Vehicle control method, system, controller and vehicle

Abstract

The application discloses a vehicle control method, system, controller and vehicle, and belongs to the technical field of vehicles. The method comprises the following steps: in the case that a vehicle collides, the shape of an airbag of a seat of an occupant is controlled based on a target driving mode of the vehicle, target state information of the occupant and the state of a vehicle interaction device. The embodiment of the application reduces the risk of airbag misexplosion or insufficient protection.

Description

Technical Field

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

[0002] With the rapid development of automotive intelligence and personalized cabin technologies, the spatial layout of vehicle cabins is becoming increasingly variable and reconfigurable. For example, new interactive devices such as foldable steering wheels, foldable control panels, retractable pedals, and movable display terminals are gradually being applied to vehicles. When folded, these devices can free up cabin space and improve driving comfort and the human-machine interaction experience.

[0003] However, changes in the spatial layout of the vehicle cabin alter the relative positions of occupants and interactive devices. Currently, airbag control strategies typically rely solely on collision signals, leading to safety hazards such as accidental airbag deployment or insufficient protection. Summary of the Invention

[0004] A vehicle control method, system, controller, and vehicle are provided to reduce the risk of accidental airbag deployment or inadequate protection.

[0005] Firstly, a vehicle control method is provided, the method comprising: In the event of a vehicle collision, the configuration of the occupant's seat airbag is controlled based on the vehicle's target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices.

[0006] In some of these designs, the vehicle interaction device is in both a folded and unfolded state.

[0007] In some of these designs, the vehicle interaction device includes at least one of a steering wheel, a control panel on which the steering wheel is located, an accelerator pedal, a brake pedal, and an in-vehicle display unit.

[0008] In some of these design approaches, the step of determining that the vehicle interaction device is in a folded state includes: If the angle value collected by the angle sensor associated with the vehicle interaction device is greater than the angle threshold, it is determined that the vehicle interaction device is in a folded state. And / or, if the switch state associated with the vehicle interaction device is a preset state, determine that the vehicle interaction device is in a folded state.

[0009] In some of these design approaches, the target state information includes occupant type information and / or occupant posture information; The airbag can be partially deployed, partially deployed, or fully deployed.

[0010] In some of these design approaches, controlling the configuration of the occupant's seat airbag based on the vehicle's target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices includes: When the target driving mode is the first driving mode, the occupant type information is adult, the posture information is normal sitting posture, and the vehicle interaction device is in a folded state, the airbags are fully deployed, and the vehicle speed in the first driving mode is greater than 0. When the target driving mode is the first driving mode, the occupant type information is adult, the posture information is normal sitting posture, and the vehicle interaction device is in the unfolded state, the airbag is partially deployed. When the target driving mode is the first driving mode, the occupant type information is non-adult, or the posture information is an abnormal sitting posture, the airbag is controlled to suppress deployment. When the target driving mode is the second driving mode, the airbag is controlled to suppress deployment, and the vehicle speed in the second driving mode is equal to 0.

[0011] In some of these design approaches, the step of determining the occupant type information includes: Based on occupant-related monitoring data collected by sensors installed on the vehicle's seats and / or body, the occupant type information is determined, wherein the monitoring data includes at least one of height data, weight data, image data, audio data, or contour data.

[0012] In some of these design approaches, the steps for determining the attitude information include: Detect the occupant's center of gravity position; Based on the center of gravity position, the occupant's posture information is determined.

[0013] In some of these design approaches, the method further includes: Detect the straight-line distance between a preset part of the occupant and the vehicle interaction device; Determining the occupant's posture information based on the center of gravity position includes: The occupant's posture information is determined based on the center of gravity position and the straight-line distance.

[0014] In some of these design approaches, the step of determining the target driving mode includes: Based on the vehicle's driving data and the status information of the vehicle's interactive devices, the target driving mode of the vehicle is determined. The driving data includes at least one of vehicle speed, gear position, and whether the driver assistance function is enabled or not; the status information of the vehicle interaction device includes whether the vehicle interaction device is folded or unfolded.

[0015] In some of these design approaches, controlling the configuration of the occupant's seat airbag based on the vehicle's target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices includes: Based on a predetermined mapping relationship between driving mode, occupant status information, vehicle interaction device status, and airbag configuration, the configuration of the occupant's seat airbag is controlled.

[0016] In some of these designs, the occupants are the primary driver and / or the front passenger.

[0017] Secondly, a vehicle control system is also provided, the system comprising: The detection unit is used to detect the vehicle's collision signal, target driving mode, occupant target status information, and the status of the vehicle's interactive devices. A controller for executing vehicle control methods designed above.

[0018] Thirdly, a controller is also provided, which is communicatively connected to the actuator, the controller comprising: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the vehicle control method of any of the above designs.

[0019] Fourthly, a vehicle is also provided, including a vehicle control system of any of the above designs, or a controller of any of the above designs.

[0020] Beneficial effects: When a vehicle collision occurs, the airbag shape is controlled by combining the target driving mode, the target status information of the occupants, and the status of the vehicle's interactive devices. The airbag control logic can be adjusted according to the actual scenario, reducing the risk of airbag mis-deployment or insufficient protection caused by different driving modes or changes in the relative position of the occupants and the vehicle's interactive devices. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a simulation diagram of airbag deployment under preset working conditions; Figure 2 yes Figure 1 A schematic diagram showing the acceleration changes of preset parts of occupants of preset occupant types during simulation; Figure 3 This is a schematic flowchart of a vehicle control method provided by an exemplary embodiment of this disclosure; Figure 4 This is a schematic diagram of a vehicle control system provided by an exemplary embodiment of this disclosure; Figure 5 This is another schematic flowchart of the vehicle control method provided by an exemplary embodiment of this disclosure; Figure 6 This is another schematic flowchart of a vehicle control method provided by an exemplary embodiment of this disclosure; Figure 7 This is a schematic diagram of the airbag configuration control process provided by an exemplary embodiment of this disclosure; Figure 8 This is a schematic diagram of the structure of the vehicle control device provided in an exemplary embodiment of this disclosure; Figure 9 This is a schematic diagram of the controller provided in an exemplary embodiment of this disclosure; Figure 10 This is a schematic diagram of the vehicle architecture provided by an exemplary embodiment of this disclosure. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0025] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0026] The use of "applies to" or "configured to" in this application implies open and inclusive language, which does not exclude the applicability to or configuration to devices performing additional tasks or steps. Additionally, the use of "based on" implies openness and inclusivity, because processes, steps, calculations, or other actions "based on" one or more of the stated conditions or values ​​may in practice be based on additional conditions or values ​​beyond those stated.

[0027] In this application, the term "exemplary" is used to mean "used as an example, illustration, or description." Any embodiment described as "exemplary" in this application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use this application. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that this application can be made without using these specific details. In other instances, well-known structures and processes are not described in detail to avoid obscuring the description of this application with unnecessary detail. Therefore, this application is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed in this application.

[0028] With the rapid development of automotive intelligence and personalized cabin technologies, the spatial layout of vehicle cabins is becoming increasingly variable and reconfigurable. For example, new interactive devices such as foldable steering wheels, foldable control panels, retractable pedals, and movable display terminals are gradually being applied to vehicles. When folded, these devices can free up cabin space and improve driving comfort and the human-machine interaction experience.

[0029] However, changes in the spatial layout of the vehicle cabin alter the relative positions of occupants and interactive devices. Currently, airbag control strategies typically rely solely on collision signals, leading to safety hazards such as accidental airbag deployment or insufficient protection.

[0030] Taking a foldable steering wheel as an example, it can be folded in scenarios such as parking and highway assisted driving, effectively improving the utilization of interior space and the driving experience. However, after the steering wheel is folded, the spatial layout of the driver's seat changes fundamentally. The traditional DAB (Driver Airbag) airbag control strategy is based on a single collision signal, which has the following drawbacks: 1. It cannot accurately identify the occupant status in scenarios where the steering wheel is folded. For child occupants in the driver's seat or adult OOP (Out-of-Position) occupants (leaning forward, reclining, sitting sideways, etc.), the airbag may still deploy normally during a collision. The huge impact force of the deployment can cause serious secondary injuries to these vulnerable occupants, posing a significant safety hazard.

[0031] 2. The system does not have differentiated control logic for different driving modes (parking, driver assistance) after the steering wheel is folded, resulting in poor versatility. Either it over-suppresses the airbag, causing adult occupants to lose airbag protection, or it fails to suppress the airbag, leading to injury to vulnerable occupants.

[0032] 3. The sensor signal acquisition lacks redundancy design, and the failure of a single sensor can easily lead to incorrect state determination, resulting in low strategy reliability.

[0033] like Figure 1 The diagram shown is a simulation illustration of airbag deployment under preset conditions. Specifically, it is a simulation scenario layout diagram of static deployment of the driver's airbag when the steering wheel is folded, the driver and passenger are in an out-of-position (OOP) condition.

