Control method and device of vehicle and vehicle

Abstract

This invention relates to the field of vehicle technology and discloses a vehicle control method, device, and vehicle. The method includes: when it is determined that an occupant intends to open the door and there is a moving object behind the vehicle, acquiring the speed of the moving object, the acceleration of the moving object, and the actual distance between the moving object and the vehicle door; determining a safety reserve distance based on the speed of the moving object; wherein the safety reserve distance is used to compensate for additional braking requirements caused by driver reaction delay and / or adverse road conditions; determining a collision time based on the safety reserve distance, the actual distance, the speed of the moving object, and the acceleration of the moving object; and controlling the opening state of the vehicle door based on the collision time to actively ensure the safety of the occupant when opening the door to exit the vehicle. Applying the technical solution of this invention can solve the problem of low safety for occupants opening doors to exit the vehicle in the prior art.

Description

Technical Field

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

[0002] With the rapid development of intelligent automotive technology, the active safety performance of vehicles has been significantly improved. However, door opening collisions remain one of the common traffic safety hazards on urban roads. When passengers open the door to get out of the vehicle after it has come to a complete stop, if vehicles or non-motorized vehicles approaching from behind fail to avoid them in time, a collision is very likely to occur, causing personal injury and property damage.

[0003] Currently, exit safety technology mainly relies on a single sensor (such as millimeter-wave radar or ultrasonic radar) to detect the external environment and trigger audible and visual warnings. However, this method can only alert occupants and cannot actively prevent high-risk exit behaviors, resulting in low safety. Summary of the Invention

[0004] In view of the above problems, embodiments of the present invention provide a vehicle control method, device and vehicle to solve the problem of low safety when passengers open the door to get out of the vehicle in the prior art.

[0005] According to one aspect of the present invention, a vehicle control method is provided, the method comprising:

[0006] When it is determined that the occupant inside the vehicle intends to open the door and there is a moving object behind the vehicle, the speed of the moving object, the acceleration of the moving object, and the actual distance between the moving object and the vehicle door are obtained.

[0007] A safety allowance distance is determined based on the speed of the moving object; wherein the safety allowance distance is used to compensate for additional braking requirements caused by driver reaction delays and / or adverse road conditions;

[0008] The collision time is determined based on the safety allowance distance, the actual distance, the speed of the moving object, and the acceleration of the moving object;

[0009] Based on the collision time, the opening status of the vehicle doors is controlled to actively ensure the safety of occupants when they exit the vehicle.

[0010] According to another aspect of the present invention, a vehicle control device is provided, comprising:

[0011] The acquisition module is used to acquire the speed of the moving object, the acceleration of the moving object, and the actual distance between the moving object and the vehicle door when it is determined that the occupant inside the vehicle intends to open the door and there is a moving object behind the vehicle.

[0012] The first determining module is used to determine a safe reserve distance based on the speed of the moving object; wherein the safe reserve distance is used to compensate for additional braking requirements caused by driver reaction delay and / or adverse road conditions;

[0013] The second determining module is used to determine the collision time based on the safety reserved distance, the actual distance, the speed of the moving object, and the acceleration of the moving object;

[0014] The control module is used to control the opening status of the vehicle doors according to the collision time, so as to actively ensure the safety of passengers when they get off the vehicle.

[0015] According to another aspect of the present invention, a controller is provided, including: a processor, a memory, a communication interface, and a communication bus, wherein the processor, the memory, and the communication interface communicate with each other through the communication bus;

[0016] The memory is used to store at least one executable instruction that causes the processor to perform the operation of the vehicle control method described above.

[0017] According to another aspect of the present invention, a vehicle is provided, comprising: a vehicle body and a controller, the controller being configured to perform the operation of the vehicle control method described above.

