Vehicle control method, vehicle, device and program product

Abstract

The invention relates to the technical field of vehicles, in particular to a vehicle control method, a vehicle, equipment and a program product. The method comprises the steps that a real-time early warning value of the collision risk between a vehicle and an obstacle located in the side direction of the vehicle is obtained, and the smaller the real-time early warning value is, the higher the collision risk is; if the real-time early warning value is smaller than or equal to the high-risk threshold value, a rising instruction of an active stabilizer bar of the vehicle based on the collision side and a damping increasing instruction of a shock absorber of the vehicle based on the opposite side of the collision side are generated, the collision side refers to the side, where the collision risk exists, of the vehicle body, and the damping increasing instruction refers to the side, where the collision risk exists, of the vehicle body; the collision side opposite side refers to the side, opposite to the collision side, of the vehicle body; and synchronously executing the rising instruction and the damping increasing instruction. The height of the active stabilizer bar and damping of the shock absorber can be synchronously adjusted, the vehicle posture is rapidly adjusted, and the side collision protection effect and the vehicle safety are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a vehicle control method, vehicle, equipment, and program product. Background Technology

[0002] With the development of vehicle technology, the requirements for vehicle safety are also increasing. Side-impact protection is a crucial aspect of vehicle safety. Current technology conventionally uses airbags to deploy during a side-impact collision to protect occupants. However, this method suffers from inadequate side-impact protection and low vehicle safety due to issues such as delayed airbag deployment, lack of collision warning, and lack of active vehicle attitude control. Furthermore, some vehicles now actively identify collision risks and control the timing of airbag deployment to improve side-impact protection; however, safety issues inherent in the airbags themselves still exist. Some vehicles are equipped with air suspension, which raises the vehicle height on the impact side by inflating the air suspension to reduce rollover risk. However, inflating the air suspension still requires a relatively long process, failing to meet the high real-time requirements of side-impact protection. Moreover, the increased overall vehicle height raises the vehicle's center of gravity, increasing the risk of rollover and thus reducing the effectiveness of side-impact protection. Overall, vehicle safety still needs improvement. Summary of the Invention

[0003] Based on the defects and shortcomings of the prior art, this application proposes a vehicle control method, vehicle, equipment and program product that can simultaneously adjust the height of the active stabilizer bar and the damping of the shock absorber, quickly adjust the vehicle attitude, and improve the side collision protection effect and vehicle safety.

[0004] According to a first aspect of this application, a vehicle control method is provided, comprising: acquiring a real-time warning value of the risk of collision between a vehicle and an obstacle located to the side of the vehicle, wherein the smaller the real-time warning value, the greater the risk of collision; if the real-time warning value is less than or equal to a high-risk threshold, generating a raise command for the vehicle's active stabilizer bar based on the collision side and a damping increase command for the vehicle's shock absorbers based on the opposite side of the collision side, wherein the collision side refers to the side of the vehicle body on which there is a risk of collision between the vehicle and the obstacle, and the opposite side of the collision side refers to the side of the vehicle body opposite to the collision side; and simultaneously executing the raise command and the damping increase command.

[0005] According to the vehicle control method provided in the first aspect of this application, after obtaining a real-time warning value of the risk of collision between the vehicle and an obstacle located to the side of the vehicle, the method further includes: if the real-time warning value is greater than the high-risk threshold and less than or equal to the medium-risk threshold, generating an adjustment instruction for at least one accessory device on the vehicle, wherein the high-risk threshold is less than the medium-risk threshold, and the accessory device includes at least one of a window, sunroof, seat belt, and seat; if the real-time warning value is greater than the medium-risk threshold and less than or equal to the low-risk threshold, generating a prompt message to avoid the obstacle, wherein the low-risk threshold is greater than the medium-risk threshold.

[0006] According to the vehicle control method provided in the first aspect of this application, the step of obtaining a real-time warning value of the risk of collision between the vehicle and an obstacle located to the side of the vehicle includes: obtaining the current road surface type of the road surface where the vehicle is located; obtaining the remaining collision duration of the risk of collision between the vehicle and the obstacle, wherein the remaining collision duration refers to the predicted duration between the current time and the time of collision; and correcting the remaining collision duration based on a correction coefficient corresponding to the current road surface type to obtain a corrected collision duration, wherein the real-time warning value includes the corrected collision duration.

[0007] According to the vehicle control method provided in the first aspect of this application, obtaining the current road surface type of the road surface where the vehicle is located includes: detecting a preliminary road surface type of the road surface where the vehicle is located based on the vehicle's visual recognition system; obtaining a confidence level of the preliminary road surface type; and determining the preliminary road surface type as the current road surface type if the confidence level is greater than a confidence level threshold.

[0008] According to the vehicle control method provided in the first aspect of this application, after obtaining the confidence level of the preliminary road surface type, the method further includes: if the confidence level is less than or equal to the confidence level threshold, obtaining the current maximum adhesion coefficient of the road surface where the vehicle is located; and obtaining the current road surface type corresponding to the current maximum adhesion coefficient.

[0009] According to the vehicle control method provided in the first aspect of this application, the detection of the preliminary road surface type of the road surface where the vehicle is located based on the vehicle's visual recognition system includes: acquiring road surface image data of the road surface where the vehicle is located based on the visual recognition system; inputting the road surface image data into a road surface recognition model to obtain the preliminary road surface type output by the road surface recognition model, wherein the road surface recognition model is trained by road surface sample data, and the road surface sample data includes sample image data corresponding to at least one road surface type.

