Vehicle protection method and device, storage medium, computer program product, electronic equipment and vehicle

Abstract

The embodiment of the invention provides a vehicle protection method and device, a storage medium, a computer program product, electronic equipment and a vehicle. The vehicle protection method mainly comprises the steps that when it is determined that the collision probability value of the vehicle is larger than or equal to a first threshold value, the posture of the vehicle is adjusted so that the contact area of wheels and a threshold can be increased; the technical problem that when a vehicle collides, wheels are prone to squeezing a passenger compartment, and passengers are injured is at least solved. Whether the vehicle posture needs to be adjusted or not can be determined by determining that the vehicle collision probability value is larger than or equal to the first threshold value, the contact area between the wheels and the threshold is increased by adjusting the posture of the vehicle, the amplitude that the wheels extrude a passenger compartment can be reduced, passengers are prevented from being injured, and vehicle driving safety and riding safety are improved.

Description

Technical Field

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

[0002] In the current related technologies, the design of the vehicle body posture is gradually low, and the wheels are not easily crushed. When the vehicle collides, the wheels are likely to squeeze the passenger compartment and cause injuries to the passengers. Summary of the Invention

[0003] The embodiments of the present application provide a vehicle protection method and device, a storage medium, a computer program product, an electronic device, and a vehicle, so as to at least solve the technical problem that when a vehicle collides, the wheels are likely to squeeze the passenger compartment, causing injuries to the occupants.

[0004] To achieve the above-mentioned purpose, according to the first aspect of the present application, a vehicle protection method is provided, comprising: when it is determined that the probability value of a vehicle collision is greater than or equal to a first threshold, adjusting the posture of the vehicle to increase the contact area between the wheel and the door sill.

[0005] Optionally, before adjusting the posture of the vehicle to increase the contact area between the wheel and the door sill, the method further includes: determining, based on the surrounding environment information of the vehicle, whether the probability value of the vehicle colliding is greater than or equal to the first threshold.

[0006] Optionally, the surrounding environment information of the vehicle includes: the distance between the vehicle and an obstacle, and the relative speed of the vehicle.

[0007] Optionally, the method further includes: when the probability value of the vehicle collision is greater than or equal to the first threshold, determining whether the overlapping portion between the future motion trajectory of the vehicle body and the obstacle is less than or equal to a second threshold.

[0008] Optionally, the second threshold includes: 25% of the body width of the vehicle.

[0009] Optionally, adjusting the posture of the vehicle to increase the contact area between the wheel and the door sill includes: adjusting the body posture of the vehicle so that the center of the wheel is aligned with the center of the door sill; wherein the geometric center of the door sill is the midpoint of the upper edge and the lower edge of the door sill cross section below the vehicle door.

[0010] Optionally, adjusting the body posture of the vehicle includes: lifting the body of the vehicle upward to a preset height.

[0011] Optionally, the preset height is the difference between a first height and a second height; wherein, the first height is the distance between the center point of the wheel and the ground, and the second height is the distance between the geometric center of the door sill and the ground.

[0012] Optionally, adjusting the posture of the vehicle to increase the contact area between the wheel and the door sill includes: adjusting the posture of the wheel of the vehicle to increase the contact area between the wheel and the door sill.

[0013] Optionally, adjusting the wheel posture of the vehicle includes rotating the wheel by a preset angle in a preset rotation direction.

[0014] Optionally, rotating the wheel by a preset angle in a preset rotation direction includes: rotating an end of the wheel away from the threshold outward by a preset angle.

[0015] Optionally, the preset angle is 4° to 15°.

[0016] Optionally, the preset angle is 5° to 13°.

[0017] Optionally, adjusting the wheel posture of the vehicle includes: adjusting the wheel posture of the vehicle when the collision intensity of the vehicle is greater than or equal to an intensity threshold.

[0018] Optionally, before adjusting the wheel posture of the vehicle, the method further includes: when the airbag is deployed, determining that the collision intensity is greater than or equal to the intensity threshold.

[0019] According to a second aspect of the present application, a vehicle protection device is provided, comprising: an adjustment module configured to adjust the posture of the vehicle to increase the contact area between the wheel and the door sill when determining that the probability value of a vehicle collision is greater than or equal to a first threshold.

[0020] According to a third aspect of the present application, a non-transitory computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the above-mentioned vehicle protection method is implemented.

[0021] According to a fourth aspect of the present application, a computer program product is also provided, comprising a computer program, wherein the computer program implements the steps of the above-mentioned vehicle protection method when executed by a processor.

[0022] According to a fifth aspect of the present application, an electronic device is provided, comprising: a memory on which a computer program is stored; and a processor for executing the computer program in the memory to implement the above-mentioned vehicle protection method.

