For the spring-mass model, it can be as Figure 9As shown (taking the vehicle hitting a pedestrian's leg as an example), it may include: a front bumper skin, foam, and a front bumper. Among them, the front bumper skin is the outer shell of the front of the vehicle, usually made of plastic or other lightweight materials. In a collision, the front bumper skin first contacts the pedestrian's leg, playing a preliminary buffering role. The foam is an energy-absorbing material filled between the front bumper skin and the rear structure (such as the front bumper). The foam material has good energy-absorbing performance and can absorb a large amount of impact energy during a collision, thereby reducing the injury to the pedestrian's leg. The front bumper is a metal structure at the front of the vehicle, used to protect the safety of the vehicle and the pedestrian in a collision. In a collision, the front bumper plays a major supporting and energy-absorbing role. When it directly collides with the pedestrian's leg, it can further absorb the impact energy.

[0056] The spring-mass model is a force feedback model based on physical modeling. It discretizes the mass of an object onto a network of mass points and connects these mass points through a series of massless springs. In the scenario of a vehicle hitting a pedestrian's leg, the pedestrian's leg can be simplified as one or more mass blocks and connected to structures such as the front bumper skin, foam, and front bumper through springs.

[0057] The resonance frequency of the spring can be calculated through the spring-mass model as shown in the following formula (1):

[0058]

[0059] In the above formula (1), ω is the resonance frequency, k is the spring constant (i.e., the stiffness of the impact object, in units of Newtons per meter), and m 0 is the mass of the impact object (in units of kilograms).

[0060] It can be seen from the above formula that the resonance frequency is directly proportional to the stiffness of the impact object and inversely proportional to the mass of the impact object.

[0061] And through the acceleration formula, it can be obtained that:

[0062] a(t) = -sin(ωt) (2)

[0063]

[0064] In the above formulas (2) and (3), a is the acceleration, t is the time, and v is the velocity.

[0065] Through the above formulas (2) and (3), the following formula (4) can be derived:

[0066]

[0067] In the above formula (4), is the average acceleration sensed by the acceleration sensor, is the integral of the acceleration sensed by the acceleration sensor, dv is the change in velocity, and a i is the acceleration at the i-th moment, and a i-1 is the acceleration at the (i - 1)-th moment, and v i is the velocity at the i-th moment, and v i-1 is the velocity at the (i - 1)-th moment.

[0068] It can be derived through the above formulas (1) and (4):

[0069] The stiffness k of the impact object is proportional to

[0070] It can be seen from the above analysis that the resonance frequency can be calculated through the acceleration signal, and then the object stiffness of the impact target object can be calculated based on the resonance frequency.

[0071] The stiffness analysis condition refers to the condition for screening the acceleration used for stiffness analysis set in advance. In this example, the stiffness analysis condition can be the condition for screening the acceleration signal showing a trend towards stability. In practical applications, when a vehicle collides with a target object, the acceleration signal in the initial stage is in the high-frequency band, and as time goes by, the acceleration signal gradually tends to be stable. This application screens out the target acceleration signal for object stiffness analysis from the acceleration signals in the region of stable trend, that is, the stiffness analysis condition.

[0072] The specified time period refers to the time period for extracting the acceleration signal used for stiffness analysis set in advance. In this example, the specified time period can be 1 ms, 2 ms, etc., and this embodiment does not limit this.

[0073] After obtaining the acceleration signal generated when the target vehicle collides with the target object, the target acceleration signal within the specified time period that meets the stiffness analysis condition can be screened out from the acceleration signal.

[0074] Step 210: Determine the resonance frequency generated by the target vehicle and the target object during the collision according to the target acceleration signal.

[0075] The resonance frequency is a phenomenon in which a physical system resonates at a specific frequency, which reflects the inherent characteristics of the system.

[0076] After screening out the target acceleration signal, the resonance frequency generated by the target vehicle and the target object during the collision can be determined according to the target acceleration signal. Specifically, the integral of the acceleration difference and the integral of the acceleration can be calculated according to the target acceleration signal, and the resonance frequency can be calculated based on the two integral values. The calculation process will be described in detail in the following embodiments in combination with Figure 3 and will not be elaborated further in this embodiment.