[0010] According to the vehicle control method provided in the first aspect of this application, the raise command includes a command to raise the active stabilizer bar to its highest position; the damping increase command includes a command to increase the damping of the shock absorber to its maximum.

[0011] According to a second aspect of this application, a vehicle is provided, the vehicle including a controller, an active stabilizer bar, and a shock absorber; the controller is configured to acquire a real-time warning value of the risk of collision between the vehicle and an obstacle located to the side of the vehicle, wherein the smaller the real-time warning value, the greater the risk of collision; if the real-time warning value is less than or equal to a high-risk threshold, then a raising command for the active stabilizer bar on the collision side and a damping increase command for the shock absorber on the opposite side of the collision side are generated, wherein the collision side refers to the side of the vehicle body where there is a risk of collision between the vehicle and the obstacle, and the opposite side of the collision side refers to the side of the vehicle body facing the collision side; the raising command and the damping increase command are executed simultaneously.

[0012] According to a third aspect of this application, an electronic device is provided, comprising: a memory and a processor; the memory is connected to the processor and is used to store a program; the processor is used to implement the vehicle control method as described in the first aspect by running the program in the memory.

[0013] According to a fourth aspect of this application, a computer program product is provided, including computer program instructions; the computer program instructions, when executed by a processor, cause the processor to perform the vehicle control method as described in the first aspect.

[0014] In this application, a real-time warning value for the risk of collision between the vehicle and an obstacle located to the side of the vehicle is obtained. The smaller the real-time warning value, the greater the collision risk. If the real-time warning value is less than or equal to a high-risk threshold, a raise command is generated for the vehicle's active stabilizer bar based on the collision side, and a damping increase command is generated for the vehicle's shock absorbers based on the opposite side of the collision side. The collision side refers to the side of the vehicle body where there is a collision risk with the obstacle, and the opposite side refers to the side of the vehicle body facing the collision side. The raise command and the damping increase command are executed simultaneously. In this process, the degree of collision risk is determined by the real-time warning value before the vehicle collides with the obstacle. If the real-time warning value is less than or equal to the high-risk threshold, the risk of collision between the vehicle and the obstacle is extremely high. In this case, by simultaneously raising the height of the active stabilizer bar and increasing the damping of the shock absorbers through the rise command and the damping increase command, the vehicle attitude can be quickly adjusted to improve the real-time performance of side collision protection. Furthermore, the active stabilizer bar raises the vehicle height on the collision side and increases the damping of the shock absorbers on the opposite side of the collision side, making the vehicle attitude adjustment more reasonable in the side collision protection scenario, thereby greatly improving the side collision protection effect and vehicle safety. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0016] Figure 1 A schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0017] Figure 2 A lateral view diagram provided for an embodiment of this application;

[0018] Figure 3 This application provides a schematic diagram of a collision side and a collision side facing each other, as shown in an embodiment of the present application.

[0019] Figure 4 A block diagram of a vehicle control device provided in an embodiment of this application;

[0020] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0022] Application Overview

[0023] To address the need for vehicle side-impact protection, this paper further analyzes the problems existing in commonly used protective measures in current technologies.

[0024] The first existing side-impact protection measure is based on the deployment of airbags.

[0025] Conventionally, airbags deploy to protect occupants in a side-impact collision. However, firstly, this method suffers from several drawbacks. Firstly, airbag deployment is delayed, with a noticeable time lag between collision detection and deployment, failing to meet real-time collision protection requirements. Secondly, it lacks pre-collision warning, failing to predict and alert the driver to potential side-impact risks, thus reducing vehicle safety. Thirdly, it lacks active attitude control, as side-impact collisions often occur at the side doors, where protection is relatively weak, posing a significant risk of injury or death.

[0026] Building upon conventional side-impact protection measures, existing technologies have also proposed proactive collision risk identification schemes. By proactively identifying side-impact risks, an auxiliary risk identification effect is achieved, reducing the probability of subjective failure to promptly recognize collision risks due to environmental factors or driver error. Furthermore, different protection strategies can be applied based on the severity of the collision risk. For low-risk collisions, only the airbag deployment threshold is adjusted to ensure timely airbag deployment; for high-risk collisions, multiple collision protection strategies are implemented for more comprehensive occupant safety. However, while this side-impact protection method adds a pre-collision risk warning mechanism, it still relies on airbag deployment, and therefore cannot avoid the inherent limitations of airbags, such as low real-time performance and high risk of door collisions.

[0027] The second existing side-impact protection measure is based on air suspension.

[0028] To mitigate the higher risk of door damage in side impacts, air suspension is inflated to raise the vehicle's height on the impact side upon detection of a side impact risk, thereby reducing the risk of door damage and improving vehicle safety. However, raising the air suspension also relies on inflation, resulting in a slow rise rate that cannot adjust the vehicle's posture in time during an emergency collision. Furthermore, while raising the vehicle's height reduces the risk of door damage, it actually increases the likelihood of the vehicle rolling over upon impact, failing to meet the high requirements for real-time performance and safety in side impact protection.

[0029] Exemplary methods

[0030] To address the problems existing in side-impact protection technologies, this application provides a vehicle control method. This method can identify side-impact risks through software algorithms and control the movement of components such as active stabilizer bars and shock absorbers on the vehicle to achieve rapid adjustment of the vehicle's attitude, thereby improving the real-time performance and safety of vehicle side-impact protection. Optionally, this vehicle control algorithm can be implemented on any device with data processing capabilities, as long as the device can communicate with the vehicle and control it. For example, the device can be a controller already configured on the vehicle, a cloud server capable of data communication with the vehicle, or a smart mobile device capable of data communication with the vehicle.