[0023] According to a sixth aspect of the present application, a vehicle is provided, comprising the above-mentioned vehicle protection device, or comprising the above-mentioned electronic device.

[0024] The benefits of this application are:

[0025] Embodiments of the present application provide a vehicle protection method and apparatus, storage medium, computer program product, electronic device, and vehicle. The vehicle protection method primarily includes adjusting the vehicle's posture to increase the contact area between the wheels and the door sill when determining that the probability value of a vehicle collision is greater than or equal to a first threshold, thereby at least resolving the technical issue of the wheels easily squeezing the passenger compartment, causing occupant injury, when the vehicle collides. By determining that the probability value of a vehicle collision is greater than or equal to the first threshold, it is possible to determine whether the vehicle's posture needs to be adjusted. By adjusting the vehicle's posture to increase the contact area between the wheels and the door sill, the extent to which the wheels squeeze the passenger compartment can be reduced, thereby avoiding occupant injury and improving vehicle driving and riding safety.

[0026] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0028] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0029] Figure 1 This is a flowchart of a vehicle protection method provided in some embodiments of the present application.

[0030] Figure 2 This is a flowchart of another vehicle protection method provided in some embodiments of the present application.

[0031] Figure 3 This is a flowchart of another vehicle protection method provided in some embodiments of the present application.

[0032] Figure 4 It is a structural schematic diagram of a vehicle body posture adjustment provided in some embodiments of the present application.

[0033] Figure 5 It is a structural schematic diagram of a wheel posture adjustment provided in some embodiments of the present application.

[0034] Figure 6 This is a simulation result diagram of a wheel rotation angle provided in some embodiments of the present application.

[0035] Figure 7 This is a flowchart of another vehicle protection method provided in some embodiments of the present application.

[0036] Figure 8 It is a structural schematic diagram of a vehicle protection device provided in some embodiments of the present application.

[0037] Figure 9 This is a schematic structural diagram of another vehicle protection device provided in some embodiments of the present application.

[0038] Figure 10 This is a schematic structural diagram of another vehicle protection device provided in some embodiments of the present application.

[0039] Figure 11 It is a structural diagram of an electronic device provided in some embodiments of the present application.

[0040] Description of reference numerals:

[0041] 300, vehicle protection device; 310, adjustment module; 3101, first adjustment unit; 3102, second adjustment unit; 320, detection module; 330, first determination module; 340, second determination module; 600, electronic device; 601, processing device; 602, ROM; 603, RAM; 604, bus; 605, I / O interface; 606, input device; 607, output device; 608, storage device; 609, communication device. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0043] In the current related technologies, many models have the problem of wheels intruding into the lower end of the A-pillar under collision conditions (such as 25% offset collision or other types of collision), causing occupant injuries. The main reason for the above problem is that during the vehicle design process, in order to take into account the needs of body shape and aerodynamics, some models are designed with a gradually lower body posture. As a result, when the vehicle collides, the center of the wheel and the geometric center of the door sill are not aligned, and the wheel is not easily crushed. When the wheel is not crushed, it is easy to jump upward in the eccentric state, and then squeeze the lower end of the A-pillar, causing the wheel to intrude into the passenger compartment of the vehicle, causing occupant injuries.

[0044] Prior art methods for preventing wheels from intruding into the passenger compartment include reinforcing the lower end of the A-pillar with various structural members. However, this approach fails to address the problem and increases the weight of the vehicle body. Alternatively, during a collision, the wheel can be forced off the vehicle by incorporating defects into the wheel's swing arm or by detonating explosives, thereby preventing it from intruding into the passenger compartment. However, forcing the wheel off the vehicle poses a threat to other vehicles on the road. Furthermore, if the wheel is ineffective, the front end of the vehicle will not absorb enough energy, leaving a significant amount of residual kinetic energy after the collision. At this point, the vehicle's airbags have already been deployed. If the uncontrolled vehicle collides with another object, it can easily cause significant injury to the occupants.

[0045] In order to solve the above problems, according to the first aspect of the present application, an embodiment of the present application provides a vehicle protection method. Figure 1 This is a flow chart of a vehicle protection method provided in some embodiments of the present application, with reference to Figure 1 As shown, the vehicle protection method includes the following steps:

[0046] Step S100: When it is determined that the probability value of a vehicle collision is greater than or equal to a first threshold, the posture of the vehicle is adjusted to increase the contact area between the wheel and the door sill.