[0018] According to another aspect of the present invention, a computer-readable storage medium is provided, the storage medium storing at least one executable instruction that causes a controller / vehicle control device to perform the following operations:

[0019] When it is determined that the occupant inside the vehicle intends to open the door and there is a moving object behind the vehicle, the speed of the moving object, the acceleration of the moving object, and the actual distance between the moving object and the vehicle door are obtained.

[0020] A safety allowance distance is determined based on the speed of the moving object; wherein the safety allowance distance is used to compensate for additional braking requirements caused by driver reaction delays and / or adverse road conditions;

[0021] The collision time is determined based on the safety allowance distance, the actual distance, the speed of the moving object, and the acceleration of the moving object;

[0022] Based on the collision time, the opening status of the vehicle doors is controlled to actively ensure the safety of occupants when they exit the vehicle.

[0023] In this embodiment of the invention, when an occupant is detected to have the intention to open the door and there is a moving object behind the vehicle, the speed, acceleration, and actual distance between the moving object and the vehicle door are simultaneously collected. Then, based on the real-time speed of the moving object, a safe reserve distance is dynamically calculated to compensate for the driver's reaction delay and / or the additional braking demand caused by adverse road conditions. The corrected collision time is then accurately calculated by combining the safe reserve distance and the motion parameters of the moving object. Finally, the opening state of the vehicle door is controlled based on the collision time. This method incorporates human reaction time and / or adverse road conditions into the calculation of safe clearance distance, while also considering the impact of the acceleration of moving objects on collision time. This improves the accuracy and reliability of collision time calculation, enabling precise risk prediction in various complex road conditions and scenarios where moving objects at different speeds approach. It proactively prevents occupants from exiting the vehicle before a collision becomes inevitable, providing them with a truly safe exit window and enhancing the safety of exiting the vehicle. This changes the traditional passive protection mode of exit collision avoidance solutions that rely solely on audible and visual warnings. By actively controlling the vehicle doors, it forcibly blocks high-risk exit behaviors, fundamentally avoiding collisions caused by occupants ignoring warnings or making misjudgments, thus improving the safety of exiting the vehicle.

[0024] The above description is merely an overview of the technical solutions of the embodiments of the present invention. In order to better understand the technical means of the embodiments of the present invention and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0025] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0026] Figure 1 A flowchart of a first embodiment of the vehicle control method provided by the present invention is shown;

[0027] Figure 2 A flowchart of a second embodiment of the vehicle control method provided by the present invention is shown;

[0028] Figure 3 A schematic diagram of an application scenario provided by the present invention is shown;

[0029] Figure 4 A schematic diagram of the structure of an active protection system provided by the present invention is shown;

[0030] Figure 5 A schematic diagram of an application scenario provided by the present invention is shown;

[0031] Figure 6A schematic diagram illustrating the principle of determining the intention to open a door provided by the present invention is shown;

[0032] Figure 7 This invention provides a schematic diagram of the control logic of an AI intelligent control module.

[0033] Figure 8 A schematic diagram of the principle of an AI intelligent control module provided by the present invention is shown;

[0034] Figure 9 A schematic diagram of an embodiment of the vehicle control device provided by the present invention is shown;

[0035] Figure 10 A schematic diagram of an embodiment of the controller provided by the present invention is shown. Detailed Implementation

[0036] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0037] In recent years, the number of cars has continued to increase. In some areas, there are no clear lanes for passenger cars, electric vehicles, and pedestrians. The mixing of motor vehicles, non-motor vehicles and pedestrians has led to complex traffic conditions. Collisions caused by rear passengers not observing the road conditions to the side and rear or misjudging the risks when getting out of the car are frequent and have become a major hidden danger to road traffic safety. At present, most vehicles on the market are not equipped with specific safety precautions for rear passengers getting out of the car.