[0031] In one embodiment, such as Figure 1 As shown, the process steps for implementing the vehicle control method include:

[0032] Step 101: Obtain a real-time warning value for the risk of collision between the vehicle and an obstacle located to the side of the vehicle. The smaller the real-time warning value, the greater the risk of collision.

[0033] In this embodiment, the vehicle has side-impact protection requirements and is equipped with an active stabilizer bar and shock absorbers. The active roll control (ARC) bar is an intelligent upgrade of the traditional passive stabilizer bar. It dynamically adjusts the stiffness or connection status of the stabilizer bar through an electronic control system to actively control the vehicle's attitude. The active stabilizer bar is mainly used to actively counteract body roll caused by centrifugal force when the vehicle is cornering. For example, when the vehicle is cornering at high speed, the active stabilizer bar locks to form a rigid connection, keeping the vehicle level; while when the vehicle is traveling straight, the rigid connection is disconnected, preventing bumps from one wheel from being transmitted to the other, avoiding the "collateral vibration" of traditional stabilizer bars, and improving vehicle comfort.

[0034] In this embodiment, the shock absorber is a core component of the vehicle suspension system. Its main function is to suppress the rebound oscillation after the spring absorbs the shock and to convert the mechanical energy of the road impact into heat energy for dissipation, thereby improving ride comfort and handling stability. During the wheel compression stroke (when the wheel is close to the vehicle body), the shock absorber damping force is small, allowing the elastic element (such as a coil spring) to fully absorb the impact and avoid rigid transmission to the vehicle body. During the wheel extension stroke (when the wheel is away from the vehicle body), the damping force increases, quickly suppressing the spring rebound and preventing repeated oscillations of the vehicle body, thus reducing the transmission of vibrations from bumpy roads and reducing passenger fatigue. By rapidly damping vibrations, the shock absorber ensures that the wheel is always in contact with the ground, avoiding traction loss due to suspension bounce (e.g., the risk of sideslip during cornering). Optionally, the shock absorber configured on the vehicle can be an upgraded version of the Continuous Damping Control (CDC) system. CDC uses electronic control technology to achieve real-time dynamic adjustment of the damping force, balancing comfort and handling.

[0035] In this embodiment, side-impact protection primarily targets obstacles located to the side of the vehicle, pre-detecting for potential collision risks. Specifically, such as... Figure 2As shown, the lateral direction of a vehicle refers to the direction opposite the vehicle door. During vehicle operation, if the lateral distance between the vehicle and an obstacle continuously decreases, a side collision (SCR) risk exists. Obstacles lateral to the vehicle include static and dynamic obstacles. Static obstacles include, but are not limited to, stationary vehicles, road signs, roadblocks, and other types of static objects. Dynamic obstacles include, but are not limited to, other vehicles, pedestrians, and other dynamic objects. The vehicle's position constantly changes during operation. If the vehicle continuously approaches an obstacle laterally, a SCR risk may occur. To quantify the collision risk between the vehicle and an obstacle, real-time warning values ​​are obtained for potential SCR risks. These values ​​are numerically represented as collision risk; the smaller the real-time warning value, the greater the collision risk. Based on these numerical real-time warning values, SCR protection measures can be implemented more accurately and quickly.

[0036] In this embodiment, the real-time warning value refers to a numerical value that characterizes the magnitude of the collision risk between the vehicle and an obstacle, detected in real time during vehicle operation. Optionally, depending on the actual situation and specific needs, the real-time warning value can be the straight-line distance between the vehicle and the obstacle in the lateral direction, the predicted duration between the current moment and the moment a collision occurs, or other numerical types that can characterize the magnitude of the collision risk between the vehicle and the obstacle. Optionally, the real-time warning value can be calculated based on information such as the position and speed of the obstacle detected in real time by devices such as cameras and radars already installed on the vehicle, combined with information such as the vehicle's own position, driving direction, and driving speed. The specific calculation method of the real-time warning value is pre-set reasonably based on the vehicle performance and the numerical type of the real-time warning value.

[0037] Step 102: If the real-time warning value is less than or equal to the high-risk threshold, then generate an active stabilizer bar raising command based on the collision side and a damping increase command for the vehicle's shock absorbers based on the opposite side of the collision side. Here, the collision side refers to the side of the vehicle body where there is a risk of collision with the obstacle, and the opposite side of the collision side refers to the side of the vehicle body opposite to the collision side.

[0038] In this embodiment, a high-risk threshold is pre-defined based on vehicle data such as vehicle type and actual needs. The high-risk threshold and the actual warning value are of the same type of data. For example, if the real-time warning value is the predicted duration value, then the high-risk threshold is the duration threshold; if the real-time warning value is the distance value, then the high-risk threshold is the distance threshold. Based on the relationship that the smaller the real-time warning value, the greater the collision risk, if the real-time warning value is less than or equal to the high-risk threshold, it indicates that the risk of a side collision between the vehicle and the obstacle is very high, and the vehicle's attitude needs to be adjusted immediately to ensure vehicle safety.

[0039] In this embodiment, if the real-time warning value is less than or equal to the high-risk threshold, a raise command and a damping increase command are generated. The raise command controls the active stabilizer bar to raise the vehicle height on the collision side, and the damping increase command controls the increase of the damping of the shock absorber on the opposite side of the collision. Specifically, as shown... Figure 3 As shown, the collision side and the opposite side are relative. The collision side refers to the side of the vehicle where there is a risk of collision with an obstacle, while the opposite side is the side of the vehicle facing away from the collision side. By properly controlling the collision side and the opposite side, the side impact protection effect can be enhanced.

