Vehicle emergency window explosion control method and system and vehicle

Abstract

The invention relates to a vehicle emergency window explosion control method and system and a vehicle, and the method comprises the steps: in a preset time window, obtaining the pressure intensity at a plurality of measurement positions of different areas of a vehicle body according to a sampling period; for each sampling period, comparing the pressure intensity at different measurement positions to obtain pressure intensity space distribution relation information; determining pressure change trend information based on the pressure change of the same measurement position in a plurality of continuous sampling periods; identifying the working condition of the vehicle based on the pressure spatial distribution relation information and the pressure change trend information; wherein the vehicle working condition comprises a dangerous working condition and a non-dangerous working condition, and the dangerous working condition comprises a water falling working condition; and when the dangerous working condition is recognized, an emergency blasting control instruction is generated, and the emergency blasting control instruction is sent to a window blasting execution mechanism so that a window of the vehicle can be blasted. According to the vehicle emergency window explosion control method, reliable working condition judgment and reasonable window explosion trigger control can be achieved, and the adaptability and reliability of emergency window explosion control are improved.

Description

Technical Field

[0001] This application relates to the field of emergency window shattering in vehicles, and more particularly to a method, system, and vehicle for controlling emergency window shattering in vehicles. Background Technology

[0002] In related technologies, automatic window-breaking devices for vehicles often rely on a single type of environmental perception sensor to determine the vehicle's surroundings. For example, some solutions determine whether the vehicle has fallen into water by simply using a water level sensor to detect whether the absolute height of the water level around or inside the vehicle exceeds a preset threshold. Other solutions rely solely on visual sensors installed on the exterior of the vehicle to acquire images and trigger the window-breaking action when the percentage of the vehicle body obscured by water or other substances reaches a preset threshold.

[0003] Because the aforementioned solutions primarily rely on single physical quantities such as water level or image obstruction area for judgment, their adaptability to complex operating conditions is significantly limited. In situations such as vehicle wading through water, heavy rainfall, or automatic car washing, the water level around the vehicle may temporarily rise, and the vehicle's exterior surface may be extensively covered by water and foam. In these situations, the signal characteristics output by the water level sensor and vision sensor are similar to those in a real water-fall scenario. The system struggles to distinguish between normal wading, washing, and water-fall conditions in a timely manner, potentially triggering the window-breaking action when the vehicle is not actually in a dangerous environment. Furthermore, these solutions generally rely on the water level rising to a high position or the obstruction area reaching a significant proportion before the triggering condition is met. In the early stages, when the vehicle has just entered the water or external media have just begun to intrude on the vehicle body, the sensor output may not yet exceed the threshold, failing to identify danger earlier and risking missing the relatively easier time for occupants to escape. Furthermore, when making environmental judgments based solely on water level or obstruction area, the relevant automatic window-breaking technology can only roughly identify whether there is deep water or significant obstruction. It is difficult to distinguish different dangerous conditions from sensor signals, such as a vehicle falling into water, being buried by mud or rocks, or a collision causing severe deformation of the vehicle body structure. It also cannot intelligently select the window-breaking position that is more conducive to the escape of occupants based on the differences in the stress state of the vehicle body and the escape direction under different dangerous situations.

[0004] Therefore, automatic window-breaking schemes based on a single type of sensor are unable to accurately determine the actual operating conditions of the vehicle under complex conditions and implement reasonable window-breaking control at the appropriate time. Summary of the Invention

[0005] This application provides a method, system, and vehicle for controlling emergency window shattering in vehicles, in order to address some or all of the shortcomings in related technologies.

[0006] The technical solutions provided by the embodiments of this application may include the following beneficial effects: According to a first aspect of the embodiments of this application, a method for controlling emergency window breakage in a vehicle is provided, comprising: Within a preset time window, the pressure at multiple measurement locations in different areas of the vehicle body is acquired according to the sampling period; For each sampling period, the pressure at different measurement locations is compared to obtain information on the spatial distribution of pressure. Based on the pressure changes at the same measurement location over multiple consecutive sampling periods, determine the pressure change trend information; Vehicle operating conditions are identified based on the pressure spatial distribution relationship information and the pressure change trend information; wherein, the vehicle operating conditions include dangerous operating conditions and non-dangerous operating conditions, and the dangerous operating conditions include falling into water; Upon detecting the hazardous condition, an emergency blasting control command is generated and sent to the window blasting actuator to blast the vehicle window.

[0007] Optionally, the different areas of the vehicle body include the lower left side area, the lower right side area, the upper left side area, the upper right side area, the top area, and the bottom area.

[0008] Optionally, acquiring the pressure at multiple measurement locations in different areas of the vehicle body according to the sampling period includes: The external pressure exerted on the vehicle by the external environment is obtained. The method of identifying vehicle operating conditions based on the pressure spatial distribution relationship information and the pressure change trend information includes: within the preset time window, for multiple consecutive sampling periods, when the judgment condition of falling into water is met, the vehicle operating condition is identified as falling into water. The conditions for determining the water-falling condition include: The external pressure at the measurement locations in the bottom area of ​​the vehicle body, the lower left area of ​​the vehicle body, and the lower right area of ​​the vehicle body increases monotonically, and the rate of change is not less than the first rate of change threshold; and the difference between the maximum and minimum values ​​of the external pressure increment between adjacent sampling periods is not greater than the first fluctuation threshold. The difference between the external pressure at the measurement position on the lower left side of the vehicle body and the measurement position on the lower right side of the vehicle body is not greater than a first difference threshold; and the difference between the external pressure at the measurement position on the bottom of the vehicle body and the external pressure at the measurement positions on the lower left side of the vehicle body and the measurement positions on the lower right side of the vehicle body is not greater than a second difference threshold. The difference between the maximum and minimum values ​​of the external pressure at the measurement positions in the upper left and upper right regions of the vehicle body during the consecutive sampling periods is not greater than a first change range threshold; or the moment when the external pressure at the measurement positions in the upper left and upper right regions of the vehicle body reaches the first change rate threshold has a time lag of not less than a first lag threshold relative to the moment when the external pressure at the measurement positions in the bottom region of the vehicle body and the lower left and lower right regions of the vehicle body reaches the first change rate threshold.

[0009] Optionally, the non-hazardous working conditions include wading conditions, and the multiple measurement positions of the lower left area of ​​the vehicle body and the lower right area of ​​the vehicle body include a set of lower front measurement positions, which are located in the front part of the lower left area of ​​the vehicle body and the lower right area of ​​the vehicle body along the longitudinal direction of the vehicle. The method of identifying vehicle operating conditions based on the pressure spatial distribution relationship information and the pressure change trend information includes: within the preset time window, for the consecutive multiple sampling periods, when the water wading condition judgment condition is met, the vehicle operating condition is identified as the water wading condition. The conditions for determining water-related working conditions include: The external pressure at the measurement positions of the lower front section measurement position set exhibits a pressure increase process with a duration not exceeding a first duration threshold, and within multiple sampling periods corresponding to the pressure increase process, the difference between the maximum and minimum values ​​of the external pressure at the measurement positions of the lower front section measurement position set is not less than a second fluctuation threshold. The external pressure at measurement locations other than the aforementioned set of measurement locations at the lower front section does not meet the condition that it monotonically increases over the aforementioned multiple consecutive sampling periods and that the rate of pressure change is not less than the second rate of change threshold.

[0010] Optionally, the hazardous working condition also includes the burial working condition. The step of identifying the vehicle working condition based on the pressure spatial distribution relationship information and the pressure change trend information includes: within the preset time window, for the consecutive multiple sampling periods, when the burial working condition judgment condition is met, identifying the vehicle working condition as the burial working condition. The conditions for determining the burial condition include: The external pressure at the measurement location in the upper left area of ​​the vehicle body, the upper right area of ​​the vehicle body, or the top area of ​​the vehicle body increases monotonically, the rate of change of pressure is not less than the third rate of change threshold, and the difference between the maximum and minimum values ​​of the external pressure at the measurement locations in the upper left area of ​​the vehicle body, the upper right area of ​​the vehicle body, and the top area of ​​the vehicle body is not greater than the third fluctuation threshold.