[0047] The above solution can at least address the technical issue of wheels easily squeezing the passenger compartment during a vehicle collision, potentially causing occupant injuries. By determining whether the probability of a vehicle collision is greater than or equal to a first threshold, it can be determined whether the vehicle's posture needs to be adjusted. By adjusting the vehicle's posture to increase the contact area between the wheels and the door sill, the extent to which the wheels squeeze the passenger compartment can be reduced, preventing occupant injuries and improving vehicle driving and riding safety.

[0048] In some embodiments, before step S100, the vehicle protection method provided by the embodiment of the present application further includes:

[0049] It is determined whether a probability value of a vehicle collision is greater than or equal to a first threshold value based on the surrounding environment information of the vehicle.

[0050] It should be understood that the environmental information around the vehicle can be detected by using sensors, cameras or other environmental perception devices. This information may specifically include the position, speed, size, etc. of obstacles. Specifically, by detecting the position of obstacles around the vehicle, their relative position relationship with the vehicle can be determined, such as the left or right side. By obtaining the speed information of the obstacles, their relative motion state with the vehicle can be determined. If the speed of the obstacle is close to that of the vehicle or there is relative motion, the risk of collision may increase. Knowing the size of the obstacle can help assess the severity of the collision. Larger obstacles may cause greater damage to the vehicle. The collision probability value is calculated using the detected surrounding environmental information. The probability value of the vehicle collision can be determined by using an algorithm or model for evaluation. The first threshold is the probability value for determining whether the vehicle will collide. If the probability value is greater than or equal to the first threshold, it is expected that a collision will inevitably occur.

[0051] In some embodiments, the vehicle's surrounding environment information includes: the distance between the vehicle and obstacles, and the relative speed of the vehicle.

[0052] It should be understood that obstacles may be stationary or in motion relative to the vehicle. Sensors such as lidar or cameras can be used to obtain real-time information about the distance to obstacles around the vehicle and the relative speed between the obstacle and the vehicle. Of course, other sensors or methods can also be used to obtain the distance between the vehicle and the obstacle and the relative speed of the vehicle, and this application does not limit this. This surrounding environment information can be used to calculate the probability of a vehicle collision.

[0053] It should be understood that ADAS (Advanced Driver Assistance Systems) utilize sensors, cameras, and other advanced technologies to monitor the vehicle's surroundings, detect potential hazards in real time, and provide warnings or take direct measures to prevent accidents. The ADAS system can be used to calculate the probability of a vehicle collision based on the detected information about the vehicle's surroundings. Of course, the present application may also utilize other methods to calculate the probability of a vehicle collision, and the present application does not limit this.

[0054] In some embodiments, the vehicle protection method provided by the embodiments of the present application also includes: when the probability value of a vehicle collision is greater than or equal to a first threshold, determining whether the overlapping part between the future motion trajectory of the vehicle body and the obstacle is less than or equal to a second threshold.

[0055] It should be understood that after determining that the vehicle is about to collide, it is necessary to further determine the amount of overlap between the vehicle and the obstacle. Specifically, the ADAS system will calculate the future motion trajectory of the vehicle body based on the vehicle's current speed, direction and other relevant factors. For example, the future motion trajectory of the vehicle body can be calculated using sensors such as cameras, lidar or GPS. The ADAS system analyzes information such as the position, size and shape of the obstacle, and determines the overlap between the vehicle body by comparing the future motion trajectory of the vehicle body with the position and size of the obstacle. If the overlap between the future motion trajectory of the vehicle body and the obstacle is less than or equal to the second threshold, the vehicle's posture needs to be adjusted to increase the contact area between the wheel and the door sill.

[0056] In some embodiments, the second threshold comprises 25% of the vehicle's body width. Specifically, if the overlap between the vehicle's future motion trajectory and the obstacle is less than or equal to 25% of the vehicle's body width, the vehicle is judged to be about to experience a 25% offset collision. In this case, the force transmission path from the wheel to the door sill is the most important force transmission path, and the relative position of the wheel and the door sill has a decisive influence on the outcome of the vehicle collision. When the vehicle is judged to be about to experience a 25% offset collision, adjusting the vehicle's posture to increase the contact area between the wheel and the door sill can reduce the extent to which the wheel squeezes the passenger compartment, avoid occupant injury, and improve vehicle driving and riding safety. On the other hand, increasing the contact area between the wheel and the door sill maintains the smoothness of the wheel-door sill, the key force transmission path, and achieves wheel crushing in a 25% offset collision condition, which can prevent the wheel from intruding into the passenger compartment. At the same time, the wheel crushing can absorb the collision energy and reduce the probability of a secondary collision.

