Vehicle door unlocking method, device and equipment, medium and vehicle

Abstract

The invention discloses a vehicle door unlocking method and device, electronic equipment and a storage medium, and belongs to the field of vehicle control. The method comprises the steps that collision risk information between a vehicle and a target obstacle is actively detected, and under the condition that the collision risk information meets a target risk condition, an unlocking instruction is directly sent to a vehicle door of the vehicle. Different from a traditional mode, whether the safety air bag is exploded or not is not used as a unique signal source for unlocking the vehicle door, and the dilemma that the vehicle door cannot be unlocked due to the fact that the safety air bag is not exploded is avoided. By means of the innovative unlocking mechanism, no matter whether the safety air bag is triggered by collision or not, the automobile door can be unlocked in time as long as the collision risk exists. Therefore, precious time is won for escape of passengers in the automobile and rescue of rescue workers outside the automobile, safety of the passengers in the automobile in collision accidents is remarkably improved, and rescue risks and potential injuries caused by the fact that the automobile door cannot be unlocked in time are reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a door unlocking method, a door unlocking device, an electronic device, a readable storage medium, and a vehicle. Background Technology

[0002] In a typical vehicle collision scenario, the airbag controller can sense the collision signal and determine whether to deploy the airbag based on the airbag deployment algorithm. If deployment is required, in addition to deploying the airbag, the airbag controller will also send a collision signal to the CAN (Controller Area Network). Upon receiving this signal, the body controller or door controller will immediately issue a door unlocking command, enabling occupants and rescue personnel outside the vehicle to open the doors smoothly for escape or rescue.

[0003] However, in extreme collision scenarios such as a vehicle colliding with a utility pole, hitting a tree, or crawling under a truck, the vehicle's acceleration is relatively small, resulting in a weaker acceleration signal detected by the airbag controller. This makes it difficult to reach the airbag deployment threshold, and the airbags may fail to deploy. Because the airbags fail to deploy, the doors do not receive the unlocking command, and the doors cannot be unlocked after a collision, posing a significant rescue risk to the occupants. This is especially true for new energy vehicles; if a fire occurs after a collision, the inability to open the doors can lead to extremely serious consequences. Summary of the Invention

[0004] The technical problem to be solved by the embodiments of this application is to provide a door unlocking method, device, electronic device, readable storage medium and a vehicle, so as to solve the problem that in certain collision scenarios, the airbags do not deploy, resulting in the door not receiving the unlocking command and the door being unable to unlock after the collision.

[0005] To address the aforementioned problems, this application provides a method for unlocking a vehicle door, the method comprising: Detect collision risk information between this vehicle and the target obstacle; If the collision risk information meets the target risk conditions, an unlocking command is issued to the vehicle door.

[0006] This application also provides a vehicle door unlocking device, the device comprising: The risk detection module is used to detect collision risk information between the vehicle and the target obstacle; The unlocking module is used to issue an unlocking command to the vehicle door when the collision risk information meets the target risk conditions.

[0007] This application also discloses an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; The processor, when executing a program stored in memory, implements the method described above.

[0008] This application also discloses a readable storage medium that, when the instructions in the storage medium are executed by the processor of an electronic device, enables the electronic device to perform the method described above.

[0009] This application also discloses a vehicle including the electronic equipment described above.

[0010] According to the embodiments of this application, collision risk information between the vehicle and a target obstacle is actively detected, and an unlocking command is directly issued to the vehicle's doors when the collision risk information meets the target risk conditions. Unlike traditional methods, this method no longer uses airbag deployment as the sole signal for door unlocking, avoiding the predicament of doors being unable to unlock due to airbag non-deployment. With this innovative unlocking mechanism, the doors can be unlocked promptly regardless of whether the airbags are triggered in a collision, as long as a collision risk exists. This provides invaluable time for occupants to escape and for rescuers to provide assistance, significantly improving the safety of occupants in collision accidents and reducing rescue risks and potential injuries caused by doors not being able to unlock in time. Attached Figure Description

[0011] Figure 1 A flowchart illustrating the steps of a vehicle door unlocking method according to an embodiment of this application is shown. Figure 2 A flowchart illustrating the steps of a vehicle door unlocking method according to an embodiment of this application is shown. Figure 3 A schematic diagram of a collision scenario with a truck is shown; Figure 4 A schematic diagram of a collision scenario with a tree or utility pole is shown; Figure 5 A schematic diagram of a system architecture for door unlocking control using a controller is shown. Figure 6 It shows Figure 7 This illustration shows a structural block diagram of an embodiment of a vehicle door unlocking device provided in this application; Figure 8 A structural block diagram of an electronic device for unlocking a vehicle door is shown according to an exemplary embodiment. Detailed Implementation

[0012] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0013] The door unlocking method in this application embodiment can be executed by electronic devices such as smart vehicle systems. For example, the door unlocking method can be deployed on a separate door controller, or integrated into other controllers, such as a central domain controller XCU (X Control Unit, domain controller), or any other applicable hardware and software. This application embodiment does not limit this.

[0014] Reference Figure 1 The diagram illustrates a flowchart of a door unlocking method according to an embodiment of this application, which may specifically include the following steps: Step 101: Detect collision risk information between the vehicle and the target obstacle.

[0015] In this embodiment of the application, the vehicle is equipped with the door unlocking method and is the main body for executing the entire collision risk detection and door unlocking process. It is equipped with various sensors and control systems to achieve related functions.

[0016] In this embodiment, the target obstacle refers to an object that the vehicle may collide with during its operation. These obstacles can be of various types, including but not limited to other vehicles, trees, utility poles, and trucks. For the vehicle, the target obstacle is a potential collision object, and its characteristics (such as type, speed, and location) will affect the assessment result of the collision risk.

[0017] In this embodiment, collision risk information refers to a set of data acquired by sensors or algorithms to assess the probability and severity of a collision between the vehicle and a target obstacle. Specifically, collision risk information may include one or more of the following: relative speed and relative distance between the vehicle and the target obstacle; estimated collision time calculated based on relative speed and relative distance; overlap rate (the proportion of overlap in the width direction); relative position; collision risk value output by a collision probability model; obstacle size; or any other applicable information. This embodiment does not limit this information.

[0018] The dimensional information includes geometric dimensions of the obstacle, such as its height, width, and diameter. For utility poles, the focus is primarily on their diameter; for trees, the focus is mainly on the trunk diameter. This dimensional information reflects the size of the obstacle and its spatial footprint, which is crucial for assessing collision risk.

[0019] In one specific implementation, the vehicle's active safety perception system (such as cameras and radar) acquires real-time information about obstacles ahead, including their type, speed, and position. Specifically, cameras use image recognition technology to capture the shape and outline of objects ahead, determining their type (whether it's a vehicle, tree, or utility pole, etc.), while radar emits electromagnetic waves and receives reflected waves to determine the distance and speed of the obstacle. After acquiring this data, the onboard computer calculates collision risk information such as relative speed, relative distance, estimated collision time, overlap rate, and relative position according to a preset algorithm, which is then used to assess the collision risk.

[0020] For example: While the vehicle is in motion, the camera detects a tree in front of it, the radar measures the relative distance between the vehicle and the tree as 30 meters, the vehicle's speed is 80 kph, and the tree is stationary (the relative speed is the vehicle's speed of 80 kph).

[0021] In another specific implementation, collision risk detection is based on visual analysis. Cameras are used to capture images of the vehicle's surroundings, and image processing algorithms are used to analyze the image sequences. Besides identifying the type and location of target obstacles, collision risk information such as the relative speed, relative distance, estimated collision time, overlap rate, and relative position between the vehicle and the target obstacle can also be analyzed.

[0022] For example, if the camera observes a vehicle ahead rapidly changing lanes into the vehicle's lane and the distance between the two vehicles is rapidly decreasing, the image processing algorithm analyzes the image sequence based on information such as vehicle speed to calculate the relative speed, relative distance, estimated collision time, overlap rate, and relative position between the vehicle and the target obstacle.