[0040] Step 103: Simultaneously execute the increase command and the increase command for damping.

[0041] In this embodiment, both a raise command and a damping increase command are executed simultaneously. Specifically, while the raise command controls the active stabilizer bar to raise the vehicle height on the collision side, the damping increase command simultaneously increases the damping of the shock absorber on the opposite side of the collision. Raising the vehicle height on the collision side shifts the point of impact from the door to the door sill anti-collision beam, reducing door intrusion and lowering the risk of serious occupant injury due to an improper collision posture. Furthermore, compared to the relatively slow rate of vehicle height adjustment in traditional air suspension systems that rely on inflation, the active stabilizer bar can adjust the vehicle height within milliseconds and specifically adjust the vehicle height on the collision side based on the obstacle's location, improving both real-time protection and side-impact protection. Moreover, simultaneously increasing the damping of the shock absorber on the opposite side of the collision further reduces the likelihood of vehicle rollover, thereby enhancing vehicle safety.

[0042] In this embodiment, the lift command controls the active stabilizer bar to raise the vehicle height on the collision side. This lift height can be pre-calibrated according to actual conditions and needs. It can be a fixed value or dynamically adjusted according to the real-time status of the vehicle and / or obstacles. Similarly, the damping increment controlled by the damping increase command can also be pre-calibrated according to actual conditions and needs. This damping increment can be a fixed value or dynamically adjusted according to the real-time status of the vehicle and / or obstacles.

[0043] In this embodiment, collision risks are predicted in advance by obtaining real-time warning values. If the real-time warning value is less than or equal to the high-risk threshold, the risk of collision between the vehicle and the obstacle is extremely high. In this case, the vehicle attitude is adjusted in time by the active stabilizer bar and shock absorber. This not only improves the real-time performance of vehicle protection, but also reduces the risk of vehicle rollover, greatly improving the side collision protection effect and vehicle safety.

[0044] In one embodiment, the raise command includes a command to raise the active stabilizer bar to its highest position; the damping increase command includes a command to increase the damper damping to its maximum.

[0045] In this embodiment, the active stabilizer bar is raised to its maximum height under permissible conditions via a raise command, while the shock absorber damping is increased to its maximum permissible condition via a damping increase command. For situations where the real-time warning value is less than or equal to the high-risk threshold, indicating a very high risk of collision between the vehicle and an obstacle, the vehicle needs to react as quickly as possible to minimize or eliminate the safety issues caused by the collision. Therefore, directly raising the active stabilizer bar to its maximum height via a raise command and simultaneously increasing the shock absorber damping to its maximum level via a damping increase command avoids the time wasted on calculations required to dynamically determine the raise height and damping increment. This also ensures that both the vehicle height and shock absorber damping are adjusted to their maximum protective levels, thereby guaranteeing better side-impact protection even under extremely high side-impact risks.

[0046] In one embodiment, after obtaining a real-time warning value for the risk of collision between the vehicle and an obstacle located to the side of the vehicle, the method further includes: if the real-time warning value is greater than a high-risk threshold and less than or equal to a medium-risk threshold, generating an adjustment instruction for at least one accessory device on the vehicle, wherein the high-risk threshold is less than the medium-risk threshold, and the accessory device includes at least one of a window, sunroof, seat belt, and seat; if the real-time warning value is greater than the medium-risk threshold and less than or equal to a low-risk threshold, generating a prompt message to avoid the obstacle, wherein the low-risk threshold is greater than the medium-risk threshold.

[0047] In this embodiment, while pre-calibrating the high-risk threshold, the medium-risk threshold and low-risk threshold are simultaneously calibrated based on vehicle data such as vehicle type and actual needs. Based on the relationship that a smaller real-time warning value indicates a greater collision risk, the relationship between the high-risk threshold, medium-risk threshold, and low-risk threshold is as follows:

[0048] High-risk threshold < Medium-risk threshold < Low-risk threshold.

[0049] If the real-time warning value is less than or equal to the high-risk threshold, it indicates a very high risk of collision between the vehicle and the obstacle. In this case, the active stabilizer bar and shock absorbers need to be adjusted quickly and synchronously to maximize the side-impact protection effect. If the real-time warning value is greater than the high-risk threshold but less than or equal to the medium-risk threshold, it indicates a relatively high risk of collision between the vehicle and the obstacle. However, if the driver can actively and quickly take obstacle avoidance actions, a collision can be avoided. In this case, at least one accessory device on the vehicle can be adjusted by controlling the status of the device, such as automatically closing windows and / or sunroof, tightening seat belts, and adjusting the headrests to prevent excessive flexion and extension injuries to the cervical spine, to ensure the personal safety of the occupants. If the real-time warning value is greater than the medium-risk threshold but less than or equal to the low-risk threshold, it indicates a relatively low risk of collision between the vehicle and the obstacle, and there is still enough time to prompt the driver to take obstacle avoidance actions. In this case, a warning message can be sent to prompt the driver to take evasive action, thereby avoiding a side collision. Optionally, the warning information can be displayed to the user via a human-machine interface (HMI) to provide information such as the location and movement of the obstacle. The warning information can be expressed through one or more methods, including voice, text, images, and animation. If the real-time warning value is greater than the low-risk threshold, it indicates that the risk of a collision between the vehicle and the obstacle is extremely low. In this case, no collision protection measures are required, avoiding redundant operations that could affect the normal operation of the vehicle and ensuring its smooth operation.