[0011] Optionally, the dangerous working condition also includes a rollover working condition. The step of identifying the vehicle working condition based on the pressure spatial distribution relationship information and the pressure change trend information includes: within the preset time window, for the consecutive multiple sampling periods, when the rollover working condition judgment condition is met, the vehicle working condition is identified as the rollover working condition. The rollover condition judgment condition is as follows: the absolute value of the difference between the external pressure at the measurement position on the upper left side of the vehicle body and the measurement position on the upper right side of the vehicle body is not less than the third difference threshold, or the absolute value of the difference between the external pressure at the measurement position on the lower left side of the vehicle body and the measurement position on the lower right side of the vehicle body is not less than the third difference threshold. The increase in external pressure at the measurement locations in the lower left region of the vehicle body and the upper left region of the vehicle body between adjacent sampling periods is not less than a first surge threshold and the external pressure value is not less than a first lateral pressure threshold; and the decrease in external pressure at the measurement locations in the lower right region of the vehicle body and the upper right region of the vehicle body between adjacent sampling periods is not less than a first sudden decrease threshold and the external pressure value is not greater than a second lateral pressure threshold; or, the increase in external pressure at the measurement locations in the lower right region of the vehicle body and the upper right region of the vehicle body between adjacent sampling periods is not less than a first surge threshold and the external pressure value is not less than a first lateral pressure threshold; and the decrease in external pressure at the measurement locations in the lower left region of the vehicle body and the upper left region of the vehicle body between adjacent sampling periods is not less than a first sudden decrease threshold and the external pressure value is not greater than a second lateral pressure threshold.

[0012] Optionally, acquiring the pressure at multiple measurement locations in different areas of the vehicle body according to the sampling period includes: The external pressure exerted on the vehicle by the external environment is obtained. The method of identifying vehicle operating conditions based on the spatial distribution information of pressure and the trend information of pressure change includes: Based on the spatial distribution information of pressure and the trend information of pressure change, a pressure feature representation is generated; The pressure feature representation is input into the operating condition identification model to obtain the vehicle operating condition; wherein, the operating condition identification model is a neural network model, and the operating condition identification model is obtained by training a sample set, wherein each sample in the sample set includes a training pressure feature representation as the model input and a vehicle operating condition label as the target output.

[0013] Optionally, the plurality of measurement locations include a plurality of external measurement locations on the vehicle body and a plurality of internal measurement locations within the vehicle interior space, wherein the plurality of internal measurement locations correspond one-to-one with the plurality of external measurement locations, and the step of acquiring the pressure at the plurality of measurement locations in different areas of the vehicle body according to the sampling period includes: The external environmental pressure exerted on the vehicle at multiple external measurement locations is obtained. The internal environment of the vehicle is obtained by measuring the pressure inside the vehicle at multiple in-vehicle measurement locations. For each sampling period, the pressure at different measurement locations is compared to obtain information on the spatial distribution of pressure, including: Based on the external vehicle pressure, determine the spatial distribution relationship information of the external vehicle pressure; The pressure difference between the inside and outside of the vehicle is determined based on the difference between the pressure at the measurement location inside the vehicle and the pressure at the corresponding measurement location outside the vehicle, and the spatial distribution relationship between the inside and outside pressure is determined based on the pressure difference information. Based on pressure changes at the same measurement location over multiple consecutive sampling periods, pressure change trend information is determined, including: The trend information of external pressure change is determined based on the changes in external pressure over multiple consecutive sampling periods; Based on the changes in the internal and external pressure difference information during multiple consecutive sampling periods, the trend information of the internal and external pressure difference change is determined. The method of identifying vehicle operating conditions based on the spatial distribution information of pressure and the trend information of pressure change includes: The vehicle's operating condition is identified based on the spatial distribution information of external pressure, the spatial distribution information of internal and external pressure, the trend information of external pressure change, and the trend information of internal and external pressure difference change.

[0014] Optionally, identifying the vehicle's operating condition based on the spatial distribution information of external pressure, the spatial distribution information of internal and external pressure, the trend information of external pressure change, and the trend information of internal and external pressure difference change includes: Based on the spatial distribution relationship information of external pressure, the spatial distribution relationship information of internal and external pressure, the trend information of external pressure change, and the trend information of internal and external pressure difference change, a pressure feature representation is generated; The pressure feature representation is input into the operating condition identification model to obtain the vehicle operating condition; wherein, the operating condition identification model is a neural network model, and the operating condition identification model is obtained by training a sample set, wherein each sample in the sample set includes a training pressure feature representation as the model input and a vehicle operating condition label as the target output.

[0015] Optionally, generating emergency blasting control commands includes: When the vehicle is in the dangerous operating condition, the target burst window is determined from multiple candidate windows based on the pressure at the multiple measurement locations. Generate the emergency blasting control command containing the identification information of the target blasting window.

[0016] Optionally, the candidate windows include the window in the upper left region of the vehicle body, the window in the upper right region of the vehicle body, and the sunroof in the top region of the vehicle body. The step of determining the target explosion window from the multiple candidate windows based on the pressure at the multiple measurement locations includes: The average value of the external pressure at the measurement location in the upper left region of the vehicle body within the preset time window is taken as the external pressure value corresponding to the window in the upper left region of the vehicle body. The average value of the external pressure at the measurement position on the upper right side of the vehicle body within the preset time window is taken as the external pressure value corresponding to the window on the upper right side of the vehicle body. The average value of the external pressure at the measurement location in the top region of the vehicle body within the preset time window is taken as the external pressure value corresponding to the sunroof. When the vehicle is in the water-falling condition, the candidate window with the largest external pressure value is determined as the target burst window. When the vehicle is in the burial condition or the rollover condition, the candidate window with the lowest corresponding external pressure value is determined as the target explosion window.

[0017] Optionally, sending the emergency blasting control command to the window blasting actuator includes: When the confidence level of the vehicle's operating condition identification is lower than the confidence level threshold, a warning command is sent to the warning module so that the warning module outputs an abnormal prompt message and starts counting down to a preset confirmation time from the time the abnormal prompt message is output. If an abnormal prompt to shut down is received from the driver within the preset confirmation time, the generation and / or sending of the emergency blasting control command shall be stopped; If no abnormal prompt from the driver to shut down is received within the preset confirmation time, the emergency blasting control command is generated and sent.

[0018] According to a second aspect of the embodiments of this application, a vehicle emergency window-breaking control system is provided, used to execute the aforementioned vehicle emergency window-breaking control method, including: The controller is used to acquire the pressure at multiple measurement locations in different areas of the vehicle body within a preset time window, according to the sampling period. For each sampling period, the pressure at different measurement locations is compared to obtain information on the spatial distribution of pressure. Based on the pressure changes at the same measurement location over multiple consecutive sampling periods, determine the pressure change trend information; Vehicle operating conditions are identified based on the pressure spatial distribution relationship information and the pressure change trend information; wherein, the vehicle operating conditions include dangerous operating conditions and non-dangerous operating conditions, and the dangerous operating conditions include falling into water; Upon detecting the hazardous condition, an emergency blasting control command is generated and sent to the window blasting actuator to blast the vehicle window.

[0019] According to a third aspect of the embodiments of this application, a vehicle is provided, comprising: The controller as described above; A pressure sensor assembly, electrically connected to the controller, includes multiple pressure sensors. The multiple pressure sensors are set at multiple measurement locations in different areas of the vehicle body to measure the pressure of the vehicle body at the multiple measurement locations at a preset sampling period, so as to obtain multi-point pressure measurement information and send the multi-point pressure measurement information to the controller. The window-breaking actuator is electrically connected to the controller and is used to break the vehicle window in response to the emergency blasting control command.

[0020] As can be seen from the above embodiments, the vehicle emergency window burst control method of this application can obtain the pressure at multiple measurement positions in different areas of the vehicle body according to the sampling period within a preset time window, and form a pressure data set covering multiple areas and multiple measurement positions of the vehicle body within the same time scale, thereby providing a data basis for characterizing the overall state of the vehicle under complex working conditions.

[0021] Furthermore, by comparing the pressure at different measurement locations for each sampling period to obtain information on the spatial distribution of pressure, the system can extract the relative differences and distribution patterns of pressure in each region from the lateral comparison at the same sampling time, and use this distribution pattern as an important spatial feature reflecting the vehicle's state, thereby reducing the occasional interference caused by relying solely on the absolute value of pressure at a single measurement location.

[0022] At the same time, pressure change trend information is determined based on pressure changes at the same measurement location over multiple consecutive sampling periods. This enables the system to characterize the direction, magnitude, and rate of pressure change over time in the time dimension, and to distinguish between short-term fluctuations and continuous changes, thereby providing trend features with temporal continuity for vehicle condition identification.

[0023] Vehicle operating conditions are identified based on spatial pressure distribution and pressure change trends. These conditions are categorized into hazardous and non-hazardous conditions, with hazardous conditions including submersion in water. This allows the vehicle operating condition identification process to simultaneously integrate spatial distribution and temporal trend characteristics, resulting in a more comprehensive and stable assessment of the vehicle's actual operating condition. Upon identification of a hazardous condition, an emergency blasting control command is generated and sent to the window-breaking actuator to blast the vehicle's window. This ensures that the window-breaking control corresponds to the vehicle operating condition identification result, thereby achieving more reliable condition determination and more reasonable window-breaking trigger control under various complex vehicle operating conditions, improving the adaptability and reliability of emergency window-breaking control.

