Anti-collision control method and device, electronic equipment and medium

Abstract

The invention provides an anti-collision control method and device, electronic equipment and a medium, the anti-collision control method is applied to an anti-collision beam assembly of a vehicle, the anti-collision beam assembly comprises an actuating mechanism, the method comprises the steps that the state of the actuating mechanism is detected, and the state of the actuating mechanism comprises the stretching state and the retracting state; when the actuating mechanism is in the extending state, the type of the object to be collided is obtained; the type of the object to be collided comprises a type needing to be protected and a type not needing to be protected; the deceleration of vehicle braking is obtained; and according to the type of the to-be-collided object and the deceleration of vehicle braking, the actuating mechanism is controlled to act. By means of the anti-collision control method, flexible adjustment of the actuating mechanism can be achieved, the anti-collision beam assembly can flexibly cope with different collision scenes, meanwhile, protection on people inside the vehicle and people outside the vehicle is enhanced, and optimization and improvement of the vehicle anti-collision beam assembly are facilitated.

Description

Technical Field

[0001] This application relates to the field of vehicle collision avoidance technology, and in particular to a collision avoidance control method, device, electronic equipment and medium. Background Technology

[0002] As an important component of a vehicle, the anti-collision beam assembly typically includes an actuation mechanism. The actuation mechanism connects the anti-collision beam to the longitudinal beams of the vehicle body. When a collision occurs, the actuation mechanism can weaken the impact force caused by the collision to a certain extent, forming a force transmission path from the anti-collision beam to the actuation mechanism and from the actuation mechanism to the longitudinal beams. This helps to reduce the damage caused by the collision to the vehicle and protect the safety of the occupants.

[0003] As current vehicle collision avoidance requirements become more stringent, the demands on actuation mechanisms are also increasing. For example, in scenarios where a vehicle collides with a pedestrian, it is desirable for the crash beam and actuation mechanism to retract relative to the vehicle to reduce injury to the pedestrian. However, current technologies struggle to achieve flexible adjustment of the actuation mechanism, hindering the optimization of the vehicle crash beam assembly. Summary of the Invention

[0004] In view of this, this application provides a collision avoidance control method, device, electronic device and medium to at least solve the problem of difficulty in achieving flexible adjustment of the actuation mechanism in the prior art.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows: In a first aspect, this application provides a collision avoidance control method applied to a vehicle's anti-collision beam assembly, the anti-collision beam assembly including an actuation mechanism, the method comprising: The state of the actuating mechanism is detected. The state of the actuating mechanism includes an extended state and a retracted state. When the actuating mechanism is in the extended state: Obtain the type of the object to be collided with; the type of the object to be collided with includes types that need protection and types that do not need protection. Obtain the deceleration of the vehicle during braking; The actuator is controlled to operate based on the type of the object to be collided with and the deceleration of the vehicle during braking.

[0006] Optionally, before obtaining the type of the object to be collided with, the method further includes: Obtain the vehicle's initial speed; Determine the magnitude of the first vehicle speed and the first preset vehicle speed; if the first vehicle speed is greater than the first preset vehicle speed, obtain the first distance of the object to be collided with, and obtain the type of the object to be collided with based on the first distance of the object to be collided with; When the first vehicle speed is less than or equal to the first preset vehicle speed, the actuation mechanism is controlled to remain in the extended state.

[0007] Optionally, obtaining the type of the object to be collided with based on the first distance to the object includes: Determine the magnitude of the first distance and the first preset distance; If the first distance is less than or equal to the first preset distance, the type of the object to be collided with is obtained; If the first distance is greater than the first preset distance, the actuation mechanism is controlled to remain in the extended state.

[0008] Optionally, before obtaining the deceleration of the vehicle under braking, the method further includes: The type of the object to be collided with is determined to be the type that needs protection; Detect the effectiveness of the vehicle's braking enable; When the braking enable is effective, the deceleration of the vehicle braking is obtained; If the braking enable is disabled, the actuation mechanism is controlled to retract.

[0009] Optionally, when the braking enable is effective, obtaining the deceleration of the vehicle braking includes: Obtain the second distance of the object to be collided with; Determine the magnitude of the second distance and the second preset distance; wherein the second preset distance is less than the first preset distance; If the second distance is greater than the second preset distance, obtain the deceleration of the vehicle during braking; If the second distance is less than or equal to the second preset distance, the actuation mechanism is controlled to retract.

[0010] Optionally, controlling the actuation mechanism to operate based on the deceleration of the vehicle during braking includes: Determine the magnitude of the deceleration compared to the target deceleration; If the deceleration is greater than the target deceleration, the actuator is controlled to retract. When the deceleration is less than or equal to the target deceleration, the actuator is controlled to remain in the extended state.

[0011] Optionally, after controlling the actuation mechanism to operate, the method further includes: Obtain the second speed of the vehicle; Determine the magnitude of the second vehicle speed and the second preset vehicle speed; wherein the second preset vehicle speed is less than the first preset vehicle speed; The actuator is controlled to operate based on the magnitude of the second vehicle speed and the second preset vehicle speed.

[0012] Optionally, controlling the actuation mechanism based on the magnitude of the second vehicle speed and the second preset vehicle speed includes: When the second vehicle speed is greater than the second preset vehicle speed, the state of the actuating mechanism is obtained; wherein, when the actuating mechanism is in the retracted state, the actuating mechanism is controlled to extend; when the actuating mechanism is in the extended state, the actuating mechanism is controlled to remain in the extended state. When the second vehicle speed is less than or equal to the second preset vehicle speed, the actuator is controlled to remain in the extended state.