[0077] After determining the resonance frequency generated during the collision between the target vehicle and the target object based on the target acceleration signal, step 220 is executed.

[0078] Step 220: Determine the object stiffness of the target object according to the resonance frequency.

[0079] After determining the resonance frequency generated during the collision between the target vehicle and the target object based on the target acceleration signal, the object stiffness of the target object can be determined according to the resonance frequency. Specifically, the object stiffness can be calculated according to the preset stiffness coefficient and resonance frequency. The implementation process will be described in detail in the following embodiments Figure 4 and will not be elaborated here in this embodiment.

[0080] By screening the target acceleration signals within the specified time period that meet the stiffness analysis conditions for stiffness analysis in the embodiments of the present application, the influence of the acceleration signals in the initial stage of the collision on the analysis results can be avoided, the accuracy of calculating the resonance frequency can be improved, and thus the stiffness of the target object can be evaluated more accurately. Obtaining a more accurate object stiffness is helpful for the analysis of the artificial conditions of the collision.

[0081] Next, Figure 3 the implementation process of calculating the resonance frequency will be described in detail.

[0082] Referring to Figure 3 , a flowchart of a resonance frequency acquisition method provided by the embodiments of the present application is shown. As Figure 3 shown, the resonance frequency acquisition method may include: step 310, step 320, and step 330.

[0083] Step 310: Integrate the absolute value of the acceleration difference between two adjacent target acceleration signals within the specified time period to obtain an acceleration difference integral value.

[0084] In this embodiment, after obtaining the target acceleration signals within the specified time period, the absolute value of the acceleration difference between two adjacent target acceleration signals within the specified time period can be integrated to obtain an acceleration difference integral value.

[0085] Step 320: Integrate the absolute value of the target acceleration signal within the specified time period to obtain an acceleration integral value.

[0086] After obtaining the target acceleration signals within the specified time period, the absolute value of the target acceleration signal within the specified time period can be integrated to obtain an acceleration integral value.

[0087] Step 330: Calculate the ratio between the acceleration difference integral value and the acceleration integral value to obtain the resonance frequency.

[0088] After obtaining the acceleration difference integral value and the acceleration integral value, the ratio between the acceleration difference integral value and the acceleration integral value can be calculated. The ratio is the resonance frequency, that is, the resonance frequency is calculated according to the above formula (4).

[0089] The embodiment of the present application can more sensitively capture the dynamic changes in the collision process by comparing the ratio of the acceleration difference integral value to the acceleration integral value, which is particularly important for identifying and analyzing the resonance phenomenon.

[0090] Next, combine Figure 4 The calculation process of the object stiffness is described in detail.

[0091] Reference Figure 4 , shows a flow chart of a method for calculating object stiffness provided by an embodiment of the present application. Figure 4 As shown, the object stiffness calculation method may include: step 410 and step 420.

[0092] Step 410: Obtain the pre-obtained stiffness coefficient of the collision object.

[0093] In this embodiment, the stiffness coefficient is a basic physical quantity that describes the ability of an object to resist elastic deformation when subjected to force. It can be obtained through experimental measurement, material mechanics analysis, or finite element calculation. For example, taking experimental measurement as an example, the implementation process of determining the stiffness coefficient may include: 1. According to the characteristics of the object to be tested and the experimental requirements, select appropriate experimental equipment, such as a dynamometer, a displacement sensor, a data acquisition system, etc. 2. Design an experimental plan: determine the experimental loading method (such as static loading, dynamic loading, etc.) and the loading range, design the experimental steps and data recording method, and ensure the accuracy and repeatability of the experimental process. 3. Conduct an experiment: load the object to be tested according to the experimental plan, and record the loading force and the resulting displacement at the same time to ensure that the object to be tested is within the elastic deformation range during the experiment to avoid the influence of plastic deformation on the experimental results. 4. Data processing: use the recorded loading force and displacement data to calculate the stiffness coefficient according to the definition of the stiffness coefficient.

[0094] It can be understood that the above examples are merely examples listed for a better understanding of the technical solutions of the embodiments of the present application, and are not intended to be the sole limitation to the embodiments.