[0024] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this application. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a flowchart illustrating a vehicle emergency window shattering control method according to an embodiment of this application. Detailed Implementation

[0027] The technical solutions in the embodiments of this application will be clearly and completely described herein with reference to the accompanying drawings. In the following description, when referring to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0028] If the embodiments of this application contain terms relating to directional indications or positional relationships, such as up, down, left, right, front, back, inside, outside, top, bottom, etc., these terms are only used to explain the relative positional relationships and movement of the components in a specific posture; if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are for descriptive convenience only and should not be construed as indicating or implying relative importance.

[0029] This application provides a vehicle emergency window shattering control method, a vehicle emergency window shattering control system, and a vehicle. The vehicle emergency window shattering control method of this application will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0030] Figure 1This application illustrates a vehicle emergency window shattering control method according to an exemplary embodiment, such as... Figure 1 As shown, this includes the following steps: S101. Within a preset time window, obtain the pressure at multiple measurement locations in different areas of the vehicle body according to the sampling period.

[0031] S102. For each sampling period, compare the pressure at different measurement locations to obtain information on the spatial distribution of pressure.

[0032] S103. Based on the pressure changes at the same measurement location over multiple consecutive sampling periods, determine the pressure change trend information.

[0033] S104. Identify vehicle operating conditions based on pressure spatial distribution information and pressure change trend information.

[0034] Among them, vehicle operating conditions include dangerous operating conditions and non-dangerous operating conditions, and dangerous operating conditions include falling into water.

[0035] S105. When a dangerous working condition is detected, an emergency blasting control command is generated and sent to the window blasting actuator to blast the vehicle window.

[0036] The vehicle emergency window burst control method in this embodiment acquires the pressure at multiple measurement locations in different areas of the vehicle body within a preset time window according to the sampling period. This enables the formation of a pressure data set covering multiple areas and measurement locations of the vehicle body on the same time scale, thereby providing a data basis for characterizing the overall state of the vehicle under complex working conditions.

[0037] Furthermore, by comparing the pressure at different measurement locations for each sampling period to obtain information on the spatial distribution of pressure, the system can extract the relative differences and distribution patterns of pressure in each region from the lateral comparison at the same sampling time, and use this distribution pattern as an important spatial feature reflecting the vehicle's state, thereby reducing the occasional interference caused by relying solely on the absolute value of pressure at a single measurement location.

[0038] At the same time, pressure change trend information is determined based on pressure changes at the same measurement location over multiple consecutive sampling periods. This enables the system to characterize the direction, magnitude, and rate of pressure change over time in the time dimension, and to distinguish between short-term fluctuations and continuous changes, thereby providing trend features with temporal continuity for vehicle condition identification.

[0039] Vehicle operating conditions are identified based on spatial pressure distribution and pressure change trends. These conditions are categorized into hazardous and non-hazardous conditions, with hazardous conditions including submersion in water. This allows the vehicle operating condition identification process to simultaneously integrate spatial distribution and temporal trend characteristics, resulting in a more comprehensive and stable assessment of the vehicle's actual operating condition. Upon identification of a hazardous condition, an emergency blasting control command is generated and sent to the window-breaking actuator to blast the vehicle's window. This ensures that the window-breaking control corresponds to the vehicle operating condition identification result, thereby achieving more reliable condition determination and more reasonable window-breaking trigger control under various complex vehicle operating conditions, improving the adaptability and reliability of emergency window-breaking control.

[0040] The vehicle emergency window blasting control method in this embodiment can not only determine the vehicle's operating condition based on the spatial distribution information of pressure in the current sampling period, but also make a forward-looking judgment on the evolution of the vehicle's operating condition by using the pressure change trend information of multiple consecutive sampling periods. That is, when the dangerous operating condition is still in the formation stage and the pressure at multiple measurement locations only shows slight but continuous directional changes, the vehicle's operating condition is identified as a dangerous operating condition, so that the response of generating and sending emergency blasting control commands when a dangerous operating condition is identified is more timely.

[0041] Meanwhile, since the identification of vehicle operating conditions includes both pressure spatial distribution information and pressure change trend information, the two can be cross-checked to form a consistent judgment. This makes it difficult to simultaneously satisfy the dangerous operating condition characteristics corresponding to the pressure spatial distribution information and the pressure change trend information in scenarios of short-term, local or non-continuous pressure disturbances caused by non-dangerous operating conditions such as driving through water, car washing, and wind and rain. Thus, it can effectively distinguish dangerous operating conditions from non-dangerous operating conditions, reduce false alarms and missed alarms, improve the accuracy and reliability of vehicle operating condition identification, and enhance the reliability of emergency blasting control.

[0042] In one optional embodiment, the different areas of the vehicle body include the lower left side area, the lower right side area, the upper left side area, the upper right side area, the top area, and the bottom area. The measurement locations are preferably arranged at key structural locations on the vehicle body, such as: the front bumper location, the rear bumper location, the left front door sill beam location, the right front door sill beam location, the left rear door sill beam location, the right rear door sill beam location, the left front windshield pillar location, the right front windshield pillar location, the left center door pillar location, the right center door pillar location, the left rear side pillar location, the right rear side pillar location, the left roof longitudinal beam location, and the right roof longitudinal beam location.

[0043] In an optional embodiment, step S101 includes: acquiring the external pressure exerted on the vehicle by the external environment. Step S104 includes: within a preset time window, for multiple consecutive sampling periods, when the conditions for determining a water-falling condition are met, identifying the vehicle's operating condition as a water-falling condition. A water-falling condition refers to a situation where a vehicle falls into or drives into a body of water and becomes submerged, wherein at least the bottom of the vehicle body is covered by water, and the lower part of the vehicle body is subjected to the static pressure of the water body earlier than the upper part of the vehicle body, and the vehicle's submersion height may increase over time. This condition is typically characterized by a continuous increase in the external pressure at the bottom and lower part of the vehicle body, and may exhibit a change that occurs earlier or more significantly than that in the upper part of the vehicle body. The conditions for determining a water-falling condition include the following conditions; when all conditions are met, the vehicle's operating condition is identified as a water-falling condition.

[0044] Condition 1: The external pressure at the measurement locations in the bottom area, the lower left side area, and the lower right side area of ​​the vehicle body increases monotonically, and the rate of change is not less than the first rate of change threshold; and the difference between the maximum and minimum values ​​of the external pressure increment between adjacent sampling periods is not greater than the first fluctuation threshold.

[0045] Condition 2: The difference between the external pressure at the measurement position on the lower left side of the vehicle body and the measurement position on the lower right side of the vehicle body is not greater than the first difference threshold; and the difference between the external pressure at the measurement position on the bottom of the vehicle body and the external pressure at the measurement positions on the lower left side and the lower right side of the vehicle body is not greater than the second difference threshold.

[0046] Condition 3: The difference between the maximum and minimum values ​​of the external pressure at the measurement positions in the upper left and upper right regions of the vehicle body within multiple consecutive sampling periods is not greater than the first change amplitude threshold; or the moment when the external pressure at the measurement positions in the upper left and upper right regions of the vehicle body reaches the first change rate threshold has a time lag of not less than the first lag threshold relative to the moment when the external pressure at the measurement positions in the bottom region of the vehicle body and the lower left and lower right regions of the vehicle body reaches the first change rate threshold.

[0047] The first difference threshold and the second difference threshold can be configured to be the same or different thresholds. The specific values ​​can be set according to the vehicle type, sensor accuracy and working condition recognition requirements. This application does not impose any restrictions.

[0048] When condition one is met, the external pressure in the bottom area of ​​the vehicle body, the lower left area of ​​the vehicle body, and the lower right area of ​​the vehicle body shows a synchronous, stable, and monotonically increasing trend within a preset time window, and the rate of change during the increase is not lower than the first rate of change threshold and the fluctuation is limited. When condition two is met, it means that the pressure difference between the left and right sides of the lower part of the vehicle body and between the bottom of the vehicle body and each measurement position of the lower part of the vehicle body are constrained by the first difference threshold and the second difference threshold, thus reflecting that the consistency of the multi-point readings in the lower part is relatively high and the spatial distribution is relatively uniform. When condition three is met, the external pressure in the upper left area and the upper right area of ​​the vehicle body remains basically stable within the time window, or the time when it reaches the first rate of change threshold is at least lag-timed by a time lag of at least a first lag threshold relative to the lower part of the vehicle body. It can be understood that the external pressure change in the bottom and lower parts of the vehicle body has the characteristics of synchronous, stable, and approximately linear increase, while the external pressure in the upper part of the vehicle body does not change significantly or exhibits a lag-time change characteristic of at least a first lag threshold relative to the lower part of the vehicle body. In this situation, the vehicle can be considered to be in a state of significantly increased risk of falling into the water or already in a state of falling into the water, and the vehicle's operating condition can be determined as a state of falling into the water.

[0049] The specific values ​​of the above thresholds can be set according to the vehicle type, sensor accuracy, sampling period, and actual application requirements.