[0013] Secondly, this application provides a collision avoidance control device applied to a vehicle's collision avoidance beam assembly, the collision avoidance beam assembly including an actuation mechanism, the device comprising: The first detection module is used to detect the state of the actuating mechanism, the state of the actuating mechanism including an extended state and a retracted state; The first acquisition module is used to acquire the type of the object to be collided with; the type of the object to be collided with includes types that need to be protected and types that do not need to be protected. The second acquisition module is used to acquire the deceleration of the vehicle during braking; The first control module is used to control the action of the actuation mechanism according to the first vehicle speed, the type of the object to be collided with, and the deceleration of the vehicle braking.

[0014] Thirdly, this application provides an electronic device, including: a processor and a memory for storing processor-executable instructions; wherein the processor is configured to execute the instructions to implement the collision avoidance control method as described in any of the preceding claims.

[0015] Fourthly, this application provides a computer-readable storage medium that, when the instructions in the computer-readable storage medium are executed by a processor of an electronic device, enables the electronic device to perform the collision avoidance control method as described in any of the preceding claims.

[0016] Compared with existing technologies, the collision avoidance control method described in this application has the following advantages: The collision avoidance control method of this application, by acquiring the vehicle's first speed, detecting the type of the object to be collided with, and acquiring the vehicle's braking deceleration, can control the actuation mechanism to operate based on the first speed, the type of the object to be collided with, and the vehicle's braking deceleration. When the acquired first speed is high, the type of the object to be collided with is of a type requiring protection, and the vehicle's braking deceleration is high, the actuation mechanism can be controlled to retract to avoid or mitigate damage to the object to be collided with. If the vehicle meets any one of the following three conditions: a low first speed, the type of the object to be collided with is of a type that does not require protection, and a low vehicle braking deceleration, the actuation mechanism can be controlled to remain in the extended state, providing the vehicle with a larger collision energy absorption space to reduce damage to the vehicle and protect the safety of the occupants. Therefore, through the collision avoidance control method of this application, the actuation mechanism can be flexibly adjusted, allowing the anti-collision beam assembly to flexibly respond to different collision scenarios, while strengthening the protection of both occupants and outsiders, which is beneficial for the optimization and improvement of the vehicle's anti-collision beam assembly. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings: Figure 1 This is one of the step flowcharts of a collision avoidance control method in the embodiments of this application; Figure 2 This is the second step of a collision avoidance control method in the embodiments of this application; Figure 3 This is one of the sub-step flowcharts of a collision avoidance control method in an embodiment of this application; Figure 4 This is the second sub-step flowchart of a collision avoidance control method in the embodiments of this application; Figure 5 This is a flowchart illustrating the selection of a collision avoidance control method in an embodiment of this application; Figure 6 This is the third step in the flowchart of a collision avoidance control method in the embodiments of this application; Figure 7 This is a schematic diagram of a collision avoidance control device according to an embodiment of this application; Figure 8 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0018] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0020] It should be understood that the phrase "some embodiments" throughout the specification means that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, "some embodiments" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0021] The following detailed description of a collision avoidance control method, device, electronic device, and medium provided in this application is illustrated with specific embodiments.

[0022] This application provides a collision avoidance control method applied to a vehicle's anti-collision beam assembly, which includes an actuation mechanism.

[0023] Specifically, a vehicle's anti-collision beam assembly typically includes an anti-collision beam and an actuation mechanism. The anti-collision beam mainly refers to the vehicle's crossbeam. The actuation mechanism is fixedly connected to the anti-collision beam and is usually connected between the anti-collision beam and the vehicle's longitudinal beams. When a vehicle collides, the actuation mechanism can weaken the impact force caused by the collision to a certain extent, forming a force transmission path from the anti-collision beam to the actuation mechanism and from the actuation mechanism to the longitudinal beams, which helps to reduce the damage caused by the collision to the vehicle and protect the safety of the occupants.

[0024] Figure 1 This paper illustrates one of the steps of a collision avoidance control method according to an embodiment of the present application. (Refer to...) Figure 1 The collision avoidance control method includes: Step 101: Detect the state of the actuator. The state of the actuator includes the extended state and the retracted state. When the actuator is in the extended state, execute steps 102 to 104. When the actuator is in the retracted state, the actuator may not perform any action and remains in the retracted state.

[0025] In this embodiment, the vehicle has a collision energy-absorbing space and a buffer energy-absorbing space. The collision energy-absorbing space refers to the area where the vehicle absorbs energy through active deformation of the vehicle body structure during a collision. Its function is to convert the collision kinetic energy into the internal energy of structural deformation, preventing energy from being directly transferred to the passenger compartment, thereby providing better protection for the occupants. The buffer energy-absorbing space refers to the buffer area reserved by the vehicle before a collision. Its function is to prolong the collision contact time, reduce the initial impact intensity, and reduce the severity of the direct collision, thereby reducing the damage to the collision object. When the actuator is in the extended state, its overall length is long, providing a larger collision energy-absorbing space for the vehicle, which helps to reduce the damage caused by the collision to the vehicle and protect the safety of the occupants. When the actuator is in the retracted state, its overall length is short, providing a larger buffer energy-absorbing space for the vehicle, which helps to reduce the damage caused by the vehicle to the collision object and better protect the safety of people outside the vehicle.