[0095] In this example, the stiffness coefficient of the collision object needs to be obtained in advance. This coefficient reflects the difficulty of the collision object to undergo elastic changes in shape and size when subjected to external forces.

[0096] After obtaining the stiffness coefficient of the pre-obtained collision object, step 420 is executed.

[0097] Step 420: Calculate the object stiffness of the target object according to the stiffness coefficient and the resonance frequency.

[0098] After obtaining the stiffness coefficient of the pre-obtained collision object, the object stiffness of the target object can be calculated according to the stiffness coefficient and the resonance frequency. Specifically, the stiffness coefficient and the resonance frequency can be multiplied, and the obtained product value is the object stiffness of the target object.

[0099] In the embodiment of the present application, by combining two parameters, the stiffness coefficient and the resonance frequency, to calculate the object stiffness, the mechanical characteristics of the target object can be more accurately reflected, and the stiffness of the target object can be accurately calculated, thereby improving the accuracy of the collision scenario analysis.

[0100] Next, the implementation process of determining the type of the target object will be described in detail. Figure 5 For the implementation process of determining the type of the target object, a detailed description will be given.

[0101] Referring to Figure 5 , a flowchart of a method for determining a pedestrian type provided by an embodiment of the present application is shown. As Figure 5 shown, the method for determining the pedestrian type may include: step 510, step 520, and step 530.

[0102] Step 510: Obtain the target vehicle type of the target vehicle.

[0103] In this embodiment, when analyzing the type of the target object, the target vehicle type of the target vehicle can be obtained, such as vehicles of different brands, etc.

[0104] It can be understood that the vehicle type of the target vehicle can be pre-stored in the airbag controller of the target vehicle, which is convenient for subsequent analysis of the object type.

[0105] After obtaining the target vehicle type of the target vehicle, step 520 is executed.

[0106] Step 520: Determine the target stiffness threshold range corresponding to the target vehicle type and the pedestrian type according to the correspondence between the vehicle type, the pedestrian type, and the stiffness threshold.

[0107] After obtaining the target vehicle type of the target vehicle, the target stiffness threshold range corresponding to the target vehicle type can be determined according to the correspondence between the vehicle type, the pedestrian type, and the stiffness threshold. This target stiffness threshold range refers to the range of stiffness values that the vehicle can generate when colliding with a pedestrian. This range can distinguish the collision between the vehicle and the pedestrian from the collision between the vehicle and other types of objects (such as other vehicles, obstacles, etc.). The establishment process of the correspondence between the vehicle type, the pedestrian type, and the stiffness threshold will be combined in the following embodiments Figure 6 and will be described in detail. This embodiment will not be elaborated here.

[0108] After determining the target stiffness threshold range corresponding to the target vehicle type and the pedestrian type, step 530 is executed.

[0109] Step 530: When the object stiffness is within the target stiffness threshold range, determine that the type of the target object is the pedestrian type.

[0110] After determining the target stiffness threshold range corresponding to the target vehicle type and the pedestrian type, it can be determined whether the object stiffness of the target object is within the target stiffness threshold range.

[0111] If the object stiffness of the target object is not within the target stiffness threshold range, it means that the type of the target object is a non-pedestrian type. At this time, the ignition control of the pedestrian protection device is not performed.

[0112] If the object stiffness of the target object is within the target stiffness threshold range, it can be determined that the type of the target object is the pedestrian type.

[0113] In the embodiment of the present application, by combining the vehicle type and the stiffness threshold to determine the type of the collision object, the collision event with the pedestrian can be more accurately identified. This helps to reduce false alarms and missed alarms and improve the accuracy of collision identification.

[0114] Next, in combination with Figure 6 the implementation process of establishing the correspondence between the vehicle type, the pedestrian type, and the stiffness threshold will be described in detail.

[0115] Referring to Figure 6 , a flowchart of a method for determining a stiffness threshold range provided by an embodiment of the present application is shown. As Figure 6 shown, this method for determining the stiffness threshold range may include: step 610, step 620, and step 630.

[0116] Step 610: Obtain vehicles of at least one vehicle type and simulated objects of at least one object type, where the at least one vehicle type includes the target vehicle type, and the at least one object type includes the pedestrian type.