[0050] In one optional embodiment, non-hazardous operating conditions include wading conditions. Wading conditions refer to situations where a vehicle enters a body of water, such as standing or shallow water, while driving or stationary, and comes into contact with the water, causing localized areas of the vehicle body to be impacted, splashed, or briefly soaked, but without forming a state of simultaneous, stable, and continuous pressurization across multiple areas of the vehicle's underside and lower body. This condition typically manifests as pressure changes outside the vehicle primarily limited to a localized area of ​​the lower body, lasting for a short period, and exhibiting fluctuations over time. Multiple measurement locations in the lower left and lower right areas of the vehicle body include a set of lower front measurement locations, which are located longitudinally along the front of the vehicle in the lower left and lower right areas. Step S104 includes: within a preset time window, for multiple consecutive sampling periods, when the wading condition judgment criteria are met, the vehicle operating condition is identified as a wading condition. The wading condition judgment criteria include the following conditions; when all conditions are met, the vehicle operating condition is identified as a wading condition.

[0051] Condition 1: The external pressure at the measurement location of the lower front section measurement location set exhibits a pressure increase process with a duration not exceeding the first duration threshold, and within multiple sampling periods corresponding to the pressure increase process, the difference between the maximum and minimum external pressure at the measurement location of the lower front section measurement location set is not less than the second fluctuation threshold.

[0052] Condition 2: The external pressure at measurement locations other than the lower front section measurement location set does not meet the condition that it monotonically increases over multiple consecutive sampling periods and the rate of pressure change is not less than the second rate of change threshold.

[0053] The second fluctuation threshold can be the same as or different from the first fluctuation threshold; the second rate of change threshold can be the same as or different from the first rate of change threshold, and this application does not limit this. The difference between the maximum and minimum values ​​is obtained by taking the maximum and minimum values ​​of the external pressure at the same measurement location during multiple sampling periods and calculating the difference, thus reflecting the fluctuation range of the external pressure at that measurement location over time. When the difference is not less than the second fluctuation threshold, it indicates that there is significant time fluctuation in the lower part of the vehicle's front end during the short-term pressurization process.

[0054] When condition one is met, the external pressure corresponding to the set of measurement positions in the lower front section exhibits a pressure increase process within a duration not exceeding a first duration threshold, and this pressure increase process displays a time fluctuation characteristic not less than a second fluctuation threshold over multiple sampling periods. When condition two is met, it indicates that the external pressure at other measurement positions besides the set of measurement positions in the lower front section does not form a continuous pressure increase trend with a monotonically increasing rate of change not less than a second rate of change threshold over multiple consecutive sampling periods. This can be understood as follows: the abnormal changes in external pressure are mainly limited to the lower part of the vehicle front, exhibiting short-term pressure increase characteristics accompanied by time fluctuations, while other areas of the vehicle body do not show corresponding continuous or synchronous pressure increase characteristics. In this case, it can be assumed that the vehicle has not yet entered a state of complete immersion. The short-term pressurization is more likely related to water flow impact, splashing, or other transient external disturbances caused by local wading. Therefore, the pressure change characteristic is not sufficient to characterize the vehicle entering the water-falling condition. The vehicle condition should not be judged as a water-falling condition. Instead, it can be assumed that the vehicle is in a state of significantly increased water-wading risk or is already in a water-wading state. The vehicle condition can be judged as a water-wading condition.

[0055] The specific values ​​of the above thresholds can be set according to the vehicle type, sensor accuracy, sampling period, and actual application requirements.

[0056] In an optional embodiment, the hazardous operating condition also includes a burial condition. A burial condition refers to a situation where a vehicle is covered or crushed by external media, wherein one side, upper part, or top area of ​​the vehicle body is gradually covered by soil, sand, snow, landslide debris, or similar particulate matter, causing the corresponding area to experience continuously increasing static pressure, while the remaining areas of the vehicle have not yet been simultaneously crushed to the same degree. This condition is typically characterized by a continuous increase in external pressure in a localized area on the upper or side of the vehicle body, with significant pressure differences between different upper areas, exhibiting a spatially uneven static pressure variation characteristic, and lacking the transient pulse-like fluctuation characteristics caused by fluid impact. Step S104 includes: within a preset time window, for multiple consecutive sampling periods, when the burial condition judgment criteria are met, identifying the vehicle operating condition as a burial condition. The burial condition judgment conditions include: the external pressure at the measurement location in the upper left area, upper right area, or top area of ​​the vehicle body increases monotonically, and the rate of change of pressure is not less than the third rate of change threshold; and, within the same sampling period, the difference between the maximum and minimum external pressure at the measurement locations in the upper left area, upper right area, and top area of ​​the vehicle body is not less than the third fluctuation threshold.

[0057] The third rate of change threshold may be the same as or different from the first rate of change threshold and the second rate of change threshold; the third fluctuation threshold may be the same as or different from the first fluctuation threshold and the second fluctuation threshold, and this application does not limit this.

[0058] When the conditions for determining burial conditions are met, the external pressure at the measurement location of at least one of the following areas—the upper left side of the vehicle body, the upper right side of the vehicle body, and the top of the vehicle body—shows a monotonically increasing trend, and the rate of change of pressure is not less than the third rate of change threshold. Simultaneously, within the same sampling period, the difference between the maximum and minimum external pressure values ​​at the measurement locations of the upper left side, upper right side, and top of the vehicle body is not less than the third fluctuation threshold. This can be interpreted as the external pressure in one side of the upper vehicle body or the top of the vehicle body exhibiting a continuously increasing static pressure characteristic, and forming significant pressure differences between different areas of the upper vehicle body, showing a spatially uneven static pressure increase characteristic. Under these circumstances, the vehicle can be considered to be in a state of significantly increased burial risk or already in a burial state, and the vehicle's operating condition can be determined as burial condition.

[0059] The specific values ​​of the above thresholds can be set according to the vehicle type, sensor accuracy, sampling period, and actual application requirements.

[0060] In an optional embodiment, the hazardous operating condition also includes a rollover condition. A rollover condition refers to a situation where the vehicle tilts significantly around its longitudinal or lateral axis and rolls over laterally. One side of the vehicle body contacts the ground or other supporting medium and bears the main supporting role, significantly increasing the external compression or supporting load on the side of the vehicle body closer to the ground, while the external constraint on the side of the vehicle body farther from the ground weakens. This condition typically manifests as a significant asymmetrical pressure distribution in the upper or lower regions of the left and right sides of the vehicle body, with one side experiencing a rapid increase in pressure and the other side experiencing a rapid decrease. Step S104 includes: within a preset time window, for multiple consecutive sampling periods, when the rollover condition judgment conditions are met, the vehicle operating condition is identified as a rollover condition. The rollover condition judgment conditions include the following conditions; when all conditions are met, the vehicle operating condition is identified as a rollover condition.

[0061] Condition 1: The absolute value of the difference between the external pressure at the measurement position on the upper left side of the vehicle body and the measurement position on the upper right side of the vehicle body is not less than the third difference threshold, or the absolute value of the difference between the external pressure at the measurement position on the lower left side of the vehicle body and the measurement position on the lower right side of the vehicle body is not less than the third difference threshold.

[0062] Condition 2: The increase in external pressure at the measurement locations in the lower left area of ​​the vehicle body and the upper left area of ​​the vehicle body between adjacent sampling periods is not less than the first surge threshold and the external pressure value is not less than the first lateral pressure threshold. In addition, the decrease in external pressure at the measurement locations in the lower right area of ​​the vehicle body and the upper right area of ​​the vehicle body between adjacent sampling periods is not less than the first sudden decrease threshold and the external pressure value is not greater than the second lateral pressure threshold.

[0063] Alternatively, the increase in external pressure at the measurement locations in the lower right region of the vehicle body and the upper right region of the vehicle body between adjacent sampling periods is not less than the first surge threshold and the external pressure value is not less than the first lateral pressure threshold, and the decrease in external pressure at the measurement locations in the lower left region of the vehicle body and the upper left region of the vehicle body between adjacent sampling periods is not less than the first sudden decrease threshold and the external pressure value is not greater than the second lateral pressure threshold.

[0064] The third difference threshold can be the same as or different from the first and second difference thresholds; the first lateral pressure threshold can be the same as or different from the second lateral pressure threshold; the first sudden increase threshold can be the same as or different from the first sudden decrease threshold, and this application does not limit this.