[0034] This schematic diagram illustrates the relative installation positions and spatial layout of the folded steering wheel, driver and passenger dummy, and driver's airbag, while also showing the deployment pattern of the airbag after it is activated. By reproducing the airbag deployment process under conditions of a folded steering wheel and an abnormally displaced occupant's seating position, the diagram simulates the impact of airbag deployment on the occupant under these conditions, thus characterizing the safety hazards of airbag control strategies in related technologies under the OOP (Out of Position) condition of a folded steering wheel.

[0035] like Figure 2 As shown, is Figure 1 A schematic diagram showing the acceleration changes of a preset part of a occupant of a preset occupant type during simulation. In this embodiment, the preset occupant type can be a child, and the preset part can be the chest.

[0036] Figure 2The horizontal axis represents time, in seconds (s); the vertical axis represents acceleration, in gravitational acceleration (G).

[0037] from Figure 2 As can be seen, after the airbag deploys, the acceleration of the occupant's chest increases rapidly. It reaches its peak at approximately 0.018 seconds, with a peak acceleration of about 62G. The acceleration then gradually decreases, dropping to about 25G at approximately 0.04 seconds, and to about 10G at approximately 0.06 seconds, before slowly approaching zero.

[0038] Calculations showed that the combined acceleration of the occupant's chest within a 3ms time window was 45.4122G, exceeding the safety threshold. This indicates that under the condition of a folded steering wheel and the occupant dislodging, the deployment of the airbag would cause a significant impact on the chest of the child occupant.

[0039] To address the aforementioned problems, this embodiment provides a vehicle control method, such as... Figure 3 As shown, the vehicle control method includes step S31: S31. In the event of a vehicle collision, the configuration of the occupant's seat airbag is controlled based on the vehicle's target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices.

[0040] Specifically, the determination of a vehicle collision can be based on signals collected by detection elements such as acceleration sensors and collision sensors installed in the vehicle.

[0041] In the event of a vehicle collision, the system acquires the vehicle's current target driving mode, the occupants' target state information, and the state of the vehicle's interactive devices. The target driving mode characterizes the vehicle's current operating scenario, such as normal driving, parking, or assisted driving. The occupant's target state information can characterize the type of occupant in the seat (e.g., adult or child) and / or the occupant's body posture (e.g., normal sitting posture or leaning forward, reclining, etc., dismounted state). The state of the vehicle's interactive devices includes folded and unfolded states; for example, the steering wheel is normally unfolded or folded in a stowed position.

[0042] Based on the target driving mode, occupant's target state information, and the state of the vehicle's interactive devices, a configuration control strategy for the airbag corresponding to the occupant's seat can be determined, and the airbag's configuration can be controlled according to this strategy. The airbag's configuration can include different types such as full deployment, partial deployment, or suppressed deployment. Specifically, the volume of a fully deployed airbag is larger than the volume of a partially deployed airbag, and the volume of a partially deployed airbag is larger than the volume of a suppressed airbag. For example, in certain driving modes, occupant states, and vehicle interactive device states, the airbag can be controlled to deploy at a portion of its rated power to reduce the impact on the occupant during deployment; in other driving modes, occupant states, and vehicle interactive device states, the airbag's deployment can be suppressed to avoid secondary injury to the occupant.

[0043] In this embodiment, in the event of a vehicle collision, the airbag control strategy is jointly determined by combining the target driving mode, the target state information of the occupants, and the state of the vehicle's interactive devices. Thus, the airbag control logic can be adjusted according to the actual scenario, reducing the risk of airbag mis-deployment or insufficient protection caused by different driving modes or changes in the relative position of the occupants and the vehicle's interactive devices.

[0044] In some embodiments, the occupants are the primary driver and / or the secondary driver.

[0045] Specifically, different areas of the vehicle may be equipped with independent airbag systems; for example, the driver's side may have a driver's airbag, and the passenger side may have a passenger's airbag. The airbag control logic for these areas can be independent of each other, or they can use the same or similar control strategies.

[0046] In practical applications, airbag control can be selected for the driver's side, passenger side, or both areas simultaneously, depending on the specific vehicle configuration and safety requirements.

[0047] Different airbag control strategies can be determined for different areas. For example, the control strategy for the driver's side can be determined based on the occupant status information, the status of the vehicle's interactive devices, and the vehicle's target driving mode. The control strategy for the passenger side can also be determined based on the occupant status information, the status of the vehicle's interactive devices, and the vehicle's target driving mode. The two strategies do not affect each other.

[0048] In this embodiment, the application scope of the airbag control strategy can be expanded from the single driver's seat area to the driver's seat and / or passenger seat areas, realizing independent control and differentiated strategies for different areas, thereby more comprehensively covering the protection needs of occupants in different positions in the vehicle cabin, and further improving the vehicle's adaptability to different spatial layout scenarios.

[0049] In some embodiments, the state of the vehicle interaction device includes a folded state and an unfolded state.

[0050] Specifically, vehicle interaction devices refer to devices within the vehicle cabin that allow occupants to operate or exchange information. A folded state refers to a change in the position of the vehicle interaction device relative to its default usage location, including but not limited to complete folding, partial folding, sliding retraction, or rotating concealment. An unfolded state means the vehicle interaction device is in its default usage location.

[0051] Taking the steering wheel as an example, when unfolded, the steering wheel is located in a certain position in front of the driver; when folded, the steering wheel may retract towards the dashboard or fold downwards, thereby freeing up more space in the driver's area.

[0052] It's important to note that "folding state" is a broad concept and not limited to a single folding method. The specific manifestation of the folding state may differ for different types of vehicle interaction devices. For example, for a steering wheel, the folding state can include the steering wheel rim folding back relative to the wheel hub, the steering wheel retracting entirely towards the dashboard, or the steering wheel flipping downwards to hide itself.

[0053] In practical applications, the position or posture of the vehicle's interactive device can be detected to determine whether it is in a folded state.

[0054] In this embodiment, by clearly defining the states of the vehicle interaction device, including folded and unfolded states, the airbag control strategy can be differentiated according to the different states of the vehicle interaction device, thereby reducing the risk of airbag mis-deployment or insufficient protection caused by changes in the position of the vehicle interaction device.

[0055] In some embodiments, the vehicle interaction device includes at least one of a steering wheel, a control panel on which the steering wheel is located, an accelerator pedal, a brake pedal, and an in-vehicle display unit.

[0056] Specifically, vehicle interaction devices can be one or more of a variety of devices within the vehicle cabin that can alter the spatial layout.

[0057] A steering wheel is a device used to control the direction of a vehicle. In a folding steering wheel configuration, the steering wheel can retract towards the dashboard or fold downwards in specific scenarios (such as parking or driver assistance), thereby changing the spatial layout of the driver's area.

[0058] The control panel where the steering wheel is located refers to the instrument panel area or center console area behind the steering wheel. Some structures in this area can also be designed to be foldable or movable, such as a foldable instrument panel cover or a movable control panel.

[0059] Accelerator and brake pedals refer to the vehicle's operating pedals. In certain autonomous driving or parking scenarios, the pedals can be designed to be retractable or retractable, such as retracting under the floor or flipping up to hide, thereby freeing up foot space in the driver's seat.

[0060] In-vehicle display units refer to display devices used to display vehicle information or provide human-machine interfaces, such as central control displays, instrument displays, or passenger entertainment screens. These display units can be designed to be foldable, flip-up, or slide-out. For example, a passenger entertainment screen can be folded into the dashboard when not in use, or rotated from an unfolded position to a hidden position.

[0061] It should be noted that the aforementioned vehicle interaction devices can be configured with folding functionality individually or in combination. For example, a vehicle can be equipped with only a foldable steering wheel, while the pedals and display unit remain fixed; alternatively, it can be equipped with both a foldable steering wheel and a foldable control panel; or a foldable in-vehicle display unit can be configured in the passenger area. In practical applications, one or more of these devices can be selected to implement folding or retracting functions based on the specific design and configuration requirements of the vehicle.

[0062] Because airbag control strategies rely on the state (folded or deployed) of vehicle interaction devices for decision-making, the airbag configuration control logic can be adjusted based on any change in the state of any such device. This approach allows the airbag control strategy to adapt to various cabin space layout changes, improving the versatility and applicability of the technical solution.

[0063] In some embodiments, the step of determining that the vehicle interaction device is in a folded state includes: If the angle value collected by the angle sensor associated with the vehicle interaction device is greater than the angle threshold, it is determined that the vehicle interaction device is in a folded state. And / or, if the switch state associated with the vehicle interaction device is a preset state, determine that the vehicle interaction device is in a folded state.

[0064] Specifically, in order to accurately determine whether the vehicle interaction device is in a folded state, angle sensor detection and / or switch status detection can be used.

[0065] Angle sensor detection is used for foldable vehicle interaction devices, such as foldable steering wheels or flip-up in-vehicle displays, whose folding action is often accompanied by rotation or swaying. An angle sensor can be associated with such devices to collect their current angle value. The angle sensor can be a Hall effect angle sensor, a potentiometer-type angle sensor, or a photoelectric encoder, etc.