[0038] Existing car exit safety protection technologies have several fundamental defects, such as: (1) The perception method is singular, mostly relying on a single millimeter-wave radar or ultrasonic radar to detect the external environment, without combining the perception of the occupants' status to predict the intention to open the door in advance, and only issuing a simple reminder when the door is about to open, resulting in delayed warnings and poor prevention effects; (2) The protection mode is passive, most of them only have sound and light warning functions, without an active intervention locking mechanism, and rear passengers, especially children and the elderly, are likely to ignore the warning signal and forcibly open the door, which cannot eliminate the risk of collision from the root; (3) The control logic is rudimentary, only triggering the warning through vehicle speed and door unlocking signal, without making special protection designs for rear passengers, and unable to distinguish the actual door opening. Intent and misoperation can easily lead to false alarms and affect the user experience; (4) It lacks a complete closed-loop control logic and only realizes a single perception-reminder process. It has not formed a complete system of perception, judgment, active control and precise prevention, and the protection effect is limited; (5) The level of intelligence is insufficient. It cannot identify the additional risks brought by special weather, special road conditions and special groups. It only uses a single logic for judgment, and the risk identification and avoidance capabilities are poor. In summary, the existing technologies generally have problems of low perception accuracy, passive protection, no intent recognition and no closed-loop control. They cannot meet the current needs of intelligent and proactive safety protection of automobiles. There is an urgent need for a new active safety control method to solve the urgent problem of passenger safety protection when getting off the vehicle.

[0039] The inventors, through long-term research on vehicle active safety technologies, discovered that existing exit-collision avoidance solutions rely solely on a single sensor for distance and speed detection and audible / visual warnings. Essentially, this is a passive approach, leaving the final safety decision entirely to the vehicle occupants. However, human subjective states are unpredictable; occupants may ignore warnings due to distraction (looking at a phone, talking to fellow passengers), or they may react slowly or misjudge the speed and distance of vehicles behind them, leading to incorrect door opening times. This passive protection mechanism, especially in scenarios with rapidly approaching vehicles, has fundamental safety vulnerabilities and cannot prevent door-opening collisions at their source. Therefore, the inventors realized that simply increasing warning intensity is insufficient; an active intervention mechanism must be introduced. They explored a new approach involving active intervention from the vehicle's perspective, believing that only by directly controlling door opening behavior through electronic means can true active safety protection be achieved without relying on occupant subjective judgment. To achieve precise proactive intervention, the inventors first clarified the need to transform abstract collision risks into quantifiable control parameters. They then proposed dynamically determining the safety margin based on the real-time motion state of the following vehicle. This margin is specifically used to compensate for driver reaction delays and additional braking demands caused by adverse road conditions. By combining the actual distance between the following vehicle and the vehicle itself, real-time speed, and acceleration, the true collision time, corrected for non-ideal conditions, is calculated. Finally, a direct mapping relationship between collision time and door opening state is established to control the door opening state, achieving proactive safety protection for occupants who open the door and fundamentally eliminating the risk of collisions caused by occupant subjective errors.

[0040] The execution subject of this invention can be a controller with processing capabilities, such as an existing controller in a vehicle, a domain controller, a separately set controller, or an additional controller. The controller can be an electronic control unit (ECU), a microcontroller unit (MCU), etc., and this invention does not limit the scope of the invention.

[0041] Figure 1 A flowchart of a first embodiment of the vehicle control method provided by the present invention is shown. Figure 1 As shown, the method includes the following steps:

[0042] Step 110: When it is determined that the occupant inside the vehicle intends to open the door and there is a moving object behind the vehicle, obtain the speed of the moving object, the acceleration of the moving object, and the actual distance between the moving object and the vehicle door.

[0043] Among these terms, "occupants" refers to people inside the vehicle who are preparing to get off. "Intention to open the door" refers to the occupant's behavioral tendency to open the door and get off the vehicle.

[0044] The area behind this vehicle is used to define the spatial region where the risk target is located. The moving object refers to all dynamic objects within this rear area that may collide with the occupant when the door is opened, such as motor vehicles, non-motor vehicles, and pedestrians.