[0023] In one optional embodiment of this application, the type of the target obstacle includes at least one of the following: obstacle types in historical vehicle accidents where airbags should have deployed but did not, and obstacle types in historical vehicle accidents where doors should have unlocked but did not.

[0024] The type of target obstacle refers to the types of objects around the vehicle that may collide with it, including but not limited to other vehicles, pedestrians, animals, and road facilities (such as utility poles, trees, guardrails, etc.). The types of target obstacles are divided into two categories: obstacle types in historical vehicle accidents where airbags should have deployed but failed to, and obstacle types in historical vehicle accidents where doors should have unlocked but failed to unlock.

[0025] Historical vehicle accidents refer to various vehicle collisions that have occurred in the past. These accident records contain various information about the collisions, such as the type of object involved, the collision speed, the extent of vehicle damage, and occupant injuries or fatalities. By analyzing and statistically processing historical vehicle accident data, it is possible to identify in which types of collisions there were instances where airbags failed to deploy or doors failed to unlock.

[0026] Collect a large amount of historical vehicle accident records, including various conditions and consequences of the accidents. Through data mining and statistical analysis, identify which types of obstacle collisions resulted in situations where airbags failed to deploy or doors failed to unlock. This accident data can be obtained from insurance companies, traffic management departments, vehicle manufacturers, and other sources. The types of target obstacles can be continuously supplemented or updated based on historical vehicle accident data to fill any gaps.

[0027] By incorporating historical vehicle accident data, this study identifies the types of obstacle collisions most likely to result in airbag malfunctions and locked doors, thus prioritizing these high-risk obstacle types. This solves the problem of how to proactively identify high-risk obstacle types based on historical accident experience, enabling door unlocking methods to more accurately address potentially dangerous scenarios and preventing situations where airbags fail to deploy and doors remain locked in similar accidents.

[0028] Step 102: If the collision risk information meets the target risk conditions, issue an unlocking command to the vehicle door.

[0029] In this embodiment of the application, the target risk condition refers to a preset threshold or rule used to determine whether the collision risk information has reached a severity level that requires triggering the door unlocking.

[0030] For example, the estimated collision time is less than 1 second. Another example is an overlap ratio of less than 50% or a relative position within the center of the vehicle. Yet another example is a collision probability greater than 80%.

[0031] In this embodiment of the application, based on collision risk information and combined with target risk conditions (such as time threshold, distance threshold, probability threshold, etc.), it is determined whether there is a collision risk between the vehicle and the target obstacle.

[0032] For example, based on a preset collision risk model (such as determining a collision risk when the relative speed is greater than 50 kph and the relative distance is less than 50 meters), a collision risk is determined to exist at this time.

[0033] In this embodiment, unlocking is achieved by controlling the door locking structure to make the door openable when the collision risk information meets the target risk conditions, so that occupants can escape smoothly or rescuers can provide timely assistance. The unlocking command is an electronic signal issued by a controller (such as a body controller) to control the door locking mechanism to release the lock, making the door openable.

[0034] In this embodiment of the application, when the collision risk information meets the target risk conditions, based on considerations of ensuring occupant safety and facilitating rescue, the vehicle's control unit (such as the body controller) issues an unlocking command for the door, causing the door locking mechanism to be unlocked and placed in an openable state.

[0035] In one specific implementation, after receiving a collision risk signal, the body controller sends an unlocking command to the door controller via the vehicle's CAN network or hardwired connection. Upon receiving the command, the door controller controls the door lock motor to unlock the door.

[0036] For example, in the scenario where there is a risk of collision between the vehicle and a tree, if it is further determined that a collision is unavoidable and the estimated relative speed of the collision reaches a certain threshold (such as 30 kph), the body controller sends an unlock signal to the door controller. The door controller then controls the door lock motor to rotate, causing the door locking structure to loosen and completing the door unlocking action. Even if the airbag does not deploy, the door can still be opened smoothly after the collision.

[0037] In one optional embodiment of this application, the method further includes: setting the target risk conditions based on the vehicle's braking capability information and obstacle avoidance capability information.

[0038] Braking capability information: This refers to the set of deceleration performance parameters of the vehicle under emergency braking conditions, reflecting the time and distance required for the vehicle to come to a complete stop from its current speed. In braking deceleration calculations, braking capability information can include key parameters such as maximum deceleration, braking response time, and braking distance curves.

[0039] For example, a vehicle equipped with a high-performance braking system can achieve a maximum deceleration of 10 m / s², while an ordinary vehicle may only achieve 8 m / s². This means that at the same speed, the braking distance of a high-performance vehicle is shorter, and the risk conditions can be set more strictly.

[0040] Avoidance capability information: This refers to the vehicle's maneuverability parameters in which it can avoid collisions through steering maneuvers, including minimum turning radius, steering response time, and stability control capabilities. Determining the risk of an unavoidable collision requires assessment of the vehicle's actual avoidance capabilities.

[0041] For example, vehicles equipped with Electronic Stability Program (ESP) have better emergency avoidance capabilities than the base model.

[0042] For example, sports sedans have a smaller turning radius and faster steering response compared to large SUVs, making them more likely to avoid collisions under the same conditions through evasive maneuvers.

[0043] Adaptive safety threshold adjustment based on vehicle dynamic capabilities. Traditional fixed threshold methods cannot adapt to the performance differences of different vehicles, while this invention achieves personalized and optimized risk assessment by introducing vehicle performance parameters.

[0044] The system acquires real-time data on the vehicle's braking and obstacle avoidance capabilities, establishes a mathematical mapping between performance parameters and risk conditions, and adjusts the unlocking trigger conditions in real time based on the current vehicle status. This adapted condition is then used for precise risk assessment. This principle is particularly suitable for multi-model platforms or situations where vehicle performance changes over time, ensuring the system always remains in optimal operating condition.

[0045] Setting target risk conditions is an adaptive optimization process based on vehicle dynamic performance. Its core logic is to establish a dynamic mapping relationship between vehicle capabilities and risk assessment thresholds to achieve personalized and optimized safety protection. This setting mechanism comprises three levels of technical logic: A vehicle's braking capability directly determines the risk assessment standard in the time dimension. Specifically, a vehicle's braking deceleration performance is negatively correlated with the estimated collision time threshold: when a vehicle is equipped with a high-performance braking system capable of achieving greater deceleration, the system will set a correspondingly lower time threshold. For example, a high-performance vehicle with a braking deceleration of 10 m / s² can have its collision time threshold set to 0.8 seconds; while for a regular vehicle with a deceleration of 8 m / s², the threshold is appropriately relaxed to 1.2 seconds. This adjustment mechanism ensures that the time threshold setting is precisely matched with the vehicle's actual braking capability, avoiding both overly conservative settings that lead to response delays and overly aggressive settings that increase the risk of false triggering.

[0046] In the spatial dimension, a vehicle's obstacle avoidance capability is positively correlated with spatial threshold parameters. Vehicles with superior obstacle avoidance performance (such as those equipped with electronic stability programs and sensitive steering) can have their spatial thresholds appropriately relaxed. For example, vehicles with an obstacle avoidance capability rating of "high" can have their overlap rate threshold set at 30%, while ordinary models use a threshold of 40-50%. This differentiated setting reflects the design philosophy of "the stronger the capability, the greater the margin for error," enabling the system to fully utilize the vehicle's active obstacle avoidance potential and reduce unnecessary intervention while ensuring safety.

[0047] The highest-level setting strategy considers the synergistic effect and complementary relationship between braking and obstacle avoidance capabilities. The system establishes a multi-objective optimization algorithm to comprehensively evaluate the weighting ratio of the two capability indicators and generate the optimal threshold combination. For example, for vehicles with outstanding braking performance but average obstacle avoidance capabilities, the system will appropriately tighten the time threshold while slightly relaxing the spatial threshold; conversely, for vehicles with agile steering but moderate braking performance, the opposite strategy is adopted. This synergistic optimization ensures that the risk condition settings not only conform to the actual performance characteristics of the vehicle but also take into account the balance of different avoidance strategies (braking avoidance and steering avoidance).