[0066] Taking a foldable steering wheel as an example, an angle sensor can be installed at the steering column or folding hinge of the steering wheel. When the steering wheel is in the normal operating position, the angle sensor collects a first angle value (e.g., 0° or a small angle); as the steering wheel moves towards the folding position, the angle value gradually increases. When the angle value collected by the angle sensor is greater than a preset angle threshold (e.g., 30°), it can be determined that the steering wheel has entered the folding state, that is, the vehicle's interactive devices are in the folding state.

[0067] Different vehicle interaction devices can be configured with different angle thresholds. For example, for a flip-up in-vehicle display unit, the angle threshold can be set to 45°; for a foldable control panel, the angle threshold can be set to 15°. The specific value of the angle threshold can be calibrated according to the device's structural design and folding definition.

[0068] A switch-state detection method can be used: In addition to angle sensor detection, a switch-state detection method can also be employed. A position switch or micro switch can be installed at the folding mechanism of the vehicle interaction device. When the vehicle interaction device is in the unfolded state, the switch is in the first state (e.g., the open state); when the vehicle interaction device moves to the folded position, the switch is triggered and switches to the second state (e.g., the closed state). When the switch state is the preset state (e.g., the closed state), it can be determined that the vehicle interaction device is in the folded state.

[0069] The switch status detection method has a simple structure and high reliability, and is suitable for scenarios where the folding position is clear and the folding end point is fixed.

[0070] Combined use of angle detection and switch detection: In practical applications, angle sensor detection and switch status detection can be combined to form a dual-redundant design. On one hand, the angle sensor can provide continuous angle values ​​to determine whether the vehicle's interactive device is in an intermediate state during the folding process; on the other hand, switch status detection can provide a clear signal indicating that the folding is complete, serving as an auxiliary basis for confirming the folding status. The two detection methods complement each other; if one method fails, the other can still function normally, thereby improving the reliability and accuracy of folding status determination.

[0071] The above methods can accurately and reliably determine whether the vehicle's interactive devices are in a folded state, providing accurate status input for determining the airbag control strategy. The angle sensor detection method is suitable for scenarios requiring continuous monitoring of the folding angle, while the switch detection method is suitable for scenarios requiring simple and reliable determination of the folding endpoint. Combining both methods can improve judgment accuracy while enhancing system redundancy and reliability.

[0072] In some embodiments, the target state information includes occupant type information and / or occupant posture information; The airbag can be partially deployed, partially deployed, or fully deployed.

[0073] Specifically, occupant type information is used to distinguish occupant categories. Different categories of occupants differ in height, weight, bone strength, and other aspects, and therefore have different tolerances to the impact of airbag deployment. For example, adult occupants have higher physical strength and greater tolerance to airbag deployment; while child occupants are more vulnerable and are more easily injured during airbag deployment. Therefore, identifying occupant type information helps in selecting appropriate airbag control strategies for different occupants.

[0074] Occupant posture information is used to characterize the occupant's body posture. While the vehicle is moving or parked, occupants may maintain a normal sitting posture, or they may adopt an aft posture, such as leaning forward, lying down, or sitting sideways. When an occupant is in an aft posture, the distance between them and vehicle interaction devices (such as the steering wheel) may be less than a safe distance. If the airbag deploys normally in this situation, the impact force of the airbag may directly act on the occupant's head or chest, causing relatively serious secondary injuries. Therefore, recognizing occupant posture information also helps assess the risk of airbag deployment, thereby selecting an appropriate control strategy.

[0075] Target status information can include only occupant type information, only occupant posture information, or both. In practical applications, the type of target status information acquired can be flexibly selected based on the type and number of sensors configured in the vehicle.

[0076] Airbags can be partially deployed, partially deployed, or fully deployed.

[0077] Partial deployment refers to controlling the airbag deployment at a preset percentage of its rated power. For example, if the airbag's rated power is 100% and the preset percentage is 50%, then during partial deployment, the airbag inflates and deploys at 50% of its rated power. Compared to normal deployment (100% rated power), partial deployment results in a slower inflation rate, a smaller deployed volume, and a correspondingly reduced impact force on the occupant. The specific value of the preset percentage can be calibrated according to actual needs, such as 30%, 50%, or 70%. Different preset percentages can be set for different types of airbags or different seat positions.

[0078] Deployment suppression refers to the airbag not deploying after a collision; that is, the airbag is not triggered. When it is determined that airbag deployment may cause secondary injury to the occupants, a deployment suppression strategy can be adopted to avoid the airbag causing additional impact to the occupants.

[0079] Fully deployed means that the airbags deploy fully at their rated power, providing maximum impact cushioning protection.

[0080] By refining target state information into occupant type information and / or occupant posture information, and further refining airbag deployment into partial deployment, suppressed deployment, or full deployment, airbag control can be differentiated according to the actual situation of the occupants. For occupants with lower risk of injury (such as children) or those in an ejected position, a strategy of suppressed deployment or partial deployment can be adopted to reduce the risk of secondary injury from the airbag; for adult occupants in a normal sitting position, a full deployment strategy can be adopted to provide adequate collision protection. This tiered control approach helps to protect occupant safety while also addressing the differentiated protection needs of different occupants in different postures.

[0081] In some embodiments, the airbag is a multi-stage generator airbag, with each stage containing an independent ignition agent; full deployment corresponds to the detonation of all stages of the ignition agent in the multi-stage generator, while partial deployment corresponds to the detonation of only the first stage reaction in the multi-stage generator. When the vehicle interaction device is in the folded state, the steering wheel is far from the driver, and the airbag is fully deployed to achieve a larger airbag volume to ensure occupant safety; when the vehicle interaction device is in the unfolded state, the distance between the steering wheel and the driver is normal, and the airbag is partially deployed so that the airbag deploys with a smaller volume to make normal contact with the driver.

[0082] In some embodiments, controlling the configuration of the occupant's seat airbag based on the vehicle's target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices includes: When the target driving mode is the first driving mode, the occupant type information is adult, the posture information is normal sitting posture, and the vehicle interaction device is in a folded state, the airbags are fully deployed, and the vehicle speed in the first driving mode is greater than 0. When the target driving mode is the first driving mode, the occupant type information is adult, the posture information is normal sitting posture, and the vehicle interaction device is in the unfolded state, the airbag is partially deployed. When the target driving mode is the first driving mode, the occupant type information is non-adult, or the posture information is an abnormal sitting posture, the airbag is controlled to suppress deployment. When the target driving mode is the second driving mode, the airbag is controlled to suppress deployment, and the vehicle speed in the second driving mode is equal to 0.

[0083] Specifically, different airbag target control strategies can be determined based on different combinations of the target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices. In this embodiment, the driving mode is divided into a first driving mode and a second driving mode, where the vehicle speed in the first driving mode is greater than 0 (corresponding to the vehicle driving scenario), and the vehicle speed in the second driving mode is equal to 0 (corresponding to the vehicle parking scenario).

[0084] Full deployment strategy in first-drive mode: When the vehicle is currently in first-drive mode, the occupant type is adult, the posture is normal sitting, and the vehicle's interactive devices are folded, all airbags will be deployed. In this scenario, the vehicle is in motion, and the distance between the folded vehicle interactive devices (such as the steering wheel) and the occupants increases, requiring the airbags to be fully deployed to provide sufficient collision buffer protection.

[0085] Partial Deployment Strategy in First-Drive Mode: When the vehicle is currently in first-drive mode, the occupant type is adult, the posture is normal sitting, and the vehicle's interactive device is in the deployed state, the airbags are partially deployed. In this scenario, the vehicle is in motion, the occupant is in a normal sitting posture, but the vehicle's interactive device is in the deployed position, and the distance between the occupant and the device is relatively short. Partial deployment (such as deploying at a preset percentage of the rated power) can provide some collision protection while reducing the impact force of the airbag deployment on the occupant.

[0086] Deployment suppression strategy in first-drive mode: When the vehicle is currently in first-drive mode and the occupant type information is adult but the posture information is an abnormal sitting posture, the airbag deployment is suppressed. Abnormal sitting postures include leaning forward, reclining, and side-sitting postures. In this scenario, although the occupant is an adult, because they are in an abnormal posture, the distance between the occupant's body and the vehicle's interactive devices may be less than the safe distance, and airbag deployment may cause secondary injury; therefore, a deployment suppression strategy is adopted. Similarly, when the occupant type information is non-adult (such as a child), regardless of the occupant's posture information, airbag deployment is suppressed to protect child occupants from airbag injury.

[0087] Deployment suppression strategy in the second driving mode: When the vehicle is currently in the second driving mode (vehicle speed equal to 0), the airbag deployment is suppressed regardless of occupant type and posture information. The second driving mode can be a parking mode, where the vehicle is stationary and occupants may be resting or moving around inside. In this case, if a collision occurs, the collision energy is usually small, and airbag deployment may actually cause injury. Therefore, a deployment suppression strategy is adopted.