[0026] Step 102: Obtain the type of the object to be collided with; the type of the object to be collided with includes types that need protection and types that do not need protection.

[0027] In this embodiment, the types requiring protection mainly refer to objects with living forms, such as pedestrians, two-wheeled vehicles, and three-wheeled vehicles. In this scenario, it is necessary to protect the lives of people outside the vehicle to avoid serious injury from the collision. Types not requiring protection mainly refer to objects with rigid or inanimate forms, such as bridge piers, roadblocks, guardrails, and fixed buildings, as well as some other motor vehicles. In this scenario, the focus should be on protecting the lives of drivers and passengers inside the vehicle. It should be noted that the types requiring and not requiring protection in this embodiment are only derived from relative safety risks. In practical applications, if the object of collision involves people, whether pedestrians, people on two-wheeled or three-wheeled vehicles, or drivers or passengers in the colliding vehicle, the goal should be to minimize injury as much as possible, while simultaneously protecting both people outside and inside the vehicle.

[0028] Methods for vehicles to identify the type of an object to be collided with can be achieved by using onboard sensors to collect features such as the object's appearance, shape, motion, and reflection. Deep learning algorithms are then used to analyze and match these features, and finally, multi-sensor fusion technology is combined to improve classification accuracy. For example, onboard cameras can capture features such as the object's appearance, color, and texture, while onboard radar can acquire its 3D contour and motion features. Deep learning models are then used to analyze and match these features. Since single-sensor identification may have biases, integrating multi-source information through multi-sensor fusion algorithms can significantly improve the accuracy of detection results.

[0029] Step 103: Obtain the deceleration of the vehicle during braking.

[0030] In this application embodiment, the method for obtaining vehicle braking data can include various approaches. In some approaches, it can be directly obtained through an acceleration sensor; in others, it can be derived based on parameters such as wheel speed and GPS speed, combined with kinematic formulas. Alternatively, a combination of the above two approaches can be used to improve the accuracy of the measurement results.

[0031] Step 104: Control the actuator to operate according to the type of the object to be collided with and the deceleration of the vehicle during braking.

[0032] In this embodiment, the actuator's actions include a retraction action and a holding-in-the-extended action. The holding-in-the-extended action can be considered as the actuator not performing any action, in which case the overall length of the actuator is long. The retraction action is when the actuator retracts, resulting in a shorter overall length. The vehicle's electronic control unit can process and analyze the acquired type of the object to be collided with and the vehicle's braking deceleration, and then control the actuator's actions based on the analysis results.

[0033] For example, if the type of the object to be collided with is one that requires protection and the vehicle's braking deceleration is high, it indicates that the vehicle has applied emergency braking and may be about to collide with the object. In this case, the actuator can be retracted to avoid or mitigate damage to the object. If the type of the object to be collided with is one that does not require protection, the actuator can be kept in the extended state to provide the vehicle with a larger collision energy absorption space, thereby reducing damage to the vehicle and protecting the safety of the occupants. If the vehicle's braking deceleration is low, it indicates that the vehicle is braking normally and there is a sufficient safe distance between the object to be collided with and the vehicle, allowing the vehicle to stop within the safe distance. In this case, the actuator does not need to perform any action; that is, the actuator can be kept in the extended state. If the vehicle meets either of the following two conditions: the type of the object to be collided with is one that does not require protection and the vehicle's braking deceleration is low, the vehicle's electronic control unit can control the actuator to remain in the extended state.

[0034] The actuating mechanism is fixedly connected to the anti-collision beam, and its operation causes the anti-collision beam to move synchronously. When the actuating mechanism is extended, the anti-collision beam is also extended relative to the vehicle body. In this position, the anti-collision beam and actuating mechanism provide the vehicle with ample energy absorption space during a collision, helping to reduce damage and better protect occupants. When the actuating mechanism is retracted, the anti-collision beam is retracted relative to the vehicle body. In this position, the anti-collision beam and actuating mechanism provide a larger buffer space, helping to reduce damage to the object being collided with and better protect pedestrians outside the vehicle.

[0035] Therefore, the collision avoidance control method of this application, by acquiring the type of the object to be collided with and the deceleration of the vehicle's braking, can control the action of the actuator according to the type of the object to be collided with and the deceleration of the vehicle's braking. When the acquired type of the object to be collided with is one that requires protection and the vehicle's deceleration is large, the actuator can be controlled to retract to avoid or reduce damage to the object to be collided with. If the vehicle meets either of the following conditions—that the type of the object to be collided with does not require protection and the vehicle's deceleration is small—the actuator can be controlled to remain in the extended state, providing the vehicle with a larger collision energy absorption space to reduce damage to the vehicle and protect the safety of the occupants. Thus, the collision avoidance control method of this application enables flexible adjustment of the actuator, allowing the anti-collision beam assembly to flexibly respond to different collision scenarios, while strengthening the protection of both occupants and passengers outside the vehicle, which is beneficial for the optimization and improvement of the vehicle's anti-collision beam assembly.

[0036] Figure 2 This illustrates a second flowchart of a collision avoidance control method according to an embodiment of this application. Figure 5 A flowchart illustrating the selection of a collision avoidance control method in an embodiment of this application is shown.

[0037] Reference Figure 2 The collision avoidance control method includes: Step 201: Detect the state of the actuator. The state of the actuator includes an extended state and a retracted state. When the actuator is in the extended state, execute steps 202 to 212. When the actuator is in the retracted state, the actuator may not perform any action and remains in the retracted state.