[0048] By introducing an adaptive risk condition setting mechanism based on vehicle braking and obstacle avoidance capabilities, multiple technological effects are synergistically enhanced. First, the system's adaptability and intelligence are significantly improved. The adaptive threshold mechanism ensures the system is always dynamically adjusted to its optimal operating state, seamlessly adapting to performance differences across vehicle models, diverse vehicle conditions (such as load variations or component wear), and complex usage scenarios (such as urban roads or highways). Second, the accuracy of risk assessment is optimized. Dynamic condition settings based on actual vehicle performance make risk judgments more realistic, effectively reducing false alarms (such as unnecessary unlocking) and false alarms (such as failure to unlock when required), significantly improving system reliability. Furthermore, overall safety is significantly enhanced. By avoiding potential safety hazards caused by a mismatch between thresholds and vehicle capabilities, more precise and personalized safety protection is provided for occupants, especially in extreme collision scenarios (such as a vehicle wedged under a truck). Finally, the system's economy is significantly improved. The adaptive mechanism avoids unnecessary unlocking operations caused by overly conservative threshold settings, reducing maintenance costs and resource waste due to false triggers, and enhancing the product's market competitiveness.

[0049] According to the embodiments of this application, collision risk information between the vehicle and a target obstacle is actively detected, and an unlocking command is directly issued to the vehicle's doors when the collision risk information meets the target risk conditions. Unlike traditional methods, this method no longer uses airbag deployment as the sole signal for door unlocking, avoiding the predicament of doors being unable to unlock due to airbag non-deployment. With this innovative unlocking mechanism, the doors can be unlocked promptly regardless of whether the airbags are triggered in a collision, as long as a collision risk exists. This provides invaluable time for occupants to escape and for rescuers to provide assistance, significantly improving the safety of occupants in collision accidents and reducing rescue risks and potential injuries caused by doors not being able to unlock in time.

[0050] In one optional embodiment of this application, after issuing an unlocking command to the vehicle door, the process may further include: unlocking the door before a collision occurs, or unlocking the door after a specified time period specified by the unlocking command.

[0051] The period before a collision refers to the predictive time window preceding the actual physical collision. At this point, the vehicle's sensor system has determined that a collision is unavoidable, but no actual collision contact has yet occurred.

[0052] In one implementation, when the collision risk information meets the target risk conditions, an unlocking command is issued and unlocking is triggered immediately, providing occupants with maximum preparation time, which is particularly suitable for severe collision scenarios.

[0053] The duration specified in the unlock command refers to the preset fixed time delay between issuing the door unlock command and the actual execution of the unlocking operation. This duration is a preset fixed value (such as 1 second or 2 seconds).

[0054] In another implementation, the timer starts from the moment the unlock command is issued, and the unlock operation is performed after a preset fixed time.

[0055] The pre-set fixed-duration design achieves reliable control of the door unlocking timing through simplified timing control logic. This design choice significantly improves the system's reliability, real-time performance, and economy while ensuring safety. The fixed duration does not rely on complex vehicle status monitoring but is based on in-depth safety analysis and experimental verification to determine the optimal timing parameters. This approach is particularly suitable for automotive safety systems with extremely high reliability requirements, ensuring consistent performance under various operating conditions.

[0056] Reference Figure 2 The diagram illustrates a flowchart of a door unlocking method according to an embodiment of this application, which may specifically include the following steps: Step 201: Identify the target obstacles of the target type around the vehicle.

[0057] In this application embodiment, target type refers to a specific category of obstacle, including but not limited to specific vehicles (such as trucks) and objects of specific shapes (such as trees, utility poles, etc.). Different target types require different parameters and assessment methods when assessing collision risk. For example, for specific vehicles, their speed and direction of travel must be considered, while for objects of specific shapes, their position and size are the main focus.

[0058] In this embodiment of the application, various sensors on the vehicle (such as cameras, radar, etc.) are used to collect information about the surrounding environment. Through image recognition algorithms, target tracking algorithms and signal processing technologies, the detected obstacles are classified and identified to determine what type of target they belong to.

[0059] In one specific implementation, a camera captures an image of the road scene ahead. An image recognition algorithm (such as a deep learning-based convolutional neural network algorithm) extracts features and classifies objects in the image, identifying different types of obstacles such as trucks, pedestrians, trees, and utility poles, and then distinguishes the target obstacle type. Radar, on the other hand, emits electromagnetic waves and receives reflected waves. Based on information such as frequency changes and time delays of the reflected waves, it determines the distance, speed, and approximate shape of the target obstacle, assisting the camera in confirming the target type.

[0060] For example, when a vehicle is driving, the camera captures an obstacle in front of it. The image recognition algorithm analyzes its shape, outline, color and other features to determine that the obstacle is a truck. At the same time, the radar also detects a reflected signal in that direction. Based on the characteristics of the reflected wave, it calculates the relative distance and relative speed between the truck and the vehicle, further confirming that the obstacle is a truck.

[0061] Step 202: Determine the collision risk information between the vehicle and the target obstacle.

[0062] In this embodiment, after identifying the obstacle type, collision risk information is determined accordingly. Different parameter sets and calculation models are used for different types of obstacles. For example, for vehicle obstacles, dynamic parameters (such as overlap rate) need to be considered; for fixed-shape obstacles, static parameters (such as relative position) need to be considered.

[0063] In one specific implementation, relative speed refers to the speed difference between the vehicle and the target obstacle, reflecting the speed relationship between the two in relative motion. For a specific vehicle, relative speed is obtained by calculating the velocity vectors of the two vehicles; for an obstacle of a specific shape, relative speed is the component of the vehicle's speed in the direction of the obstacle. It is one of the key parameters for assessing collision risk because the greater the relative speed, the higher the probability of a collision at the same relative distance, and the greater the potential severity of the collision.

[0064] In one specific implementation, relative distance refers to the spatial interval between the vehicle and the target obstacle, typically projected in the vehicle's direction of travel. It directly reflects the proximity of the two objects and, together with relative speed, determines risk assessment indicators such as estimated collision time. The smaller the relative distance, the higher the collision risk at the same relative speed.

[0065] In this embodiment, for a target obstacle of a specific vehicle type, its speed and position changes are continuously monitored by onboard sensors (such as radar). Combined with the vehicle's speed and position information, the relative speed and relative distance are calculated using kinematic principles. For static obstacles, the relative speed can be determined by the relationship between the vehicle's speed direction and the obstacle's position, while the relative distance is directly measured by position sensors (such as ultrasonic sensors, lidar, etc.) or indirectly calculated using methods such as triangulation.

[0066] In one specific implementation, the radar tracks the target obstacle in real time, measuring the distance and speed between the obstacle and the vehicle at regular intervals (e.g., 0.1 seconds). Based on data from multiple consecutive measurements, a data fusion algorithm is used to filter out noise interference and calculate the accurate relative speed and relative distance. For static obstacles, such as utility poles, the vehicle-mounted lidar scans the surrounding environment to acquire point cloud data of the utility pole's position. A geometric algorithm is used to calculate the relative distance between the vehicle and the utility pole, and the relative speed is determined based on the vehicle's direction of travel and speed.

[0067] For example, when the vehicle is traveling at 90 kph, and a truck is traveling in the same direction ahead, the radar measures the distance between the two vehicles and the truck's speed every 0.1 seconds. In the first measurement, the distance is 50 meters and the truck's speed is 85 kph; in the second measurement, the distance becomes 48 meters, and the truck's speed remains 85 kph. The relative speed can be calculated as 5 kph (90 kph - 85 kph), and the average relative distance can be taken as 49 meters. For a roadside utility pole, after scanning with the lidar, the lateral distance between it and the vehicle is determined to be 2 meters and the longitudinal distance is 30 meters. The vehicle is traveling forward at 90 kph, so the relative speed is the longitudinal component of 90 kph, and the relative distance is 30 meters.