[0065] When condition one is met, it means that there is a significant difference in the external pressure on the left and right sides of the vehicle body in the upper or lower regions of the vehicle body, and the absolute value of the difference is not less than the third difference threshold. When condition two is met, it means that the left and right sides of the vehicle body exhibit opposite pressure change characteristics in adjacent sampling periods, that is, the external pressure in the lower and upper regions of the vehicle body on one side increases by a value not less than the first increase threshold and the pressure value is not less than the first lateral pressure threshold, while the external pressure in the lower and upper regions of the vehicle body on the other side decreases by a value not less than the first decrease threshold and the pressure value is not greater than the second lateral pressure threshold, and the one side and the other side can be interchanged. This can be understood as follows: After a vehicle overturns, the side of the vehicle body closest to the ground experiences significant lateral load-bearing under contact and support, causing the external pressure in that area to rise rapidly and exceed the first lateral pressure threshold. This reflects a significant increase in external force on that side, approaching the support load level caused by the vehicle's own weight. Conversely, the external constraint on the side of the vehicle body furthest from the ground weakens, causing the external pressure on that side to decrease rapidly and fall below the second lateral pressure threshold. This results in an asymmetrical lateral pressure distribution characterized by a sudden increase on one side and a sharp decrease on the other. Under these circumstances, the vehicle can be considered to be in a state of significantly increased rollover risk or already in a rollover state, and the vehicle's operating condition can be classified as a rollover condition.

[0066] The specific values ​​of the above thresholds can be set according to the vehicle type, sensor accuracy, sampling period, and actual application requirements.

[0067] The number of measurement locations within each vehicle body area is not limited. When performing operating condition determination calculations, the external pressure at one measurement location within the area can be used for comparison and threshold judgment, or the external pressure at multiple measurement locations within the area can be used for calculation simultaneously. When multiple measurement locations are used, the external pressure at multiple measurement locations can be summarized into a representative value for the area, and trend analysis, difference calculation, or threshold judgment can be performed based on the representative value.

[0068] The representative value can be the average or median of the external pressure at multiple measurement locations to improve noise immunity and reflect the overall pressure level in the area.

[0069] The representative value can also be the maximum value of the external pressure at multiple measurement locations to improve the sensitivity to situations such as localized initial contact with water, localized initial pressure coverage, or sudden changes in localized force, thereby facilitating earlier detection of risks.

[0070] The representative value can also be the minimum value of the external pressure at multiple measurement locations to characterize the location characteristics of areas with lower levels of influence, and can be used as a reference for comparison with other areas or the other side of the area, for example, to reflect the situation where the other side or the upper area has not been significantly affected by the external medium.

[0071] The representative value can also be the weighted average of the external pressure at multiple measurement locations. The weight of each measurement location can be determined based on its location in a critical structure, sensor accuracy, or historical stability, so as to highlight the responsiveness to pressure changes at critical locations while taking into account noise immunity.

[0072] It should be noted that when the maximum and minimum values ​​of multiple measurement locations within the same region are taken and the difference is calculated to reflect spatial distribution differences within the same sampling period, at least two measurement locations should be used in the calculation for the corresponding region; however, when the maximum and minimum values ​​are used to take the time series values ​​of the same measurement location within multiple sampling periods to reflect the amplitude of time fluctuations, the number of measurement locations within the region is not a limitation.

[0073] In an optional embodiment, step S101 includes: acquiring the external pressure exerted on the vehicle by the external environment. Step S104 includes: generating a pressure feature representation based on the spatial distribution information of pressure and the trend information of pressure change. The pressure feature representation is input into a working condition recognition model to obtain the vehicle working condition. The working condition recognition model is a neural network model, and it is obtained by training a sample set. Each sample in the sample set includes a training pressure feature representation as input to the model and a vehicle working condition label as the target output. The specific form of the pressure feature representation is not limited; it can be a feature sequence in vector form, or a multidimensional feature in matrix or tensor form. For example, features such as pressure values, pressure differences, rates of change, fluctuation amplitudes, and hysteresis corresponding to different measurement locations, different vehicle body areas, and different sampling times can be organized according to predetermined dimensions to construct a three-dimensional feature representation. The first dimension is used to characterize the measurement location or vehicle body area, the second dimension is used to characterize the feature type, and the third dimension is used to characterize the time step or sampling period, thereby forming a multidimensional input feature that can be directly input into the neural network model.

[0074] During the vehicle testing phase, a large amount of pressure data can be collected under various simulated vehicle operating conditions, such as falling into water, wading through water, washing, being buried, and rolling over. Based on the collected pressure data, a training pressure feature representation is constructed in the manner described above. At the same time, the vehicle operating conditions corresponding to each training pressure feature representation are labeled to form a sample set. Then, the operating condition recognition model is trained based on the sample set, enabling the operating condition recognition model to learn the difference patterns of pressure spatial distribution and pressure change trends under different vehicle operating conditions, thereby improving the accuracy and robustness of vehicle operating condition recognition.

[0075] The specific model type of the working condition recognition model is not limited. It can be a machine learning model or a deep learning model based on artificial intelligence, such as a multilayer perceptron model using a fully connected network, or a convolutional neural network model, a recurrent neural network model, a gated recurrent unit model, or a long short-term memory network model. It can also be a sequence modeling model based on an attention mechanism or a combination thereof.

[0076] When pressure features are represented as multidimensional features in matrix or tensor form, a convolutional neural network model is preferred to extract spatial correlation features between different areas of the vehicle body using the convolutional structure. When pressure features include time-series features corresponding to multiple consecutive sampling periods, a recurrent neural network model, a gated recurrent unit model, or a long short-term memory network model is preferred to utilize their ability to model temporal correlation and lag features. When pressure features simultaneously include information from multiple regions, multiple feature types, and multiple time steps, a sequence modeling model based on an attention mechanism is also preferred to enhance the aggregation and expression capabilities of key region and key time segment features. The above model types can be used individually or in combination, and this application does not impose any limitations on this.

[0077] In one optional embodiment, the multiple measurement locations include multiple external measurement locations of the vehicle body and multiple internal measurement locations in the vehicle interior space, with each internal measurement location corresponding to one external measurement location.

[0078] Step S101 includes: acquiring the external pressure of the vehicle's external environment at multiple external measurement locations; and acquiring the internal pressure of the vehicle's internal environment at multiple internal measurement locations.

[0079] Step S102 includes: determining the spatial distribution relationship information of external pressure based on the external pressure; determining the internal and external pressure difference information based on the difference between the pressure at the measurement location inside the vehicle and the corresponding external pressure measurement location; and determining the spatial distribution relationship information of internal and external pressure based on the internal and external pressure difference information.

[0080] Step S103 includes: determining the trend information of external pressure change based on the change of external pressure over multiple consecutive sampling periods; and determining the trend information of internal and external pressure difference change based on the change of internal and external pressure difference over multiple consecutive sampling periods.

[0081] Step S104 includes: identifying vehicle operating conditions based on information about the spatial distribution relationship of external pressure, information about the spatial distribution relationship between internal and external pressure, information about the changing trend of external pressure, and information about the changing trend of internal and external pressure difference. In an optional embodiment, a pressure feature representation can be generated based on the information about the spatial distribution relationship of external pressure, information about the spatial distribution relationship between internal and external pressure, information about the changing trend of external pressure, and information about the changing trend of internal and external pressure difference, and the pressure feature representation can be input into the operating condition identification model to obtain the vehicle operating conditions.

[0082] The working condition identification model is a neural network model, and it is obtained by training a sample set. Each sample in the sample set includes the training pressure feature representation as the model input and the vehicle working condition label as the target output.

[0083] During the vehicle testing phase, pressure data can be collected under various vehicle operating conditions to construct the sample set. Specifically, by simulating multiple scenarios such as falling into water, driving through water, washing, burying, and rollover, the external pressure at multiple external measurement locations and the corresponding internal pressure at multiple internal measurement locations can be acquired within a preset time window. Based on this, the internal and external pressure difference information can be calculated. Then, following the aforementioned method, information on the spatial distribution of external pressure, the spatial distribution of internal and external pressure, the trend of external pressure change, and the trend of internal and external pressure difference change are generated, producing corresponding pressure feature representations. These pressure feature representations are then labeled with vehicle operating conditions to obtain the samples in the sample set. The operating condition recognition model is trained based on this sample set, enabling it to learn the differences in pressure feature representations corresponding to different vehicle operating conditions, thereby more accurately distinguishing between dangerous and non-dangerous operating conditions during vehicle operation.

[0084] The organization of pressure feature representation is not limited: external pressure-related features and internal / external pressure difference-related features can be organized into two independent three-dimensional feature representations and input into the operating condition identification model in parallel; alternatively, the above-mentioned features can be aligned and fused according to predetermined dimensions to construct a unified three-dimensional feature representation before being input into the operating condition identification model. This application does not limit the network structure and model type of the operating condition identification model, which can be implemented with reference to the aforementioned description of the operating condition identification model, and will not be elaborated further in this paper.

[0085] In an optional embodiment, step S105, when a dangerous working condition is identified, generates an emergency blasting control command, which includes: when the vehicle is in a dangerous working condition, determining a target blasting window from multiple candidate windows based on the pressure at multiple measurement locations; and generating an emergency blasting control command containing the identification information of the target blasting window.