[0050] In this embodiment, by calibrating multiple risk thresholds such as high-risk threshold, medium-risk threshold, and low-risk threshold, multi-level detection of side-collision risk can be achieved. This allows for targeted implementation of different side-collision protection measures based on the magnitude of the collision risk, thereby improving the comprehensiveness, diversity, and flexibility of side-collision protection and further enhancing its effectiveness.

[0051] In one embodiment, obtaining a real-time warning value for the risk of collision between a vehicle and an obstacle located to the side of the vehicle includes: obtaining the current road surface type of the road surface where the vehicle is located; obtaining the remaining collision duration for the risk of collision between the vehicle and the obstacle, wherein the remaining collision duration refers to the predicted duration between the current time and the time of the collision; and correcting the remaining collision duration based on a correction coefficient corresponding to the current road surface type to obtain a corrected collision duration, wherein the real-time warning value includes the corrected collision duration.

[0052] In this embodiment, to improve the accuracy of side-collision risk warning, it is necessary to ensure the accuracy of the real-time warning value. However, if the real-time warning value is estimated solely based on the vehicle's driving information and the obstacle's position information, the warning mechanism suffers from being too simplistic. Especially when facing different road surface types such as dry cement roads, wet cement roads, and snow, the side-collision risk between the vehicle and the obstacle varies significantly. Therefore, after obtaining the current road surface type where the vehicle is located, the remaining collision time is corrected based on the current road surface type to obtain a more accurate corrected collision time, thereby further improving the accuracy of side-collision protection and avoiding over- or under-protection issues.

[0053] In this embodiment, a modified collision duration is used as the real-time warning value. The proposed solution predicts the risk level of a collision before it occurs, and the remaining collision duration is the predicted time between the current moment and the moment of collision. Compared to directly using the distance between the vehicle and the obstacle as the real-time warning value, the remaining collision duration better reflects the movement status of the vehicle and the obstacle. For example, the higher the vehicle speed, the greater the risk of a side collision, and the shorter the remaining collision duration; if the obstacle is another moving vehicle, the greater the obstacle's speed, the greater the risk of a side collision, and the shorter the remaining collision duration. Optionally, the remaining collision duration can be calculated based on one or more methods, such as a vision recognition system, radar system, and / or online map data configured on the vehicle. Based on the remaining collision duration, a correction coefficient corresponding to the current road surface type is used to correct the remaining collision duration, thereby obtaining a more accurate modified collision duration, and thus more accurately determining the degree of side collision risk.

[0054] In this embodiment, different road surface types correspond to different correction coefficients α, which can be pre-calibrated based on experimental or empirical data. For example, common road surface types include ice, snow, wet cement road, wet asphalt road, dry cement road, and dry asphalt road. The correction coefficients for each road surface type satisfy the following relationship: ice < snow < wet cement road < wet asphalt road < dry cement road < dry asphalt road. Of course, other or more road surface types can be set according to actual conditions and needs, and correction coefficients α can be calibrated for each.

[0055] In one embodiment, obtaining the current road surface type of the road surface where the vehicle is located includes: detecting a preliminary road surface type of the road surface where the vehicle is located based on the vehicle's visual recognition system; obtaining the confidence level of the preliminary road surface type; and determining the preliminary road surface type as the current road surface type if the confidence level is greater than a confidence level threshold.

[0056] In this embodiment, visual recognition is used to identify the current road surface type. However, the visual recognition system configured on the vehicle typically has a certain error rate. Therefore, to further improve the accuracy of side-impact protection, while detecting the preliminary road surface type through the visual recognition system, the confidence level of this preliminary road surface type is obtained. The higher the confidence level, the more reliable the preliminary road surface type. Only when the confidence level is greater than the confidence level threshold indicates that the preliminary road surface type detected by the visual recognition system is reliable, can the preliminary road surface type be determined as the current road surface type. Optionally, the confidence level threshold can be pre-calibrated according to the actual situation and specific needs. The scope of protection of this application is not limited by the specific value of the confidence level threshold. Optionally, the confidence level can be calibrated in the range of 0-1, where 0 represents that the visual recognition result is completely unreliable, and 1 represents that the visual recognition result is completely reliable.

[0057] In one embodiment, a vehicle-based visual recognition system detects the preliminary road surface type of the road surface where the vehicle is located, including: acquiring road surface image data of the road surface where the vehicle is located based on the visual recognition system; inputting the road surface image data into a road surface recognition model to obtain the preliminary road surface type output by the road surface recognition model, wherein the road surface recognition model is trained by road surface sample data, and the road surface sample data includes sample image data corresponding to at least one road surface type.

[0058] In this embodiment, the process of detecting the preliminary road surface type through a visual recognition system is implemented based on a pre-trained road surface recognition model. During vehicle operation, road surface image data is collected using visual recognition devices such as cameras; this image data is input into the pre-trained road surface recognition model, which then outputs the preliminary road surface type. Optionally, the road surface recognition model can be trained using any model framework, such as a neural network-based classification model or an object detection-based classification model. Optionally, if the road surface recognition model is a classification model, the preliminary road surface type output by the model is the type with the highest probability. Therefore, the probability of the type output by the road surface recognition model can be used as the confidence level of the preliminary road surface type. For example, if the probability of snow output by the road surface recognition model is 0.92, and this probability of 0.92 is the highest probability, then the confidence level of the preliminary road surface type "snow" is 0.92.

