Vehicle pre-collision control method and system and vehicle

Abstract

The invention discloses a vehicle pre-collision control method and system and a vehicle, and relates to the technical field of vehicle control. Monitoring a proximity ignition threshold based on the acceleration, and if the acceleration does not reach the ignition threshold but reaches the proximity ignition threshold, sending a collision proximity ignition signal; and in response to the collision approaching ignition signal, executing continuous flickering of a double-flashing lamp until manual closing, full insurance unlocking of a central control door lock, unlocking of a child safety lock and bouncing off of a hidden door handle. The approach ignition threshold value and the corresponding collision approach ignition signal are introduced and integrated into a traditional collision ignition signal unlocking strategy, and the passenger escape and rescue efficiency under non-point-explosion-level collision is remarkably improved.

Description

Technical Field

[0001] The present invention relates to the field of automobile control technology, and in particular to a vehicle pre-collision control method, system and vehicle. Background Art

[0002] The statements in this section merely provide background information related to the present disclosure and do not necessarily constitute prior art.

[0003] In the field of automotive passive safety, vehicle collision control logic is a critical component in ensuring occupant safety. The current industry-wide collision response mechanism is based on a collision event triggering by the airbag control unit (ACU). When a vehicle crashes and the collision intensity reaches the preset airbag deployment threshold, the ACU sends a collision signal to the body control unit (BCM) or domain control unit (DCM). The BCM / DCM then randomly issues commands to unlock the central door lock and deploy hidden door handles, facilitating occupant escape and external rescue efforts.

[0004] However, the setting of the airbag deployment threshold in traditional vehicle collision control logic must balance the risk of false triggering with protection requirements, and is typically set at a high value. In low-speed collisions or collisions at non-standard angles, the impact intensity may not reach the airbag deployment threshold, resulting in the ACU not issuing a collision signal. In this case, the BCM / DCM cannot activate the door lock unlocking and handle deployment functions, and the doors remain locked. In scenarios where airbag deployment is not triggered, occupants may become unconscious or incapacitated due to the impact force. With the doors unlocked and the hidden handles unengaged, rescuers outside the vehicle cannot quickly open the doors to initiate rescue, significantly delaying rescue efforts and greatly increasing the risk of loss of life and property. Currently, some OEMs address control failures caused by vehicle power outages after a collision by adding a backup power supply. However, this only ensures power continuity and does not address the inherent lag in the triggering mechanism. The vehicle still relies on the ACU signal after the collision, resulting in insufficient safety redundancy. Summary of the Invention

[0005] To overcome the deficiencies of the above-mentioned prior art, the present invention provides a vehicle pre-collision control method, system, and vehicle, which introduce a proximity ignition threshold and a corresponding collision proximity ignition signal, and integrate them into the traditional collision ignition signal unlocking strategy, thereby significantly improving the efficiency of occupant escape and rescue in non-detonation level collisions.

[0006] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions: In a first aspect, the present invention provides a vehicle pre-collision control method, comprising: Obtain the acceleration of the vehicle after collision in real time; monitoring a proximity to ignition threshold based on the acceleration, and issuing a collision proximity to ignition signal if the ignition threshold is not reached but the proximity to ignition threshold is reached; In response to the collision approach ignition signal, the hazard lights flash continuously until they are manually turned off, the central door lock is fully disarmed, the child safety lock is unlocked, and the hidden door handle pops open.

[0007] According to a further technical solution, if the acceleration reaches an ignition threshold, a collision ignition signal is issued.

[0008] A further technical solution is to respond to the collision ignition signal by executing the airbag popping out, the double flash lights flashing continuously until manually turned off, the central door lock fully disarming, the child safety lock unlocking, and the hidden door handle popping out.

[0009] A further technical solution is to determine the current collision type and execute a corresponding airbag deployment strategy based on the collision type.

[0010] A further technical solution is to determine the current collision type as follows: Real-time acquisition of vehicle acceleration, angular velocity, and pressure changes after a collision; Performing filtering on the collected raw data signal to obtain a pre-processed signal; Perform feature extraction on the preprocessed signal to obtain multiple feature parameters; Based on multiple characteristic parameters and preset logical rules, the current collision type is determined.

[0011] According to a further technical solution, reaching the near-ignition threshold means that within a set time interval, the lateral speed change or the longitudinal speed change is greater than or equal to the near-ignition threshold.