[0086] This embodiment upgrades emergency blasting control from "trigger blasting" to "targeted blasting control of vehicle windows": On the one hand, by determining the target blasting window among multiple candidate windows based on pressure at multiple measurement locations, the blasting target can be matched with the external pressure distribution of the vehicle body under dangerous conditions, avoiding blind blasting of windows in unfavorable locations, increasing the success rate of prioritizing the establishment of effective external communication channels and improving escape efficiency; on the other hand, by generating emergency blasting control commands containing the target blasting window identification information, the window blasting actuator or window control unit can directly locate and execute the blasting action of the corresponding window without having to perform target determination again, reducing ambiguity and delay in the control link, reducing the risk of false triggering / false blasting, and improving the reliability and response speed of emergency control.

[0087] In one optional embodiment, the candidate windows include a window in the upper left side region of the vehicle body, a window in the upper right side region of the vehicle body, and a sunroof in the top region of the vehicle body. The target explosive window can be determined from multiple candidate windows based on pressure at multiple measurement locations as follows: the average external pressure at the measurement location in the upper left side region of the vehicle body within a preset time window is used as the external pressure value corresponding to the window in the upper left side region of the vehicle body; the average external pressure at the measurement location in the upper right side region of the vehicle body within a preset time window is used as the external pressure value corresponding to the window in the upper right side region of the vehicle body; and the average external pressure at the measurement location in the top region of the vehicle body within a preset time window is used as the external pressure value corresponding to the sunroof. When the vehicle is in a submerged condition, the candidate window with the highest corresponding external pressure value is determined as the target explosive window. Before the vehicle compartment is significantly flooded, if an external connection is not established in time on the side with the larger internal and external pressure difference, the pressure difference may continue to increase. This will cause the window seals to tighten further, restricting ventilation and pressure relief paths, thus hindering subsequent opening, breaching, or expansion of escape exits. Prioritizing the breaching of windows on the side with the larger internal and external pressure difference can prioritize the establishment of key connection channels, achieving a synergistic effect of pressure relief and escape channel establishment, thereby improving overall escape efficiency. When the vehicle is in a buried or overturned condition, the candidate window with the lowest corresponding external pressure value should be identified as the target breaching window. In buried or overturned conditions, candidate windows with lower external pressure values ​​are usually located on the upward side of the vehicle or the side less covered by external media, with weaker external obstruction and pressure, making it more likely to form a breachable or openable channel. Prioritizing windows or sunroofs on this side is more conducive to quickly establishing escape exits.

[0088] This embodiment calculates the external pressure value corresponding to each candidate window within a preset time window, and determines the target burst window based on the external pressure value under different dangerous conditions. This ensures that the selection of the target burst window matches the pressure relief requirements or the degree of external obstruction under the vehicle's operating conditions. Simultaneously, differentiated emergency strategies can be implemented according to the type and severity of the hazard. For example, in a water-falling situation, the window or sunroof on the side with the highest water pressure can be prioritized as the target burst window. This increases the success rate of establishing external communication channels and creating escape exits, shortens escape time, and improves overall escape efficiency.

[0089] In an optional embodiment, step S105, sending the emergency blasting control command to the window blasting actuator, includes the following steps: when the confidence level of the vehicle's operating condition identification is lower than the confidence level threshold, a warning command is sent to the warning module to cause the warning module to output an abnormal prompt message, and a preset confirmation time is entered from the time the abnormal prompt message is output; if an abnormal prompt closing operation is received from the driver within the preset confirmation time, the generation and / or sending of the emergency blasting control command is stopped; if no abnormal prompt closing operation is received from the driver within the preset confirmation time, the emergency blasting control command is generated and sent.

[0090] The warning module may include a display unit and an audio output unit. When the confidence level of the vehicle's operating condition recognition is lower than the confidence threshold, the controller sends a warning command to the warning module, causing the warning module to output abnormal prompt information. This abnormal prompt information includes at least one visual prompt and an audio prompt, with the audio prompt being a buzzer tone and / or a voice prompt. A preset confirmation time is entered from the time the abnormal prompt information is output, which can be 10 seconds. Within the preset confirmation time, if a driver's abnormal prompt shutdown operation is received, the generation and / or sending of the emergency blasting control command is stopped; if no driver's abnormal prompt shutdown operation is received, the emergency blasting control command is generated and sent.

[0091] Through the above settings, the vehicle emergency window-breaking control method in this embodiment forms a decision-making chain of "confidence gating - human-machine confirmation - execution control": a low confidence level usually means that sensor noise, environmental disturbances, or insufficient features lead to an increased risk of misjudgment. If the explosion control is directly triggered, it is easy to cause unnecessary window breaking and secondary risks and property damage. In this embodiment, in low confidence scenarios, an abnormal prompt is output first and a confirmation time is set, so that the driver can intervene in the recognition result based on the actual environment in a short time. If it is a false alarm, the generation or transmission of the explosion command is blocked in time by the closing operation, thereby suppressing false triggering. If no closing operation is received, it can be regarded as the driver has not denied the abnormal prompt or is unable to intervene in time. After the confirmation time expires, the explosion control command will continue to be issued, thereby avoiding delays in emergency response due to human hesitation or omission. Through the above "prompt first, revokeable, then execute" mechanism, the probability of false window breaking is reduced while taking into account the timeliness of handling and system reliability in high-risk conditions, thus improving the safety and availability of emergency window-breaking control.

[0092] This application discloses a vehicle emergency window-breaking control system according to an exemplary embodiment, used to execute the aforementioned vehicle emergency window-breaking control method, including a controller for: acquiring pressure at multiple measurement locations in different areas of the vehicle body according to a sampling period within a preset time window; comparing the pressure at different measurement locations for each sampling period to obtain pressure spatial distribution relationship information; determining pressure change trend information based on pressure changes at the same measurement location over multiple consecutive sampling periods; identifying vehicle operating conditions based on the pressure spatial distribution relationship information and the pressure change trend information; wherein, vehicle operating conditions include dangerous operating conditions and non-dangerous operating conditions, and dangerous operating conditions include submersion in water; when a dangerous operating condition is identified, generating an emergency blasting control command and sending the emergency blasting control command to the window-breaking actuator to blast the vehicle window.

[0093] In this embodiment, each candidate window and sunroof is equipped with a corresponding miniature explosive device, which is fixedly installed at the corresponding window or sunroof. The target identifier carried by the emergency blasting control command is used to uniquely point to one of the miniature explosive devices to trigger the miniature explosive device to blast the corresponding window or sunroof.

[0094] The steps of the above-mentioned vehicle emergency window shattering control system correspond to those of the above-mentioned vehicle emergency window shattering control method. For details on the implementation process of the functions and roles of each module in the above-mentioned vehicle emergency window shattering control system, please refer to the implementation process of the corresponding steps in the above-mentioned vehicle emergency window shattering control method. The same technical effect can be achieved, and will not be repeated here.

[0095] The pressure sensor assembly is used to acquire pressure information at multiple measurement locations. Depending on the type of pressure information required for vehicle operating condition identification and subsequent processing, the pressure sensor assembly may acquire only the external pressure, or it may acquire the pressure difference between the inside and outside of the vehicle in addition to the external pressure. This application does not limit the specific implementation of the pressure sensor assembly.

[0096] In one implementation, when vehicle condition identification or subsequent processing can be completed solely based on external pressure, the multiple measurement locations may only include multiple external measurement locations on the vehicle body. The pressure sensor assembly only includes external pressure sensors respectively set at each external measurement location to obtain the external pressure exerted on the vehicle by the external environment at each external measurement location. The controller receives the external pressure and performs subsequent processing accordingly.

[0097] In another implementation, when vehicle condition identification or subsequent processing requires the use of internal and external pressure difference information, the pressure sensor assembly is used to acquire the internal and external pressure difference information for the corresponding measurement location pair. Specifically, the pressure sensor assembly may include a differential pressure sensor, which includes an external pressure sampling port and an internal pressure sampling port. The external pressure sampling port is connected to the corresponding external measurement location, and the internal pressure sampling port is connected to the internal measurement location corresponding to the external measurement location. This allows the differential pressure sensor to output the internal and external pressure difference for the corresponding measurement location pair as internal and external pressure difference information. In this implementation, when the differential pressure sensor only outputs the internal and external pressure difference information and not the external pressure, the pressure sensor assembly further includes external pressure sensors respectively disposed at each external measurement location to acquire the external pressure. The controller receives the external pressure and the internal and external pressure difference information respectively to form external pressure related information and internal and external pressure difference information for subsequent processing.

[0098] In another implementation, the pressure sensor assembly can employ an integrated sensor. This integrated sensor also includes an external pressure sampling port and an internal pressure sampling port. The external pressure sampling port is connected to the corresponding external measurement location, and the internal pressure sampling port is connected to an internal measurement location corresponding to the external measurement location. The integrated sensor can simultaneously output the external pressure and the internal-external pressure difference, and optionally further output the internal pressure. Based on the output of the integrated sensor, the controller can directly obtain the external pressure and internal-external pressure difference information. In this implementation, since it is not necessary to separately acquire the external pressure, the pressure sensor assembly does not require a separate external pressure sensor at the external measurement location, thereby reducing the number of external sensors and simplifying sensor placement and signal acquisition links.