[0088] Using the above method, based on different driving modes, occupant status information, and the status of vehicle interaction devices, the airbag deployment mode is divided into partial deployment, suppressed deployment, and full deployment, with each specific applicable scenario clearly defined. This tiered control approach allows for fine-tuning of the airbag control strategy according to actual operating conditions. In the first driving mode, it balances the protection needs of adult occupants with the safety of children or displaced occupants. In the second driving mode, it prioritizes avoiding the risk of secondary injury from airbag deployment, thereby improving the scenario adaptability and safety of airbag control.

[0089] In some embodiments, the step of determining the occupant type information includes: Based on occupant-related monitoring data collected by sensors installed on the vehicle's seats and / or body, the occupant type information is determined, wherein the monitoring data includes at least one of height data, weight data, image data, audio data, or contour data.

[0090] Specifically, determining occupant type information relies on various sensors installed in the vehicle seats and / or on the vehicle body. These sensors are used to collect occupant-related monitoring data, and by analyzing and processing the monitoring data, the type of occupant, such as an adult or a child, can be determined.

[0091] Occupant type determination based on height data: Height data can be collected using height sensors located on the seat back, headrest, or headliner. For example, multiple photoelectric or infrared sensors can be placed at different heights on the seat back. When the occupant is seated, the degree to which these sensors are obstructed at different heights can reflect the occupant's height range. Alternatively, pressure pads or capacitive sensor arrays embedded in the seat can be used to estimate height by detecting the contact height between the occupant's body and the seat back. When the detected height value is less than a preset height threshold (e.g., 140cm), the occupant can be identified as a child; when the height value is greater than or equal to the threshold, the occupant is identified as an adult.

[0092] Occupant type determination based on weight data: Weight data can be collected through pressure sensors or weight sensors located under the seat cushion. Once seated, the weight value detected by the sensors reflects the occupant's weight. Since there is a significant weight difference between children and adults, when the detected weight value is less than a preset weight threshold (e.g., 40 kg), the occupant can be identified as a child; when the weight value is greater than or equal to this threshold, the occupant is identified as an adult. It should be noted that weight detection may be affected by items carried by the occupant. In practical applications, weight data can be combined with other types of data to improve the accuracy of the determination.

[0093] Occupant type determination based on image data: Image data can be captured by cameras installed inside the vehicle (e.g., in the headliner, A-pillars, or dashboard). These cameras can capture images of the occupant's face or upper body. By processing and recognizing these images, information such as facial features, face size, and head-to-body ratio can be extracted to determine the occupant's age range or type. For example, deep learning-based image classification algorithms can be used to categorize occupant images as adults or children. Image data can also be used to identify whether a child safety seat is being used, further aiding in occupant type determination.

[0094] Occupant type determination based on audio data: Audio data is collected using microphones installed inside the vehicle. When occupants speak or make sounds inside the vehicle, the audio data reflects their vocal characteristics, such as pitch, timbre, and speech rate. Children's voices typically have higher pitches and more childlike timbre, while adult voices are relatively deeper. Analyzing the audio data can help determine the occupant type. Audio data is usually used as a supplementary basis for judgment, combined with other types of data to improve the reliability of the determination.

[0095] Occupant type determination based on contour data: Contour data can be acquired through depth cameras or millimeter-wave radar installed inside the vehicle. Depth cameras obtain three-dimensional contour information of the occupant's body, including geometric features such as shoulder width, head-to-shoulder ratio, and torso length. Millimeter-wave radar detects the occupant's body contour and movement posture. By analyzing the contour data, the occupant's body size and shape characteristics can be determined, thus distinguishing between adults and children.

[0096] In practical applications, the aforementioned monitoring data can be used individually or in combination. For example, occupant type can be determined solely based on weight data, a simple and low-cost approach. Alternatively, a comprehensive judgment can be made based on both height and image data, offering higher accuracy and stronger resistance to interference. When multiple data sources are used for judgment, a weighted fusion or voting mechanism can be employed. If the judgment results from different data sources are inconsistent, the final occupant type information is determined according to preset fusion rules.

[0097] By utilizing the methods described above and collecting occupant monitoring data from existing or additional sensors in the vehicle, occupant type information can be automatically and in real time determined. Different types of sensors and their collected data each have their own advantages and disadvantages. One or more data sources can be selected and combined based on requirements such as cost, accuracy, and reliability to achieve accurate identification of occupant type information. After obtaining occupant type information, the airbag control strategy can adopt differentiated control methods for different types of occupants, thereby providing protection tailored to their physical conditions.

[0098] In some embodiments, the step of determining the attitude information includes: Detect the occupant's center of gravity position; Based on the center of gravity position, the occupant's posture information is determined.

[0099] Specifically, occupant posture information can be determined by detecting the occupant's center of gravity position. The center of gravity position refers to the central point of the occupant's body mass distribution, and changes in its position can reflect the occupant's body posture.

[0100] Detecting the occupant's center of gravity position: The occupant's center of gravity position can be detected by sensors installed on the seat and / or the vehicle body. For example, multiple pressure sensors can be arranged under the seat cushion to form a pressure distribution detection array. When the occupant is seated, the pressure values ​​detected by the pressure sensors at different locations will vary. By analyzing the pressure distribution of each sensor, the projected position of the occupant's center of gravity in the horizontal direction can be calculated. Specifically, the detection values ​​of each sensor can be weighted and averaged with the sensor coordinates to obtain the two-dimensional coordinates of the center of gravity on the seat plane.

[0101] In addition to pressure sensors, pressure sensors or capacitive sensors on the seat back can be used to further determine the occupant's center of gravity position in the vertical direction. For example, by analyzing the ratio of seat cushion pressure to backrest pressure, it can be determined whether the occupant's body is leaning forward or backward, thereby estimating the amount of center of gravity shift in the fore-and-aft direction. Furthermore, depth cameras or millimeter-wave radar can also be used to detect the occupant's body contours and posture, calculating the occupant's overall center of gravity position using 3D point cloud data.

[0102] Occupant posture information is determined based on the center of gravity position: In a normal sitting posture, the occupant's body remains upright, back is against the seat back, and legs are placed naturally. At this time, the occupant's center of gravity is located slightly behind the center of the seat cushion, roughly near the occupant's pelvis. The degree and direction of deviation of the center of gravity from the normal range can reflect changes in the occupant's posture.

[0103] When a forward-leaning posture occurs, the occupant's upper body moves towards the steering wheel, and their center of gravity shifts forward. The greater the shift in the center of gravity, the more severe the forward lean. When the center of gravity shifts forward from the baseline position in a normal sitting posture by more than a first preset shift threshold, it can be determined that the occupant is in a forward-leaning posture.

[0104] When in a reclining position, the occupant's upper body leans back, increasing the contact area between their back and the seat back, and shifting their center of gravity backward. Simultaneously, due to the backward lean, the center of gravity may also shift vertically. When the backward shift of the center of gravity exceeds a second preset threshold, it can be determined that the occupant is in a reclining position.

[0105] When a occupant adopts a side-sitting posture, their body leans to the left or right, and their center of gravity shifts accordingly. If the shift in center of gravity to the left or right exceeds a third preset threshold, it can be determined that the occupant is in a side-sitting posture.

[0106] In practical applications, the baseline position and normal range of the occupant's center of gravity in a normal sitting posture can be pre-calibrated. The baseline center of gravity position can be obtained by averaging multiple samples, or different baseline values ​​can be set according to different occupant types with different heights and weights. When the detected center of gravity position is within the normal range, the occupant's posture is determined to be a normal sitting posture; when the center of gravity position exceeds the normal range and the direction of deviation is clear, the occupant is determined to be in the corresponding off-position posture.

[0107] By detecting the center of gravity position, changes in the occupant's body posture can be determined. Compared to directly detecting the head or limb positions, center of gravity detection requires fewer sensors, involves less computation, and can comprehensively reflect the overall posture changes of the occupant. After obtaining the occupant's posture information, the airbag control strategy can adjust the airbag control method according to whether the occupant is in an ejected posture. This means suppressing airbag deployment when the occupant is ejected or allowing airbag deployment when the occupant is in a normal sitting posture, thereby reducing the risk of secondary injury to the ejected occupant.

[0108] In some embodiments, the method further includes: Detect the straight-line distance between a preset part of the occupant and the vehicle interaction device; Determining the occupant's posture information based on the center of gravity position includes: The occupant's posture information is determined based on the center of gravity position and the straight-line distance.

[0109] Specifically, in addition to detecting the occupant's center of gravity position, the system can also detect the straight-line distance between the occupant's preset position and the vehicle's interactive devices, and combine the information from both the center of gravity position and the straight-line distance to determine the occupant's posture information.

[0110] Detecting the straight-line distance between the occupant's designated body part and the vehicle's interactive devices: The occupant's designated body part refers to a specific part of the occupant's body, such as the chest, head, or shoulders. These parts may be directly impacted when the airbag deploys, therefore the distance between them and the vehicle's interactive devices (such as the steering wheel or dashboard) is an important parameter for assessing the risk of airbag deployment.