[0059] In this embodiment, road surface recognition model training utilizes road surface sample data, which includes sample image data corresponding to at least one road surface type. Optionally, the road surface sample data should encompass as many road surface types as possible, enabling the road surface recognition model to more comprehensively learn the features of multiple road surface types and improve the accuracy of the model's output. Road surface sample data can be obtained through various methods such as empirical data, experimental collection, or simulated collection.

[0060] In one embodiment, after obtaining the confidence level of the preliminary road surface type, the method further includes: if the confidence level is less than or equal to the confidence level threshold, obtaining the current maximum adhesion coefficient of the road surface where the vehicle is located; and obtaining the current road surface type corresponding to the current maximum adhesion coefficient.

[0061] In this embodiment, theoretically, the accuracy of detecting road surface type through visual recognition can reach 90%. However, in situations such as darkness or fog, if the road surface image data collected by visual recognition devices such as cameras cannot accurately identify the current road surface type, the confidence level of the preliminary road surface type is low. If the confidence level is less than or equal to the confidence level threshold, it indicates that the preliminary road surface type determined by visual recognition is unreliable. In this case, the current road surface type is determined by calculating the current maximum adhesion coefficient of the road surface where the vehicle is located.

[0062] In this embodiment, the calculation of the current maximum adhesion coefficient can be achieved through the vehicle's chassis system. This method serves as a redundant supplement to the visual recognition method. Specifically, the wheel slip ratio λ is calculated in real time, and the adhesion coefficient μ between the wheel and the ground is estimated based on the vehicle dynamics model. During acceleration and deceleration, the adhesion coefficient μ dynamically changes with the slip ratio λ. When dμ / dλ = 0, the slip ratio λ reaches its peak (i.e., the maximum adhesion coefficient μmax for the current road surface type). Since different road surfaces have different μmax values, the current road surface type can be determined by looking up the calculated current maximum adhesion coefficient in a table. For example, as shown in Table 1, the maximum adhesion coefficients corresponding to multiple road surface types, such as ice, snow, wet cement road, wet asphalt road, dry cement road, and dry asphalt road, are listed below.

[0063] Table 1

[0064] Road surface type μmax range dry asphalt road 0.8—0.9 dry cement road 0.7—0.8 wet asphalt road 0.5—0.7 wet cement road 0.4—0.6 snow 0.3—0.55 ice surface 0.01—0.25

[0065] In this application, a real-time warning value for the risk of collision between the vehicle and an obstacle located to the side of the vehicle is obtained. The smaller the real-time warning value, the greater the collision risk. If the real-time warning value is less than or equal to a high-risk threshold, a raise command is generated for the vehicle's active stabilizer bar based on the collision side, and a damping increase command is generated for the vehicle's shock absorbers based on the opposite side of the collision side. The collision side refers to the side of the vehicle body where there is a collision risk with the obstacle, and the opposite side refers to the side of the vehicle body facing the collision side. The raise command and the damping increase command are executed simultaneously. In this process, the degree of collision risk is determined by the real-time warning value before the vehicle collides with the obstacle. If the real-time warning value is less than or equal to the high-risk threshold, the risk of collision between the vehicle and the obstacle is extremely high. In this case, by simultaneously raising the height of the active stabilizer bar and increasing the damping of the shock absorbers through the rise command and the damping increase command, the vehicle attitude can be quickly adjusted to improve the real-time performance of side collision protection. Furthermore, the active stabilizer bar raises the vehicle height on the collision side and increases the damping of the shock absorbers on the opposite side of the collision side, making the vehicle attitude adjustment more reasonable in the side collision protection scenario, thereby greatly improving the side collision protection effect and vehicle safety.

[0066] Furthermore, compared to traditional air suspension, the active stabilizer bar can raise the vehicle height on the collision side by 80 mm within 700 milliseconds. Simultaneously, the CDC (Displacement Damping Control) increases the damping of the opposing shock absorber on the collision side, reducing the likelihood of vehicle rollover. Moreover, through a redundant recognition method combining the chassis system and visual recognition, the current road surface type is detected, and the remaining collision time is adjusted based on this type, resulting in a more accurate corrected collision time. This allows for a more precise prediction of the collision's timing, improving the accuracy and effectiveness of side-impact protection and further enhancing vehicle safety.

[0067] Exemplary vehicle

[0068] Accordingly, this application also provides a vehicle, which includes a controller, an active stabilizer bar, and a shock absorber;

[0069] The controller is used to acquire real-time warning values ​​of the risk of collision between the vehicle and an obstacle located to the side of the vehicle. The smaller the real-time warning value, the greater the risk of collision. If the real-time warning value is less than or equal to the high-risk threshold, a command to raise the active stabilizer bar on the collision side and a command to increase the damping of the shock absorber on the opposite side of the collision side are generated. The collision side refers to the side of the vehicle body where there is a risk of collision with the obstacle, and the opposite side of the collision side refers to the side of the vehicle body opposite to the collision side. The raise command and the damping increase command are executed simultaneously.

[0070] The vehicle provided in this embodiment belongs to the same concept as the vehicle control method provided in the above embodiments of this application. It can apply the vehicle control method provided in any of the above embodiments of this application and has the corresponding functional modules and beneficial effects of the execution method. Technical details not described in detail in this embodiment can be found in the specific processing content of the vehicle control method provided in the above embodiments of this application, and will not be repeated here.