[0068] In one specific implementation, the obtained relative speed and relative distance are substituted into the model for calculation and judgment based on a preset collision risk assessment model and threshold standards. Generally speaking, the higher the relative speed and the smaller the relative distance, the higher the collision risk. The assessment model can be constructed based on various methods such as time thresholds (e.g., if the estimated collision time is less than a certain set value, a collision risk is determined to exist) and distance thresholds (if the relative distance is less than a set value and the relative speed is greater than a certain value, a collision risk is determined to exist).

[0069] The specific methods for collision risk detection have been further refined, enabling more accurate identification of collision risks posed by different types of target obstacles. In particular, for obstacles of special shapes and types (such as trucks, trees, utility poles, etc.), risk assessment is conducted by acquiring collision risk information such as relative speed and relative distance. This overcomes the problem in existing technologies where collision risks cannot be effectively detected in these special collision scenarios, thus preventing the doors from unlocking. This improves the accuracy and reliability of collision risk detection, enabling more timely and accurate determination of the collision risk between the vehicle and various target obstacles, thereby triggering the door unlocking mechanism more reasonably.

[0070] In one optional embodiment of this application, the collision risk information includes an estimated collision time. A specific implementation of determining the collision risk information between the vehicle and the target obstacle may include: determining the relative speed and relative distance between the vehicle and the target obstacle; and calculating the estimated collision time based on the relative speed and the relative distance. Correspondingly, if the collision risk information meets the target risk conditions, issuing an unlocking command to the vehicle's door includes: issuing an unlocking command to the vehicle's door if the estimated collision time is less than a target duration threshold.

[0071] Estimated time to collision (TCT) is the time calculated based on the relative speed and distance between the vehicle and a target vehicle. It indicates the expected point in time when a collision is anticipated between the two vehicles under the current driving conditions. The formula is: Estimated Time to Collision = Relative Distance / Relative Speed. A shorter estimated TCT indicates a more imminent collision risk.

[0072] Based on kinematic principles, relative speed reflects the speed difference between the vehicle and the target vehicle in the direction of travel, while relative distance is the spatial interval between them in the direction of travel. By dividing the relative distance by the relative speed, the estimated time of collision under the current conditions can be obtained.

[0073] In one specific implementation, the onboard computer acquires relative speed and relative distance data measured by radar in real time and calculates the estimated collision time using the formula: estimated collision time = relative distance / relative speed. To improve calculation accuracy, multiple measurement data can be averaged or filtering algorithms can be used to eliminate data noise.

[0074] For example, if the vehicle is traveling at 120 km / h and the target vehicle (truck) ahead is traveling at 100 km / h in the same direction, with a relative speed of 20 km / h and a relative distance of 40 meters, the estimated collision time is 40 / (20 / 3.6) = 7.2 seconds.

[0075] If the estimated collision time is less than the target duration threshold (e.g., 2 seconds), a collision risk is determined, and an unlock command is issued. The target duration threshold can be any applicable value, and this embodiment does not impose any restrictions on it.

[0076] For example, in the scenario involving the vehicle and the truck, the relative speed is 5 kph, the relative distance is 49 meters, and the estimated collision time is 49 / (5 / 3.6) ≈ 35.28 seconds, which is greater than the preset collision risk time threshold of 2 seconds. Therefore, it is determined that there is no high collision risk. However, in the case of the vehicle and the utility pole ahead, the relative speed is 90 kph, the relative distance is 30 meters, and the estimated collision time is 30 / (90 / 3.6) = 1.2 seconds, which is less than the 2-second threshold. Therefore, it is determined that there is a collision risk, and further measures may be necessary.

[0077] Step 203: If the collision risk information meets the target risk conditions, issue an unlocking command to the vehicle door.

[0078] In the embodiments of this application, the specific implementation of this step can be found in the description of the foregoing embodiments, and will not be repeated here.

[0079] In one optional embodiment of this application, when the target type is a target vehicle type, the collision risk information further includes an overlap rate. A specific implementation of determining the collision risk information between the vehicle and the target obstacle may further include: determining the overlap rate between the vehicle and the target obstacle. Correspondingly, a specific implementation of issuing an unlocking command to the vehicle door when the estimated collision time is less than a target duration threshold may include: issuing an unlocking command to the vehicle door when the estimated collision time is less than a first target duration threshold and the overlap rate is less than a target overlap rate threshold.

[0080] The target vehicle type refers to a specific type of vehicle, such as a truck. These target obstacles have clear characteristics such as speed, direction of travel, and vehicle size, and their motion and physical properties directly affect the collision risk of this vehicle.

[0081] The overlap ratio refers to the degree of overlap between the vehicle and the target obstacle in the vehicle width direction. It is calculated as the ratio of the distance between one edge of the vehicle and the other edge of the target obstacle in the vehicle width direction (Y direction) to the width of the vehicle. It reflects the proportion of the area of ​​overlap between the two vehicles in the horizontal direction. The higher the overlap ratio, the larger the contact area between the two vehicles may be during a collision, and the higher the severity and risk of the collision.

[0082] The vehicle obtains the position information of the vehicle and the target vehicle in the width direction through on-board sensors (such as cameras, radar, etc.), calculates the distance between their edges in the Y direction, and combines the vehicle width data to calculate the overlap rate using geometric relationships.

[0083] In one specific implementation, a camera captures the road scene ahead, and an image recognition algorithm identifies the outlines and edges of both the vehicle and a target vehicle. The radar, through angle measurement, determines the lateral position of the target vehicle relative to the vehicle. This positional data is then converted into Y-axis distance and substituted into the overlap rate calculation formula for calculation.

[0084] For example, such as Figure 3 The diagram illustrates a collision scenario with a truck. During vehicle movement, the camera and radar work together to identify the truck ahead, outputting its speed V2 and relative distance D1. The distance between the left edge of the truck and the right edge of the vehicle in the Y direction is 1000mm. Given that the vehicle width is 2000mm, the overlap rate is calculated as (2000-1000) / 2000×100%=50%.

[0085] The estimated collision time reflects the urgency of the collision. The first target duration threshold is a preset critical value for collision time based on the target vehicle type. When the estimated collision time is less than this threshold, the collision risk is considered high. It is typically set based on human reaction time and vehicle braking performance, and is usually in the range of 0.5-2.0 seconds.

[0086] Overlap ratio reflects the geometric severity of a collision. The target overlap ratio threshold is a preset critical value used to determine the degree of danger in the collision's geometry. A smaller overlap ratio (e.g., below 50%) may indicate a higher risk. Specifically, a smaller overlap ratio means a smaller horizontal overlap area between the two vehicles, potentially resulting in a side impact or offset collision; a larger overlap ratio indicates a higher likelihood of a head-on collision. Based on crash test data, low overlap ratio collisions (e.g., 25% offset collisions) are generally more destructive.

[0087] The vehicle's computer is configured with dual thresholds for overlap rate and estimated collision time. For example, the overlap rate threshold could be set to 40%, and the estimated collision time threshold to 3 seconds. When the overlap rate is less than 40% and the estimated collision time is less than 3 seconds, a high collision risk is identified, triggering a corresponding safety warning or door unlocking procedure; otherwise, the collision risk is considered low.

[0088] Simultaneously, both time and geometric conditions are assessed. The door unlocking command is only triggered when both the estimated collision time and the overlap rate are less than the target overlap rate threshold.

[0089] For example, in the scenario described above, where the overlap rate is 61.11% and the estimated collision time is 2.2 seconds, if the overlap rate threshold is 40% and the estimated collision time threshold is 3 seconds, the estimated collision time is less than the target duration threshold but the overlap rate is higher than the target overlap rate threshold, so the collision risk is considered low. However, if the relative distance is 20 meters and other conditions remain unchanged, the estimated collision time is still 3.2 seconds and the overlap rate is 31.11%. In this case, the overlap rate is less than the target overlap rate threshold but the estimated collision time is greater than the target duration threshold, so the collision risk is still considered low. Only when both the overlap rate and the estimated collision time meet or are less than the threshold conditions is a high collision risk considered.