[0038] Step 202: Obtain the vehicle's first speed.

[0039] In this embodiment, the first vehicle speed refers to the real-time vehicle speed during vehicle operation. Methods for obtaining the first vehicle speed can include various approaches. In some approaches, the first vehicle speed can be obtained based on the vehicle's own sensors. For example, the first vehicle speed can be obtained through wheel speed sensors. Specifically, wheel speed sensors are installed on the vehicle's wheels or drive shafts to detect the wheel rotation speed. The vehicle's electronic control unit (ECU) can then calculate the vehicle speed based on the wheel diameter and the rotational speed detected by the wheel speed sensors. Alternatively, the first vehicle speed can be obtained through a rotational speed sensor on the vehicle's transmission output shaft. Specifically, a rotational speed sensor is installed on the output shaft of the vehicle's transmission to detect the output shaft rotation speed. The vehicle's ECU can then calculate the vehicle speed based on the transmission ratio and the diameter of the vehicle's drive wheels. In other approaches, the first vehicle speed can also be obtained based on external vehicle devices. For example, the vehicle speed can be obtained through GPS speed measurement, radar speed measurement, laser speed measurement, etc. In this embodiment, the specific method for obtaining the first vehicle speed is not limited. Step 203: Determine the magnitude of the first vehicle speed and the first preset vehicle speed.

[0040] In this embodiment, the first preset vehicle speed can be input via an interface such as steering wheel buttons or a central control screen, or via the cloud, and stored in the memory of the vehicle's electronic control unit. When determining the magnitude of the first vehicle speed and the first preset vehicle speed, the speed can be directly read from the memory. The first preset vehicle speed can be flexibly set according to actual needs. For example, in this embodiment, the range of the first preset vehicle speed is set to 8 km / h to 15 km / h. For instance, if the first preset speed is set to 10 km / h, combined with... Figure 5 The first preset speed is as follows Figure 5 As shown in V1, the comparison between the first vehicle speed and the first preset vehicle speed can be achieved through the signal processing module and logic comparison module in the electronic control unit, thus obtaining the comparison result between the first vehicle speed and the first preset vehicle speed.

[0041] If the first vehicle speed is greater than the first preset vehicle speed, step 204 is executed to obtain the first distance of the object to be collided with, and the type of the object to be collided with is obtained based on the first distance of the object to be collided with.

[0042] In this embodiment of the application, combined with Figure 5 If the initial vehicle speed is greater than V1, it indicates a high vehicle speed and a high probability of collision with the object to be collided with. In this case, the first distance to the object to be collided with is obtained. Specifically, the first distance refers to the distance between the object to be collided with and the vehicle's current location. Based on this first distance, the type of object to be collided with is determined.

[0043] If the first vehicle speed is less than or equal to the first preset vehicle speed, step 205 is executed to control the actuation mechanism to remain in the extended state.

[0044] In this embodiment of the application, combined with Figure 5 If the initial vehicle speed is less than or equal to V1, it indicates that the vehicle speed is low and the vehicle can stop within a safe distance, effectively avoiding a collision. Therefore, the actuator can be kept in the extended state without performing any action. After step 204, proceed to step 206.

[0045] Step 206: Determine the type of the object to be collided with as the type that needs protection.

[0046] In this embodiment, determining the type of the object to be collided with as the type that needs protection can be achieved by the determination module in the electronic control unit. The types that need protection and types that do not need protection are described in detail in step 102, and will not be repeated here.

[0047] Step 207: Detect the effectiveness of the vehicle's braking enable.

[0048] In this embodiment, detecting the effectiveness of vehicle braking enable is to ensure the normal operation of the braking system. This is mainly achieved by detecting whether the braking system can start normally according to instructions and whether the applied braking force achieves the expected effect. Specifically, it can detect whether the brake pedal signal and electronic braking command can be transmitted normally to the braking actuators (such as the master cylinder, wheel cylinders, and electro-hydraulic pump), and verify whether the braking actuators can execute actions according to instructions. It can also detect whether the positive correlation between brake fluid pressure and braking force is within a reasonable range, whether the wheel slip ratio is within a reasonable range, and can indirectly verify the effectiveness of braking enable by monitoring the circuitry and hydraulic lines of the braking system in real time through an on-board diagnostic system. This embodiment does not limit the specific detection methods.

[0049] Step 208: If braking is enabled, obtain the vehicle braking deceleration.

[0050] The method for obtaining the vehicle braking deceleration is described in step 103, and will not be repeated here in this embodiment.

[0051] Step 209: If the braking enable is ineffective, control the actuation mechanism to retract.

[0052] In this case, brake enable failure typically refers to the braking system failing to activate properly after receiving an enable command. Symptoms may include a soft brake pedal, abnormal travel, insufficient braking force, malfunction of electronic auxiliary functions, or fault codes. Since the type of object to be collided with has been identified as requiring protection, it is necessary to promptly retract the actuator to avoid or mitigate damage to the object.

[0053] After step 208 above, proceed to step 210.

[0054] Step 210: Determine the magnitude of the deceleration compared to the target deceleration.