[0071] Exemplary device

[0072] Accordingly, embodiments of this application also provide a vehicle control device, such as... Figure 4 As shown, the device may include:

[0073] The risk warning module 401 is used to obtain a real-time warning value of the risk of collision between the vehicle and an obstacle located to the side of the vehicle. The smaller the real-time warning value, the greater the risk of collision.

[0074] The instruction generation module 402 is used to generate an active stabilizer bar raising instruction based on the collision side and a shock absorber damping increase instruction based on the opposite side of the collision side if the real-time warning value is less than or equal to the high-risk threshold. The collision side refers to the side of the vehicle body where there is a risk of collision with the obstacle, and the opposite side of the collision side refers to the side of the vehicle body opposite to the collision side.

[0075] The instruction execution module 403 is used to simultaneously execute the increase instruction and the damping increase instruction.

[0076] In one embodiment, the instruction generation module 402 is further configured to, after obtaining a real-time warning value of the risk of collision between the vehicle and an obstacle located to the side of the vehicle, generate an adjustment instruction for at least one accessory device on the vehicle if the real-time warning value is greater than a high-risk threshold and less than or equal to a medium-risk threshold, wherein the high-risk threshold is less than the medium-risk threshold, and the accessory device includes at least one of a window, sunroof, seat belt, and seat; and generate an obstacle avoidance prompt if the real-time warning value is greater than the medium-risk threshold and less than or equal to a low-risk threshold, wherein the low-risk threshold is greater than the medium-risk threshold.

[0077] In one embodiment, the risk warning module 401 is used to obtain the current road surface type of the road where the vehicle is located; obtain the remaining collision duration of the risk of collision between the vehicle and the obstacle, wherein the remaining collision duration refers to the predicted duration between the current time and the time of the collision; and correct the remaining collision duration based on the correction coefficient corresponding to the current road surface type to obtain the corrected collision duration, wherein the real-time warning value includes the corrected collision duration.

[0078] In one embodiment, the risk warning module 401 is used to obtain the current road surface type of the road surface where the vehicle is located, including: detecting the preliminary road surface type of the road surface where the vehicle is located based on the vehicle's visual recognition system; obtaining the confidence level of the preliminary road surface type; and determining the preliminary road surface type as the current road surface type if the confidence level is greater than the confidence level threshold.

[0079] In one embodiment, the risk warning module 401 is further configured to, after obtaining the confidence level of the preliminary road surface type, if the confidence level is less than or equal to the confidence level threshold, obtain the current maximum adhesion coefficient of the road surface where the vehicle is located; and obtain the current road surface type corresponding to the current maximum adhesion coefficient.

[0080] In one embodiment, the risk warning module 401 is used to acquire road surface image data of the road surface where the vehicle is located based on a visual recognition system; input the road surface image data into a road surface recognition model to obtain the preliminary road surface type output by the road surface recognition model, wherein the road surface recognition model is trained by road surface sample data, and the road surface sample data includes sample image data corresponding to at least one road surface type.

[0081] In one embodiment, the raise command includes a command to raise the active stabilizer bar to its highest position; the damping increase command includes a command to increase the damper damping to its maximum.

[0082] The vehicle control device provided in this embodiment belongs to the same concept as the vehicle control method provided in the above embodiments of this application. It can execute the vehicle control method provided in any of the above embodiments of this application and has the corresponding functional modules and beneficial effects of the method. Technical details not described in detail in this embodiment can be found in the specific processing content of the vehicle control method provided in the above embodiments of this application, and will not be repeated here.

[0083] Exemplary electronic devices

[0084] This application also provides an electronic device, such as... Figure 5 As shown, the electronic device includes a memory 500 and a processor 501.

[0085] The memory 500 is connected to the processor 501 and is used to store programs.

[0086] The processor 501 is used to implement the vehicle control method in the above embodiments by running the program stored in the memory 500.

[0087] Specifically, the aforementioned electronic device may also include: a communication interface 502, an input device 503, an output device 504, and a bus 505.

[0088] The processor 501, memory 500, communication interface 502, input device 503, and output device 504 are interconnected via a bus. Among them:

[0089] Bus 505 may include a pathway for transmitting information between various components of a computer system.

[0090] Processor 501 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present invention. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0091] Processor 501 may include a main processor, as well as a baseband chip, modem, etc.

[0092] The memory 500 stores a program that executes the technical solution of this invention, and may also store an operating system and other key business functions. Specifically, the program may include program code, which includes computer operation instructions. More specifically, the memory 500 may include read-only memory (ROM), other types of static storage devices capable of storing static information and instructions, random access memory (RAM), other types of dynamic storage devices capable of storing information and instructions, disk storage, flash memory, etc.

[0093] Input device 503 may include a device for receiving data and information input by the user, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor.

[0094] Output device 504 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.

[0095] The communication interface 502 may include a device that uses any transceiver to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0096] The processor 501 executes the program stored in the memory 500 and calls other devices, which can be used to implement the various steps of the vehicle control method provided in the above embodiments of this application.

[0097] Exemplary computer program products and storage media

[0098] In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps in the vehicle control method described in the embodiments of this application.

[0099] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0100] Furthermore, embodiments of this application can also be storage media storing a computer program, which is executed by a processor of the steps in the vehicle control method described in these embodiments. For the foregoing method embodiments, for the sake of simplicity, they are all described as a series of actions; however, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps can be performed in other orders or simultaneously according to this application. Secondly, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0101] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0102] The steps in the methods of the various embodiments of this application can be adjusted, merged, or deleted in order according to actual needs, and the technical features described in each embodiment can be replaced or combined.