[0057] Reference Figure 2 As shown, Figure 2 FIG. 1 is a flow chart of another vehicle protection method provided in some embodiments of the present application. In an exemplary embodiment of the present application, the vehicle protection method can be implemented by the following specific steps, including:

[0058] Step S101: Detecting the surrounding environment information of the vehicle;

[0059] Step S102: Determine whether the probability value of a vehicle collision is greater than or equal to a first threshold.

[0060] If the probability value of the vehicle collision is greater than or equal to the first threshold, jump to step S103; if the probability value of the vehicle collision is less than the first threshold, the process ends.

[0061] Step S103: Determine whether the overlap between the future motion trajectory of the vehicle body and the obstacle is less than or equal to a second threshold.

[0062] If the overlapping portion is less than or equal to the second threshold, the process jumps to step S104; if the overlapping portion is greater than the second threshold, the process ends.

[0063] Step S104: Adjust the posture of the vehicle to increase the contact area between the wheel and the door sill.

[0064] Through the above steps, it can be confirmed that when the vehicle encounters an offset collision condition, the vehicle's posture is adjusted to increase the contact area between the wheel and the door sill, reduce the extent to which the wheel squeezes the passenger compartment, avoid occupant injury, and improve vehicle driving safety and riding safety.

[0065] Reference Figure 3 As shown, Figure 3 This is a flow chart of another vehicle protection method provided in some embodiments of the present application. In some embodiments, the above step S104 includes:

[0066] Step S1041: Adjust the vehicle's body posture so that the center of the wheel is aligned with the geometric center of the door sill, wherein the geometric center of the door sill is the midpoint between the upper edge and the lower edge of the door sill cross section below the vehicle door.

[0067] Specifically, during a collision, the wheel's center is misaligned with the door sill's geometric center, making it difficult for the wheel to crush. Consequently, in an off-center position, the wheel tends to bounce upward, squeezing the lower end of the A-pillar and intruding into the vehicle's passenger compartment. To address this, the present invention adjusts the vehicle's posture to align the wheel's center with the door sill's geometric center. This alignment increases the overlap between the rear end of the wheel and the door sill during a collision, allowing the wheel to crush during the collision without jumping upward, thereby preventing the wheel from intruding into the passenger compartment.

[0068] In some embodiments, adjusting the vehicle's body posture includes raising the vehicle's body by a predetermined height. It should be understood that current vehicle designs have a gradually lowered body posture, with the waistline and sill sections of the vehicle body gradually converging inward. The center of the wheel is generally higher than the geometric center of the sill. Consequently, the overlap area between the wheel and the sill decreases during normal driving. Therefore, it is necessary to raise the vehicle's body by a predetermined height to align the center of the wheel with the geometric center of the sill, thereby increasing the overlap area between the wheel and the sill.

[0069] In some embodiments, the preset height is the difference between a first height and a second height; wherein the first height is the distance between the center point of the wheel and the ground, and the second height is the distance between the geometric center of the door sill and the ground; the geometric center of the door sill is the midpoint between the upper edge and the lower edge of the door sill cross section below the vehicle door. Figure 4 As shown, Figure 4This is a schematic diagram of a vehicle body posture adjustment structure provided in some embodiments of the present application. The first height is the distance H1 between the center point of the wheel and the ground, and the second height is the distance H2 between the geometric center of the vehicle body door sill and the ground. The preset height is the difference between the first height and the second height, H1-H2. It should be understood that the wheel here includes the wheel hub and the tire. The center point of the wheel is the real-time data of the vehicle during driving. It is necessary to consider factors such as the current load and tire pressure that have a real-time impact on the center point of the wheel; the geometric center of the door sill is the midpoint between the upper and lower edges of the door sill cross-section below the door. The preset height needs to be calculated based on real-time monitoring data.

[0070] It should be understood that when the ADAS system detects an unavoidable collision, the vehicle's central processing unit (CPU) controls the vehicle's suspension system, rapidly raising the vehicle body upwards via hydraulics. The specific lift height is a preset distance, H1-H2. When the vehicle is raised to this preset height, the center points of the wheels align with the geometric center of the door sills, increasing the overlap between the wheels and the door sills. Furthermore, the simultaneous lifting of all four suspension systems also enhances passenger comfort.

[0071] Please continue reading Figure 2 In some embodiments, the above step S104 further includes:

[0072] Step S1043: Adjust the wheel posture of the vehicle to increase the contact area between the wheel and the door sill.

[0073] It should be understood that ensuring a smooth and stable force transmission path between the wheel and the sill during a collision can improve contact performance between the wheel and the sill. To ensure a smooth and stable force transmission path, the vehicle's wheel posture needs to be adjusted to increase the contact area between the wheel and the sill. This effectively transmits impact forces during a collision, improving vehicle safety and stability.

