Engine hood control method and device, vehicle and storage medium

Abstract

The invention provides an engine hood control method and device, a vehicle and a storage medium. The method comprises the steps that acceleration information collected by N acceleration sensors is obtained; the N acceleration sensors are arranged in a collision sensing area corresponding to the active engine hood at intervals; determining a collision position and collision strength when the vehicle collides based on the acceleration information; acquiring a target explosion threshold value matched with the collision position; and when the collision strength is larger than the target explosion threshold value, a lifting control signal is sent to the active engine hood. According to the method, the collision position and the collision strength are determined through the acceleration information collected by the multiple acceleration sensors, then the target explosion threshold value corresponding to the collision position is matched, an engine hood lifting mechanism is started only when the collision strength exceeds the target explosion threshold value, pertinence and reliability of pedestrian collision protection are improved, and the safety of pedestrian collision protection is improved. And the maintenance cost and the user trouble caused by false triggering are reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle and pedestrian protection devices, and in particular to an engine hood control method, device, vehicle, and storage medium. Background Technology

[0002] With the continuous increase in car ownership, pedestrian safety has received increasing attention. To more effectively protect pedestrians, some car models are equipped with active hoods. In the event of a pedestrian collision, this device can instantly deploy the hood, thereby increasing the energy-absorbing space between the pedestrian's head and the hood, significantly reducing the risk of head injury.

[0003] Currently, acceleration signals detected by accelerometers are generally used to determine whether to trigger the ignition system to lift the hood. However, because the front bumper of a vehicle has a curved and irregular surface, there is a problem of accidental triggering of the ignition system when hitting non-pedestrian obstacles, such as small animals, causing the hood to pop up unexpectedly and failing to truly protect pedestrians. In addition, accidental triggering requires replacing the active hood ignition system, which not only increases vehicle maintenance costs but also reduces the overall user experience. Summary of the Invention

[0004] This application provides an engine hood control method, device, vehicle, and storage medium, aiming to solve the problem of how to prevent the vehicle's engine hood from accidentally popping up.

[0005] In a first aspect, embodiments of this application provide an engine hood control method, the method comprising: Acquire acceleration information collected by N acceleration sensors; wherein, the N acceleration sensors are spaced apart and arranged within the collision sensing area corresponding to the active engine hood, and the acceleration information includes acceleration signals collected by the N acceleration sensors; The collision location and intensity at the time of the vehicle collision are determined based on the acceleration information. Obtain the target point explosion threshold that matches the collision location; When the collision intensity is greater than the target detonation threshold, a lift control signal is sent to the active engine hood.

[0006] Secondly, embodiments of this application also provide an engine hood control device, the device comprising: The first acquisition module is used to acquire acceleration information collected by N acceleration sensors; wherein, the N acceleration sensors are spaced apart and arranged within the collision sensing area corresponding to the active engine hood, and the acceleration information includes acceleration signals collected by the N acceleration sensors; The determination module is used to determine the collision location and collision intensity when the vehicles collide based on the acceleration information; The second acquisition module is used to acquire the target point explosion threshold that matches the collision position; The control module is used to send a lifting control signal to the active engine hood when the collision intensity is greater than the target detonation threshold.

[0007] Thirdly, embodiments of this application also provide a vehicle including the aforementioned engine hood control device.

[0008] Fourthly, embodiments of this application also provide an electronic device, which includes a processor, a memory, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the above-described engine hood control method.

[0009] Fifthly, embodiments of this application also provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described engine hood control method.

[0010] The embodiments of this application include at least the following technical effects: The technical solution of this application uses acceleration information collected by multiple acceleration sensors to determine the collision scenario, and determines the collision location and intensity based on the acceleration information. Then, it matches the target detonation threshold corresponding to the collision location. The engine hood lifting mechanism is only activated when the collision intensity exceeds the target detonation threshold. This application, through collision location identification and differentiated detonation threshold settings, can improve the targeting and reliability of pedestrian collision protection, reduce the risk of pedestrian collision injuries, and decrease false triggering in non-pedestrian scenarios. This avoids maintenance costs and user inconvenience caused by false triggering, thus reducing user maintenance costs and complaints. Furthermore, this application requires no hardware structure modification, only algorithm optimization and software upgrades, enabling flexible adaptation to various vehicle models. Only the number, location, and threshold parameters of sensors need to be adjusted, without redesigning the hardware. This shortens the vehicle model adaptation cycle and reduces development costs. The updatable detonation threshold can adapt to different road conditions in different regions, further improving adaptability. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0012] Figure 1 This is a schematic flowchart of the engine hood control method provided in an embodiment of this application; Figure 2This is a schematic diagram showing the distribution of acceleration sensors in an embodiment of this application; Figure 3 This is a schematic diagram of the engine hood control device provided in the embodiments of this application; Figure 4 A block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0013] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0014] In related technologies, acceleration signals detected by an accelerometer are generally used to determine whether to trigger the ignition system to lift the hood. However, because the front bumper of a vehicle has a curved and irregular surface, there is a problem of accidental triggering of the ignition system when hitting non-pedestrian obstacles, such as small animals, causing the hood to pop up unexpectedly and failing to truly protect pedestrians. In addition, accidental triggering requires replacing the active hood ignition system, which not only increases vehicle maintenance costs but also reduces the overall user experience.

[0015] Therefore, to address the issue of preventing accidental activation of the vehicle's active hood, this application provides a hood control method, device, vehicle, and storage medium. This improves the targeting and reliability of pedestrian collision protection, reduces the risk of pedestrian collision injuries, and minimizes maintenance costs and user inconvenience caused by false triggering. Furthermore, it requires no hardware modifications and can be flexibly adapted to various vehicle models.