[0012] Further technical solution, preferably, the set time interval is.

[0013] According to a further technical solution, the collision ignition signal is sent via CAN and hard line respectively, and the collision proximity ignition signal is sent via CAN.

[0014] In a second aspect, the present invention provides a vehicle pre-collision control system, the system including an airbag controller and a body controller; An airbag controller configured to: obtain acceleration of the vehicle after a collision in real time; monitor a proximity to ignition threshold based on the acceleration, and issue a collision proximity to ignition signal if the ignition threshold is not reached but the proximity to ignition threshold is reached; The vehicle body controller is configured to: in response to the collision proximity ignition signal, execute the double flash lights to flash continuously until they are manually turned off, fully release the central door lock, unlock the child safety lock, and pop up the hidden door handle.

[0015] In a third aspect, the present invention provides a vehicle, which executes the vehicle pre-collision control method as described in the first aspect.

[0016] One or more of the above technical solutions have the following beneficial effects: By adding a proximity-to-ignition threshold and a collision proximity-to-ignition signal to the collision ignition signal unlocking strategy, this invention proactively triggers key operations such as door unlocking and hidden door handle deployment in the event of a collision that does not reach the airbag deployment threshold (ignition threshold) but poses a substantial risk to vehicle door opening and closing. This significantly mitigates the safety hazard of traditional strategies preventing occupants from escaping or being rescued due to a stuck door in such accidents, significantly improving occupant survival and rescue efficiency in less extreme collisions.

[0017] The present invention adaptively selects an airbag deployment strategy by judging the collision type, thereby ensuring the pertinence of the airbag system in various types of collisions and maximizing passenger safety.

[0018] The present invention immediately triggers the hazard lights to flash continuously when the ignition threshold is reached or close to the ignition threshold, significantly improving the visibility of the accident vehicle on the road, effectively warning oncoming vehicles from behind, preventing secondary accidents, protecting the safety of on-site passengers and rescue personnel, and enhancing vehicle warning and safety after the accident.

[0019] The present invention mainly relies on existing sensors and communication networks in terms of hardware, does not require large-scale new hardware, is easy to integrate and deploy on vehicles, and has good commercial feasibility. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0021] Figure 1 This is a flow chart of a vehicle pre-collision control method according to an embodiment of the present invention; Figure 2 This is a flowchart of a vehicle pre-collision control method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0022] It should be noted that the following detailed descriptions are exemplary and intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present invention belongs.

[0023] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0024] In the absence of conflict, the embodiments of the present invention and the features thereof may be combined with each other.

[0025] Example 1 like Figure 1 As shown, this embodiment discloses a vehicle pre-collision control method, which includes the following steps: S1: Real-time acquisition of vehicle acceleration after collision; In this embodiment, multiple acceleration sensor groups (such as three-axis MEMS acceleration sensors) deployed on the vehicle body collect real-time acceleration along the three axes: X-axis (body length direction, also called longitudinal direction), Y-axis (body width direction, also called lateral direction), and Z-axis (up and down). The acceleration is used to determine the severity, type, and direction of the collision.

[0026] The first acceleration sensor group includes the first, second and third acceleration sensors. The first acceleration sensor is installed on the central channel of the vehicle body, the second acceleration sensor is installed on the front longitudinal beam on the left side of the vehicle body, and the third acceleration sensor is installed on the front longitudinal beam on the right side of the vehicle body. The first, second and third acceleration sensors are all used to measure longitudinal acceleration; the second acceleration sensor group includes the fourth, fifth and sixth acceleration sensors. The fourth acceleration sensor is installed on the central channel of the vehicle body, the fifth acceleration sensor is installed on the longitudinal support column between the front door and the rear door on the left side of the vehicle body, and the sixth acceleration sensor is installed on the longitudinal support column between the front door and the rear door on the right side of the vehicle body. The fourth, fifth and sixth acceleration sensors are all used to measure lateral acceleration; the third acceleration sensor group includes the seventh, eighth and ninth acceleration sensors. The seventh acceleration sensor is installed at the center position of the rear of the vehicle, the eighth acceleration sensor is installed on the left beam of the rear of the vehicle, and the ninth acceleration sensor is installed on the right beam of the rear of the vehicle for sensing rear-end collisions.