[0074] In some embodiments, adjusting the wheel posture of the vehicle includes rotating the wheel in a predetermined direction and by a predetermined angle. Specifically, in the event of a collision, the vehicle's steering system can control the wheel to rotate in a predetermined direction and by a predetermined angle to increase the contact area between the wheel and the door sill.

[0075] In some embodiments, rotating the wheel by a preset angle in a preset rotation direction includes: rotating an end of the wheel away from the door sill outward by a preset angle.

[0076] Reference Figure 5 As shown, Figure 5This is a schematic diagram of a wheel posture adjustment structure provided in some embodiments of the present application. The front wheels of the vehicle are rotated outward on the side closest to the front end of the vehicle in the direction indicated by the arrows. Simultaneously, the side of the wheels closest to the passenger compartment is rotated inward, i.e., the side of the wheels away from the door sill is rotated outward by a preset angle. After an offset collision, rotating the wheels in the direction shown in the diagram will inevitably cause them to press against the door sill, thereby increasing the overlap between the rear ends of the wheels and the door sill, thereby increasing the contact area between the wheels and the door sill.

[0077] In some embodiments, the preset angle may be 4° to 15°.

[0078] For example, refer to Figure 6 As shown, Figure 6 This is a simulation result diagram of a wheel rotation angle provided in some embodiments of the present application.

[0079] According to simulation and statistical results, due to the proportional relationship between wheel width and diameter, in the case of an offset collision, the larger the contact area between the wheel and the door sill, the more completely the wheel is crushed, that is, both the spokes and the rim are completely crushed. Under the condition of a constant total collision energy, the greater the energy absorbed by the front wheel, the less impact energy the rear passenger compartment will bear. This can reduce the energy absorbed by the passenger compartment and the amount of intrusion, and reduce the loss of body structure points. Figure 6 As shown, when the preset wheel rotation angle is 5°, the contact area between the wheel and the door sill is sufficient to ensure that the wheel is fully crushed, the wheel absorbs sufficient energy, and the impact on the passenger compartment is sufficiently small. The vehicle's overall rating is good or excellent, indicating high safety performance. For example, when the preset wheel rotation angle is 16°, the wheel is easily squeezed out due to large deflection, and energy absorption is ineffective. This also increases energy absorption and intrusion into the passenger compartment. The overall vehicle rating is fair, indicating fair safety.

[0080] In some embodiments, the preset angle can be 5° to 13°. Specifically, the preset angle can be 5°, 6°, 7°, 8°, 9°, 10°, 11°, 12°, 13°. The present application does not impose any specific restrictions on the preset angle, as long as the preset angle is within the above range. The steering system is used to control the rotation of the wheel, and the wheel is rotated to the range of 5 to 13° as much as possible, combined with Figure 6 It can be seen that when the preset angle is in the range of 5 to 13 degrees, the wheel is more likely to be fully crushed, and the wheel can absorb more energy, thereby reducing the energy absorption of the passenger compartment, preventing the wheel from invading the passenger compartment and endangering the safety of the occupants.

[0081] In some embodiments, the above step S1043 includes: when the collision intensity of the vehicle is greater than or equal to an intensity threshold, adjusting the wheel posture of the vehicle.

[0082] It should be understood that wheel posture adjustments are only made after a vehicle collision if a high collision intensity is detected. When the collision intensity is relatively low, such as a minor collision with a soft obstacle like a tree or bush while the vehicle is in motion, it may cause minor damage to the vehicle's exterior without impacting the overall structure or occupant safety. In this case, if the steering system forcibly adjusts the wheel posture, it will significantly impact the vehicle's normal operation. Wheel posture adjustments are only necessary when a high collision intensity is detected, i.e., when the collision intensity exceeds a threshold, to minimize damage to the occupants.

[0083] In some embodiments, before the above step S1043, the method further includes:

[0084] Step S1042: When the airbag is deployed, it is determined that the collision intensity of the vehicle is greater than or equal to an intensity threshold.

[0085] For example, the intensity of the collision can be determined based on whether the airbag sensor transmits a detonation signal to the airbag. If the airbag sensor determines that the airbag should be detonated, the airbag receives the detonation signal sent by the airbag sensor and detonates the airbag. It can be determined that the collision intensity is strong and the collision intensity is greater than or equal to the intensity threshold. The steering system takes effect and controls the steering of the wheels. Otherwise, if the airbag does not receive the detonation signal, it is confirmed that the collision intensity is not strong enough and the collision intensity is less than the intensity threshold. The steering system does not take effect.