[0016] This application provides an engine hood control method. Please refer to [link / reference]. Figure 1 This includes the following steps: S110: Acquire acceleration information collected by N acceleration sensors; wherein the N acceleration sensors are spaced apart within the collision sensing area corresponding to the active engine hood, and the acceleration information includes acceleration signals collected by the N acceleration sensors.

[0017] The engine hood control method provided in this application embodiment is applied to the controller in the engine hood control system, and can also be applied to other controllers of the vehicle, such as the body controller.

[0018] For vehicles equipped with an active hood, N acceleration sensors, where N is a positive integer greater than 1, are spaced apart within the collision sensing area corresponding to the active hood. This collision sensing area can be located on the front bumper or on some deformable metal brackets. These acceleration sensors are spaced apart to cover the entire collision sensing area, ensuring that acceleration signals from collisions at different locations are effectively collected and avoiding overlap and interference between signals collected by adjacent sensors. Specifically, for small cars, due to the shorter front bumper, three acceleration sensors (L, M, R) can be arranged; for example... Figure 2 As shown, a medium-sized vehicle can be equipped with five acceleration sensors (L, LM, M, RM, R); while for a large vehicle, up to seven acceleration sensors can be added to ensure that there are no blind spots in signal acquisition. This application does not specify a particular number of acceleration sensors in its embodiments.

[0019] After the vehicle starts, acceleration information is acquired from N acceleration sensors. This acceleration information includes the acceleration signals collected by each sensor individually. The acceleration information reflects the changes in the acceleration signals collected by each sensor.

[0020] S120: Determine the collision location and collision intensity when the vehicle collides based on the acceleration information.

[0021] By monitoring acceleration information, it is determined whether a vehicle collision has occurred. When determining whether a collision has occurred, three indicators can be used: acceleration amplitude, duration, and acceleration rise slope. This avoids unnecessary triggering scenarios such as road interference or minor obstacle collisions. For example, the collision conditions could be an acceleration amplitude ≥ 5g, a signal duration ≥ 10ms, and a rise slope ≥ 2g / ms. If all three conditions are met simultaneously, a valid collision is determined. If only one or two conditions are met, such as running over a stone resulting in an amplitude of 4g, or colliding with a plastic bag resulting in a duration of 15ms but an amplitude of only 2g, it is determined as a non-collision event, and the subsequent process is terminated directly to avoid misjudgment.

[0022] When a collision is detected, given the time-sensitive propagation of the impact force, the accelerometer closest to the impact point will detect the impact signal first. This impact signal is determined by the acceleration signal. For example, if the N accelerometers are accelerometer 1, accelerometer 2, and accelerometer 3 in sequence, when accelerometer 2 detects the impact signal first, the impact point is near accelerometer 2. If accelerometer 1 detects the impact signal before accelerometer 3, the impact point is between accelerometer 1 and accelerometer 2; otherwise, it is between accelerometer 2 and accelerometer 3.

[0023] Based on this, the collision location and intensity of a vehicle collision can be determined from the acceleration information. Specifically, the collision intensity can be determined based on the acceleration signal corresponding to at least one acceleration sensor at the collision location.

[0024] S130: Obtain the target point explosion threshold that matches the collision position.

[0025] This application embodiment pre-sets different detonation thresholds for different locations within the sensing area of ​​the active hood, establishing a correspondence between collision locations and detonation thresholds. The detonation threshold is the critical value for the active hood to lift; when this threshold is exceeded, a lifting control signal is sent to the active hood to protect pedestrians. Considering the significant differences in pedestrian collision risk and structural stiffness across different areas of the vehicle's front end—for example, the central area of ​​the hood is a high-frequency collision zone for pedestrians, with components such as the engine and transmission located below, resulting in the highest risk of collision injury. This area also has high structural stiffness, requiring a lower target detonation threshold to ensure rapid activation of protection even in minor collisions; the lower areas on both sides of the hood mostly contain relatively soft components such as fender liners and air filter boxes, resulting in a moderate risk of collision injury and moderate structural stiffness, thus requiring a medium target detonation threshold; the edge area of ​​the front bumper primarily impacts the legs, with an extremely low probability of head impact, and has lower structural stiffness, requiring a higher target detonation threshold to prevent false activation during non-head collisions.

[0026] Furthermore, the correspondence between collision locations and detonation thresholds is pre-stored in the controller executing the engine hood control method in the form of a data table. After determining the collision location, a target detonation threshold matching the collision location is determined based on the correspondence between the collision location and the detonation threshold. The differentiated target detonation thresholds in this embodiment achieve risk adaptation, avoid false triggering caused by using a uniform detonation threshold, and the updatable nature of the detonation thresholds can adapt to the needs of different usage scenarios.

[0027] S140: When the collision intensity is greater than the target detonation threshold, send a lift control signal to the active engine hood.

[0028] After determining the target detonation threshold and collision intensity, the collision intensity is compared with the target detonation threshold. If the collision intensity is greater than the target detonation threshold, a lift signal is sent to the active engine hood to trigger its lifting. Specifically, when the collision intensity is greater than the target detonation threshold, an ignition control signal is sent to the actuator corresponding to the active engine hood, namely the lifter. Upon receiving the ignition control signal, the lifter (usually installed at the engine hood hinge) rapidly ignites its internal propellant to generate thrust, pushing the hinge mechanism to rotate around a fixed point, lifting the side of the engine hood closest to the windshield to a preset height, which can be 3cm-5cm.