[0099] External pressure sensors can be integrated into the vehicle body structure and arranged in an embedded manner. Multiple miniature, high-precision sensing units are set in different areas of the vehicle body. Each sensing unit senses the pressure exerted by the external environment at that measurement location through a pressure tapping channel connected to the corresponding external measurement location, thereby obtaining external pressure data. An electronic device provided in this application includes one or more processors for implementing the above-described vehicle emergency window shattering control method.

[0100] In some embodiments, the electronic device may include a storage medium. For example, a computer-readable storage medium may store a program that can be invoked by a processor, and may include a non-volatile storage medium. In some embodiments, the electronic device may include memory and an interface. In some embodiments, the electronic device may also include other hardware depending on the specific application.

[0101] The computer-readable storage medium of this application embodiment stores a program thereon, which, when executed by a processor, is used to implement the vehicle emergency window-breaking control method described above.

[0102] This application may take the form of a computer program product implemented on one or more computer-readable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing program code. Computer-readable storage media include permanent and non-permanent, removable and non-removable media, and information storage can be implemented using any method or technology. Information may be computer-readable instructions, data structures, program modules, or other data. Examples of computer-readable storage media include, but are not limited to: phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0103] The aforementioned electronic device can execute the vehicle emergency window-breaking control method provided in the embodiments herein. The aforementioned electronic device may include the aforementioned vehicle emergency window-breaking control system, such as one or more of a processor, controller, and PC (Personal Computer) terminal device. The server-side device and the PC terminal device may include, but are not limited to, a server, desktop computer, tablet computer, or laptop computer.

[0104] This application illustrates a vehicle according to an exemplary embodiment, including: the aforementioned controller, pressure sensor assembly, and window bursting actuator.

[0105] The pressure sensor assembly, electrically connected to the controller, includes multiple pressure sensors. These sensors are positioned at multiple measurement locations in different areas of the vehicle body to measure the pressure at these locations at preset sampling intervals, acquiring multi-point pressure measurement information, which is then sent to the controller. The window-breaking actuator, also electrically connected to the controller, is used to break the vehicle's windows in response to an emergency blasting control command.

[0106] Based on the requirements of vehicle operating condition identification and subsequent processing for pressure information type, the pressure sensor component can acquire only the external pressure of the vehicle, or it can acquire the internal and external pressure difference information in addition to acquiring the external pressure. This application does not limit the specific implementation method of the pressure sensor component.

[0107] In one implementation, when vehicle condition identification or subsequent processing can be completed solely based on external pressure, the multiple measurement locations may only include multiple external measurement locations on the vehicle body. The pressure sensor assembly only includes external pressure sensors respectively set at each external measurement location to obtain the external pressure exerted on the vehicle by the external environment at each external measurement location. The controller receives the external pressure and performs subsequent processing accordingly.

[0108] In another implementation, when vehicle condition identification or subsequent processing requires the use of internal and external pressure difference information, the pressure sensor assembly is used to acquire the internal and external pressure difference information for the corresponding measurement location pair. Specifically, the pressure sensor assembly may include a differential pressure sensor, which includes an external pressure sampling port and an internal pressure sampling port. The external pressure sampling port is connected to the corresponding external measurement location, and the internal pressure sampling port is connected to the internal measurement location corresponding to the external measurement location. This allows the differential pressure sensor to output the internal and external pressure difference for the corresponding measurement location pair as internal and external pressure difference information. In this implementation, when the differential pressure sensor only outputs the internal and external pressure difference information and not the external pressure, the pressure sensor assembly further includes external pressure sensors respectively disposed at each external measurement location to acquire the external pressure. The controller receives the external pressure and the internal and external pressure difference information respectively to form external pressure related information and internal and external pressure difference information for subsequent processing.

[0109] In another implementation, the pressure sensor assembly can employ an integrated sensor. This integrated sensor also includes an external pressure sampling port and an internal pressure sampling port. The external pressure sampling port is connected to the corresponding external measurement location, and the internal pressure sampling port is connected to an internal measurement location corresponding to the external measurement location. The integrated sensor can simultaneously output the external pressure and the internal-external pressure difference, and optionally further output the internal pressure. Based on the output of the integrated sensor, the controller can directly obtain the external pressure and internal-external pressure difference information. In this implementation, since it is not necessary to separately acquire the external pressure, the pressure sensor assembly does not require a separate external pressure sensor at the external measurement location, thereby reducing the number of external sensors and simplifying sensor placement and signal acquisition links.

[0110] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A vehicle emergency window blast control method, characterized by, The method comprises: acquiring, in a preset time window, pressure at multiple measurement positions of different regions of the vehicle body according to a sampling period; for each sampling period, comparing the pressure at different measurement positions to obtain pressure spatial distribution relationship information; determining pressure change trend information based on pressure changes of the same measurement position in consecutive multiple sampling periods; identifying a vehicle working condition based on the pressure spatial distribution relationship information and the pressure change trend information; wherein the vehicle working condition comprises a dangerous working condition and a non-dangerous working condition, and the dangerous working condition comprises a falling-into-water working condition; when the dangerous working condition is identified, generating an emergency burst control instruction and sending the emergency burst control instruction to a burst window execution mechanism to burst the vehicle window.

2. The vehicle emergency window blast control method of claim 1, wherein, The different regions of the vehicle body comprise a lower left region of the vehicle body, a lower right region of the vehicle body, an upper left region of the vehicle body, an upper right region of the vehicle body, a top region of the vehicle body, and a bottom region of the vehicle body.

3. The vehicle emergency burst window control method of claim 2, wherein the acquiring of the pressure at the multiple measurement positions of the different regions of the vehicle body according to the sampling period comprises: acquiring an external pressure of the vehicle subjected to an external environment of the vehicle; the identifying of the vehicle working condition based on the pressure spatial distribution relationship information and the pressure change trend information comprises: in the preset time window, for consecutive multiple sampling periods, when a falling-into-water working condition judgment condition is met, identifying the vehicle working condition as the falling-into-water working condition; wherein the falling-into-water working condition judgment condition comprises: the external pressure at the measurement positions of the bottom region of the vehicle body, the lower left region of the vehicle body, and the lower right region of the vehicle body monotonically increases, and the change rate is not less than a first change rate threshold, and the difference between the maximum value and the minimum value of the external pressure increment between adjacent sampling periods is not greater than a first fluctuation threshold; the difference between the external pressure at the measurement position of the lower left region of the vehicle body and the external pressure at the measurement position of the lower right region of the vehicle body is not greater than a first difference threshold; and the difference between the external pressure at the measurement position of the bottom region of the vehicle body and the external pressure at the measurement position of the lower left region of the vehicle body and the external pressure at the measurement position of the lower right region of the vehicle body is not greater than a second difference threshold; the difference between the maximum value and the minimum value of the external pressure at the measurement positions of the upper left region of the vehicle body and the upper right region of the vehicle body in the consecutive multiple sampling periods is not greater than a first change amplitude threshold; or the time lag of the moment when the external pressure at the measurement positions of the upper left region of the vehicle body and the upper right region of the vehicle body reaches the first change rate threshold relative to the moment when the external pressure at the measurement positions of the bottom region of the vehicle body, the lower left region of the vehicle body, and the lower right region of the vehicle body reaches the first change rate threshold is not less than a first lag threshold.

4. The vehicle emergency window blast control method of claim 2, wherein The non-dangerous working condition includes a wading working condition, and the plurality of measurement positions of the left lower body region and the right lower body region include a lower front section measurement position set located at a portion in front of the vehicle in the vehicle longitudinal direction in the left lower body region and the right lower body region; The vehicle working condition is identified based on the pressure spatial distribution relationship information and the pressure change trend information, including: in the preset time window, for the plurality of continuous sampling periods, when a wading working condition judgment condition is met, the vehicle working condition is identified as the wading working condition; The wading working condition judgment condition includes: The vehicle external pressure at the measurement position of the lower front section measurement position set has a pressure increasing process with a duration not greater than a first duration threshold, and in the plurality of sampling periods corresponding to the pressure increasing process, the difference between the maximum value and the minimum value of the vehicle external pressure at the measurement position of the lower front section measurement position set is not less than a second fluctuation threshold; The vehicle external pressure at the measurement position other than the lower front section measurement position set does not meet the condition of monotonically increasing and the pressure change rate being not less than a second change rate threshold in the plurality of continuous sampling periods.