[0111] This straight-line distance can be detected using distance sensors installed inside the vehicle. For example, millimeter-wave radar, ultrasonic sensors, or infrared distance sensors can be installed in the dashboard, steering wheel, or headliner. Millimeter-wave radar emits electromagnetic waves and receives reflected signals, calculating the distance between a preset part of the occupant and the sensor by measuring the signal propagation time. When the sensor's installation location is known and fixed, the straight-line distance between the preset part of the occupant and the vehicle's interactive devices can be calculated by combining the relative positional relationship between the sensor and the interactive devices.

[0112] Alternatively, depth cameras or binocular cameras can be used to capture 3D images of the occupants. Image processing and 3D reconstruction techniques can then be used to calculate the spatial distance between the occupant's chest, head, or shoulders and the steering wheel. While image-based methods can provide richer posture information, they involve relatively more computation and are subject to certain lighting conditions.

[0113] Posture information is determined by combining center of gravity position and straight-line distance: Center of gravity position can reflect the overall posture trend of an occupant, such as leaning forward, backward, or sideways. However, relying solely on center of gravity position is sometimes insufficient to accurately distinguish certain similar postures. For example, the center of gravity position of a tall occupant in a normal sitting posture may be quite similar to that of a short occupant leaning slightly forward. In such cases, incorporating the straight-line distance between a preset part of the occupant and the vehicle's interactive devices can serve as an auxiliary basis for judgment.

[0114] The comprehensive judgment method is as follows: When the center of gravity position shows that the occupant has a tendency to lean forward, and the straight-line distance between the occupant's chest and the steering wheel is less than a preset distance threshold (e.g., 25cm), it can be confirmed that the occupant is in a forward-leaning, displaced posture. When the center of gravity position shows that the occupant is within the normal range, but the straight-line distance between the occupant's chest and the steering wheel is still less than the preset distance threshold, it may indicate that the occupant's body characteristics cause them to be too close to the steering wheel, and in this case, it can also be judged that the occupant is at risk of displacement. When the center of gravity position shows that the occupant is leaning forward, but the straight-line distance is still greater than the safe distance, it can be judged that the degree of forward leaning has not reached the dangerous range, and the posture information can be marked as normal sitting posture or slightly forward leaning but acceptable.

[0115] Similarly, for side-sitting or reclining postures, a comprehensive judgment can be made by combining the horizontal shift of the center of gravity and the distance between the occupant's head or shoulder and the steering wheel or side-mounted interactive devices. For example, when the center of gravity shifts to the left and the distance between the occupant's left shoulder and the left-side door or side-mounted interactive devices decreases significantly, it can be determined that the occupant is in a side-sitting posture.

[0116] In practical applications, the center of gravity position and straight-line distance can be assigned different weights, and a comprehensive attitude score can be obtained through weighted calculation. Alternatively, a rule-based approach can be used, setting center of gravity offset thresholds and distance thresholds, triggering the corresponding attitude determination when either or both conditions are met.

[0117] In this embodiment, by introducing the straight-line distance between a preset part of the occupant and the vehicle's interactive device, and complementing the center of gravity position information, the accuracy and reliability of posture information determination can be improved. The center of gravity position provides the overall posture trend, while the straight-line distance provides the spatial relationship between key parts and the interactive device. The combination of the two helps to more comprehensively and accurately determine whether the occupant is in an off-position state, thereby providing more accurate input information for the airbag control strategy and further reducing the risk of airbag misdeployment or insufficient protection due to posture misjudgment.

[0118] In some embodiments, the step of determining the target driving mode includes: Based on the vehicle's driving data and the status information of the vehicle's interactive devices, the target driving mode of the vehicle is determined. The driving data includes at least one of vehicle speed, gear position, and whether the driver assistance function is enabled or not; the status information of the vehicle interaction device includes whether the vehicle interaction device is folded or unfolded.

[0119] Specifically, the target driving mode is used to characterize the current operating scenario of the vehicle, and its determination process is based on the vehicle's driving data and the status information of the vehicle's interactive devices.

[0120] Driving data includes at least one of the following: vehicle speed, gear position, and whether driver assistance functions are activated. Vehicle speed data can be obtained through the vehicle's speed sensor or wheel speed sensor. Vehicle speed reflects the vehicle's motion state and is one of the important parameters for distinguishing different driving modes. For example, a vehicle speed of zero indicates that the vehicle is stationary, a low vehicle speed (such as less than or equal to 15 km / h) indicates that the vehicle is traveling at low speed, and a high vehicle speed indicates that the vehicle is traveling normally.

[0121] Gear position data can be obtained from the vehicle's gear position sensor. Gears include P (Park), R (Reverse), N (Neutral), and D (Drive). Different gears reflect the vehicle's operating intention. For example, P usually indicates that the vehicle is parked, while D indicates that the vehicle is moving forward.

[0122] Information regarding whether driver assistance functions are enabled can be obtained through the vehicle's driver assistance controller. Driver assistance functions include low-speed driver assistance functions and high-speed driver assistance functions (such as adaptive cruise control and lane keeping assist). When driver assistance functions are enabled, the vehicle's operation differs from manual driving, and the driving mode may also change accordingly.

[0123] When the vehicle's interactive device is in the unfolded state, it indicates that the device is in its normal operating position and the cabin space layout remains unchanged. When the vehicle's interactive device is in the folded state, it indicates that the device has been folded or hidden, and the cabin space layout has changed.

[0124] Based on driving data and the status information of vehicle interaction devices, the target driving mode can be determined comprehensively.

[0125] An exemplary method for determining this is as follows: When the vehicle's interactive device is deployed, the vehicle speed is greater than 0, the gear is in Drive (D), and the driver assistance functions are not activated, the target driving mode can be determined to be the normal driving mode. In this mode, the vehicle is manually controlled by the driver, the steering wheel is in the normal operating position, and the airbags can be controlled according to conventional logic.

[0126] When the vehicle's interactive devices are folded, the vehicle speed is zero, the gear is in Park (P), and the electronic parking brake is engaged, the target driving mode can be determined to be the steering wheel folding parking mode. In this mode, the vehicle is stationary, the steering wheel is folded and stored, and occupants may be resting or moving around inside the vehicle. In this mode, the airbags should employ a strategy of suppressing deployment.

[0127] When the vehicle's interactive devices are folded, the vehicle speed exceeds a preset speed threshold, the gear is in Drive (D), and highway driving assistance functions (such as adaptive cruise control and lane keeping assist) are activated, the target driving mode can be determined as the steering wheel folding driving assistance mode. In this mode, the vehicle is in highway driving assistance mode, the steering wheel is folded, occupants may be in a relatively relaxed seating position, and the airbags should employ a suppression deployment strategy.

[0128] It should be noted that the above method of classifying driving modes is only an example. In actual applications, different combinations of driving data and judgment logic can be used to classify more or fewer driving mode categories based on the specific configuration and functions of the vehicle.

[0129] By integrating driving data and the status information of vehicle interaction devices to determine the target driving mode, the actual operating scenario of the vehicle can be more accurately reflected. Driving data reflects the dynamic behavior of the vehicle, while the status of vehicle interaction devices reflects the spatial layout of the cabin. The combination of the two provides more comprehensive scenario information for airbag control strategies, which helps to achieve more precise hierarchical control and scenario adaptation.

[0130] In some embodiments, controlling the configuration of the occupant's seat airbag based on the vehicle's target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices includes: Based on a predetermined mapping relationship between driving mode, occupant status information, vehicle interaction device status, and airbag configuration, the configuration of the occupant's seat airbag is controlled.

[0131] Specifically, a mapping relationship can be pre-established between the driving mode, occupant status information (occupant type information and / or posture information), and the status of the vehicle's interactive devices (folded or deployed state) and the airbag configuration. Once the current target driving mode, the target occupant status information, and the status of the vehicle's interactive devices are obtained, the corresponding airbag configuration (e.g., fully deployed, partially deployed, or suppressed deployment) can be determined by querying or matching this mapping relationship.

[0132] The mapping relationships can be predetermined through calibration tests or simulation analysis and stored in the vehicle's memory before it leaves the factory. The mapping relationships can be stored in tabular form, rule base form, or function form.

[0133] An exemplary mapping relationship is shown in Table 1.

[0134] Table 1

[0135] It should be noted that Table 1 is only an exemplary mapping relationship. In actual applications, different mapping entries and corresponding control strategies can be set according to the specific configuration and design requirements of the vehicle. For example, the preset proportion of partial unfolding can be set to different values ​​according to different driving modes; the state of the vehicle interaction device can be subdivided into different folding degrees, each corresponding to a different control strategy.

[0136] During vehicle operation, after determining the target driving mode, the target status information of the occupants, and the status of the vehicle's interactive devices through the aforementioned methods, these three are used as query keywords to perform a matching search in the pre-stored mapping relationship.

[0137] If there is an entry in the mapping relationship that perfectly matches the current target driving mode, target status information, and the status of the vehicle's interactive devices, then the airbag configuration corresponding to that entry will be determined as the target state for control. For example, if the current target driving mode is the first driving mode, the occupant type information is adult, and the posture information is normal sitting posture, then according to the mapping relationship in Table 1, the matched airbag configuration will be fully deployed.