[0029] This application embodiment uses acceleration information collected by multiple acceleration sensors to determine the collision scenario, and determines the collision location and intensity based on the acceleration information. Then, it matches the target detonation threshold corresponding to the collision location. The engine hood lifting mechanism is only activated when the collision intensity exceeds the target detonation threshold. This application, through collision location identification and differentiated detonation threshold settings, can improve the targeting and reliability of pedestrian collision protection, reduce the risk of pedestrian collision injuries, and decrease false triggering in non-pedestrian scenarios. This avoids maintenance costs and user inconvenience caused by false triggering, thus reducing user maintenance costs and complaints. Furthermore, this application requires no hardware structure modification, only algorithm optimization and software upgrades, enabling flexible adaptation to various vehicle models. Only the number, location, and threshold parameters of sensors need to be adjusted, without redesigning the hardware. This shortens the vehicle model adaptation cycle and reduces development costs. The updatable detonation threshold can adapt to different road conditions in different regions, further improving adaptability.

[0030] The following describes how to determine the collision location based on acceleration information. In an optional embodiment of this application, determining the collision location at the time of a vehicle collision based on the acceleration information includes: Based on the acceleration information, the position feature value corresponding to each sensor family is determined, wherein each pair of adjacent acceleration sensors in the N acceleration sensors forms a sensor family, and the N acceleration sensors correspond to N-1 sensor families; The sensor family whose position feature values ​​are within a preset range among N-1 sensor families is determined as the target sensor family; The collision location is determined based on the positional feature values ​​of the target sensor family.

[0031] This application embodiment addresses N acceleration sensors positioned within the collision sensing area corresponding to the active engine hood. Following a physical installation order and adjacency principle, these N acceleration sensors are combined to form N-1 sensor families. Specifically, the N sensors are installed sequentially from left to right, numbered 1 to N. Sensor 1 and sensor 2 form the first sensor family, sensor 2 and sensor 3 form the second sensor family, and so on, until sensor N-1 and sensor N form the N-1th sensor family. By combining the acceleration sensors, each collision location uniquely corresponds to a sensor family, achieving full-range segmented coverage of the collision sensing area. This also avoids overlapping segments or blank areas, facilitating the subsequent identification of the target sensor family with the most significant response and further analysis of the signal differences between the two sensors. Accurate collision location can be achieved without adding hardware. Simultaneously, the one-to-one binding of sensor families to physical segments facilitates rapid determination of the collision area, improving positioning efficiency.

[0032] For example, the collision sensing area of ​​a mid-sized sedan is 1.2 meters long from left to right. Six acceleration sensors (numbered 1 to 6) are evenly installed within this area, with a 0.2-meter spacing between adjacent sensors. Following an adjacent combination principle, five sensor families are formed: Family 1 (sensor 1 + sensor 2) corresponds to the 0-0.2-meter segment on the left front side; Family 2 (sensor 2 + sensor 3) corresponds to the 0.2-0.4-meter segment in the left front center; Family 3 (sensor 3 + sensor 4) corresponds to the 0.4-0.6-meter segment in the center; Family 4 (sensor 4 + sensor 5) corresponds to the 0.6-0.8-meter segment in the right front center; and Family 5 (sensor 5 + sensor 6) corresponds to the 0.8-1.2-meter segment on the right front. The segments corresponding to the five sensor families are continuously connected, completely covering the 1.2-meter collision sensing area without any overlap or omissions. When a collision is determined, the positional characteristic value corresponding to each sensor family is determined. This positional characteristic value indicates the degree of correlation between the sensor family and the collision point location, reflecting the offset of the collision point within the coverage area of ​​the sensor family. Specifically, this positional characteristic value is determined based on the integral characteristic values ​​corresponding to the two accelerometers within the sensor family.

[0033] This application embodiment pre-defines an effective collision response range, or preset range, based on a large amount of real vehicle collision test and simulation data. This range is used to distinguish between sensor families directly related to the collision point and other sensor families. The positional feature values ​​corresponding to sensor families directly related to the collision point are within this preset range, while the positional feature values ​​corresponding to other sensor families are outside this preset range.

[0034] The sensor families whose position feature values ​​fall within a preset range out of N-1 sensor families are identified as the target sensor families. Specifically, during the calculation of the position feature values ​​for each sensor family, each acquired position feature value is compared with the preset range. If the feature value falls within the preset range, the sensor family is identified as the target sensor family.

[0035] After identifying the target sensor family, the specific location of the collision point within the segment is determined based on the positional feature values ​​corresponding to the target sensor family. This ensures positioning accuracy and simplifies the calculation process, enabling rapid location of the collision point.

[0036] The above-described implementation scheme of this application achieves continuous segmented coverage of the collision sensing area by combining adjacent acceleration sensors into a sensor family. Based on the positional feature values ​​of each sensor family calculated by the acceleration sensors, the target sensor family is selected, and the collision location is locked by analyzing the positional feature values ​​of the target sensor family. This achieves a layered approach from the global area to the segmented area and then to the specific location within the segment, improving the accuracy of positioning. It provides a basis for matching the engine's differentiated detonation threshold, ensuring that the engine hood can be activated in a timely and accurate manner to provide protection. This application does not require additional hardware; it can significantly improve the accuracy and reliability of collision positioning while ensuring real-time performance through software logic optimization alone. It can be flexibly adapted to vehicle models with different numbers of sensors.

[0037] The following describes how to determine the target sensor family. In an optional embodiment of this application, the position feature value corresponding to each sensor family is determined based on the acceleration information, including: The acceleration signals corresponding to each acceleration sensor in the acceleration information are integrated to obtain the integral characteristic value corresponding to each acceleration signal. For each sensor family, the position feature value corresponding to the sensor family is determined based on the integral feature values ​​corresponding to the two acceleration sensors included in the sensor family.