[0090] In scenarios involving collisions with vehicles, relying solely on estimated assessment time to evaluate collision risk may have certain limitations. By introducing the overlap rate factor and combining it with the estimated collision time, the severity of collision risk can be determined more accurately, avoiding accidental door unlocking in some non-serious collision situations, thus improving the accuracy and rationality of collision risk assessment.

[0091] In one optional embodiment of this application, when the target type is a target shape type, the collision risk information further includes a relative position. A specific implementation of determining the collision risk information between the vehicle and the target obstacle may further include: determining the relative position between the vehicle and the target obstacle. Correspondingly, a specific implementation of issuing an unlocking command to the vehicle door when the estimated collision time is less than a target duration threshold may include: issuing an unlocking command to the vehicle door when the estimated collision time is less than a second target duration threshold and the relative position is at the target position.

[0092] The target shape type refers to an obstacle type with a special shape, such as a utility pole or tree. For example, types with characteristics such as being slender or stationary, or any other applicable type; this application does not limit this. It differs significantly from conventional vehicles in shape and physical characteristics.

[0093] Relative position indicates the spatial relationship between the vehicle and a target-shaped obstacle. It is generally defined using the vehicle as a reference coordinate system and describes the direction of the target-shaped obstacle relative to the vehicle, such as its left, right, or directly in front. Relative position helps determine the specific location where a collision may occur.

[0094] By using onboard sensors (such as cameras, radar, lidar, etc.) to perceive the surrounding environment, and through image processing and signal analysis technology, the position of the target shape obstacle relative to the vehicle is determined.

[0095] In one specific implementation, a camera captures images of a road scene, and an image recognition algorithm identifies the outline and position of a target-shaped obstacle in the image to determine its orientation relative to the vehicle (such as left, right, or directly in front).

[0096] For example, while the vehicle is in motion, the camera detects a tree in front of it, located about 2 meters to the left of the vehicle (relative position). The relative position data will provide a basis for subsequent collision risk assessment.

[0097] The estimated collision time reflects the urgency of the collision. The second target duration threshold is a preset critical value for collision time based on the target shape type. When the estimated collision time is less than this threshold, the collision risk is considered imminent. It is set based on human reaction time and vehicle braking performance, and is usually in the range of 0.5-2.0 seconds. The second target duration threshold can be the same as or different from the first target duration threshold.

[0098] The target position is a preset relative position threshold used to determine whether the obstacle's orientation meets the high-risk standard. For example, if a tree is in the middle of a vehicle, the risk of the door not opening increases further. Therefore, the target position is often set to the middle position, but can be expanded according to the scenario (such as a specific angle on the left or right). Specifically, any applicable target position can be set, and this application embodiment does not impose any limitations on this.

[0099] Simultaneously calculate the estimated collision time (based on relative distance and vehicle speed) and relative position. The door unlock command is only triggered when the estimated collision time is less than the second target duration threshold (e.g., 1 second) and the relative position is equal to the target position.

[0100] In one specific implementation, a comprehensive evaluation rule and threshold for relative position and estimated collision time are set in the onboard computer. For example, when a target obstacle of a certain shape is located within a certain range directly in front of the vehicle (e.g., within 3 meters), and its size is relatively large (e.g., a utility pole with a diameter exceeding 0.2 meters), and the estimated collision time is less than or equal to 2 seconds, a high collision risk is determined, triggering the corresponding safety warning or door unlocking mechanism.

[0101] For example, such as Figure 4The diagram illustrates a collision scenario with a tree or utility pole. When a tree or utility pole is detected ahead, the system outputs parameters such as the diameter Q1 of the tree or utility pole, the relative distance D1, and the relative position P1 between the vehicle and the tree or utility pole. The relative position P1 is the position of the vehicle relative to the tree or utility pole. Using the vehicle as a reference point, from the driver's perspective, if the tree or utility pole is on the left side of the vehicle, P1=1; if it's on the right side, P1=2; and if it's in the middle, P1=3. In the scenario where the tree or utility pole is 2 meters to the left of the vehicle, has a trunk diameter of 0.5 meters, and the estimated collision time is 1.8 seconds, if the evaluation rule is that an obstacle within 3 meters to the side and in front of the vehicle, with a trunk diameter greater than 0.3 meters and an estimated collision time less than or equal to 2 seconds, is considered a high collision risk, then this scenario meets the conditions, and a high collision risk is determined.

[0102] By incorporating relative position and combining it with estimated collision time, the system can more accurately identify collision risks with obstacles of these special shapes, triggering the door unlocking mechanism in advance. This solves the problem of existing technologies being unable to effectively unlock doors in these special collision scenarios. It further optimizes the accuracy of collision risk assessment, especially when facing obstacles of special shapes such as utility poles and trees, enabling more timely and precise determination of collision risks. This effectively reduces the risk of occupants being trapped due to doors failing to unlock after a collision, improving vehicle safety in complex traffic environments. Furthermore, this comprehensive assessment method avoids accidental door unlocking in some non-serious collision situations, improving the reliability and practicality of the entire door unlocking system, enhancing the user experience, and better protecting the lives of occupants and the overall safety of the vehicle.

[0103] In one optional embodiment of this application, before issuing the unlocking command to the vehicle door, the method may further include: determining an estimated vehicle speed after braking and decelerating within an estimated collision time, based on a first speed of the vehicle and the relative speed and relative distance between the vehicle and the target obstacle; determining an estimated relative collision speed between the vehicle and the target obstacle based on the estimated vehicle speed and the speed of the target obstacle; and determining that the estimated relative collision speed meets the door unlocking condition when the estimated relative collision speed reaches a first target threshold.

[0104] The vehicle's first speed, which is its current actual speed during driving, reflects the vehicle's motion state and is an important basic data for assessing collision risk and calculating relevant parameters.

[0105] Estimated vehicle speed refers to the speed the vehicle will reach after braking and deceleration within the estimated collision time. It is calculated based on factors such as the vehicle's initial speed, braking deceleration, and estimated collision time, and is used to assess the vehicle's actual speed state at the time of a potential collision.

[0106] The estimated relative speed at impact refers to the predicted relative speed between the vehicle and the target obstacle at the time of the collision. It takes into account both the vehicle's estimated speed and the target obstacle's speed (if the target obstacle is dynamic, its speed is used; if it is static, its speed is zero). The estimated relative speed at impact is a key indicator for measuring the severity of a collision and can be used to determine whether safety mechanisms such as door unlocking need to be triggered.

[0107] The collision unlocking condition refers to the estimated relative collision speed reaching a certain set threshold (first target threshold). At this point, the collision is considered severe enough that the doors need to be unlocked to allow occupants to escape or be rescued.

[0108] When a vehicle faces a collision risk, it typically brakes to reduce the severity of the impact. Based on kinematic formulas, combined with the vehicle's initial speed (first speed), braking deceleration, and estimated collision time, the estimated speed at the moment of impact can be calculated. This helps to more accurately assess the speed state at the time of the actual collision.

[0109] In one specific implementation, the vehicle's initial speed is obtained through onboard sensors (such as wheel speed sensors). The vehicle's braking system is equipped with a brake pressure sensor, which estimates the braking deceleration based on the mapping relationship between brake pressure and deceleration. The estimated collision time is calculated from the relative distance and relative speed. The estimated vehicle speed is calculated using the formula: Estimated speed = Initial speed - Braking deceleration × Estimated collision time. For example, if the vehicle's initial speed is 100 km / h (approximately 27.78 m / s), the relative speed is 40 km / h (approximately 11.11 m / s), and the relative distance is 50 meters, then the estimated collision time is approximately 4.5 seconds (50 / 11.11). Assuming a braking deceleration of 5 m / s², then the estimated vehicle speed = 27.78 - 5 × 4.5 = 27.78 - 22.5 = 5.28 m / s ≈ 19 km / h.