[0117] In this embodiment, when establishing the correspondence relationship between vehicle types, pedestrian types, and stiffness thresholds, at least one vehicle of at least one vehicle type (such as vehicles of different brands) and at least one simulated object of at least one object type can be obtained. At least one vehicle type may include the target vehicle type, and at least one object type may include the pedestrian type.

[0118] Step 620: For each vehicle type, obtain a simulated acceleration signal, where the simulated acceleration signal is the signal generated when a vehicle of the vehicle type collides with the simulated object of at least one object type.

[0119] For each vehicle type, a simulated collision experiment can be carried out. In the experiment, the corresponding simulated object is used as the collision target to simulate the collision scenario in the real world. During the collision process, professional sensors and data acquisition systems can be used to record the simulated acceleration signals generated by the vehicle. These signals will serve as the basic data for subsequent analysis.

[0120] Preprocess the collected simulated acceleration signals, including steps such as denoising and filtering, to improve the accuracy and reliability of the data. Furthermore, based on the processed acceleration signals, the collision response characteristics of different vehicle types under different object types can be analyzed.

[0121] Step 630: According to the simulated acceleration signal, determine the stiffness threshold range of the at least one vehicle type under different object types.

[0122] After obtaining the simulated acceleration signal, the stiffness threshold range of at least one vehicle type under different object types can be determined according to the simulated acceleration signal. Specifically, the stiffness of the simulated object can be calculated based on the simulated acceleration signal, and the stiffness threshold range of at least one vehicle type under different object types can be determined according to the calculated stiffness of the object.

[0123] In this embodiment, an adjustable calibration threshold window is designed, with a total of 4 threshold lines, as Figure 11 shown. The horizontal axis represents time (in milliseconds), and the vertical axis represents the resonance frequency. The four threshold lines can be defined as R1, R2, T1, and T2. Among them, R1 is line 1140, R2 is line 1130, T1 is line 1120, and T2 is line 1110. Among them, line 1110 represents the resonance frequency generated when a vehicle collides with a truck or a steel column, etc. Line 1120 represents the resonance frequency generated when a vehicle collides with a shopping cart or a concrete pier, etc. Line 1130 represents the resonance frequency generated when a vehicle collides with an animal. Line 1140 represents the resonance frequency generated when a vehicle collides with a pedestrian. Figure 11 The box in represents the stiffness threshold range of the pedestrian type (the stiffness can be calculated through the resonance frequency and the pre-obtained stiffness coefficient).

[0124] Through the simulation collision experiment and the analysis of the acceleration signal in the embodiments of the present application, the stiffness threshold range of different vehicle types under different object types can be more accurately evaluated, so that it is easier to identify the artificial conditions of the collision behavior.

[0125] In a specific implementation of the present application, the implementation process of determining the stiffness threshold range of at least one vehicle type under different object types may be as follows: according to the simulated acceleration signal corresponding to at least one vehicle type, determine the simulated object stiffness of the simulated object. Then, according to the maximum value and the minimum value of the simulated object stiffness, determine the stiffness threshold range of at least one vehicle type under different object types. The calculation of the simulated object stiffness may refer to the calculation process of the object stiffness in the above embodiments. In this embodiment, the simulated acceleration signals in multiple time periods can be obtained to calculate multiple simulated object stiffnesses, and then, the maximum value and the minimum value are selected from the multiple simulated object stiffnesses to form the stiffness threshold range.

[0126] By directly analyzing the simulated acceleration signal to determine the stiffness of the simulated object in the embodiments of the present application, the dynamic response of the vehicle during the collision can be more accurately evaluated. This method takes into account the complex physical phenomena during the collision process and is more accurate than the traditional methods based on empirical formulas or simplified models.

[0127] Refer to Figure 12 , which shows a schematic structural diagram of a control device for a pedestrian protection device provided by an embodiment of the present application. As Figure 12 shown, the control device 1200 of the pedestrian protection device may include the following modules:

[0128] A signal acquisition module 1210, configured to acquire an acceleration signal generated when a target vehicle collides with a target object;

[0129] A stiffness determination module 1220, configured to determine the object stiffness of the target object according to the acceleration signal;

[0130] An ignition control module 1230, configured to perform ignition control on the pedestrian protection device when it is determined according to the object stiffness that the type of the target object is a pedestrian type.