[0038] By monitoring acceleration information, when a vehicle collision is determined, the acceleration signal generated by the collision is easily affected by instantaneous interference. This application embodiment performs integral calculations on the acceleration signals collected by each acceleration sensor to smooth signal fluctuations and extract integral feature values ​​that better reflect the essence of the collision, obtaining integral feature values ​​corresponding to each acceleration signal. The difference in integral feature values ​​between two sensors within the same sensor family can directly reflect the positional relationship between the collision point and that family. Optionally, the integral feature value can be the result of integrating the velocity signal over time once. Single integration can reflect the dynamic changes of the collision, i.e., the cumulative effect of acceleration over time, while avoiding the problem of noise amplification that may occur with double integration, achieving a balance between stability and sensitivity.

[0039] Specifically, the integration of acceleration signals can be performed using a numerical integration algorithm on discrete acceleration signal sequences. The time window is divided into several small time intervals, with the acceleration within each interval considered constant. The product of acceleration and time is calculated for each interval, and the results from all intervals are summed to obtain the final integral characteristic value. A signal filtering mechanism is also needed during the integration process to preprocess the original acceleration signal, further filtering out high-frequency interference to ensure the accuracy of the integral characteristic value.

[0040] For example, a sensor collects an acceleration signal generated by a collision: in the initial stage, the signal rises rapidly to a peak and then slowly decays. First, the original signal is low-pass filtered to remove high-frequency noise above 1kHz. The integration time window is set to the duration (20ms) during which the signal exceeds the collision threshold (5g). Using a trapezoidal rule, the 20ms is divided into 20 1ms intervals. The product of the average acceleration in each interval and the 1ms interval is calculated, and the summation yields the sensor's integral characteristic value (Dv), which is 2.8m / s. Another sensor, unaffected by the primary collision, has a low-amplitude and short-duration acceleration signal; its integrated Dv is only 0.3m / s, significantly lower than that of the collision-related sensor.

[0041] This application embodiment obtains integral feature values ​​by performing integral operations on the acceleration signal, which can effectively smooth high-frequency interference in the original acceleration signal. The extracted integral feature values ​​can objectively reflect the actual intensity and duration of the collision, providing a stable and reliable feature basis for subsequent analysis.

[0042] Based on the principle that sensors closer to the collision point have larger integral characteristic values, and that the difference in integral characteristic values ​​between two sensors within the same sensor family can directly reflect the deviation of the collision point within the coverage area of ​​that family, this embodiment calculates the positional characteristic value corresponding to each sensor family after obtaining the integral characteristic value corresponding to each accelerometer. This positional characteristic value indicates the degree of correlation between the sensor family and the collision point location, reflecting the offset of the collision point within the coverage area of ​​that sensor family. Specifically, this positional characteristic value is determined based on the integral characteristic values ​​corresponding to two accelerometers within the sensor family. For example, by using a normalized difference algorithm, the relative difference is calculated using the integral characteristic values ​​of the two sensors within the family. Normalization can eliminate the influence of absolute numerical values ​​and amplify the relative difference between the two.

[0043] It should be noted that the calculation of position feature values ​​must meet the validity judgment conditions: the calculation result is only valid when the integral feature values ​​of two sensors in the family both exceed the preset effective collision threshold; if the integral feature value of one of the sensors is lower than the effective threshold, the position feature value of the sensor family is determined to be invalid and will not participate in subsequent screening, so as to avoid miscalculation caused by interference signals.

[0044] For example, a sensor family consists of sensor A and sensor B. The collision point is close to sensor A: the integral characteristic value of sensor A is DvA = 3.2 m / s, and the integral characteristic value of sensor B is DvB = 1.8 m / s. Both exceed the effective collision threshold (1.0 m / s). The calculated position characteristic value is (3.2 - 1.8) / (3.2 + 1.8) = 0.28, which is a positive value, indicating that the collision location is close to A. In another sensor family, sensor C has DvC = 0.5 m / s (below the effective threshold), and sensor D has DvD = 2.1 m / s. Since the integral characteristic value of C is invalid, the position characteristic value of this family is determined to be invalid. If the collision point is between sensor E and sensor F, DvE = 2.5 m / s and DvF = 2.4 m / s. The position characteristic value is (2.5 - 2.4) / (2.5 + 2.4) ≈ 0.02, which is close to 0, indicating that the collision location is in the middle region.

[0045] The above-described implementation scheme of this application obtains integral feature values ​​by integrating the acceleration signal, which smooths the signal noise. Combined with the feature difference calculation of the two sensors within the sensor family, it is used to determine the position feature values ​​of the target sensor family. This realizes the quantification of signal differences within the family, effectively avoiding misjudgment caused by relying on a single signal feature. Without modifying the hardware, it improves the accuracy and reliability of target sensor family identification, ensures the real-time nature of the identification process, and provides reliable support for subsequent collision position determination and engine hood differentiation protection.

[0046] The following describes how to calculate the position feature value. In an optional embodiment of this application, determining the position feature value corresponding to each sensor family based on the integral feature values ​​corresponding to the two accelerometers included in the sensor family includes: For each sensor family, the difference between the integral characteristic values ​​corresponding to the two acceleration sensors included in the sensor family is calculated to obtain the first value; The sum of the integral characteristic values ​​corresponding to the two acceleration sensors is calculated to obtain the second value; The ratio of the first value to the second value is determined as the location feature value.