[0045] Velocity is used to characterize the current speed of a moving object, acceleration is used to characterize the trend of velocity change of a moving object, and actual distance is used to characterize the straight-line distance between the moving object and the point of collision between it and the door of the vehicle to be opened.

[0046] In one example, when the vehicle is parked, temporarily parked, or near a stop at a speed below a preset threshold, the controller first receives in-vehicle monitoring data and external perception data. In-vehicle monitoring data can come from cockpit cameras, door handle trigger sensors, door lock switch signals, seat pressure change signals, and seatbelt unlock signals. The controller can determine whether the occupant intends to open the door based on occupant posture, door handle operation, or door lock-related signals. After confirming the intention to open the door, the controller retrieves the rear-side environmental perception results to identify moving objects located behind the vehicle that may affect door opening. External perception components can include millimeter-wave radar, ultrasonic sensors, surround-view cameras, rear-view cameras, or lidar. The controller can obtain the speed, acceleration, and actual distance between the moving object and the vehicle door based on sensor outputs. By linking door opening intention recognition with rear moving object detection, the system does not intervene whenever any rear target appears. Instead, it extracts motion parameters only when the occupant is actually preparing to open the door and there is an external approach risk, thus allowing subsequent calculations to be based on a real exit scenario.

[0047] Step 120: Determine the safe allowance distance based on the speed of the moving object.

[0048] The safety reserve distance is used to compensate for additional braking demands caused by driver reaction delays and / or adverse road conditions. In other words, the safety reserve distance represents the minimum distance margin reserved for a moving object when the vehicle is stationary, to offset the effects of non-ideal braking conditions. Driver reaction delay refers to the total time from when the driver notices the risk of the vehicle door opening to when they begin to apply the brake pedal. This delay can cause the moving object to continue traveling an uncontrollable distance before the driver can react. Adverse road conditions refer to environmental conditions that significantly reduce vehicle braking performance, including rain, snow, ice, waterlogged roads, and low-friction gravel roads. Additional braking demand refers to the portion of the actual braking distance of the moving object that exceeds the standard braking distance on dry asphalt roads under the aforementioned non-ideal conditions. It is understandable that the safety reserve distance is positively correlated with the instantaneous speed of the moving object. The faster the moving object travels, the longer the distance traveled in the same reaction delay time, and the greater the increase in braking distance under adverse road conditions, thus requiring a larger safety reserve distance. It is understandable that this safety margin is only used to compensate for additional braking needs and does not include the normal braking distance of a moving object under standard operating conditions. It must be clarified that the purpose of this compensation mechanism is always to ensure the personal safety of the vehicle's occupants when the door is opened. By pre-covering the worst-case braking conditions of a moving object, it ensures that even in extreme situations with the slowest driver reaction and the worst road conditions, a collision will not occur.

[0049] In other words, the driver of the moving object needs a certain reaction time to brake before they can apply the brakes after realizing that the vehicle in front is opening its door and getting out. And / or, considering that the required braking distance varies under different road conditions, this step sets a safe allowance distance by taking into account human reaction time and / or braking conditions under adverse road conditions.

[0050] In one example, after obtaining the speed of the moving object, the controller determines the safe reserve distance by combining a pre-set human reaction time parameter with the correspondence between speed and safe reserve distance. Alternatively, it can determine the safe reserve distance by combining the current road conditions, speed, and safe reserve distance; or it can determine the safe reserve distance by combining pre-set human reaction time parameters and current road condition information, according to a pre-set correspondence between human reaction time, speed, current road conditions, and safe reserve distance. Human reaction time can be pre-stored in the controller calibration table, or a unified set of time values ​​meeting safety redundancy requirements can be used. Current road conditions can come from the vehicle stability system, rain sensor, ambient temperature sensor, wheel slip ratio estimation results, camera road surface recognition results, or cloud-based road condition information. Alternatively, the controller can obtain a preset standard human reaction time, multiply the standard human reaction time by the instantaneous speed of the moving object to obtain a basic safety reserve distance; then obtain the corresponding road condition correction coefficient based on the current road condition information, for example, the correction coefficient for dry asphalt road surface is 1.0, the correction coefficient for rainy road surface is 1.5, and the correction coefficient for icy and snowy road surface is 2.0; finally, multiply the basic safety reserve distance by the road condition correction coefficient to obtain the final safety reserve distance.