[0055] In this embodiment, the target deceleration can be input via an interface such as steering wheel buttons or a central control screen, or via the cloud and stored in the vehicle's electronic control unit's memory. When determining the magnitude of the deceleration relative to the target deceleration, it can be directly read from the memory. The target deceleration can be flexibly set according to actual needs. For example, in this embodiment, the target deceleration range is set to 6 m / s²~10 m / s². Figure 5 Target deceleration such as Figure 5 As shown in 'a', the magnitude of the deceleration and the target deceleration can be determined by the signal processing module and logic comparison module in the electronic control unit, thus obtaining the comparison result of the magnitudes of the deceleration and the target deceleration.

[0056] Step 211: When the deceleration is greater than the target deceleration, control the actuator to retract.

[0057] In this embodiment of the application, combined with Figure 5 If the deceleration is greater than 'a', it indicates that the vehicle has applied emergency braking, meaning the object to be collided with is close to the vehicle. If the object to be collided with is of a type that requires protection, the actuator needs to be retracted to avoid or mitigate damage to the object. If the object to be collided with is of a type that does not require protection, the actuator can be kept extended to provide the vehicle with a larger energy absorption space, thereby reducing damage to the vehicle and protecting the safety of the occupants.

[0058] Step 212: When the deceleration is less than or equal to the target deceleration, control the actuator to remain in the extended state.

[0059] In this embodiment of the application, combined with Figure 5 If the deceleration is less than or equal to a, it means that the vehicle has not applied emergency braking, which means that the object to be collided with is far away from the vehicle or the vehicle can stop within a safe distance. In this case, the control actuator remains in the extended state and does not need to perform any action.

[0060] Therefore, the collision avoidance control method of this application first obtains the vehicle's first speed. If the first speed is greater than a first preset speed, it obtains the first distance to the object to be collided with, and based on the first distance, it obtains the type of the object to be collided with. If the first speed is less than or equal to the first preset speed, it controls the actuator to remain in the extended state. Further, after determining that the type of the object to be collided with is the type requiring protection, it detects the effectiveness of the vehicle's braking enable. If the braking enable is effective, it obtains the vehicle's braking deceleration, determines the magnitude of the deceleration compared to the target deceleration, and if the deceleration is greater than the target deceleration, it controls the actuator to retract. If the deceleration is less than or equal to the target deceleration, it controls the actuator to remain in the extended state. If the braking enable is ineffective, it directly controls the actuator to retract. In this way, the action of the actuation mechanism can be controlled by taking into account multiple factors such as the vehicle's initial speed, the initial distance between the vehicle and the object to be collided with, the type of the object to be collided with, the effectiveness of the vehicle's braking enable, and the magnitude of the vehicle's deceleration and the target deceleration. This allows for flexible adjustment of the actuation mechanism, enabling the anti-collision beam assembly to flexibly respond to different collision scenarios, while strengthening the protection of occupants and passengers, and facilitating the optimization and improvement of the vehicle's anti-collision beam assembly.

[0061] Optionally, Figure 3 This illustration shows one of the sub-step flowcharts of a collision avoidance control method according to an embodiment of this application. (Refer to...) Figure 3 In step 204 above, the type of the object to be collided with is obtained based on the first distance to the object, including: Sub-step 2041: Determine the magnitude of the first distance and the first preset distance.

[0062] In this embodiment, the first preset distance can be input via an interface such as steering wheel buttons or a central control screen, or via the cloud, and stored in the memory of the vehicle's electronic control unit. When determining the magnitude of the first distance relative to the first preset distance, it can be directly retrieved from the memory. The first preset distance can be flexibly set according to actual needs. For example, in this embodiment, the range of the first preset distance is set to 30m~100m. For instance, if the first preset distance is set to 50m, combined with... Figure 5 The first preset distance is as follows Figure 5As shown in D1, the magnitude of the first distance and the first preset distance can be determined by the signal processing module and the logic ratio module in the electronic control unit, thus obtaining the ratio of the first distance to the first preset distance.

[0063] Sub-step 2042: If the first distance is less than or equal to the first preset distance, obtain the type of the object to be collided with.

[0064] In this embodiment of the application, combined with Figure 5 If the first distance is less than or equal to D1, it means that the distance between the object to be collided with and the current location of the vehicle is close, and the probability of the vehicle colliding with the object to be collided with is high. At this time, step 30 is executed to detect the type of the object to be collided with.

[0065] Sub-step 2043: If the first distance is greater than the first preset distance, control the actuation mechanism to remain in the extended state.

[0066] In this embodiment of the application, combined with Figure 5 If the first distance is greater than D1, it means that the distance between the object to be collided with and the current position of the vehicle is far, the vehicle has sufficient braking distance, and can stop before reaching the object to be collided with, thus effectively avoiding the occurrence of a collision. Therefore, the actuator can be kept in the extended state without performing any action.

[0067] Optionally, Figure 4 This illustrates a second sub-step flowchart of a collision avoidance control method according to an embodiment of this application, with reference to... Figure 4 In step 208 above, when braking is enabled, the vehicle braking deceleration is obtained, including: Sub-step 2081: Obtain the second distance of the object to be collided with.

[0068] In this embodiment of the application, a second distance to the object to be collided with is obtained, specifically the distance between the object to be collided with and the current location of the vehicle. The second distance and the first distance refer to the distance between the vehicle and the object to be collided with at different times, and the first distance can refer to the distance between the vehicle and the object to be collided with at a previous moment, while the second distance can refer to the distance between the vehicle and the object to be collided with at a later moment.

[0069] Sub-step 2082: Determine the size of the second distance and the second preset distance; wherein the second preset distance is less than the first preset distance.