[0047] Specifically, the sensor family consists of two adjacent accelerometers, designated as the first sensor and the second sensor. The acceleration signal acquired by the first sensor is integrated to obtain a first integral characteristic value, and the acceleration signal acquired by the second sensor is integrated to obtain a second integral characteristic value. During a collision, the sensor closer to the collision point has a larger integral characteristic value. The difference between the integral characteristic values ​​of the first and second sensors within the same sensor family is directly related to the collision point location. By calculating the ratio of the difference to the sum, this difference can be normalized, resulting in a controllable range of position characteristic values. The difference, or first value, quantifies the absolute difference between the integral characteristic values ​​of the two sensors; its sign and magnitude directly relate to the positional deviation of the collision point. The sum, or second value, can be used to offset the absolute influence of the collision intensity. Differences in collision intensity caused by different collision velocities and different colliding objects will cause variations in the absolute value of the integral characteristic value, but the sum reflects the overall intensity level of the collision. By calculating the ratio with the difference, the determination of positional deviation can be transformed from an absolute numerical difference to a relative proportional difference, avoiding discrepancies in position determination caused by collision intensity.

[0048] The formula for calculating the location feature value is as follows: CPR=(Dv1-Dv2) / (Dv1+Dv2) This location feature value can serve as an indicator of the position of the collision point relative to the sensor family.

[0049] Here, CPR is the position feature value, Dv1 is the first integral feature value, and Dv2 is the second integral feature value. It's important to clearly distinguish between the two sensors; for example, the left side represents the first sensor, and the right side represents the second sensor. The sign of the ratio reflects which sensor the collision point is biased towards, and the absolute value of the ratio reflects the degree of bias. Determining the position feature value quantifies the relative relationship of the collision position, avoiding judgment bias caused by the influence of collision intensity on the absolute value. Specifically, when the position feature value is positive, the collision point is biased towards the first sensor; when the position feature value is negative, the collision point is biased towards the second sensor; when the position feature value is 0, the collision point is close to the middle region between the two sensors; the larger the absolute value of the position feature value, the more the collision point is biased towards the corresponding sensor.

[0050] It should be noted that the ratio calculation requires both the first and second values ​​to be valid. If either value is invalid, the position feature value is directly determined to be invalid and will not participate in the subsequent screening of the target sensor family. In addition, since the absolute value of the difference does not exceed the sum, the range of the position feature value is always between -1 and 1. The range of the position feature value is constrained. This range controllability makes the subsequent calibration of the preset screening range simpler and more accurate, without having to consider extreme outliers.

[0051] The above-described implementation scheme of this application uses the correspondence between the two sensors and their integral feature values ​​within the sensor family to quantify the signal difference between the two by using the difference value, and uses the sum value to provide a normalization benchmark to offset the absolute influence of the collision intensity. Then, the position feature value is obtained by ratio calculation, and the position bias of the collision point is vectorized into a position feature value with a value range from -1 to 1. This facilitates the subsequent determination of the target sensor family based on the position feature value, providing a reliable quantitative basis for the determination of the target sensor family.

[0052] The following describes how to determine the collision location. In an optional embodiment of this application, determining the collision location based on the positional feature values ​​of the target sensor family includes: Determine the target interval to which the position feature values ​​of the target sensor family belong; Based on the predetermined correspondence between intervals and locations, determine the target location corresponding to the target interval; The target location is determined as the collision location.

[0053] This application embodiment calibrates the distribution of positional feature values ​​obtained by each sensor family at different collision locations through pre-conducted real-vehicle crash tests, and establishes the correspondence between intervals and locations. Specifically, the interval refers to the range of positional feature values, and the location refers to the specific position between two accelerometers in the sensor family. During calibration, multiple crash tests can be performed at different collision locations, and the acceleration signals collected by the accelerometers can be recorded, and the positional feature values ​​can be calculated. Finally, the positional feature value intervals corresponding to each location region are obtained, which is the correspondence between intervals and locations.

[0054] After determining the target sensor family, the target position feature values ​​corresponding to that sensor family are obtained accordingly.

[0055] In this embodiment, the range of position feature values, i.e., between -1 and 1, is pre-divided into intervals, for example, into three intervals: an interval biased towards the first sensor where the position feature value is positive and exceeds a certain threshold; an interval in the middle region where the feature value is close to 0 and between positive and negative thresholds; and an interval biased towards the second sensor where the feature value is negative and its absolute value exceeds a certain threshold. The target interval to which the target position feature value belongs is further determined. The target interval referred to here is a specific interval in the pre-determined interval-position correspondence relationship.

[0056] After obtaining the target interval, based on the pre-determined correspondence between intervals and locations, the target location corresponding to the target interval can be obtained, and this target location is determined as the collision location. This embodiment of the application improves the accuracy of location determination through the mapping of intervals to physical locations.

[0057] For example, the target sensor family covers a physical segment of 0.2 meters (left sensor at 0 meters, right sensor at 0.2 meters). The preset correspondence is as follows: "left-biased sensor interval" corresponds to 0-0.07 meters, "middle area interval" corresponds to 0.07-0.13 meters, and "right-biased sensor interval" corresponds to 0.13-0.2 meters. When the target interval is "left-biased sensor interval", the target position is found to be 0-0.07 meters by searching the mapping table; if it is "middle area interval", the target position is 0.07-0.13 meters.

[0058] The above-described implementation scheme of this application determines the specific location of the collision by combining the target location feature values ​​of the target sensor family with the preset mapping relationship between the interval and the location, ensuring the spatial accuracy of the collision location, effectively distinguishing the deviation of the collision point within the coverage area of ​​the sensor family from the specific range, providing a basis for matching the differentiated detonation threshold of the engine hood, ensuring the accurate triggering of the active engine hood, effectively improving the targeting of pedestrian protection, and reducing the cost and trouble caused by false triggering.

[0059] In an optional embodiment of this application, obtaining the target point explosion threshold matching the collision location includes: The target sensor family includes two accelerometers that are divided into multiple regions. The target region where the collision location is located is determined from the multiple regions. Different regions in the multiple regions correspond to different point explosion thresholds. Determine the target point explosion threshold corresponding to the target area.