[0027] S2: monitoring the proximity to ignition threshold based on the acceleration, and if the ignition threshold is not reached but the proximity to ignition threshold is reached, issuing a collision proximity to ignition signal; The current standard vehicle OEM deployment strategy for crash conditions is as follows: the airbag control unit (ACU) monitors acceleration; an algorithm is entered when acceleration exceeds 2g; the airbag deploys when acceleration reaches the triggering threshold. After triggering, the airbag deploys by sending a crash ignition signal to the body control unit (BCM), which then disarms the airbag, simultaneously releasing the hidden door handle (a second release occurs after a 2-second delay). The ACU, based on the vehicle's crash calibration matrix and triggering strategy, sends a crash ignition signal via CAN and hardwire when the triggering threshold is reached after a collision.

[0028] In this embodiment, building on the aforementioned arming strategy, the airbag controller adds a proximity-to-ignition threshold and corresponding proximity-to-ignition signal to the existing collision-to-ignition signal. If the collision does not reach the ignition threshold but does reach the proximity-to-ignition threshold, the collision proximity-to-ignition signal is sent exclusively via CAN to the body control module (BCM) or domain controller (DCM). The collision-to-ignition signal is transmitted via both CAN and hardwire, while the collision proximity-to-ignition signal is transmitted exclusively via CAN.

[0029] The conditions for reaching the ignition threshold are: Within the time interval, The longitudinal velocity change, or Within the time interval, The lateral velocity change. That is, the acceleration of the vehicle after the collision is greater than 14.815 (equivalent to 1.51g) is close to the ignition threshold.

[0030] It should be noted that when driving on rough roads (such as cobblestone roads, washboard roads, bumpy roads, etc.) and in misuse conditions (sudden braking / sudden acceleration, going over speed bumps, etc.), if the vehicle acceleration also reaches the ignition threshold, a collision proximity ignition signal will also be triggered and sent out through CAN.

[0031] The specific steps for determining the proximity ignition threshold are: (1) Obtaining sensor data of the collision event; Sensor data includes raw longitudinal and lateral acceleration data from a triaxial MEMS accelerometer after a vehicle crash. Crash events include both airbag deployment and non-deployment crashes. Numerous standard crash tests are conducted at a proving ground or in a laboratory. Each test data is recorded with a corresponding timestamp to ensure time synchronization. The data is then stored in a pre-set calibration database.

[0032] (2) Based on the vehicle acceleration data, calculate the characteristic value distribution of the target event and determine the optimal threshold based on the characteristic value distribution; Based on collision intensity screening, collision events with medium collision intensity (i.e., those that have not yet reached the ignition threshold but may cause occupant loss of mobility) are selected as target events. The eigenvalue distribution of all target events is calculated. The eigenvalue range is segmented to generate multiple candidate thresholds, and ROC curve analysis is used to determine the optimal threshold for each candidate.

[0033] The optimal threshold value was determined by ROC curve analysis as follows: 1) Calculate the classification metrics for each candidate threshold. Classification metrics include true positives, false positives, detection rate, and false alarm rate. True positives refer to the number of target events with feature values ​​greater than the threshold; false positives refer to the number of non-target events with feature values ​​greater than the threshold. The detection rate is the ratio of true positives to the total number of target events, and the false alarm rate is the ratio of false positives to the total number of non-target events.

[0034] 2) Draw an ROC curve based on the classification metrics. Use the (false alarm rate, detection rate) corresponding to each threshold as coordinate points and connect them into a line in the order of the thresholds.

[0035] 3) Based on the ROC curve, the optimal threshold is determined using the key decision method. The minimum distance method is used to determine the optimal threshold. The point on the ROC curve closest to the ideal point (0, 1) (i.e., 0% false alarm rate and 100% detection rate) is calculated. The point with the smallest distance is the optimal threshold.

[0036] 4) Perform multiple validation and iterations to determine the final threshold. Divide the data into training and test sets to avoid overfitting. Specifically verify the effectiveness of the optimal threshold and determine the final threshold.

[0037] (3) Apply the final threshold to the entire calibration database and perform large-scale simulation or playback. Based on the verification results, adjust the threshold and then re-verify, iterating continuously until the detection rate and false alarm rate reach the preset and acceptable targets.