[0070] In this embodiment, the second preset distance can be input via an interface such as steering wheel buttons or a central control screen, or via the cloud and stored in the memory of the vehicle's electronic control unit. When determining the magnitude of the second distance relative to the second preset distance, it can be directly retrieved from the memory. The second preset distance is less than the first preset distance. The second preset distance can also be flexibly set according to actual needs. For example, in this embodiment, the range of the second preset distance is set to 3m~8m. For instance, if the second preset distance is set to 5m, combined with... Figure 3 The second preset distance is as follows Figure 5 As shown in D2, the comparison between the second distance and the second preset distance can be achieved through the signal processing module and logic comparison module in the electronic control unit, thus obtaining the comparison result between the second distance and the second preset distance.

[0071] Sub-step 2083: If the second distance is greater than the second preset distance, obtain the deceleration of the vehicle braking.

[0072] In this embodiment of the application, combined with Figure 5 If the second distance is greater than D2, it means that the distance between the object to be collided and the current position of the vehicle is sufficient for the vehicle to brake, so the deceleration of the vehicle braking can continue to be obtained, and the action mechanism is controlled according to the deceleration of the vehicle braking.

[0073] Sub-step 2084: If the second distance is less than or equal to the second preset distance, control the actuation mechanism to retract.

[0074] In this embodiment of the application, combined with Figure 5 If the second distance is less than or equal to D2, it indicates that the distance between the object to be collided with and the vehicle's current location is very close, and there is a high probability that the vehicle and the object will collide. In this case, the actuator can be directly controlled to move. Since the object to be collided with is of a type that requires protection, the actuator needs to be retracted to avoid or mitigate damage to the object. Of course, if the object to be collided with is of a type that does not require protection, the actuator should be kept in the extended state to provide the vehicle with a larger collision energy absorption space, thereby reducing damage to the vehicle and protecting the safety of the occupants.

[0075] Optionally, Figure 6 This illustrates the third step of a collision avoidance control method according to an embodiment of this application. (Refer to...) Figure 6 After controlling the actuator to move in step 104, the method further includes: Step 105: Obtain the vehicle's second speed.

[0076] In this embodiment, the second vehicle speed refers to the real-time vehicle speed during the vehicle's operation. The second vehicle speed and the first vehicle speed refer to the vehicle speed at different times during the vehicle's operation. The method for obtaining the second vehicle speed is similar to the method for obtaining the first vehicle speed in step 20, and will not be described again in this embodiment.

[0077] Step 106: Determine the magnitude of the second vehicle speed and the second preset vehicle speed; wherein the second preset vehicle speed is less than the first preset vehicle speed.

[0078] In this embodiment, the second preset vehicle speed can be input via an interface such as steering wheel buttons or a central control screen, or via the cloud and stored in the memory of the vehicle's electronic control unit. When determining the magnitude of the second vehicle speed and the second preset speed, the speed can be directly read from the memory. The second preset speed is less than the first preset speed. The second preset speed can be flexibly set according to actual needs; for example, in this embodiment, the second preset speed is set to 5 km / h. The determination of the magnitude of the second vehicle speed and the second preset speed can be achieved through the signal processing module and logic comparison module in the electronic control unit, yielding a comparison result between the two speeds.

[0079] Step 107: Control the actuator to move according to the magnitude of the second vehicle speed and the second preset vehicle speed.

[0080] In this embodiment, if the obtained second vehicle speed is 0, it indicates that the vehicle is stopped or turned off after the collision. Personnel can get out of the vehicle to check for any accidents around the vehicle. At this time, the actuating mechanism does not perform any action to avoid causing secondary damage to the collision object. If the obtained second vehicle speed is not 0, it indicates that the vehicle has restarted after the collision, and there may not have been a substantial collision or the accident may have been dealt with. At this time, if the actuating mechanism is in the extended state, it may not perform any action and will remain in the extended state; if the actuating mechanism is in the retracted state, it may perform an action and extend.

[0081] Optionally, step 107 above, controlling the actuation mechanism to operate based on the magnitude of the second vehicle speed and the second preset vehicle speed, includes: When the second vehicle speed is greater than the second preset vehicle speed, the state of the actuator is obtained; wherein, when the actuator is in the retracted state, the actuator is controlled to extend; when the actuator is in the extended state, the actuator is controlled to remain in the extended state.

[0082] When the second vehicle speed is less than or equal to the second preset vehicle speed, the control actuator remains in the extended state.

[0083] In this embodiment, if the second preset vehicle speed is set to 5 km / h, when the vehicle's second speed is greater than 5 km / h, it indicates that the vehicle has entered a normal driving state. At this time, the state of the actuator can be obtained. When the actuator is in the retracted state, it is controlled to extend; when the actuator is in the extended state, it is controlled not to perform any action and remains in the extended state. When the vehicle's second speed is less than or equal to 5 km / h, it indicates that the vehicle may have just started and has not yet entered a normal driving state. At this time, the actuator is controlled not to perform any action and remains in the extended state.

[0084] Secondly, embodiments of this application provide a collision avoidance control device 300, applied to a vehicle's collision avoidance beam assembly, the collision avoidance beam assembly including an actuation mechanism. Figure 7 A schematic diagram of a collision avoidance control device 300 according to an embodiment of this application is shown.