[0060] Within the collision area covered by the target sensor family, the vehicle structural stiffness and pedestrian collision injury risk vary at different locations. For example, the collision injury risk is high in areas near hard points in the engine compartment, requiring a lower threshold to quickly activate protection; while the risk is low in areas with relatively soft structures, requiring a higher threshold to avoid false triggering.

[0061] In this application embodiment, the coverage area of ​​each sensor family is subdivided into multiple sub-regions in advance, and a trigger threshold adapted to the risk level is preset for each sub-region.

[0062] After determining the collision location, the specific physical coordinates of the collision location, such as the distance from the target sensor, are obtained. These coordinates are then compared with the boundary ranges of each sub-region. If the coordinates of the collision location fall within the boundary range of a certain sub-region, that sub-region is determined as the target region. Specifically, if the collision location falls on the boundary line between two sub-regions, a risk priority rule can be introduced, designating the sub-region with the higher risk level as the target region to ensure that high-risk boundary collisions receive more timely protection. This embodiment of the application, by locking the target region, can narrow the threshold matching range from the entire sensor family coverage area to a single sub-region.

[0063] In this application embodiment, the detonation thresholds for different regions are pre-defined, and a mapping table between region identifiers and detonation thresholds is obtained and stored in the control of the engine hood control method. After the target region is obtained, the mapping table is quickly retrieved by the identifier of the target region to obtain the corresponding target detonation threshold.

[0064] For example, the thresholds for three sub-regions of a target sensor family are set as follows: left high-risk zone (low threshold, ensuring activation upon minor collisions), middle medium-risk zone (medium threshold, balancing protection and false triggering), and right low-risk zone (high threshold, filtering minor interference). When the target region is determined to be the left high-risk zone, the mapping table is quickly retrieved, and the corresponding low threshold is applied. If subsequent road testing reveals that a small number of false triggers still exist in the right low-risk zone, the threshold parameter for that region can be increased via OTA upgrade.

[0065] The above-described implementation scheme of this application subdivides the coverage area of ​​the target sensor family into multiple sub-regions according to structural stiffness and collision risk, matches a trigger threshold adapted to its risk level for each region, and then locks the target region according to the collision location and calls the corresponding threshold. This achieves precise and differentiated adaptation of the trigger threshold, enabling timely activation of protection when a collision occurs in a high-risk area and effective filtering of interference in a low-risk area to avoid false triggering, thereby reducing user maintenance costs.

[0066] In an optional embodiment of this application, determining the collision intensity based on the acceleration information when a vehicle collision occurs includes: The collision intensity is determined by performing a fusion operation based on the integral feature values ​​corresponding to the two acceleration sensors included in the target sensor family.

[0067] To determine the collision intensity, the integral characteristic values ​​corresponding to the first target sensor and the second target sensor in the target sensor family are first determined, where the first target sensor corresponds to the first target integral characteristic value and the second target sensor corresponds to the second target integral characteristic value. Then, a fusion calculation is performed based on the first and second target integral characteristic values ​​to determine the collision intensity.

[0068] Specifically, when fusing the integral feature values ​​of the first and second targets, the fusion method can be taking the maximum value, taking the average value, or weighted fusion. Alternatively, different fusion methods can be used depending on the collision location. For example, when the collision location is close to an accelerometer, the integral feature value of that accelerometer can be taken as the collision intensity, i.e., the maximum value fusion method is used. When the collision location is between two accelerometers, the average value fusion method is used.

[0069] In the maximum value fusion method, the sensor closer to the collision point captures a stronger signal with a larger integral characteristic value, which more directly reflects the maximum potential harm to the pedestrian. Taking the maximum value ensures that the collision intensity is not underestimated, avoiding risks due to insufficient protection. In the average value fusion method, when the collision point is in the middle region of two sensors, their signal strengths are similar. The average value can comprehensively reflect the overall collision intensity, avoiding judgment errors caused by the bias of a single sensor signal. In the weighted fusion method, weights are assigned according to signal reliability. Different weights are given to the two sensors based on their signal quality; the sensor with a more stable and significant signal has a higher weight, and the fusion result more accurately reflects the actual collision situation.

[0070] The above-described implementation scheme of this application extracts the integral feature values ​​of two sensors within the target sensor family, and then quantifies the collision intensity by fusing the two feature values. This leverages the strong correlation between the target sensor family and the collision point, ensuring that the signal accurately reflects the collision situation and providing a quantitative basis for subsequent comparison with the detonation threshold. Simultaneously, by using complementary dual data to offset the bias of a single sensor, interference signals are effectively filtered, improving the accuracy and reliability of collision intensity determination. Furthermore, it is adaptable to different collision scenarios and vehicle models, providing a precise quantitative basis for subsequent comparison with the detonation threshold. This allows the engine hood protection strategy to be activated as needed, balancing pedestrian safety with the need to avoid accidental triggering, and reducing related costs and user inconvenience.

[0071] In an optional embodiment of this application, after acquiring acceleration information collected by N acceleration sensors, the method further includes: Determine whether each acceleration in the acceleration information is greater than a preset acceleration threshold, and whether the direction of each acceleration changes abruptly; A collision is determined when at least one acceleration is greater than the preset acceleration threshold and the direction changes abruptly.

[0072] During a collision, a vehicle experiences a sudden and intense impact force, which not only causes the acceleration amplitude to drastically exceed the signal level during normal driving but also leads to a sudden change in the direction of acceleration. This application's embodiments monitor acceleration information to determine whether each acceleration exceeds a preset acceleration threshold and whether the direction of each acceleration changes abruptly. The preset acceleration threshold is a critical amplitude value used to distinguish between collision impacts and normal driving fluctuations, and can be calibrated through real-vehicle testing.