[0038] In this embodiment, if the vehicle acceleration reaches the ignition threshold after the collision, a collision ignition signal is issued; the body controller responds to the collision ignition signal to execute the airbag deployment, the double flash lights continue to flash until they are manually turned off, the central control door lock is fully disarmed, the child safety lock is unlocked, and the hidden door handles pop up.

[0039] Execute the corresponding airbag deployment strategy based on the collision type and determine the current collision type: (1) Real-time acquisition of acceleration, angular velocity, and pressure changes after a vehicle collision. Specifically, a gyroscope is installed on the vehicle to collect the vehicle's rotational angular velocity, and the angular velocity is used to detect whether the vehicle rotates or rolls. Multiple pressure sensors are installed on the vehicle to collect instantaneous air pressure changes (i.e., pressure changes) in the door cavity and the B-pillar cavity, and the collected pressure changes are used to determine whether the vehicle collision type is a side collision.

[0040] (2) Filtering the collected raw data signals to obtain preprocessed signals; specifically, performing real-time digital filtering on the raw signals collected by all acceleration sensor groups, gyroscopes, and pressure sensors to remove high-frequency noise and obtain preprocessed signals.

[0041] (3) Feature extraction is performed on the preprocessed signal to obtain multiple characteristic parameters; specifically, the characteristic parameters include acceleration rising slope and peak value, pressure rising slope and peak value, angular velocity amplitude and duration.

[0042] (4) Based on multiple characteristic parameters and combined with preset logical rules, the current collision type is determined. Collision types include head-on collision, pole collision, offset collision, side collision, rear collision and rollover.

[0043] If the data collected by the pressure sensor on a door or B-pillar on one side shows an extremely high rate of increase (e.g., greater than 5kPa / ms) and a significant peak pressure (e.g., greater than 15kPa), the collision is identified as a side collision and flagged. A significant increase in lateral acceleration collected by the accelerometer on the same side and no response from the accelerometer on the opposite side can be used to further verify the side collision. If the pressure peak is extremely high and rises very quickly, it can be further classified as a pillar collision.

[0044] If the longitudinal accelerations collected by the first acceleration sensor group all increase significantly, and the second acceleration sensor and the third acceleration sensor are symmetrical, it is determined to be a head-on collision; if the longitudinal accelerations collected by the first acceleration sensor group all increase significantly, and the second acceleration sensor and the third acceleration sensor are asymmetrical, it is determined to be an offset collision, and the offset side is determined and marked by calculating the difference ratio of the speed changes on the left and right sides.

[0045] If the acceleration collected by the third acceleration sensor group increases significantly, it is determined that the current collision is a rear-end collision, that is, a rear-end collision.

[0046] If the angular velocity collected by the gyroscope exceeds the set threshold (set to 60 in this embodiment), ) and lasts for a set time (set to 200ms in this embodiment), the current collision is determined to be a rollover.

[0047] The vehicle's airbag system includes frontal airbags (driver and passenger side airbags), side airbags (seat side or door side airbags), curtain airbags (airbags deployed on the roof side), and knee airbags (under the dashboard airbags).

[0048] The airbag controller executes the appropriate airbag deployment strategy based on the determined collision type. To prevent false triggering, a minimum threshold is set; if acceleration or pressure falls below the threshold, the airbag will not deploy. Vehicle speed is also used as an auxiliary input, preventing deployment in low-speed collisions.

[0049] The specific airbag deployment strategy is as follows: in a side collision, the passenger's head and torso must be quickly protected from intrusion by the door or B-pillar, side impact injuries must be reduced, and the side airbag and curtain airbag on the collision side must be deployed immediately; in a pillar collision, local penetration injuries must be prevented, and the side airbag and curtain airbag on the collision side must be deployed immediately; in a head-on collision, the front passengers must be protected from impact with the steering wheel, dashboard or windshield, head and chest injuries must be reduced, and the front airbag and knee airbag must be deployed; in an offset collision, the offset side protection must be strengthened in a targeted manner, while ensuring the safety of the opposite side, the front airbag and knee airbag (for the entire vehicle) must be deployed, and the side airbag and curtain airbag must be deployed additionally on the offset side; in a rear collision, the neck must be protected, and potential secondary collisions must be prevented, the seat belt pretensioners and active headrests must be activated first, and the front or side airbags must be deployed in severe rear collisions; in a rollover, passengers must be prevented from being thrown out or colliding with the roof / side of the vehicle, and all curtain airbags and side airbags must be deployed immediately.