[0085] Reference Figure 7 The collision avoidance control device 300 of this application embodiment includes: The first detection module 301 is used to detect the state of the actuating mechanism, which includes an extended state and a retracted state. When the actuating mechanism is in the extended state, the first acquisition module 302, the second acquisition module 303, and the first control module 304 operate. When the actuating mechanism is in the retracted state, the actuating mechanism may not perform any action, and correspondingly, the first acquisition module 302, the second acquisition module 303, and the first control module 304 do not operate, and the actuating mechanism remains in the extended state.

[0086] The first acquisition module 302 is used to acquire the type of the object to be collided with; the type of the object to be collided with includes types that need protection and types that do not need protection.

[0087] The second acquisition module 303 is used to acquire the deceleration of the vehicle during braking.

[0088] The first control module 304 is used to control the action of the actuator according to the first vehicle speed, the type of the object to be collided with, and the deceleration of the vehicle braking.

[0089] Optionally, the collision avoidance control device 300 further includes: The third acquisition module is used to acquire the vehicle's first speed.

[0090] The first judgment module is used to determine the magnitude of the first vehicle speed and the first preset vehicle speed.

[0091] The first acquisition module 302 is also used to acquire the first distance of the object to be collided with when the first vehicle speed is greater than the first preset vehicle speed, and to acquire the type of the object to be collided with based on the first distance of the object to be collided with.

[0092] The first control module 304 is also used to control the actuating mechanism to remain in the extended state when the first vehicle speed is less than or equal to the first preset vehicle speed.

[0093] Optionally, the collision avoidance control device 300 further includes: The second judgment module is used to determine the size of the first distance and the first preset distance.

[0094] The first acquisition module 302 is also used to acquire the type of the object to be collided when the first distance is less than or equal to the first preset distance.

[0095] The first control module 304 is also used to control the actuating mechanism to remain in the extended state when the first distance is greater than the first preset distance.

[0096] Optionally, the collision avoidance control device 300 further includes: The first determination module is used to determine the type of the object to be collided with as the type that needs to be protected.

[0097] The second detection module is used to detect the effectiveness of the vehicle's braking enable.

[0098] The second acquisition module 303 is also used to acquire the deceleration of the vehicle under braking when braking is enabled.

[0099] The first control module 304 is also used to control the actuation mechanism to retract when the braking enable is invalid.

[0100] Optionally, the collision avoidance control device 300 further includes: The fourth acquisition module is used to acquire the second distance of the object to be collided with.

[0101] The third judgment module is used to judge the size of the second distance and the second preset distance; wherein the second preset distance is less than the first preset distance.

[0102] The second acquisition module 303 is also used to acquire the vehicle braking deceleration when the second distance is greater than the second preset distance.

[0103] The first control module 304 is also used to control the actuation mechanism to retract when the second distance is less than or equal to the second preset distance.

[0104] Optionally, the collision avoidance control device 300 further includes: The fourth judgment module is used to determine the magnitude of the deceleration and the target deceleration.

[0105] The first control module 304 is also used to control the actuation mechanism to retract when the deceleration is greater than the target deceleration.

[0106] The first control module 304 is also used to control the actuator to remain in the extended state when the deceleration is less than or equal to the target deceleration.

[0107] Optionally, the collision avoidance control device 300 further includes: The fifth acquisition module is used to acquire the vehicle's second speed.

[0108] The fifth judgment module is used to judge the magnitude of the second vehicle speed and the second preset vehicle speed; wherein the second preset vehicle speed is less than the first preset vehicle speed.

[0109] The second control module is used to control the action of the actuator according to the magnitude of the second vehicle speed and the second preset vehicle speed.

[0110] Optionally, the collision avoidance control device 300 further includes: The sixth acquisition module is used to acquire the state of the actuator when the second vehicle speed is greater than the second preset vehicle speed.

[0111] The second control module is also used to control the actuator to extend when the actuator is in the retracted state; to control the actuator to remain in the extended state when the actuator is in the extended state; and to control the actuator to remain in the extended state when the second vehicle speed is less than or equal to the second preset vehicle speed.

[0112] Therefore, the collision avoidance control device of this application, by acquiring the type of the object to be collided with and the deceleration of the vehicle's braking, can control the actuation mechanism to operate according to these two factors. When the acquired type of the object to be collided with is one requiring protection and the vehicle's braking deceleration is high, the actuation mechanism can be controlled to retract to avoid or mitigate damage to the object. If the vehicle meets either the condition that the type of the object to be collided with is one that does not require protection and the vehicle's braking deceleration is low, the actuation mechanism can be controlled to remain in the extended state, providing a larger collision energy absorption space for the vehicle, thereby reducing damage to the vehicle and protecting the safety of the occupants. Thus, through the collision avoidance control method of this application, flexible adjustment of the actuation mechanism can be achieved, allowing the anti-collision beam assembly to flexibly respond to different collision scenarios, while strengthening the protection of both occupants and passengers outside the vehicle, facilitating the optimization and improvement of the vehicle's anti-collision beam assembly.

[0113] Thirdly, embodiments of this application provide an electronic device, Figure 8 A schematic diagram of an electronic device 1000 according to an embodiment of this application is shown, with reference to... Figure 8 The electronic device 1000 includes a processor 1010 and a memory 1020 for storing executable instructions of the processor 1010; wherein the processor 1010 is configured to execute the instructions to implement the collision avoidance control method as described in any of the foregoing embodiments.

[0114] Fourthly, embodiments of this application provide a computer-readable storage medium that, when the instructions in the computer-readable storage medium are executed by the processor 1010 of an electronic device, enables the electronic device 1010 to perform the anti-collision control method as described in any of the foregoing embodiments.