[0073] If at least one acceleration amplitude is greater than a preset threshold and the corresponding acceleration changes abruptly in the opposite direction, a collision can be determined. If only one of the above two conditions is met, considering that it may be due to severe vehicle shaking or sensor interference, it is determined to be a non-collision scenario.

[0074] For example, when a vehicle collides head-on with a pedestrian, the acceleration amplitude of the front sensor rapidly exceeds a preset threshold, and at the same time, the direction changes instantly from the driving direction to the opposite direction (a sudden change occurs). When both conditions are met simultaneously and in time, it is finally determined that a collision has occurred, triggering the engine hood to rise.

[0075] The above-described implementation scheme of this application effectively distinguishes normal driving fluctuations from various interference signals through dual determination of acceleration amplitude exceeding a preset threshold and sudden change in direction, ensuring the sensitivity and accuracy of collision judgment, thereby improving vehicle safety performance while reducing the cost and trouble caused by false triggering of the active engine hood. In an optional embodiment of this application, sending a lift control signal to the active engine hood includes: A trigger signal is sent to the actuator corresponding to the active engine hood; wherein the actuator raises the active engine hood based on the trigger signal.

[0076] When the engine hood is raised, a trigger signal is sent to the actuator of the active engine hood. Based on the trigger signal, the jacking propellant of the actuator is instantly ignited, generating a strong thrust that pushes the front end of the engine hood to the target height via a hinge. The entire process takes only tens of milliseconds, meeting the requirements for rapid protection.

[0077] The above-described implementation scheme of this application sends a trigger signal to the actuator corresponding to the active engine hood, triggering the actuator to perform an action, thereby realizing the active engine hood lifting operation. It can accurately start the engine hood lifting function and achieve the control target of lifting the engine hood in a timely manner.

[0078] This application also provides an engine hood control device, please refer to... Figure 3 The engine hood control device 30 includes: The first acquisition module 310 is used to acquire acceleration information collected by N acceleration sensors; wherein, the N acceleration sensors are spaced apart and arranged within the collision sensing area corresponding to the active engine hood, and the acceleration information includes acceleration signals collected by the N acceleration sensors; The determination module 320 is used to determine the collision location and collision intensity when the vehicle collision occurs based on the acceleration information; The second acquisition module 330 is used to acquire the target point explosion threshold that matches the collision position; The control module 340 is used to send a lifting control signal to the active engine hood when the collision intensity is greater than the target detonation threshold.

[0079] Optionally, the determination module includes: The first determining submodule is used to determine the position feature value corresponding to each sensor family based on the acceleration information, wherein each pair of adjacent acceleration sensors in the N acceleration sensors forms a sensor family, and the N acceleration sensors correspond to N-1 sensor families; The second determining submodule is used to determine the sensor family whose position feature values ​​are within a preset range from N-1 sensor families as the target sensor family; The third determining submodule is used to determine the collision location based on the positional feature values ​​of the target sensor family.

[0080] Optionally, the first determined submodule includes: The processing unit is used to perform integration calculations on the acceleration signals corresponding to each acceleration sensor in the acceleration information to obtain the integral feature values ​​corresponding to each acceleration signal. The first determining unit is used to determine the position feature value corresponding to each sensor family based on the integral feature values ​​corresponding to the two acceleration sensors included in the sensor family.

[0081] Optionally, the first determining unit includes: The first calculation subunit is used to calculate the difference between the integral characteristic values ​​corresponding to the two acceleration sensors included in each sensor family, and obtain a first value. The second calculation subunit is used to calculate the sum of the integral characteristic values ​​corresponding to the two acceleration sensors respectively, and obtain the second value; A sub-unit is defined to determine the ratio of the first value and the second value as the position feature value.

[0082] Optionally, the third determination submodule includes: The second determining unit is used to determine the target interval to which the position feature value of the target sensor family belongs; The third determining unit is used to determine the target position corresponding to the target interval based on the pre-determined correspondence between intervals and positions; The fourth determining unit is used to determine the target position as the collision position.

[0083] Optionally, the second acquisition module includes: The fourth determination submodule is used to determine the target area where the collision location is located from the multiple regions between the two accelerometers included in the target sensor family, wherein different regions correspond to different point explosion thresholds. The fifth determining submodule is used to determine the target point explosion threshold corresponding to the target area.

[0084] Optionally, the determination module includes: The sixth determining submodule is used to perform fusion calculations based on the integral feature values ​​corresponding to the two acceleration sensors included in the target sensor family to determine the collision intensity.

[0085] Optionally, after acquiring acceleration information from N acceleration sensors, the device further includes: The judgment module is used to determine whether each acceleration in the acceleration information is greater than a preset acceleration threshold, and whether the direction of each acceleration changes abruptly; The collision determination module is used to determine that the vehicle has collided when at least one acceleration is greater than the preset acceleration threshold and the direction changes abruptly.

[0086] Optionally, the control module is further used for: A trigger signal is sent to the actuator corresponding to the active engine hood; wherein the actuator raises the active engine hood based on the trigger signal.

[0087] The engine hood control device provided in this application achieves the following technical effects: It determines the collision scenario by collecting acceleration information from multiple acceleration sensors, and determines the collision location and intensity based on the acceleration information. Then, it matches the target detonation threshold corresponding to the collision location. The engine hood lifting mechanism is only activated when the collision intensity exceeds the target detonation threshold. This application, through collision location identification and differentiated detonation threshold settings, can improve the targeting and reliability of pedestrian collision protection, reduce the risk of pedestrian collision injuries, and decrease false triggering in non-pedestrian scenarios. This avoids maintenance costs and user inconvenience caused by false triggering, reducing user maintenance costs and complaints. Furthermore, this application requires no hardware structure modification, only algorithm optimization and software upgrades, enabling flexible adaptation to various vehicle models. Only the number, location, and threshold parameters of sensors need to be adjusted; no hardware redesign is required, shortening the vehicle adaptation cycle and reducing development costs. The updatable detonation threshold can adapt to different road conditions in different regions, further improving adaptability.