[0086] Reference Figure 7 As shown, Figure 7 This is a flow chart of another vehicle protection method provided in some embodiments of the present application. The vehicle protection method provided in the embodiments of the present application is described below using an example. The vehicle protection method includes the following steps:

[0087] Step S201: Sensors such as cameras and lidar obtain the distance and relative speed to the obstacle;

[0088] Step S202: Determine whether active obstacle avoidance is possible;

[0089] If active obstacle avoidance is possible, execute step S203; if active obstacle avoidance is not possible, execute step S204.

[0090] Step S203: Steering system avoids obstacles or braking system stops;

[0091] Step S204: The suspension system raises the vehicle body to a height of H1-H2;

[0092] Step S205: Determine whether the collision intensity is strong enough;

[0093] If the collision intensity is strong enough, step S206 is executed; if the collision intensity is not strong enough, the process ends.

[0094] Step S206: The airbag is deployed and the wheel is rotated 5-13 degrees at the same time.

[0095] Specifically, when the vehicle is in normal driving, sensors such as lidar or cameras acquire the distance and relative speed of obstacles around the vehicle in real time. For example, if the vehicle slips on an icy or snowy road, causing the braking and steering systems to fail, and the distance between the vehicle and the obstacle falls below a critical threshold, the ADAS system will determine, based on the vehicle's path, that a collision is inevitable. At this point, the system determines that the vehicle is entering an emergency state, meaning that due to the failure of the braking and steering systems, the vehicle cannot perform active obstacle avoidance. Otherwise, the driver can control the steering or braking system to actively avoid the obstacle.

[0096] When the vehicle enters an emergency state, the central processing unit controls the suspension system, rapidly lifting the vehicle body upwards via hydraulics. Assuming the distance between the wheel center and the ground is H1, and the distance between the geometric center of the vehicle's door sill and the ground is H2, the vehicle body is lifted upwards by a distance equal to H1-H2 to align the wheel center with the geometric center of the door sill. All four suspension systems are raised simultaneously to enhance passenger comfort.

[0097] Because the vehicle body is lifted a short distance, typically on the order of a dozen centimeters, it's less noticeable to occupants. Even if the system misjudges the situation, the impact is minimal. Therefore, this action can be prioritized before a collision occurs. That is, when the ADAS system determines a collision is likely, it adjusts the vehicle's posture, raising the vehicle by a height of H1-H2 through the suspension system. If the ADAS system subsequently determines the vehicle is unlikely to collide and returns to normal driving, the vehicle body height can be restored to its original position, with the wheel center at H1 and the door sill's geometric center at H2.

[0098] Forced wheel deflection has a significant impact, and if misjudged, it can significantly affect the vehicle's driving state. Therefore, when the acceleration sensor below the vehicle's B-pillar detects the collision waveform, the severity of the collision is determined by whether the airbag sensor transmits a detonation signal to the airbag. If the collision is severe, the steering system quickly forces the wheel to deflect by 5°-13° at the same time as the airbag begins to deploy.

[0099] Based on the above-mentioned vehicle protection method, it is possible to increase the contact area between the wheel and the door sill when the shape is not conducive to collision safety, keep the key force transmission path of the wheel-door sill unobstructed, realize the crushing of the wheel under small offset collision conditions, prevent the wheel from invading the passenger compartment, and absorb the collision energy through the crushing of the wheel, thereby reducing the probability of secondary collision. At the same time, this application can meet the demand for lightweight vehicle design by adjusting the vehicle posture rather than strengthening the A-pillar through structural parts.

[0100] According to the second aspect of the present application, an embodiment of the present application further provides a vehicle protection device. Figure 8 As shown, Figure 8 Schematic diagram of a vehicle protection device provided by an embodiment of the present application. The vehicle protection device can be an electronic device or can be set in an electronic device. Figure 8 As shown, the vehicle protection device 300 includes an adjustment module 310 .

[0101] The adjustment module 310 is configured to adjust the posture of the vehicle to increase the contact area between the wheel and the door sill when it is determined that the probability value of the vehicle collision is greater than or equal to a first threshold.

[0102] In some embodiments, reference Figure 9 As shown, the vehicle protection device 300 further includes:

[0103] Detection module 320, used to detect the surrounding environment information of the vehicle;

[0104] The first determination module 330 is configured to determine whether the probability value of a vehicle collision is greater than or equal to a first threshold.

[0105] In some embodiments, reference Figure 9 As shown, the vehicle protection device 300 further includes:

[0106] The second determination module 340 is configured to determine whether an overlap between the future motion trajectory of the vehicle and the obstacle is less than or equal to a second threshold when the probability value of the vehicle collision is greater than or equal to the first threshold.