[0138] If there are partially matching entries in the mapping relationship, such as when the combination of occupant type and occupant posture does not completely match the mapping relationship, matching can be performed according to preset priority or default rules. For example, in the mapping relationship, non-adult occupants (children) are suppressed from unfolding in any posture and in any vehicle interaction device state. This is a high-priority rule that can be matched before the rules related to adult occupants.

[0139] If there is no entry in the mapping relationship that matches the current state, the default airbag configuration can be used, such as suppressed deployment or normal deployment, which can be determined according to the principle of safety priority.

[0140] Because the mapping relationship is stored in a read-write memory, it can be expanded or adjusted during vehicle use through software upgrades or online updates. For example, when a new driving mode (such as automatic parking mode) is added to the vehicle, a corresponding entry can be added to the mapping relationship through a software upgrade; when the preset proportion of partial expansion is optimized, the corresponding values ​​in the mapping relationship can be updated.

[0141] By pre-establishing a mapping relationship between driving modes, occupant status information, and the status of vehicle interaction devices and airbag configurations, the airbag configuration can be quickly controlled based on this mapping relationship, improving system response speed while ensuring decision-making accuracy. The mapping relationship is structurally clear, easy to understand, and easy to maintain. Its content can be flexibly adjusted according to the needs of different vehicle models and markets without modifying the overall logical framework of the control method.

[0142] In some embodiments, the method further includes: If the collision index of the vehicle in a preset direction is greater than a preset collision threshold, it is determined that the vehicle has collided.

[0143] Specifically, whether a collision has occurred needs to be determined by the collision detection unit. In this embodiment, the comparison result between the collision index in a preset direction and the preset collision threshold is used as the basis for determining whether a collision has occurred.

[0144] The preset direction refers to the direction in which the vehicle may be involved in a collision, typically including the front, front side, side, and rear of the vehicle. Since the airbags involved in this application embodiment are mainly frontal airbags (such as driver's airbag and front passenger airbag), these airbags are mainly used to protect occupants in the event of a frontal collision. Therefore, the preset direction can preferably be selected from the forward direction of the vehicle, such as the longitudinal axis direction of the vehicle or within a certain angle (such as ±30 degrees) with the longitudinal axis.

[0145] In practical applications, collision indicators in multiple directions can be monitored simultaneously, and the appropriate judgment logic can be selected based on the airbag configuration in different directions. For example, for vehicles equipped with side airbags, side collision indicators can be monitored simultaneously, but the judgment of side collision indicators can be used to trigger side airbags, but not necessarily to trigger front airbags.

[0146] Collision metrics are physical quantities that characterize the intensity of a collision, and can be obtained through collision sensors or acceleration sensors installed on the vehicle. Common collision metrics include acceleration, change in velocity, and pressure.

[0147] Taking acceleration as an example, an acceleration sensor can be installed at the front of the vehicle (such as the front bumper beam or longitudinal beam) to collect the acceleration value of the vehicle in a preset direction. When the vehicle is involved in a frontal collision, the vehicle will decelerate in the longitudinal direction, and the acceleration value collected by the acceleration sensor (usually the absolute value) will increase significantly.

[0148] Accelerometers can be single-axis (detecting only one direction) or multi-axis (detecting multiple directions simultaneously). When using a multi-axis accelerometer, acceleration components in a preset direction can be extracted as collision indicators as needed.

[0149] A preset collision threshold is a critical value used to distinguish whether a collision event requiring airbag deployment has occurred. This threshold can be set based on vehicle frontal crash test data or simulation analysis results.

[0150] For example, by conducting numerous tests at different collision speeds and angles, the vehicle's acceleration response curves can be collected. Combined with the effectiveness of airbag deployment in protecting occupants, a reasonable trigger threshold can be determined. For instance, a preset collision threshold could be set at 40g (approximately 392 m / s²). When the frontal collision acceleration value collected by the acceleration sensor reaches or exceeds this threshold, a severe collision requiring airbag deployment is considered to have occurred. When the acceleration value is below this threshold, the collision intensity is considered low enough to not trigger airbags, or protection can be provided through other means (such as seatbelt pretensioning).

[0151] In practical applications, the preset collision threshold can be a single fixed value, or it can be a dynamic threshold that changes over time or with the accumulation of collision energy. For example, a velocity change threshold (such as 8 km / h) can be used as an auxiliary judgment condition to deal with situations where the peak acceleration is low but the collision energy is large under certain special collision conditions (such as pole collisions and offset collisions).

[0152] One example of the determination method is to continuously collect acceleration values ​​in a preset direction. When the acceleration value exceeds a preset collision threshold, a collision confirmation signal is generated, triggering subsequent steps of the airbag control strategy.

[0153] Since collisions are typically brief, a multi-level determination or delayed confirmation mechanism can be employed to improve the reliability of the determination. For example, when the acceleration value first exceeds a preset collision threshold, a pre-trigger state can be entered while acceleration monitoring continues. If the acceleration value continues to exceed the threshold within a preset time window or a peak value exceeding the threshold reappears, then a collision is finally confirmed. This multi-level determination method can reduce the risk of false airbag triggering caused by a single noise signal or false alarm signal.

[0154] The above methods can accurately and reliably determine whether a vehicle collision has occurred, providing triggering conditions for the airbag control strategy. The preset collision threshold can be calibrated according to different vehicle models and airbag configurations, making the collision determination highly adaptable and adjustable to various scenarios.

[0155] In some embodiments, the method further includes: Based on the vehicle's target driving mode, the occupants' target status information, and the status of the vehicle's interactive devices, the system determines the shape of the airbag corresponding to the occupant's seat in the event of a collision and outputs corresponding prompt information.

[0156] Specifically, when no collision occurs, the airbag configuration control strategy can be determined in advance, and the result can be communicated to the occupants in the form of a prompt message.

[0157] While the vehicle is in motion or parked, the status of its interactive devices is continuously monitored, and the current target driving mode and the target status information of the occupants are acquired. Based on this information, it can be predetermined what configuration the airbags should adopt (e.g., full deployment, partial deployment, or suppressed deployment) should a collision occur. This predetermined configuration is called the pre-control strategy.

[0158] The method for determining the pre-control strategy is the same as the method for determining the airbag configuration during a collision, the only difference being the timing of the determination. Configuration control during a collision is determined based on real-time information at the time of the collision, while the pre-control strategy in this embodiment is determined in advance before a collision occurs.

[0159] When the pre-control strategy is determined to suppress deployment or partially deploy, prompts can be output to the occupants through the human-machine interface. The content of the prompts corresponds to the type of pre-control strategy.

[0160] For example, when the vehicle's interactive devices are folded (such as a folded steering wheel), the target driving mode is the first driving mode, and the occupant type is a child, the pre-control strategy is to suppress deployment. In this case, a message stating "Airbags are preset to be suppressed; children should not ride in the driver's seat" can be displayed on the vehicle's instrument panel and central control screen, accompanied by a buzzer alarm. This message aims to inform the occupant that the airbags will not deploy in the current state, while guiding the occupant to adjust their seating position (e.g., having the child leave the driver's seat or adjust to a normal sitting posture) to reduce potential safety risks.

[0161] When the pre-control strategy is set to partial deployment, a message can be displayed saying "The airbag is preset to partial deployment. Please maintain a normal sitting posture" to remind occupants to maintain the correct sitting posture.

[0162] When a relevant sensor malfunctions, making it impossible to determine the pre-control strategy, a prompt message "Safety sensor malfunction, please repair in time" can be displayed, and the alarm will flash continuously to remind the driver to have the vehicle repaired.

[0163] The warning message should be displayed during driving or parking after the pre-control strategy has been determined but before a collision occurs. This gives occupants ample time to notice the message and adjust their seating position or remove children from the driver's seat accordingly. This early warning system serves a safety guidance function.

[0164] The prompts can be output via text, sound, icons, or a combination of these. Text messages can be displayed on the instrument panel screen or the central touchscreen; sound prompts can be emitted via the vehicle's speakers or a buzzer; icon prompts can be achieved by flashing warning lights on the instrument panel. Different prompts can correspond to different output methods or combinations.

[0165] In this embodiment, by pre-determining the airbag pre-control strategy and outputting corresponding warning information before a collision occurs, occupants can be alerted to take appropriate measures (such as adjusting their seating position or removing children from the driver's seat) before a potential risk occurs, thereby reducing the safety risks that may arise from airbag suppression or partial deployment during a collision. Simultaneously, timely prompts for maintenance in case of sensor malfunction help maintain the system's reliability and effectiveness. This approach extends airbag control from passive response to active warning, enhancing the system's interactivity and safety.

[0166] The vehicle control method provided in this application differs from related technologies in the following aspects: Regarding application scenarios: This application's embodiments target vehicles equipped with foldable vehicle interaction devices (such as foldable steering wheels, foldable control panels, retractable pedals, movable display units, etc.), determining the airbag configuration based on the vehicle's driving mode, occupant status information, and the status of the vehicle interaction devices. This application's embodiments incorporate the status of the vehicle interaction devices into the airbag control determination criteria, filling a technological gap in occupant airbag protection under changing cabin space layout scenarios. Furthermore, related technologies do not integrate in-vehicle camera, radar, and vehicle interaction device status information; this application's embodiments, by integrating the above information, achieve recognition of occupant status under special cabin conditions.