[0131] Optionally, the stiffness determination module includes:

[0132] A target signal screening unit, configured to screen out a target acceleration signal within a specified time period that satisfies the stiffness analysis condition from the acceleration signal;

[0133] A resonance frequency determination unit, configured to determine the resonance frequency generated by the target vehicle and the target object during the collision according to the target acceleration signal;

[0134] An object stiffness determination unit for determining the object stiffness of the target object according to the resonance frequency.

[0135] Optionally, the resonance frequency determination unit includes:

[0136] A first value acquisition subunit for integrating the absolute value of the acceleration difference between two adjacent target acceleration signals within the specified period to obtain an acceleration difference integral value;

[0137] A second value acquisition subunit for integrating the absolute value of the target acceleration signal within the specified period to obtain an acceleration integral value;

[0138] A resonance frequency acquisition subunit for calculating the ratio between the acceleration difference integral value and the acceleration integral value to obtain the resonance frequency.

[0139] Optionally, the object stiffness determination unit includes:

[0140] A stiffness coefficient acquisition subunit for acquiring the stiffness coefficient of the collision object obtained in advance;

[0141] An object stiffness calculation subunit for calculating the object stiffness of the target object according to the stiffness coefficient and the resonance frequency.

[0142] Optionally, the ignition control module includes:

[0143] A target type acquisition unit for acquiring the target vehicle type of the target vehicle;

[0144] A target range determination unit for determining the target stiffness threshold range corresponding to the target vehicle type and the pedestrian type according to the correspondence between the vehicle type, the pedestrian type and the stiffness threshold;

[0145] A behavior type determination unit for determining that the type of the target object is the pedestrian type when the object stiffness is within the target stiffness threshold range.

[0146] Optionally, the device further includes:

[0147] A simulation object acquisition module for acquiring vehicles of at least one vehicle type and simulation objects of at least one object type, where the at least one vehicle type includes the target vehicle type, and the at least one object type includes the pedestrian type;

[0148] The analog signal acquisition module is configured to acquire an analog acceleration signal for each vehicle type, where the analog acceleration signal is a signal generated when a vehicle of the vehicle type collides with an analog object of the at least one object type;

[0149] The stiffness range determination module is configured to determine a stiffness threshold range of the at least one vehicle type under different object types according to the analog acceleration signal.

[0150] Optionally, the stiffness range determination module includes:

[0151] The analog stiffness determination unit is configured to determine the analog object stiffness of the analog object according to the analog acceleration signal corresponding to the at least one vehicle type;

[0152] The stiffness range determination unit is configured to determine a stiffness threshold range of the at least one vehicle type under different object types according to the maximum value and the minimum value of the analog object stiffness.

[0153] The control device of the pedestrian protection device provided by the embodiment of the present application determines the stiffness of the target object according to the acceleration signal generated during a collision, and determines whether the target object of the collision is a pedestrian according to the object stiffness, which can improve the recognition accuracy of the collision with a pedestrian condition, thereby reducing the probability of misactivation of the pedestrian protection device and increasing the service life of the pedestrian protection device.

[0154] The embodiment of the present application further provides an electronic device 1300. Please refer to Figure 13 , which includes a processor 1310 and a memory 1320. Among them, the memory 1310 is used to store a computer program; the processor 1320 is used to execute the program stored on the memory 1310 to implement the control method of the pedestrian protection device introduced in any embodiment of the present application.

[0155] The embodiment of the present application further provides a computer-readable storage medium, in which a computer program is stored, and when the computer program is executed by a processor, the control method of the pedestrian protection device introduced in any embodiment of the present application is implemented.

[0156] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the above two. A computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of the computer-readable storage medium can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, the computer-readable storage medium can be any tangible medium that contains or stores a program, and this program can be used by or in combination with an instruction execution system, apparatus, or device. In the present application, a computer-readable signal medium can include a data signal propagated in a baseband or as part of a carrier wave, which carries computer-readable program code. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, and this computer-readable medium can send, propagate, or transmit a program for use by or in combination with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted by any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0157] The units involved in the embodiments described in the present application can be implemented in software or in hardware, and the described units can also be provided in a processor. Among them, the names of these units do not, in some cases, limit the units themselves.