[0107] In some embodiments, the adjustment module 310 includes:

[0108] The first adjustment unit 3101, referring to Figure 10 As shown, it is used to adjust the vehicle's body posture so that the center of the wheel is aligned with the geometric center of the door sill.

[0109] In some embodiments, the adjustment module 310 further includes:

[0110] The second adjustment unit 3102, referring to Figure 10As shown, it is used to adjust the wheel posture of the vehicle so that the contact area between the wheel and the door sill is increased.

[0111] It should be understood that, in specific implementation, each of the above modules can be implemented as an independent entity, or can be arbitrarily combined and implemented as the same or several entities. Moreover, the specific implementation of each of the above modules and the corresponding beneficial effects can be found in the above method embodiments, which will not be elaborated here.

[0112] The vehicle protection device can implement all steps of the above-mentioned vehicle protection method and has all the beneficial effects of the above-mentioned vehicle protection method, which will not be described in detail in this application.

[0113] According to a third aspect of the present application, embodiments of the present application further provide a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described vehicle protection method. This non-transitory computer-readable storage medium has all the beneficial effects of the above-described vehicle protection method, and this application will not further elaborate on them.

[0114] According to the fourth aspect of the present application, an embodiment of the present application also provides a computer program product, including a computer program. When the computer program is executed by a processor, it implements the above-mentioned vehicle protection method and has all the beneficial effects of the above-mentioned vehicle protection method. This application will not go into details here.

[0115] According to a fifth aspect of the present application, embodiments of the present application further provide an electronic device comprising: a memory and a processor, wherein the memory stores a computer program; the processor is configured to execute the computer program in the memory to implement the steps of the above-described vehicle protection method. This electronic device has all the beneficial effects of the above-described vehicle protection method, and this application will not further elaborate on them.

[0116] Please refer to Figure 11 , the electronic device 600 may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603. Various programs and data required for the operation of the electronic device 600 are also stored in the RAM 603. The processing device 601, the ROM 602, and the RAM 603 are connected to each other via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0117] Typically, the following devices may be connected to the I / O interface 605: an input device 606 including, for example, a touch screen, a touchpad, a keyboard, a mouse, a camera, a microphone, an accelerometer, a gyroscope, etc.; an output device 607 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 608 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 609. The communication device 609 may allow the electronic device 600 to communicate with other devices wirelessly or by wire to exchange data. Although Figure 11 The electronic device 600 is shown with various devices, but it should be understood that it is not required to implement or possess all of the devices shown. More or fewer devices may be implemented or possessed instead. Figure 11 Each block shown in the figure may represent one device, or may represent multiple devices as needed.

[0118] In particular, according to some embodiments of the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, some embodiments of the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In some such embodiments, the computer program can be downloaded and installed from a network via the communication device 609, or installed from the storage device 608, or installed from the ROM 602. When the computer program is executed by the processing device 601, the above-mentioned functions defined in the method of some embodiments of the present application are performed.

[0119] It should be noted that the computer-readable medium in some embodiments of the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination thereof. The computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or component, or any combination thereof, and the present application does not specifically limit this. More specific examples of computer-readable storage media may 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 or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

[0120] In some embodiments of the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In some embodiments of the present application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries computer-readable program code. This propagated data signal may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0121] In some embodiments, the client and server can communicate using any currently known or future developed network protocol, such as HTTP (Hypertext Transfer Protocol), and can be interconnected with any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include local area networks (LANs), wide area networks (WANs), internets (e.g., the Internet), and peer-to-peer networks (e.g., adhoc peer-to-peer networks), as well as any currently known or future developed networks.

[0122] The computer-readable medium may be included in the electronic device or may exist independently and not incorporated into the electronic device. The computer-readable medium carries one or more programs that, when executed by the electronic device, cause the electronic device to adjust the vehicle's posture to increase the contact area between the wheel and the door sill when determining that the probability of a vehicle collision is greater than or equal to a first threshold.

[0123] Computer program code for performing the operations of some embodiments of the present application can be written in one or more programming languages or a combination thereof, including object-oriented programming languages such as Java, Smalltalk, C++, and conventional procedural programming languages such as "C" or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (for example, through the Internet using an Internet service provider).

[0124] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of the systems, methods, and computer program products according to various embodiments of the present application. In this regard, each box in the flowchart or block diagram may represent a module, program segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function.

[0125] It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures.

[0126] For example, two blocks shown in succession may actually be executed substantially in parallel, or they may sometimes be executed in the reverse order, depending on the functionality involved. It should also be noted that each block in the block diagrams and / or flow charts, and combinations of blocks in the block diagrams and / or flow charts, may be implemented using a dedicated hardware-based system that performs the specified functions or operations, or may be implemented using a combination of dedicated hardware and computer instructions.