[0167] Regarding the determination strategy: This application's embodiments employ a multi-signal collaborative determination logic based on vehicle interaction device status, occupant type, occupant posture, and driving mode. It integrates signals from seat pressure sensors, cameras, millimeter-wave radar, and height detection sensors to determine whether an adult is in a normal sitting posture, an adult is not in their seat, a child is in their occupant position, or there is no occupant. Compared to a single-signal determination method, multi-signal collaborative determination helps reduce false judgments and improves the accuracy of the suppression strategy. Furthermore, based on vehicle speed, gear position, and driver assistance function activation signals, the driving mode is divided into normal driving mode, vehicle interaction device folded parking mode, and vehicle interaction device folded driver assistance mode, enabling differentiated control under different modes.

[0168] Regarding the suppression strategy: This application's embodiments design a multi-level, graded suppression strategy, including normal deployment, partial deployment, and suppressed deployment. Corresponding airbag control methods are adopted for different occupant types, occupant postures, driving modes, and the different states of vehicle interaction devices, taking into account the protection needs in various scenarios and helping to avoid secondary injuries to occupants caused by airbag deployment.

[0169] In terms of human-computer interaction: when it is determined that the airbag is suppressed or the sensor is malfunctioning, prompts are output through a combination of text and sound to guide passengers to ride properly and remind the driver to have the vehicle inspected in time.

[0170] Through the above methods, the vehicle control method provided in this application embodiment can adjust the airbag shape according to the actual scenario, reducing the risk of airbag mis-deployment or insufficient protection caused by different driving modes and changes in the relative position of the occupant and the vehicle interaction device.

[0171] Secondly, embodiments of this application also provide a vehicle control system, the system comprising: The detection unit is used to detect the vehicle's collision signal, target driving mode, occupant target status information, and the status of the vehicle's interactive devices. A controller for performing the vehicle control method of any of the above embodiments.

[0172] Specifically, the detection unit may include various sensors, such as angle sensors or position switches for detecting the status of vehicle interaction devices, acceleration sensors for detecting collision signals, vehicle speed sensors and gear position sensors for detecting vehicle speed and gear position, pressure sensors for detecting occupant type and posture, cameras, or millimeter-wave radar, etc. The detection unit sends the collected information to the controller.

[0173] The controller is communicatively connected to both the detection unit and the airbag actuator. Based on the collision signal, target driving mode, occupant target status information, and vehicle interaction device status collected by the detection unit, the controller executes the aforementioned vehicle control method to determine the target airbag configuration and controls the airbag actuator to perform corresponding operations (such as full deployment, partial deployment, or suppressed deployment) according to the strategy.

[0174] In this embodiment, the detection unit collects various information, and the controller makes a comprehensive judgment to determine the airbag control strategy, thereby realizing graded control of the airbag shape in actual scenarios, which helps to reduce the risk of accidental airbag deployment or insufficient protection.

[0175] like Figure 4 The diagram shown is a schematic of a vehicle control system provided by an exemplary embodiment of this disclosure. The vehicle control system includes a signal sensing unit, a core controller, and an actuator.

[0176] The signal perception layer includes a steering wheel monitoring device, an occupant monitoring device, a driving mode monitoring device, and a human-machine interface module. The steering wheel monitoring device includes an angle sensor and a position switch to detect the steering wheel's status. The occupant monitoring device includes a seat pressure sensor, an image sensor, millimeter-wave radar, and a height detection sensor to collect occupant type and posture information. The driving mode monitoring device includes a vehicle speed sensor, a transmission output shaft encoder, and a high-speed driving assistance system control unit to collect vehicle driving data. The human-machine interface module includes the vehicle's instrument panel, central control screen, and buzzer to output prompts when airbag suppression or sensor malfunction is detected.

[0177] The core controller includes a collision detection module, which is used to detect whether a collision has occurred and, in the event of a collision, controls the airbag configuration based on information collected by the signal sensing unit.

[0178] The actuator includes an airbag control device for controlling the airbag to perform corresponding operations based on the configuration determined by the core controller.

[0179] like Figure 5 The diagram shown is another schematic flowchart of a vehicle control method provided in an exemplary embodiment of this disclosure. The method includes: Occupant data is collected through an occupant monitoring device, and the presence and type of occupant (adult or child) are determined based on seat pressure sensors and height monitoring sensors.

[0180] It continuously uses image sensors and millimeter-wave radar to determine whether the occupant's sitting posture is normal and whether the occupant is in an off-position state such as leaning forward, lying down, or sitting sideways.

[0181] The steering wheel is determined to be either unfolded or folded using an angle sensor and a position switch.

[0182] The driving mode monitoring device determines the type of the current driving mode, which includes normal driving mode, steering wheel folding parking mode, and steering wheel folding assisted driving mode.

[0183] The above judgment results will be displayed on the central control screen. When a sensor malfunctions, a flashing alarm will be displayed on the central control screen or instrument panel to prompt the driver to have it repaired in time. When the occupant is a non-adult (such as a child) or an adult is in an abnormal sitting posture (such as being out of seat), a corresponding prompt will be displayed and accompanied by a buzzer alarm to guide the occupant to adjust their sitting position.

[0184] When a collision occurs, the driver's airbag deployment strategy is adjusted based on the above judgment results, including full deployment, partial deployment, or suppressed deployment.

[0185] like Figure 6 The diagram shown is a schematic flowchart of another vehicle control method provided by an exemplary embodiment of this disclosure. The method includes: First, determine whether the vehicle is in motion. If the vehicle is not in motion, then determine that the control strategy for the driver's airbag is to suppress deployment.

[0186] If the vehicle is in motion, it is further determined whether there is an occupant in the driver's seat. If there is no occupant, the control strategy for the driver's airbag is determined to be to suppress deployment.

[0187] If there is an occupant in the driver's seat, it is further determined whether the occupant is an adult. If the occupant is a non-adult (such as a child), the control strategy for the driver's airbag is determined to be to suppress deployment.

[0188] If the occupant is an adult, the next step is to determine whether the occupant's sitting posture is normal. If the occupant is in an abnormal sitting posture (such as leaning forward, lying down, or sitting sideways), the driver's airbag control strategy is determined to be to suppress deployment.

[0189] If the occupant is an adult and in a normal sitting position, the next step is to determine whether the steering wheel is deployed. If the steering wheel is deployed, the driver's airbag control strategy is determined to be partial deployment.

[0190] If the steering wheel is folded, the driver's airbag control strategy is set to fully deploy.

[0191] like Figure 7 The diagram shown is a schematic flowchart of an exemplary embodiment of airbag configuration control provided in this disclosure. The flowchart involves a collision detection module, an airbag controller, a multi-stage gas generator, and an airbag. Wherein: The collision detection module is used to detect whether a collision has occurred and sends the collision signal to the airbag controller.

[0192] After receiving a collision signal, the airbag controller determines the airbag configuration based on the pre-acquired target driving mode, occupant target status information, and vehicle interaction device status, and sends corresponding control commands to the multi-stage gas generator.

[0193] The multi-stage gas generator contains independent ignition propellants, which can be selected to detonate different stages of ignition propellants according to control commands. When the control command is "fully deployed," all stages of ignition propellants in the multi-stage gas generator are detonated, generating sufficient gas to quickly and fully inflate the airbags, providing maximum impact cushioning protection. When the command is "partially deployed," only the first stage reaction in the multi-stage generator is detonated, generating a smaller amount of gas. The airbags deploy with a smaller volume and a slower deployment speed, providing some protection while reducing the impact force on the occupants. When the command is "suppress deployment," the multi-stage gas generator does not ignite, and the airbags remain in a retracted state.

[0194] In this embodiment, the airbag controller can adjust the deployment degree of the airbag according to the actual working conditions, thereby achieving graded protection and reducing the risk of accidental airbag deployment or insufficient protection.

[0195] like Figure 8 The diagram shown is a structural schematic of a vehicle control device provided in an exemplary embodiment of this disclosure. The device includes: The control module 81 is used to control the shape of the occupant's seat airbag in the event of a vehicle collision, based on the vehicle's target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices.

[0196] In some embodiments, the occupants are the primary driver and / or the secondary driver.

[0197] In some embodiments, the state of the vehicle interaction device includes a folded state and an unfolded state.

[0198] In some embodiments, the vehicle interaction device includes at least one of a steering wheel, a control panel on which the steering wheel is located, an accelerator pedal, a brake pedal, and an in-vehicle display unit.

[0199] In some embodiments, the control module 81 is used for: If the angle value collected by the angle sensor associated with the vehicle interaction device is greater than the angle threshold, it is determined that the vehicle interaction device is in a folded state. And / or, if the switch state associated with the vehicle interaction device is a preset state, determine that the vehicle interaction device is in a folded state.

[0200] In some embodiments, the target state information includes occupant type information and / or occupant posture information; The airbag can be partially deployed, partially deployed, or fully deployed.