[0051] Step 130: Determine the collision time based on the safety allowance distance, the actual distance, the speed of the moving object, and the acceleration of the moving object.

[0052] The Time To Collision (TTC) refers to the time required for a moving object to reach the vehicle door and collide with it, assuming the moving object maintains its current speed and acceleration while the vehicle remains stationary. This collision time is the effective collision time after being corrected for a safety margin, accurately reflecting the urgency of a door opening collision. It can be understood that when the actual distance is less than or equal to the safety margin, the collision time is 0, indicating that the vehicle is already in the collision risk zone.

[0053] In one example, the controller can determine the available braking distance of the moving object based on the safety reserve distance, which is the difference between the actual distance and the safety reserve distance. Combining this with the physical model based on uniformly accelerated linear motion, the controller substitutes the available braking distance, the velocity and acceleration of the moving object into the corresponding kinematic equations to solve for the time it takes for the moving object to pass through the available braking distance at uniform acceleration, which is the collision time.

[0054] It is understandable that, assuming the moving object decelerates and brakes uniformly from its current position, the available braking distance and the safe reserve distance for the moving object are... The sum is the actual distance between the moving object and the vehicle door, i.e. By rearranging and transforming, we can obtain... ,in, Indicates the speed at which the object moves. Let t represent the acceleration of the moving object and t represent the collision time; then, substituting the known parameters, it can be transformed into... Solving the quadratic equation in one variable yields the following result: (Only the correct answer was retained).

[0055] In another example, the controller can use the time taken by the moving object to travel the available braking distance after solving the kinematic equations as the initial time, and then determine the trajectory compensation time by combining the type of the moving object. The difference between the initial time and the trajectory compensation time is used as the collision time. The trajectory compensation time is used to adapt to the motion uncertainty of different types of moving objects. For example, the trajectory compensation time of motor vehicles is shorter than that of pedestrians and non-motor vehicles.

[0056] Step 140: Based on the collision time, control the opening status of the vehicle doors to actively ensure the safety of occupants when they exit the vehicle.

[0057] Here, "vehicle door" refers to the target door corresponding to an occupant intending to open it. "Opening state" refers to the degree to which the vehicle door is permitted to open, including states such as permitted opening, restricted opening, and locked. "Door-opening occupant" refers to an occupant who has already pulled the door open or is about to exit the vehicle. "Actively ensuring the safety of occupants exiting the vehicle by opening the door" means proactively intervening in the door opening process through electronic control, without relying on the occupant's subjective observation and manual operation, thus fundamentally preventing door-opening collision accidents.

[0058] In one example, the controller compares the collision time with a preset alighting time and sends corresponding commands to the door lock actuator, electronic door handle drive module, or electric door controller. If the collision time is greater than or equal to the alighting time, it means that the occupant had already alighted and closed the door before the moving object reached the door, and the controller can control the door to be in the allowed-to-open state. If the collision time is less than the alighting time, it means that the occupant was still alighting when the moving object reached the door, and the controller controls the door to a restricted-opening state or a locked state, and can output a prompt message. To ensure that the door control is consistent with the occupant's actions, the controller continues to monitor the occupant's door-opening action and the movement status of the moving object after issuing the restricted-opening or locked command; when the collision time returns to a safe range, the controller releases the restriction and returns to the openable state; when the occupant cancels the door-opening action, the controller exits the current control flow.