[0110] The estimated relative collision speed reflects the speed difference between the vehicle and the target obstacle, and is an important parameter for assessing the severity of a collision. When the target obstacle is dynamic, the difference between its speed and the estimated vehicle speed is the estimated relative collision speed; when the target obstacle is static, its speed is zero, and the estimated relative collision speed is the estimated vehicle speed.

[0111] In one specific implementation, if the target obstacle is dynamic, its speed is obtained (e.g., by radar measurement), and then the estimated relative collision speed is obtained by subtracting the target obstacle speed from the estimated vehicle speed. If the target obstacle is static, the estimated relative collision speed is directly equal to the estimated vehicle speed. For example, if the estimated vehicle speed is 19 km / h and the target obstacle (truck) speed is 60 km / h, then the estimated relative collision speed = 19 - 60 = -41 km / h (the negative sign indicates opposite direction). However, the absolute value is usually used for evaluation, i.e., 41 km / h.

[0112] A threshold for the estimated relative collision speed (first target threshold) is set. When the actual calculated estimated relative collision speed exceeds this threshold, the collision is considered to be relatively serious and may pose a threat to the safety of the occupants. At this time, the door unlocking condition needs to be triggered so that the occupants can escape or be rescued.

[0113] In one specific implementation, a first target threshold (e.g., 25 km / h) is preset in the vehicle control system. When the calculated estimated relative collision speed exceeds this threshold, the control system determines that the collision is severe and meets the door unlocking conditions, and then issues an unlocking command. For example, if the estimated relative collision speed is 41 km / h, exceeding the first target threshold of 25 km / h, the door unlocking conditions are triggered.

[0114] By introducing estimated vehicle speed and estimated relative collision speed, the system addresses the challenge of determining the severity of a collision and the necessity of unlocking the doors. In extreme collision scenarios (such as those involving trucks, utility poles, or trees), even if a collision risk exists, the doors may not need to be unlocked due to the relatively minor impact. By assessing the estimated relative collision speed, the system rationally determines the timing of unlocking, avoiding unnecessary unlocking while ensuring timely unlocking in severe collisions. This allows for more accurate identification of severe collision scenarios requiring door unlocking, reducing false triggering and improving the reliability and safety of the door unlocking system. Scientifically assessing the collision severity ensures occupants' escape needs after a severe collision while avoiding the safety hazards caused by unlocking doors due to minor collisions, thus enhancing the overall safety and intelligence of the vehicle.

[0115] In one optional embodiment of this application, before issuing the unlocking command to the door of the vehicle, the method may further include: obtaining a second speed of the vehicle; and determining that the vehicle speed has reached the safe door opening condition when the second speed of the vehicle is lower than a second target threshold.

[0116] The second speed refers to the actual speed of the vehicle after the collision, reflecting the kinetic energy and motion trend that the vehicle still possesses after the collision. It is an important parameter for assessing the safety status of the vehicle after a collision.

[0117] Vehicles are typically equipped with wheel speed sensors that monitor the rotational speed of the wheels in real time and calculate the vehicle's actual speed. After a collision, the wheel speed sensors obtain a second velocity of the vehicle, accurately reflecting its motion state after the collision.

[0118] In one specific implementation, wheel speed sensors are mounted on the wheels. By monitoring the wheel's angular velocity and combining it with the wheel's rolling radius, the vehicle's speed is calculated. This speed data is transmitted to the vehicle's onboard controller via the vehicle's CAN bus. For example, in the brief period following a collision (e.g., within 0.5 seconds), the wheel speed sensors continuously monitor the wheel rotation speed and send the data to the body controller, which then calculates a second speed.

[0119] For example, Figure 5 This paper demonstrates a system architecture for door unlocking control using a controller. The active safety system 01 is responsible for sensing the vehicle's surrounding environment, identifying target obstacles, assessing collision risk, calculating the estimated relative collision speed, and sending the collision risk signal and estimated relative collision speed to the CAN bus. Wheel speed sensors 02 monitor the vehicle's absolute speed and send its speed to the CAN bus. The door controller 03 acquires the collision risk signal, estimated relative collision speed, and vehicle speed from the CAN bus, performs calculations and logical judgments accordingly, and can be configured independently or integrated into other controllers. The body controller 04 receives external signals and door unlocking commands and provides feedback on door status information. The door lock 05 executes the unlocking operation according to the commands. These components work together to ensure efficient and accurate door unlocking control.

[0120] When the vehicle's second speed is lower than the safe door opening condition threshold, the post-collision safe door opening condition is determined to be met. At this point, the doors can be unlocked to provide a safe escape route for the occupants. The safe door opening condition threshold is a set speed threshold (second target threshold) used to determine whether the vehicle is relatively stationary or at a low speed after a collision, ensuring that occupants can safely open the doors to escape or receive rescue after the doors are unlocked. Typically, this threshold is low, for example, set at 5 km / h.

[0121] Set a reasonable speed threshold (second target threshold). When the vehicle's second speed is lower than this threshold, the vehicle is considered to be in a relatively stationary or low-speed crawling state. At this time, when the door is opened, the occupants can safely enter and exit the vehicle without being injured by the vehicle's high-speed movement.

[0122] In one specific implementation, a second target threshold (e.g., 5 km / h) is preset in the vehicle controller. After receiving the second speed from the wheel speed sensor, the body controller compares it with the preset threshold. If the second speed is lower than the threshold, the safe door opening condition is met, and the door unlocking mechanism is triggered. For example, if the second speed is 3 km / h, which is lower than the second target threshold of 5 km / h, the safe door opening condition is triggered, and the door can be unlocked.

[0123] By introducing a second velocity and a safe door opening condition threshold, the problem of determining whether it is safe to open the vehicle doors after a collision is solved. In extreme collision scenarios, even if the collision is severe enough to require unlocking the doors, if the vehicle still has a high speed after the collision (such as a vehicle continuing to slide after a collision on a slope), unlocking the doors at this time may result in injury to occupants due to vehicle motion. By assessing the second velocity after the collision, the timing of unlocking can be rationally determined, avoiding unlocking the doors under unsafe conditions. This further improves the reliability and safety of the door unlocking system. By scientifically assessing the vehicle speed after a collision, the system ensures the occupants' escape needs after a severe collision while avoiding the safety hazards caused by unlocking the doors when the vehicle has not stopped or is at high speed. This effectively reduces the risk of secondary injury to occupants after a collision and improves the overall safety performance and intelligence level of the vehicle.

[0124] For example, such as Figure 6 The diagram illustrates the door unlocking control process. This process describes how the vehicle senses obstacles, assesses collision risk, and determines unlocking and safe door opening conditions to decide whether to execute the door unlocking command. The following is a detailed explanation: Start: The vehicle is driving on the road and sensing obstacles.

[0125] Detecting target obstacles: If no target obstacle is detected, the process returns to the starting point and continues monitoring. If a target obstacle is detected, the system enters collision risk identification mode.

[0126] Calculate risk parameters: Calculate risk parameters such as relative speed and relative distance.

[0127] Assess collision risk: If there is no collision risk, the process returns to the starting point. If there is a collision risk, further determine whether the conditions for unlocking the doors are met.

[0128] Determine unlocking conditions: If the unlocking conditions are not met, the process can return to the starting point or continue determining whether the conditions for safe door opening are met. If the unlocking conditions are met, further determination is made as to whether the conditions for safe door opening are met.

[0129] Determine if the door is safe to open: If the door is not safe to open, the process can return to the starting point or continue to determine if the door is safe to open. If the door is safe to open, check if the door has received an unlock command.

[0130] Execute unlock command: If the door does not receive an unlock command, activate the vehicle backup unlock scheme and issue a door unlock command.