[0158] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of systems, methods, and computer program products according to various embodiments of the present application. Among them, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code, and the above-mentioned module, program segment, or part of code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than that marked in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram or flowchart, as well as the combination of blocks in the block diagram or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or operations, or can be implemented by a combination of dedicated hardware and computer instructions.

[0159] Those skilled in the art will readily conceive of other embodiments of the present application after considering the specification and practicing the embodiments disclosed herein. The present application is intended to cover any variations, uses, or adaptations of the present application, which follow the general principles of the present application and include well-known common general knowledge or conventional technical means in the technical field not disclosed in the present application.

[0160] It should be understood that the present application is not limited to the exact structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the present application is only limited by the appended claims.

Claims

1. A control method for pedestrian protection equipment, characterized in that: include: Acquire an acceleration signal generated by the target vehicle when colliding with the target object; determining an object stiffness of the target object according to the acceleration signal; In a case where it is determined according to the object stiffness that the type of the target object is a pedestrian type, ignition control is performed on the pedestrian protection device.

2. The method according to claim 1, characterized in that: Determining the object stiffness of the target object according to the acceleration signal includes: Filtering out a target acceleration signal within a specified time period that meets a stiffness analysis condition from the acceleration signal; determining, according to the target acceleration signal, a resonance frequency generated during a collision between the target vehicle and the target object; Based on the resonant frequency, an object stiffness of the target object is determined.

3. The method according to claim 2, characterized in that Determining the resonance frequency generated during the collision between the target vehicle and the target object according to the target acceleration signal includes: Integrating the absolute value of the acceleration difference between two adjacent target acceleration signals within the specified time period to obtain an acceleration difference integral value; Integrating the absolute value of the target acceleration signal within the specified time period to obtain an acceleration integral value; The resonance frequency is obtained by calculating a ratio between the acceleration difference integral value and the acceleration integral value.

4. The method according to claim 2, characterized in that: Determining the object stiffness of the target object according to the resonance frequency includes: Get the stiffness coefficient of the collision object obtained in advance; The object stiffness of the target object is calculated according to the stiffness coefficient and the resonance frequency.

5. The method according to claim 1, characterized in that: The step of determining, according to the object stiffness, that the type of the target object is a pedestrian type comprises: Obtain a target vehicle type of the target vehicle; Determining a target stiffness threshold range corresponding to the target vehicle type and pedestrian type according to a correspondence between the vehicle type, the pedestrian type and the stiffness threshold; When the object stiffness is within the target stiffness threshold range, it is determined that the type of the target object is a pedestrian type.

6. The method according to claim 5, characterized in that Before determining the target stiffness threshold range corresponding to the target vehicle type and pedestrian type according to the correspondence between the vehicle type, the pedestrian type and the stiffness threshold, the method further includes: Acquire a vehicle of at least one vehicle type and a simulated object of at least one object type, wherein the at least one vehicle type includes the target vehicle type, and the at least one object type includes a pedestrian type; For each vehicle type, obtaining a simulated acceleration signal, where the simulated acceleration signal is a signal generated when a vehicle of the vehicle type collides with a simulated object of the at least one object type; A stiffness threshold range of the at least one vehicle type under different object types is determined based on the simulated acceleration signal.

7. The method according to claim 6, characterized in that Determining the stiffness threshold range of the at least one vehicle type under different object types according to the simulated acceleration signal includes: determining a simulated object stiffness of the simulated object according to a simulated acceleration signal corresponding to the at least one vehicle type; A stiffness threshold range of the at least one vehicle type under different object types is determined according to the maximum value and the minimum value of the stiffness of the simulation object.

8. A control device for pedestrian protection equipment, characterized in that: include: A signal acquisition module, used to acquire an acceleration signal generated when the target vehicle collides with the target object; a stiffness determination module, configured to determine the object stiffness of the target object according to the acceleration signal; The ignition control module is used to control the ignition of the pedestrian protection device when it is determined that the type of the target object is a pedestrian according to the object stiffness.

9. An electronic device, characterized in that: comprising a processor and a memory, wherein Memory, used to store computer programs; A processor, used to execute a program stored in a memory to implement the method described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

Images