[0201] In some embodiments, the control module 81 is used for: When the target driving mode is the first driving mode, the occupant type information is adult, the posture information is normal sitting posture, and the vehicle interaction device is in a folded state, the airbags are fully deployed, and the vehicle speed in the first driving mode is greater than 0. When the target driving mode is the first driving mode, the occupant type information is adult, the posture information is normal sitting posture, and the vehicle interaction device is in the unfolded state, the airbag is partially deployed. When the target driving mode is the first driving mode, the occupant type information is non-adult, or the posture information is an abnormal sitting posture, the airbag is controlled to suppress deployment. When the target driving mode is the second driving mode, the airbag is controlled to suppress deployment, and the vehicle speed in the second driving mode is equal to 0.

[0202] In some embodiments, the vehicle control device further includes a determining module (not shown), the determining module being used for: Based on occupant-related monitoring data collected by sensors installed on the vehicle's seats and / or body, the occupant type information is determined, wherein the monitoring data includes at least one of height data, weight data, image data, audio data, or contour data.

[0203] In some embodiments, the determining module is used to: Detect the occupant's center of gravity position; Based on the center of gravity position, the occupant's posture information is determined.

[0204] In some embodiments, the vehicle detection device further includes a detection module (not shown), the detection module being used for: Detect the straight-line distance between a preset part of the occupant and the vehicle interaction device; The determining module is used for: The occupant's posture information is determined based on the center of gravity position and the straight-line distance.

[0205] In some embodiments, the determining module is used to: Based on the vehicle's driving data and the status information of the vehicle's interactive devices, the target driving mode of the vehicle is determined. The driving data includes at least one of vehicle speed, gear position, and whether the driver assistance function is enabled or not; the status information of the vehicle interaction device includes whether the vehicle interaction device is folded or unfolded.

[0206] In some embodiments, the control module 81 is used for: Based on a predetermined mapping relationship between driving mode, occupant status information, vehicle interaction device status, and airbag configuration, the configuration of the occupant's seat airbag is controlled.

[0207] The vehicle control device provided in this embodiment determines the airbag shape by combining the target driving mode, the target status information of the occupants, and the status of the vehicle interaction device when a collision occurs. It can adjust the airbag shape according to the actual scenario, reducing the risk of airbag mis-deployment or insufficient protection caused by different driving modes or changes in the relative positions of the occupants and interaction devices.

[0208] like Figure 9 The diagram shown is a schematic representation of a controller provided in an exemplary embodiment of this disclosure. The controller includes a processor, a memory, an input / output interface, a communication interface, a display unit, and an input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor of the controller provides computational and control capabilities. The memory of the controller includes non-volatile storage media and internal memory.

[0209] The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage medium. The controller's input / output interface is used for exchanging information between the processor and external devices. The controller's communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a vehicle control method. The controller's display unit is used to form a visually visible image; it can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The controller's input device can be a touch layer covering the display screen, buttons, a trackball, or a touchpad on the controller housing, or an external keyboard, touchpad, or mouse, etc.

[0210] Those skilled in the art will understand that Figure 9 The structure shown is only a block diagram of a part of the structure related to the solution of this application, and does not constitute a limitation on the controller applied thereto. The specific controller may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0211] Based on the same inventive concept, embodiments of this application also provide a computer-readable storage medium, which may include: read-only memory (ROM), random access memory (RAM), disk or optical disk, etc.

[0212] It should be noted that, in the data processing stage, the technical solution of this application has strictly limited the scope of data collection to the minimum necessary to achieve the technical objectives, preventing the acquisition of irrelevant information. For any user information to be collected, the data subject will be clearly informed and their consent obtained. Furthermore, technologies such as encrypted storage and access control are employed to strengthen data security and ensure the security and compliance of the entire data processing process. The technical model and decision-making mechanism are based on objective technical parameters and do not introduce unnecessary parameters such as gender or age that may lead to discrimination, resolutely eliminating algorithmic discrimination and upholding public order and good morals. In addition, the specification fully describes the technical implementation methods, application scenarios, and compliance protection details. The claims are consistent with the content of the specification, key compliance designs are clear and verifiable, and the overall technical design is guided by the protection of public interests and adherence to social ethics, without any circumstances that harm public interests or violate public order and good morals.

[0213] Since the computer program stored in the computer-readable storage medium can execute any of the vehicle control methods provided in the embodiments of this application, the beneficial effects that any of the vehicle control methods provided in the embodiments of this application can achieve can be realized, as detailed in the preceding embodiments, and will not be repeated here.

[0214] Based on the same inventive concept, embodiments of this application also provide a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. The processor of the controller reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the controller to perform the methods provided in the various optional implementations of the above embodiments.

[0215] According to one aspect of this application, such as Figure 10 As shown, an embodiment of this application also provides a vehicle 100, including the aforementioned controller, which can be used to execute the aforementioned vehicle control method. This vehicle possesses all the beneficial effects of the aforementioned controller or vehicle control method, which will not be elaborated upon here. The vehicle can be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not specifically limit it.

[0216] The foregoing has provided a detailed description of a vehicle control method, system, device, controller, medium, product, and vehicle provided in the embodiments of 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 vehicle control method, characterized in that, The method includes: In the event of a vehicle collision, the configuration of the occupant's seat airbag is controlled based on the vehicle's target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices. The target state information includes occupant type information and / or occupant posture information, and the airbag morphology includes partial deployment, suppressed deployment, or full deployment. The method of controlling the configuration of the occupant's seat airbag based on the vehicle's target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices includes: When the target driving mode is the first driving mode, the occupant type information is adult, the posture information is normal sitting posture, and the vehicle interaction device is in a folded state, the airbags are fully deployed, and the vehicle speed in the first driving mode is greater than 0. When the target driving mode is the first driving mode, the occupant type information is adult, the posture information is normal sitting posture, and the vehicle interaction device is in the deployed state, the airbag is partially deployed.

2. The method according to claim 1, characterized in that, The vehicle interaction device has two states: folded and unfolded.

3. The method according to claim 1, characterized in that, The vehicle interaction device includes at least one of the following: a steering wheel, a control panel where the steering wheel is located, an accelerator pedal, a brake pedal, and an in-vehicle display unit.

4. The method according to claim 2, characterized in that, The step of determining that the vehicle interaction device is in a folded state includes: If the angle value collected by the angle sensor associated with the vehicle interaction device is greater than the angle threshold, it is determined that the vehicle interaction device is in a folded state. And / or, if the switch state associated with the vehicle interaction device is a preset state, determine that the vehicle interaction device is in a folded state.

5. The method according to claim 1, characterized in that, The method of controlling the configuration of the occupant's seat airbag based on the vehicle's target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices further includes: When the target driving mode is the first driving mode, the occupant type information is non-adult, or the posture information is an abnormal sitting posture, the airbag is controlled to suppress deployment. When the target driving mode is the second driving mode, the airbag is controlled to suppress deployment, and the vehicle speed in the second driving mode is equal to 0.

6. The method according to claim 1, characterized in that, The steps for determining the occupant type information include: Based on occupant-related monitoring data collected by sensors installed on the vehicle's seats and / or body, the occupant type information is determined, wherein the monitoring data includes at least one of height data, weight data, image data, audio data, or contour data.

7. The method according to claim 1, characterized in that, The steps for determining the attitude information include: Detect the occupant's center of gravity position; Based on the center of gravity position, the occupant's posture information is determined.

8. The method according to claim 7, characterized in that, The method further includes: Detect the straight-line distance between a preset part of the occupant and the vehicle interaction device; Determining the occupant's posture information based on the center of gravity position includes: The occupant's posture information is determined based on the center of gravity position and the straight-line distance.

9. The method according to any one of claims 2-8, characterized in that, The steps for determining the target driving mode include: Based on the vehicle's driving data and the status information of the vehicle's interactive devices, the target driving mode of the vehicle is determined. The driving data includes at least one of vehicle speed, gear position, and whether the driver assistance function is enabled or not; the status information of the vehicle interaction device includes whether the vehicle interaction device is folded or unfolded.

10. The method according to any one of claims 1-8, characterized in that, The method of controlling the configuration of the occupant's seat airbag based on the vehicle's target driving mode, the occupant's target state information, and the state of the vehicle's interactive devices includes: Based on a predetermined mapping relationship between driving mode, occupant status information, vehicle interaction device status, and airbag configuration, the configuration of the occupant's seat airbag is controlled.

11. The method according to any one of claims 1-8, characterized in that, The occupants are the primary driver and / or the front passenger.

12. A vehicle control system, characterized in that, The system includes: The detection unit is used to detect the vehicle's collision signal, target driving mode, occupant target status information, and the status of the vehicle's interactive devices. A controller for performing the vehicle control method according to any one of claims 1-11.

13. A controller, characterized in that, The controller is communicatively connected to the actuator and includes: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the vehicle control method as described in any one of claims 1 to 11.

14. A vehicle, characterized in that, This includes the vehicle control system as described in claim 12, or the controller as described in claim 13.

Images