[0131] According to the embodiments of this application, by actively identifying target obstacles of the target type around the vehicle, collision risk information between the vehicle and the target obstacle is determined. If the collision risk information meets the target risk conditions, an unlocking command is directly issued to the vehicle's doors. Unlike traditional methods, this method no longer uses airbag deployment as the sole signal for door unlocking, avoiding the predicament of doors being unable to unlock due to airbag non-deployment. With this innovative unlocking mechanism, the doors can be unlocked promptly regardless of whether the airbags are triggered in a collision, as long as there is a collision risk. This provides invaluable time for occupants to escape and for rescuers to provide assistance, significantly improving the safety of occupants in collision accidents and reducing the rescue risks and potential injuries caused by doors not being able to unlock in time.

[0132] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of this application are not limited to the described order of actions, because according to the embodiments of this application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of this application.

[0133] Reference Figure 7 The diagram illustrates a structural block diagram of a door unlocking device according to another embodiment of this application, which may specifically include the following modules: Risk detection module 301 is used to detect collision risk information between the vehicle and the target obstacle; The unlocking module 302 is used to issue an unlocking command to the door of the vehicle when the collision risk information meets the target risk conditions.

[0134] Optionally, the risk detection module includes: An obstacle recognition submodule is used to identify target obstacles of the target type around the vehicle. The information determination submodule is used to determine the collision risk information between the vehicle and the target obstacle.

[0135] Optionally, the collision risk information includes an estimated collision time, and the information determination submodule includes: The first determining unit is used to determine the relative speed and relative distance between the vehicle and the target obstacle; A calculation unit is used to calculate the estimated collision time based on the relative speed and the relative distance; The unlocking module includes: The unlocking submodule is used to issue an unlocking command to the vehicle door when the estimated collision time is less than the target duration threshold.

[0136] Optionally, when the target type is a target vehicle type, the collision risk information further includes overlap rate, and the information determination submodule further includes: The second determining unit is used to determine the overlap rate between the vehicle and the target obstacle; The unlocking submodule is specifically used for: If the estimated collision time is less than the first target duration threshold and the overlap rate is less than the target overlap rate threshold, an unlocking command is issued to the vehicle door.

[0137] Optionally, when the target type is a target shape type, the collision risk information further includes relative position, and the information determination submodule further includes: The third determining unit is used to determine the relative position between the vehicle and the target obstacle; The unlocking submodule is specifically used for: If the estimated collision time is less than the second target duration threshold and the relative position is at the target position, an unlocking command is issued to the vehicle door.

[0138] Optionally, the device further includes: The estimated vehicle speed module is used to determine the estimated vehicle speed after braking and deceleration within the estimated collision time, based on the first speed of the vehicle and the relative speed and relative distance between the vehicle and the target obstacle, before issuing the unlocking command to the door of the vehicle. The estimated collision relative speed determination module is used to determine the estimated collision relative speed between the vehicle and the target obstacle based on the estimated vehicle speed and the speed of the target obstacle; The unlocking condition determination module is used to determine that the estimated relative collision speed meets the door unlocking condition when the estimated relative collision speed reaches the first target threshold.

[0139] Optionally, the device further includes: A speed acquisition module is used to acquire a second speed of the vehicle before issuing an unlocking command to the door of the vehicle; The safe door opening determination module is used to determine that the vehicle speed has reached the safe door opening condition when the second speed of the vehicle is lower than the second target threshold.

[0140] Optionally, the type of the target obstacle includes at least one of the following: obstacle types in historical vehicle accidents where airbags should have deployed but did not, and obstacle types in historical vehicle accidents where doors should have unlocked but did not.

[0141] Optionally, the device further includes: The condition setting module is used to set the target risk conditions based on the vehicle's braking ability information and obstacle avoidance ability information.

[0142] Optionally, the device further includes: The unlocking module is used to unlock the vehicle door before a collision occurs, or to unlock the vehicle door after a specified time period is specified by the unlocking command, following the issuance of an unlocking command to the vehicle door.

[0143] According to the embodiments of this application, collision risk information between the vehicle and a target obstacle is actively detected, and an unlocking command is directly issued to the vehicle's doors when the collision risk information meets the target risk conditions. Unlike traditional methods, this method no longer uses airbag deployment as the sole signal for door unlocking, avoiding the predicament of doors being unable to unlock due to airbag non-deployment. With this innovative unlocking mechanism, the doors can be unlocked promptly regardless of whether the airbags are triggered in a collision, as long as a collision risk exists. This provides invaluable time for occupants to escape and for rescuers to provide assistance, significantly improving the safety of occupants in collision accidents and reducing rescue risks and potential injuries caused by doors not being able to unlock in time.

[0144] Furthermore, in conjunction with the door unlocking method in the above embodiments, this application embodiment can provide a vehicle for implementation. The vehicle may include an electronic device, and the processor of the electronic device can implement the door unlocking method in the above embodiments.

[0145] 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.

[0146] Figure 8 This is a structural block diagram illustrating an electronic device 700 for unlocking vehicle doors according to an exemplary embodiment. For example, the electronic device 700 may be an in-vehicle computer, a computer, a digital broadcasting terminal, a messaging device, a game console, a medical device, a fitness device, etc.

[0147] Reference Figure 8The electronic device 700 may include one or more of the following components: a processing component 702, a memory 704, a power supply component 706, a multimedia component 708, an audio component 710, an input / output (I / O) interface 712, a sensor component 714, and a communication component 716.

[0148] Processing component 702 typically controls the overall operation of electronic device 700, such as operations associated with display, telephone calls, data communication, camera operation, and recording operations. Processing component 702 may include one or more processors 720 to execute instructions to complete all or part of the steps of the methods described above. Furthermore, processing component 702 may include one or more modules to facilitate interaction between processing component 702 and other components. For example, processing component 702 may include a multimedia module to facilitate interaction between multimedia component 708 and processing component 702.

[0149] Memory 704 is configured to store various types of data to support the operation of device 700. Examples of this data include instructions for any application or method operating on electronic device 700, contact data, phonebook data, messages, pictures, videos, etc. Memory 704 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0150] Power supply component 706 provides power to various components of electronic device 700. Power supply component 706 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to electronic device 700.

[0151] Multimedia component 708 includes a screen that provides an output interface between the electronic device 700 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touchscreen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors may sense not only the boundaries of the touch or swipe action but also the duration and pressure associated with the touch or swipe operation. In some embodiments, multimedia component 708 includes a front-facing camera and / or a rear-facing camera. When the electronic device 700 is in an operating mode, such as a shooting mode or a video mode, the front-facing camera and / or the rear-facing camera may receive external multimedia data. Each front-facing camera and rear-facing camera may be a fixed optical lens system or have focal length and optical zoom capabilities.

[0152] Audio component 710 is configured to output and / or input audio signals. For example, audio component 710 includes a microphone (MIC) configured to receive external audio signals when electronic device 700 is in an operating mode, such as call mode, recording mode, and voice recognition mode. The received audio signals may be further stored in memory 704 or transmitted via communication component 716. In some embodiments, audio component 710 also includes a speaker for outputting audio signals.

[0153] I / O interface 712 provides an interface between processing component 702 and peripheral interface modules, such as keyboards, click wheels, buttons, etc. These buttons may include, but are not limited to, home buttons, volume buttons, power buttons, and lock buttons.

[0154] Sensor assembly 714 includes one or more sensors for providing state assessments of various aspects of electronic device 700. For example, sensor assembly 714 may detect the on / off state of device 700, the relative positioning of components such as the display and keypad of electronic device 700, changes in position of electronic device 700 or a component of electronic device 700, the presence or absence of user contact with electronic device 700, orientation or acceleration / deceleration of electronic device 700, and temperature changes of electronic device 700. Sensor assembly 714 may include a proximity sensor configured to detect the presence of nearby objects without any physical contact. Sensor assembly 714 may also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, sensor assembly 714 may also include an accelerometer, gyroscope, magnetometer, pressure sensor, or temperature sensor.