[0127] The units described in some embodiments of the present application may be implemented by software or hardware.

[0128] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0129] According to a sixth aspect of the present application, embodiments of the present application further provide a vehicle, including the aforementioned vehicle protection device, or including the aforementioned electronic device, wherein the vehicle protection device or electronic device can be used to perform the aforementioned vehicle protection method. The vehicle has all the beneficial effects of the aforementioned vehicle protection device or electronic device, which are not further described in this application.

[0130] The vehicle may be a plug-in hybrid vehicle or a new energy vehicle, etc., or a heat pump vehicle or a non-heat pump vehicle, and this application does not make any specific restrictions on this.

[0131] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0132] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0133] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0134] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the descriptions of each embodiment of the present application have different focuses, for parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. However, any brief modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application that do not deviate from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A vehicle protection method, characterized in that: include: When it is determined that the probability value of a vehicle collision is greater than or equal to a first threshold, the posture of the vehicle is adjusted to increase the contact area between the wheel and the door sill.

2. The vehicle protection method according to claim 1, characterized in that: Before adjusting the posture of the vehicle to increase the contact area between the wheel and the door sill, the method further includes: Determine, based on the surrounding environment information of the vehicle, whether the probability value of a collision of the vehicle is greater than or equal to the first threshold.

3. The vehicle protection method according to claim 2, characterized in that: The vehicle's surrounding environment information includes: The distance between the vehicle and the obstacle, and the relative speed of the vehicle.

4. The vehicle protection method according to claim 3, characterized in that: The method further comprises: When the probability value of the vehicle collision is greater than or equal to the first threshold, it is determined whether the overlapping portion between the future motion trajectory of the vehicle body and the obstacle is less than or equal to a second threshold.

5. The vehicle protection method according to claim 4, characterized in that: The second threshold includes: 25% of the vehicle's body width.

6. The vehicle protection method according to claim 1, characterized in that: The adjusting the posture of the vehicle to increase the contact area between the wheel and the door sill includes: Adjusting the vehicle's body posture so that the center of the wheel is aligned with the geometric center of the door sill; The geometric center of the door sill is the midpoint between the upper edge and the lower edge of the door sill cross section below the vehicle door.

7. The vehicle protection method according to claim 6, characterized in that: The adjusting the vehicle body posture includes: The body of the vehicle is lifted upward to a preset height.

8. The vehicle protection method according to claim 7, characterized in that: The preset height is the difference between the first height and the second height; The first height is the distance between the center point of the wheel and the ground, and the second height is the distance between the geometric center of the door sill and the ground.

9. The vehicle protection method according to claim 1, characterized in that: The adjusting the posture of the vehicle to increase the contact area between the wheel and the door sill includes: The wheel posture of the vehicle is adjusted so that the contact area between the wheel and the door sill is increased.

10. The vehicle protection method according to claim 9, characterized in that: The adjusting the wheel posture of the vehicle includes: The wheel is rotated in a preset direction by a preset angle.

11. The vehicle protection method according to claim 10, characterized in that: The step of rotating the wheel in a preset direction and by a preset angle includes: The end of the wheel away from the door sill is rotated outwardly by a preset angle.

12. The vehicle protection method according to claim 10, characterized in that: The preset angle is 4° to 15°.

13. The vehicle protection method according to claim 12, characterized in that: The preset angle is 5° to 13°.

14. The vehicle protection method according to claim 9, characterized in that: The adjusting the wheel posture of the vehicle includes: When the collision intensity of the vehicle is greater than or equal to an intensity threshold, adjusting the wheel posture of the vehicle.

15. The vehicle protection method according to claim 14, characterized in that: Before adjusting the wheel posture of the vehicle, the method further includes: When the airbag is deployed, it is determined that the collision intensity is greater than or equal to the intensity threshold.

16. A vehicle protection device, characterized in that: include: The adjustment module is configured to adjust the posture of the vehicle to increase the contact area between the wheel and the door sill when it is determined that the probability value of the vehicle collision is greater than or equal to a first threshold.

17. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the vehicle protection method according to any one of claims 1 to 15 is implemented.

18. A computer program product comprising a computer program, characterized in that: When the computer program is executed by a processor, the vehicle protection method according to any one of claims 1 to 15 is implemented.

19. An electronic device, characterized in that: The electronic device comprises: a memory storing a computer program; A processor, configured to execute the computer program in the memory to implement the vehicle protection method according to any one of claims 1 to 15.

20. A vehicle, characterized in that: The device comprises the vehicle protection device according to claim 16, or the electronic device according to claim 19.

Images