[0050] S3: In response to the collision approach ignition signal, the hazard lights flash continuously until they are manually turned off, the central door lock is fully released, the child safety lock is unlocked, and the hidden door handle is opened; In this embodiment, the body controller outputs a control instruction based on the received collision proximity ignition signal to execute the double flash lights to flash continuously until they are manually turned off, the central control door lock is fully disarmed, the child safety lock is unlocked, and the hidden door handle pops open.

[0051] Example 2 This embodiment discloses a vehicle pre-collision control system, which includes an airbag controller and a body controller; An airbag controller configured to: obtain acceleration of the vehicle after a collision in real time; monitor a proximity to ignition threshold based on the acceleration, and issue a collision proximity to ignition signal if the ignition threshold is not reached but the proximity to ignition threshold is reached; The vehicle body controller is configured to: in response to the collision proximity ignition signal, execute the double flash lights to flash continuously until they are manually turned off, fully release the central door lock, unlock the child safety lock, and pop up the hidden door handle.

[0052] Example 3 This embodiment discloses a vehicle, which executes a vehicle pre-collision control method of the first embodiment.

[0053] Those skilled in the art will appreciate that the modules or steps of the present invention described above can be implemented using a general-purpose computer device. Alternatively, they can be implemented using program code executable by a computing device, which can then be stored in a storage device and executed by the computing device. Alternatively, they can be fabricated into separate integrated circuit modules, or multiple modules or steps can be fabricated into a single integrated circuit module for implementation. The present invention is not limited to any specific combination of hardware and software.

[0054] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

[0055] Although the above describes the specific embodiments of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without any creative work are still within the scope of protection of the present invention.

Claims

1. A vehicle pre-collision control method, characterized in that: include: Obtain the acceleration of the vehicle after collision in real time; monitoring a proximity to ignition threshold based on the acceleration, and issuing a collision proximity to ignition signal if the ignition threshold is not reached but the proximity to ignition threshold is reached; In response to the collision approach ignition signal, the hazard lights flash continuously until they are manually turned off, the central door lock is fully disarmed, the child safety lock is unlocked, and the hidden door handle pops open.

2. A vehicle pre-collision control method according to claim 1, characterized in that: If the acceleration reaches the ignition threshold, a crash ignition signal is issued.

3. A vehicle pre-collision control method according to claim 2, characterized in that: In response to the collision ignition signal, the airbag pops out, the hazard lights flash continuously until they are manually turned off, the central door lock is fully disarmed, the child safety lock is unlocked, and the hidden door handle pops open.

4. A vehicle pre-collision control method according to claim 3, characterized in that: Determine the current collision type and execute a corresponding airbag deployment strategy based on the collision type.

5. A vehicle pre-collision control method according to claim 4, characterized in that: Determine the current collision type: Real-time acquisition of vehicle acceleration, angular velocity, and pressure changes after a collision; Performing filtering on the collected raw data signal to obtain a pre-processed signal; Perform feature extraction on the preprocessed signal to obtain multiple feature parameters; Based on multiple characteristic parameters and preset logical rules, the current collision type is determined.

6. The vehicle pre-collision control method according to claim 1, characterized in that: The reaching of the near-ignition threshold means that within a set time interval, the lateral speed change or the longitudinal speed change is greater than or equal to the near-ignition threshold.

7. A vehicle pre-collision control method according to claim 6, characterized in that: Preferably, the set time interval is .

8. The vehicle pre-collision control method according to claim 1, characterized in that: The collision ignition signal is sent through CAN and hard line respectively, and the collision proximity ignition signal is sent through CAN.

9. A vehicle pre-collision control system, characterized in that: The system includes an airbag controller and a body controller; An airbag controller configured to: obtain acceleration of the vehicle after a collision in real time; monitor a proximity to ignition threshold based on the acceleration, and issue a collision proximity to ignition signal if the ignition threshold is not reached but the proximity to ignition threshold is reached; The vehicle body controller is configured to: in response to the collision proximity ignition signal, execute the double flash lights to flash continuously until they are manually turned off, fully release the central door lock, unlock the child safety lock, and pop up the hidden door handle.

10. A vehicle, characterized in that: The vehicle executes a vehicle pre-collision control method according to any one of claims 1 to 8.

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