[0155] Communication component 716 is configured to facilitate wired or wireless communication between electronic device 700 and other devices. Electronic device 700 can access wireless networks based on communication standards, such as WiFi, 2G, or 3G, or combinations thereof. In one exemplary embodiment, communication component 716 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In one exemplary embodiment, communication component 716 also includes a near-field communication (NFC) module to facilitate short-range communication. For example, the NFC module may be implemented based on radio frequency identification (RFID) technology, Infrared Data Association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0156] In an exemplary embodiment, the electronic device 700 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 perform the methods described above.

[0157] In an exemplary embodiment, a non-transitory computer-readable storage medium including instructions is also provided, such as a memory 704 including instructions, which can be executed by a processor 720 of an electronic device 700 to perform the above-described method. For example, the non-transitory computer-readable storage medium may be a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device, etc.

[0158] A non-transitory computer-readable storage medium, when instructions in the storage medium are executed by a terminal's processor, enables the terminal to perform a door unlocking method, the method comprising: Detect collision risk information between this vehicle and the target obstacle; If the collision risk information meets the target risk conditions, an unlocking command is issued to the vehicle door.

[0159] Optionally, the detection of collision risk information between the vehicle and the target obstacle includes: Identify the target obstacles of the target type around the vehicle; Determine the collision risk information between the vehicle and the target obstacle.

[0160] Optionally, the collision risk information includes the estimated collision time, and determining the collision risk information between the vehicle and the target obstacle includes: Determine the relative speed and relative distance between the vehicle and the target obstacle; The estimated collision time is calculated based on the relative velocity and the relative distance; When the collision risk information meets the target risk conditions, issuing an unlocking command to the vehicle door includes: If the estimated collision time is less than the target duration threshold, an unlocking command is issued to the vehicle door.

[0161] Optionally, when the target type is a target vehicle type, the collision risk information further includes overlap rate, and determining the collision risk information between the vehicle and the target obstacle further includes: Determine the overlap rate between the vehicle and the target obstacle; The step of issuing an unlocking command to the vehicle door when the estimated collision time is less than the target duration threshold includes: If the estimated collision time is less than the first target duration threshold and the overlap rate is less than the target overlap rate threshold, an unlocking command is issued to the vehicle door.

[0162] Optionally, when the target type is a target shape type, the collision risk information further includes relative position, and determining the collision risk information between the vehicle and the target obstacle further includes: Determine the relative position between the vehicle and the target obstacle; The step of issuing an unlocking command to the vehicle door when the estimated collision time is less than the target duration threshold includes: If the estimated collision time is less than the second target duration threshold and the relative position is at the target position, an unlocking command is issued to the vehicle door.

[0163] Optionally, before issuing the unlock command to the vehicle door, the method further includes: Based on the vehicle's first speed, and the relative speed and relative distance between the vehicle and the target obstacle, the estimated vehicle speed after braking and decelerating within the estimated collision time is determined. Based on the estimated vehicle speed and the speed of the target obstacle, determine the estimated relative collision speed between the vehicle and the target obstacle; When the estimated relative collision speed reaches the first target threshold, it is determined that the estimated relative collision speed meets the door unlocking condition.

[0164] Optionally, before issuing the unlock command to the vehicle door, the method further includes: Obtain the second speed of the vehicle; When the second speed of the vehicle is lower than the second target threshold, it is determined that the vehicle speed has reached the condition for safe door opening.

[0165] Optionally, the type of the target obstacle includes at least one of the following: obstacle types in historical vehicle accidents where airbags should have deployed but did not, and obstacle types in historical vehicle accidents where doors should have unlocked but did not.

[0166] Optionally, the method further includes: Based on the vehicle's braking and obstacle avoidance capabilities, the target risk conditions are set.

[0167] Optionally, after issuing the unlock command to the vehicle door, the method further includes: According to the unlocking command, the door is unlocked before a collision occurs, or the door is unlocked after a specified time period specified by the unlocking command.

[0168] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0169] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or computer program products. Therefore, embodiments of this application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of this application can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0170] This application describes embodiments with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0171] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0172] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0173] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present application.

[0174] 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.

[0175] The foregoing has provided a detailed description of a vehicle door unlocking method, a vehicle door unlocking device, an electronic device, and a readable storage medium provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for unlocking a car door, characterized in that, The method includes: Detect collision risk information between this vehicle and the target obstacle; If the collision risk information meets the target risk conditions, an unlocking command is issued to the vehicle door.

2. The method according to claim 1, characterized in that, The collision risk information detected between the vehicle and the target obstacle includes: Identify the target obstacles of the target type around the vehicle; Determine the collision risk information between the vehicle and the target obstacle.

3. The method according to claim 2, characterized in that, The collision risk information includes the estimated collision time, and determining the collision risk information between the vehicle and the target obstacle includes: Determine the relative speed and relative distance between the vehicle and the target obstacle; The estimated collision time is calculated based on the relative velocity and the relative distance; When the collision risk information meets the target risk conditions, issuing an unlocking command to the vehicle door includes: If the estimated collision time is less than the target duration threshold, an unlocking command is issued to the vehicle door.

4. The method according to claim 3, characterized in that, When the target type is a target vehicle type, the collision risk information also includes overlap rate. Determining the collision risk information between the vehicle and the target obstacle further includes: Determine the overlap rate between the vehicle and the target obstacle; The step of issuing an unlocking command to the vehicle door when the estimated collision time is less than the target duration threshold includes: If the estimated collision time is less than the first target duration threshold and the overlap rate is less than the target overlap rate threshold, an unlocking command is issued to the vehicle door.

5. The method according to claim 3, characterized in that, When the target type is a target shape type, the collision risk information also includes relative position. Determining the collision risk information between the vehicle and the target obstacle further includes: Determine the relative position between the vehicle and the target obstacle; The step of issuing an unlocking command to the vehicle door when the estimated collision time is less than the target duration threshold includes: If the estimated collision time is less than the second target duration threshold and the relative position is at the target position, an unlocking command is issued to the vehicle door.

6. The method according to any one of claims 1-5, characterized in that, Before issuing the unlock command to the vehicle door, the method further includes: Based on the vehicle's first speed, and the relative speed and relative distance between the vehicle and the target obstacle, the estimated vehicle speed after braking and decelerating within the estimated collision time is determined. Based on the estimated vehicle speed and the speed of the target obstacle, determine the estimated relative collision speed between the vehicle and the target obstacle; When the estimated relative collision speed reaches the first target threshold, it is determined that the estimated relative collision speed meets the door unlocking condition.

7. The method according to claim 6, characterized in that, Before issuing the unlock command to the vehicle door, the method further includes: Obtain the second speed of the vehicle; When the second speed of the vehicle is lower than the second target threshold, it is determined that the vehicle speed has reached the condition for safe door opening.

8. The method according to any one of claims 1-5, characterized in that, The type of target obstacle includes at least one of the following: obstacle types in historical vehicle accidents where airbags should have deployed but did not, and obstacle types in historical vehicle accidents where doors should have unlocked but did not.

9. The method according to any one of claims 1-5, characterized in that, The method further includes: Based on the vehicle's braking and obstacle avoidance capabilities, the target risk conditions are set.

10. The method according to any one of claims 1-5, characterized in that, After issuing the unlock command to the vehicle door, the method further includes: According to the unlocking command, the door is unlocked before a collision occurs, or the door is unlocked after a specified time period specified by the unlocking command.

11. A vehicle door unlocking device, characterized in that, The device includes: The risk detection module is used to detect collision risk information between the vehicle and the target obstacle; The unlocking module is used to issue an unlocking command to the vehicle door when the collision risk information meets the target risk conditions.

12. An electronic device, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; A processor, when executing a program stored in memory, implements the method described in any one of claims 1-10.

13. A readable storage medium, characterized in that, When the instructions in the storage medium are executed by the processor of the electronic device, the electronic device is able to perform the method as described in any one of claims 1-10.

14. A vehicle, characterized in that, Including the electronic device as described in claim 12.

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