[0088] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0089] As the device embodiment is basically similar to the method embodiment, the description is relatively simple, and relevant parts can be found in the description of the method embodiment.

[0090] This application also provides a vehicle that includes the various parts of the above-described engine hood control device embodiment and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0091] This application also provides an electronic device, including: a processor, a memory, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the various processes of the above-described engine hood control method embodiments and achieves the same technical effects. To avoid repetition, it will not be described again here.

[0092] For example, Figure 4 A schematic diagram of the physical structure of an electronic device is shown. (For example...) Figure 4 As shown, the electronic device 40 may include a processor 410, a communications interface 420, a memory 430, and a communication bus 440. The processor 410, communications interface 420, and memory 430 communicate with each other via the communication bus 440. The processor 410 can call logical instructions in the memory 430 to perform the following steps: acquiring acceleration information collected by N acceleration sensors; wherein the N acceleration sensors are spaced apart within the collision sensing area corresponding to the active engine hood, and the acceleration information includes acceleration signals collected by the N acceleration sensors; determining the collision position and collision intensity based on the acceleration information; acquiring a target detonation threshold matching the collision position; and sending a lift control signal to the active engine hood when the collision intensity is greater than the target detonation threshold. The processor 410 may also execute other schemes in the embodiments of this application, which will not be further described here.

[0093] Furthermore, the logical instructions in the aforementioned memory 430 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application.

[0094] This application also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the various processes of the above-described engine hood control method embodiments and achieves the same technical effects. To avoid repetition, it will not be described again here.

[0095] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0096] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0097] In this application, "multiple" refers to two or more.

[0098] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0099] The terms “first,” “second,” “third,” “fourth,” etc., used in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0100] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0101] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

[0102] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling an engine hood, characterized in that, include: Acquire acceleration information collected by N acceleration sensors; wherein, the N acceleration sensors are spaced apart and arranged within the collision sensing area corresponding to the active engine hood, and the acceleration information includes acceleration signals collected by the N acceleration sensors; The collision location and intensity at the time of the vehicle collision are determined based on the acceleration information. Obtain the target point explosion threshold that matches the collision location; When the collision intensity is greater than the target detonation threshold, a lift control signal is sent to the active engine hood.

2. The engine hood control method according to claim 1, characterized in that, Determining the collision location based on the acceleration information includes: Based on the acceleration information, the position feature value corresponding to each sensor family is determined, wherein each pair of adjacent acceleration sensors in the N acceleration sensors forms a sensor family, and the N acceleration sensors correspond to N-1 sensor families; The sensor family whose position feature values ​​are within a preset range among N-1 sensor families is determined as the target sensor family; The collision location is determined based on the positional feature values ​​of the target sensor family.

3. The engine hood control method according to claim 2, characterized in that, Based on the acceleration information, determine the position feature values ​​corresponding to each sensor family, including: The acceleration signals corresponding to each acceleration sensor in the acceleration information are integrated to obtain the integral characteristic value corresponding to each acceleration signal. For each sensor family, the position feature value corresponding to the sensor family is determined based on the integral feature values ​​corresponding to the two acceleration sensors included in the sensor family.

4. The engine hood control method according to claim 3, characterized in that, For each sensor family, determining the position feature value corresponding to the sensor family based on the integral feature values ​​corresponding to the two acceleration sensors included in the sensor family includes: For each sensor family, the difference between the integral characteristic values ​​corresponding to the two acceleration sensors included in the sensor family is calculated to obtain the first value; The sum of the integral characteristic values ​​corresponding to the two acceleration sensors is calculated to obtain the second value; The ratio of the first value to the second value is determined as the location feature value.

5. The engine hood control method according to claim 3, characterized in that, Determining the collision location based on the positional feature values ​​of the target sensor family includes: Determine the target interval to which the position feature values ​​of the target sensor family belong; Based on the predetermined correspondence between intervals and locations, determine the target location corresponding to the target interval; The target location is determined as the collision location.

6. The engine hood control method according to claim 2, characterized in that, Obtaining the target point explosion threshold matching the collision location includes: The target sensor family includes two accelerometers that are divided into multiple regions. The target region where the collision location is located is determined from the multiple regions. Different regions in the multiple regions correspond to different point explosion thresholds. Determine the target point explosion threshold corresponding to the target area.

7. The engine hood control method according to claim 3, characterized in that, Determining the collision intensity based on the acceleration information includes: The collision intensity is determined by performing a fusion operation based on the integral feature values ​​corresponding to the two acceleration sensors included in the target sensor family.

8. An engine hood control device, characterized in that, include: The first acquisition module is used to acquire acceleration information collected by N acceleration sensors; wherein, the N acceleration sensors are spaced apart and arranged within the collision sensing area corresponding to the active engine hood, and the acceleration information includes acceleration signals collected by the N acceleration sensors; The determination module is used to determine the collision location and collision intensity when the vehicles collide based on the acceleration information; The second acquisition module is used to acquire the target point explosion threshold that matches the collision position; The sending module is used to send a lifting control signal to the active engine hood when the collision intensity is greater than the target detonation threshold.

9. A vehicle, characterized in that, Includes the engine hood control device as described in claim 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the engine hood control method as described in any one of claims 1 to 7.

Images