5. The vehicle emergency window blast control method of claim 2, wherein The dangerous working condition also includes a buried working condition, and the vehicle working condition is identified based on the pressure spatial distribution relationship information and the pressure change trend information, including: in the preset time window, for the plurality of continuous sampling periods, when a buried working condition judgment condition is met, the vehicle working condition is identified as the buried working condition; The buried working condition judgment condition includes: The vehicle external pressure at the measurement position of the left upper body region or the right upper body region or the top body region monotonically increases, the pressure change rate is not less than a third change rate threshold, and the difference between the maximum value and the minimum value of the vehicle external pressure at the measurement position of the left upper body region, the right upper body region and the top body region is not greater than a third fluctuation threshold.

6. The vehicle emergency window blast control method of claim 2, wherein The dangerous working condition also includes a rollover working condition, and the vehicle working condition is identified based on the pressure spatial distribution relationship information and the pressure change trend information, including: in the preset time window, for the plurality of continuous sampling periods, when a rollover working condition judgment condition is met, the vehicle working condition is identified as the rollover working condition; The rollover working condition judgment condition includes: the absolute value of the difference between the vehicle external pressure at the measurement position of the left upper body region and the measurement position of the right upper body region is not less than a third difference threshold, or the absolute value of the difference between the vehicle external pressure at the measurement position of the left lower body region and the measurement position of the right lower body region is not less than a third difference threshold; The dangerous working condition also includes a rollover working condition, and the vehicle working condition is identified based on the pressure spatial distribution relationship information and the pressure change trend information, including: in the preset time window, for the plurality of continuous sampling periods, when a rollover working condition judgment condition is met, the vehicle working condition is identified as the rollover working condition; The rollover working condition judgment condition includes: the absolute value of the difference between the vehicle external pressure at the measurement position of the left upper body region and the measurement position of the right upper body region is not less than a third difference threshold, or the absolute value of the difference between the vehicle external pressure at the measurement position of the left lower body region and the measurement position of the right lower body region is not less than a third difference threshold; The increments of the external pressure at the measurement positions of the left lower body region and the left upper body region between adjacent sampling periods are not less than a first sudden increase threshold, and the external pressure values are not less than a first lateral pressure threshold, and the increments of the external pressure at the measurement positions of the right lower body region and the right upper body region between adjacent sampling periods are not less than a first sudden decrease threshold, and the external pressure values are not greater than a second lateral pressure threshold; or, the increments of the external pressure at the measurement positions of the right lower body region and the right upper body region between adjacent sampling periods are not less than a first sudden increase threshold, and the external pressure values are not less than a first lateral pressure threshold, and the increments of the external pressure at the measurement positions of the left lower body region and the left upper body region between adjacent sampling periods are not less than a first sudden decrease threshold, and the external pressure values are not greater than a second lateral pressure threshold.

7. The vehicle emergency window blast control method of claim 2, wherein The pressure at the multiple measurement positions of different regions of the vehicle body is obtained according to a sampling period, including: Obtaining the external pressure of the external environment of the vehicle on the vehicle; The vehicle working condition is identified based on the pressure spatial distribution relationship information and the pressure change trend information, including: Generating a pressure feature representation based on the pressure spatial distribution relationship information and the pressure change trend information; The pressure feature representation is input into a working condition identification model to obtain the vehicle working condition; wherein, the working condition identification model is a neural network model, and the working condition identification model is obtained by training a sample set, each sample of the sample set including a training pressure feature representation as a model input and a vehicle working condition label as a target output.

8. The vehicle emergency window blast control method of claim 2, wherein, The multiple measurement positions include multiple external measurement positions of the vehicle body and multiple internal measurement positions in the internal space of the vehicle, the multiple internal measurement positions correspond to the multiple external measurement positions one by one, and the pressure at the multiple measurement positions of different regions of the vehicle body is obtained according to a sampling period, including: Obtaining the external pressure of the external environment of the vehicle on the vehicle; Obtaining the internal pressure of the internal environment of the vehicle on the vehicle; For each sampling period, the pressures at different measurement positions are compared to obtain pressure spatial distribution relationship information, including: Determining the external pressure spatial distribution relationship information based on the external pressure; Determining the internal-external pressure difference information based on the difference between the pressure at the internal measurement position and the pressure at the corresponding external measurement position, and determining the internal-external pressure spatial distribution relationship information based on the internal-external pressure difference information; Determining the pressure change trend information based on the pressure change of the same measurement position in continuous multiple sampling periods, including: Determining the external pressure change trend information based on the change of the external pressure in continuous multiple sampling periods; Determining the internal-external pressure difference change trend information based on the change of the internal-external pressure difference information in the continuous multiple sampling periods; The vehicle working condition is identified based on the pressure spatial distribution relationship information and the pressure change trend information, including: identify the vehicle working condition based on the outside pressure spatial distribution relationship information, the inside-outside pressure spatial distribution relationship information, the outside pressure change trend information, and the inside-outside pressure difference change trend information.

9. The vehicle emergency window blast control method of claim 8, wherein, The identifying the vehicle working condition based on the outside pressure spatial distribution relationship information, the inside-outside pressure spatial distribution relationship information, the outside pressure change trend information, and the inside-outside pressure difference change trend information comprises: generating a pressure feature representation based on the outside pressure spatial distribution relationship information, the inside-outside pressure spatial distribution relationship information, the outside pressure change trend information, and the inside-outside pressure difference change trend information; inputting the pressure feature representation into a working condition identification model to obtain the vehicle working condition; wherein the working condition identification model is a neural network model, and the working condition identification model is obtained by training a sample set, each sample of the sample set comprising a training pressure feature representation as model input and a vehicle working condition label as target output.

10. The vehicle emergency window blast control method according to any one of claims 3 to 9, wherein The generating the emergency explosion control instruction comprises: when the vehicle working condition is the dangerous working condition, determining a target explosion vehicle window from a plurality of candidate vehicle windows according to the pressure at the plurality of measurement positions; generating the emergency explosion control instruction comprising identification information of the target explosion vehicle window.

11. The vehicle emergency window blast control method of claim 10, wherein, The candidate vehicle windows comprise a vehicle window of a left side area of an upper part of the vehicle body, a vehicle window of a right side area of the upper part of the vehicle body, and a sunroof of a top area of the vehicle body, and the determining the target explosion vehicle window from the plurality of candidate vehicle windows according to the pressure at the plurality of measurement positions comprises: taking an average value of the outside pressure at the measurement positions of the left side area of the upper part of the vehicle body within the preset time window as the vehicle outside pressure value corresponding to the vehicle window of the left side area of the upper part of the vehicle body; taking an average value of the outside pressure at the measurement positions of the right side area of the upper part of the vehicle body within the preset time window as the vehicle outside pressure value corresponding to the vehicle window of the right side area of the upper part of the vehicle body; taking an average value of the outside pressure at the measurement positions of the top area of the vehicle body within the preset time window as the vehicle outside pressure value corresponding to the sunroof; when the vehicle working condition is the falling into water working condition, determining the candidate vehicle window with the maximum corresponding vehicle outside pressure value as the target explosion vehicle window; when the vehicle working condition is the burying working condition or the side turning working condition, determining the candidate vehicle window with the minimum corresponding vehicle outside pressure value as the target explosion vehicle window.

12. The vehicle panic crash window control method of claim 1, wherein, The sending the emergency explosion control instruction to the vehicle window explosion execution mechanism comprises: when the identification confidence of the vehicle working condition is lower than a confidence threshold, sending an alarm instruction to an alarm module to make the alarm module output abnormal prompt information, and starting a preset confirmation time length from outputting the abnormal prompt information; in the case that an abnormal prompt closing operation of the driver is received within the preset confirmation time length, stopping the generation and / or canceling the sending of the emergency explosion control instruction; in the case that the abnormal prompt closing operation of the driver is not received within the preset confirmation time length, generating and sending the emergency explosion control instruction.

13. A vehicle emergency window blast control system for performing the vehicle emergency window blast control method according to any one of claims 1 to 12, characterized by, comprises: A controller is configured to: obtain, in a preset time window, pressure at multiple measurement positions in different regions of a vehicle body according to a sampling period; For each sampling period, compare the pressure at different measurement positions to obtain pressure spatial distribution relationship information; Determine pressure change trend information based on pressure changes of the same measurement position in consecutive multiple sampling periods; Identify a vehicle working condition based on the pressure spatial distribution relationship information and the pressure change trend information; wherein the vehicle working condition includes a dangerous working condition and a non-dangerous working condition, and the dangerous working condition includes a water-falling condition; When the dangerous working condition is identified, generate an emergency explosion control instruction and send the emergency explosion control instruction to a window explosion execution mechanism to explode the vehicle window.

14. A vehicle characterized by comprising: Comprise: The controller as claimed in claim 13; A pressure sensor assembly electrically connected to the controller, comprising multiple pressure sensors arranged at multiple measurement positions in different regions of a vehicle body, configured to measure the pressure of the vehicle body at the multiple measurement positions with a preset sampling period to obtain multi-point pressure measurement information, and send the multi-point pressure measurement information to the controller; A window explosion execution mechanism electrically connected to the controller, configured to explode the vehicle window in response to the emergency explosion control instruction.

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