[0103] The modules and sub-modules in the devices and terminals provided in the various embodiments of this application can be merged, divided, and deleted according to actual needs.

[0104] It should be understood that the disclosed terminals, devices, and methods can be implemented in other ways, given the several embodiments provided in this application. For example, the terminal embodiments described above are merely illustrative. For instance, the division of modules or sub-modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple sub-modules or modules may be combined or integrated into another module, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0105] The modules or submodules described as separate components may or may not be physically separate. The components that constitute a module or submodule may or may not be physical modules or submodules; that is, they may be located in one place or distributed across multiple network modules or submodules. Some or all of the modules or submodules can be selected to achieve the purpose of this embodiment's solution, depending on actual needs.

[0106] Furthermore, the functional modules or sub-modules in the various embodiments of this application can be integrated into one processing module, or each module or sub-module can exist physically separately, or two or more modules or sub-modules can be integrated into one module. The integrated modules or sub-modules described above can be implemented in hardware or in the form of software functional modules or sub-modules.

[0107] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0108] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software unit executed by a processor, or a combination of both. The software unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0109] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0110] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle control method, characterized in that, include: The system acquires a real-time warning value for the risk of collision between the vehicle and an obstacle located to the side of the vehicle, wherein the smaller the real-time warning value, the greater the risk of collision. If the real-time warning value is less than or equal to the high-risk threshold, then the active stabilizer bar of the vehicle is raised based on the collision side, and the shock absorber of the vehicle is increased in damping based on the opposite side of the collision side. The collision side refers to the side of the vehicle body where there is a risk of collision between the vehicle and the obstacle, and the opposite side of the collision side refers to the side of the vehicle body opposite to the collision side. The rise command and the damping increase command are executed simultaneously.

2. The vehicle control method according to claim 1, characterized in that, After obtaining the real-time warning value of the collision risk between the vehicle and an obstacle located to the side of the vehicle, the method further includes: If the real-time warning value is greater than the high-risk threshold and less than or equal to the medium-risk threshold, an adjustment instruction is generated for at least one accessory device on the vehicle, wherein the high-risk threshold is less than the medium-risk threshold, and the accessory device includes at least one of a window, sunroof, seat belt, and seat. If the real-time warning value is greater than the medium-risk threshold and less than or equal to the low-risk threshold, a prompt message to avoid the obstacle is generated, wherein the low-risk threshold is greater than the medium-risk threshold.

3. The vehicle control method according to claim 1, characterized in that, The real-time warning value for the risk of collision between the vehicle and an obstacle located to the side of the vehicle includes: Obtain the current road surface type of the road where the vehicle is located; Obtain the remaining collision duration of the risk of collision between the vehicle and the obstacle, wherein the remaining collision duration refers to the predicted duration between the current time and the time of the collision. Based on the correction coefficient corresponding to the current road surface type, the remaining collision time is corrected to obtain the corrected collision time, wherein the real-time warning value includes the corrected collision time.

4. The vehicle control method according to claim 3, characterized in that, The step of obtaining the current road surface type of the road where the vehicle is located includes: Based on the vehicle's visual recognition system, the preliminary road surface type of the road surface where the vehicle is located is detected; Obtain the confidence level of the preliminary road surface type; If the confidence level is greater than the confidence level threshold, then the preliminary road surface type is determined to be the current road surface type.

5. The vehicle control method according to claim 4, characterized in that, After obtaining the confidence level of the preliminary road surface type, the method further includes: If the confidence level is less than or equal to the confidence level threshold, then obtain the current maximum adhesion coefficient of the road surface where the vehicle is located; Obtain the current road surface type corresponding to the current maximum adhesion coefficient.

6. The vehicle control method according to claim 4, characterized in that, The vehicle-based visual recognition system detects the preliminary road surface type of the road surface where the vehicle is located, including: Based on the visual recognition system, road surface image data of the road surface where the vehicle is located is obtained; The road surface image data is input into the road surface recognition model to obtain the preliminary road surface type output by the road surface recognition model. The road surface recognition model is trained using road surface sample data, which includes sample image data corresponding to at least one road surface type.

7. The vehicle control method according to any one of claims 1-6, characterized in that, The raising command includes a command to raise the active stabilizer bar to its highest position; The damping increase command includes a command to increase the damping of the shock absorber to the maximum.

8. A vehicle, characterized in that, The vehicle includes a controller, an active stabilizer bar, and shock absorbers; The controller is used to acquire a real-time warning value of the risk of collision between the vehicle and an obstacle located to the side of the vehicle. The smaller the real-time warning value, the greater the risk of collision. If the real-time warning value is less than or equal to a high-risk threshold, a command to raise the active stabilizer bar on the collision side and a command to increase the damping of the shock absorber on the opposite side of the collision side are generated. The collision side refers to the side of the vehicle body where there is a risk of collision between the vehicle and the obstacle, and the opposite side of the collision side refers to the side of the vehicle body facing the collision side. The raise command and the damping increase command are executed simultaneously.

9. An electronic device, characterized in that, include: Memory and processor; The memory is connected to the processor and is used to store programs; The processor is used to implement the vehicle control method as described in any one of claims 1-7 by running a program in the memory.

10. A computer program product, characterized in that, Includes computer program instructions; When the computer program instructions are executed by the processor, the processor causes the processor to perform the vehicle control method as described in any one of claims 1-7.

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