[0115] Specifically, the processor 1010 may include one or more processing units 1011. The memory 1020 may include volatile memory or non-volatile memory, or both volatile and non-volatile memory. The non-volatile memory may be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM), static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct memory bus RAM (DRRAM). The memory in the embodiments of this application includes, but is not limited to, these and any other suitable types of memory.

[0116] The memory 1020 has storage space 1030 for performing any step of the above-described collision avoidance control method using a computer-readable storage medium 1031. This computer-readable storage medium 1031 can be read from or written to one or more computer program products. These computer program products include program code carriers such as hard disks, CDs, memory cards, or floppy disks.

[0117] In an exemplary embodiment, the electronic device may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to implement a collision avoidance control method provided in the embodiments of this application.

[0118] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0119] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A collision avoidance control method, characterized in that, A crash beam assembly applied to a vehicle, the crash beam assembly including an actuation mechanism, the method comprising: The state of the actuating mechanism is detected. The state of the actuating mechanism includes an extended state and a retracted state. When the actuating mechanism is in the extended state: Obtain the type of the object to be collided with; the type of the object to be collided with includes types that need protection and types that do not need protection. Obtain the deceleration of the vehicle during braking; The actuator is controlled to operate based on the type of the object to be collided with and the deceleration of the vehicle during braking.

2. The anti-collision control method according to claim 1, characterized in that, Before obtaining the type of the object to be collided, the method further includes: Obtain the vehicle's initial speed; Determine the magnitude of the first vehicle speed and the first preset vehicle speed; if the first vehicle speed is greater than the first preset vehicle speed, obtain the first distance of the object to be collided with, and obtain the type of the object to be collided with based on the first distance of the object to be collided with; When the first vehicle speed is less than or equal to the first preset vehicle speed, the actuation mechanism is controlled to remain in the extended state.

3. The collision avoidance control method according to claim 2, characterized in that, The step of obtaining the type of the object to be collided with based on the first distance of the object to be collided with includes: Determine the magnitude of the first distance and the first preset distance; If the first distance is less than or equal to the first preset distance, the type of the object to be collided with is obtained; If the first distance is greater than the first preset distance, the actuation mechanism is controlled to remain in the extended state.

4. The collision avoidance control method according to claim 3, characterized in that, Before obtaining the deceleration of the vehicle under braking, the method further includes: The type of the object to be collided with is determined to be the type that needs protection; Detect the effectiveness of the vehicle's braking enable; When the braking enable is effective, the deceleration of the vehicle braking is obtained; If the braking enable is disabled, the actuation mechanism is controlled to retract.

5. The collision avoidance control method according to claim 4, characterized in that, When the braking enable is effective, obtaining the deceleration of the vehicle during braking includes: Obtain the second distance of the object to be collided with; Determine the magnitude of the second distance and the second preset distance; wherein the second preset distance is less than the first preset distance; If the second distance is greater than the second preset distance, obtain the deceleration of the vehicle during braking; If the second distance is less than or equal to the second preset distance, the actuation mechanism is controlled to retract.

6. The collision avoidance control method according to claim 1, characterized in that, The step of controlling the actuation mechanism to operate based on the deceleration of the vehicle during braking includes: Determine the magnitude of the deceleration compared to the target deceleration; If the deceleration is greater than the target deceleration, the actuator is controlled to retract. When the deceleration is less than or equal to the target deceleration, the actuator is controlled to remain in the extended state.

7. The collision avoidance control method according to claim 2, characterized in that, After controlling the actuator to move, the method further includes: Obtain the second speed of the vehicle; Determine the magnitude of the second vehicle speed and the second preset vehicle speed; wherein the second preset vehicle speed is less than the first preset vehicle speed; The actuator is controlled to operate based on the magnitude of the second vehicle speed and the second preset vehicle speed.

8. The collision avoidance control method according to claim 7, characterized in that, The step of controlling the actuation mechanism to operate based on the magnitude of the second vehicle speed and the second preset vehicle speed includes: When the second vehicle speed is greater than the second preset vehicle speed, the state of the actuating mechanism is obtained; wherein, when the actuating mechanism is in the retracted state, the actuating mechanism is controlled to extend; when the actuating mechanism is in the extended state, the actuating mechanism is controlled to remain in the extended state. When the second vehicle speed is less than or equal to the second preset vehicle speed, the actuator is controlled to remain in the extended state.

9. A collision avoidance control device, characterized in that, A crash beam assembly for use in a vehicle, the crash beam assembly including an actuation mechanism, the device comprising: The first detection module is used to detect the state of the actuating mechanism, the state of the actuating mechanism including an extended state and a retracted state; The first acquisition module is used to acquire the vehicle's first speed. The second detection module is used to detect the type of the object to be collided with; the type of the object to be collided with includes types that need protection and types that do not need protection. The second acquisition module is used to acquire the deceleration of the vehicle during braking; The first control module is used to control the action of the actuation mechanism according to the first vehicle speed, the type of the object to be collided with, and the deceleration of the vehicle braking.

10. An electronic device, characterized in that, include: A processor and a memory for storing processor-executable instructions; The processor is configured to execute the instructions to implement the collision avoidance control method as described in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, When the instructions in the computer-readable storage medium are executed by the processor of the electronic device, the electronic device is enabled to perform the collision avoidance control method as described in any one of claims 1 to 8.

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