[0059] In this embodiment, when the vehicle occupant is detected to have the intention to open the door and there is a moving object behind the vehicle, the speed, acceleration, and actual distance between the moving object and the vehicle door are collected simultaneously. Then, based on the real-time speed of the moving object, a safe reserve distance is dynamically calculated to compensate for the driver's reaction delay and / or the additional braking demand caused by adverse road conditions. The corrected collision time is then accurately calculated by combining the safe reserve distance and the motion parameters of the moving object. Finally, the opening state of the vehicle door is controlled based on the collision time. This method incorporates human reaction time and / or adverse road conditions into the calculation of safe clearance distance, while also considering the impact of the acceleration of moving objects on collision time. This improves the accuracy and reliability of collision time calculation, enabling precise risk prediction in various complex road conditions and scenarios where moving objects at different speeds approach. It proactively prevents occupants from exiting the vehicle before a collision becomes inevitable, providing them with a truly safe exit window and enhancing the safety of exiting the vehicle. This changes the traditional passive protection mode of exit collision avoidance solutions that rely solely on audible and visual warnings. By actively controlling the vehicle doors, it forcibly blocks high-risk exit behaviors, fundamentally avoiding collisions caused by occupants ignoring warnings or making misjudgments, thus improving the safety of exiting the vehicle.

[0060] Figure 2 A flowchart of a second embodiment of the vehicle control method provided by the present invention is shown. Figure 2 As shown, the method includes the following steps:

[0061] Step 210: When it is determined that the occupant inside the vehicle intends to open the door and there is a moving object behind the vehicle, obtain the speed of the moving object, the acceleration of the moving object, and the actual distance between the moving object and the vehicle door.

[0062] It should be noted that this step is similar to step 110 mentioned above, and will not be repeated here.

[0063] Step 220: Based on the speed of the moving object, determine the reaction distance corresponding to the human reaction time and the road condition compensation distance affected by the current road conditions.

[0064] Human reaction time refers to the time required for a driver to perceive a hazard from an open door ahead and to apply the brakes. It is typically a fixed calibrated value or dynamically adjusted based on the driver's condition. Reaction distance is the distance traveled by the moving object within the human reaction time, representing the length the vehicle continues to travel before the driver applies the brakes. Road condition compensation distance refers to the additional safety distance required to compensate for the difference in braking capacity between ideal and actual road conditions caused by non-ideal conditions such as road surface adhesion coefficient, slipperiness, and visibility.

[0065] In the specific implementation, after receiving the speed information of the moving object, the controller multiplies the speed by a preset human reaction time correction coefficient to obtain the reaction distance; at the same time, it calculates the braking distance under the current road conditions based on the maximum acceleration corresponding to the current road conditions, and subtracts it from the braking distance under ideal road conditions to obtain the road condition compensation distance.

[0066] Specifically, the reaction distance is determined based on the human body's reaction time, the speed of the moving object, and a preset reaction time correction factor; the reaction time correction factor is determined based on the current environmental visibility and / or the driver's state of the moving object.

[0067] The reaction time correction coefficient is a parameter used to correct the baseline human reaction time. When the current environmental visibility is low, the reaction time correction coefficient can be set to a value greater than the baseline to reflect the reaction delay caused by poor visibility. When the driver of the moving object is fatigued, distracted, or in an abnormal mental state, the reaction time correction coefficient can be set to a correspondingly larger value to reflect the weakened driver's control response. The current environmental visibility can be determined by external cameras, light sensors, rain sensors, or fog recognition results. The driver's state can be inferred by external image recognition results, vehicle trajectory characteristics, or driving behavior characteristics. In practical applications, the reaction time correction coefficient can also be obtained by looking up a table based on both visibility level and driver state. The coefficient table used can be pre-stored in the controller, and this embodiment of the invention does not limit this.

[0068] For example, the controller acquires human reaction time. (Unit: seconds) Speed ​​of moving objects and reaction time correction factor Then, you can follow the formula. The relationship yields the reaction distance (The unit is meters), or the human reaction time is amplified and corrected according to the preset calibration formula and then multiplied with the speed to output a distance result that is more in line with the current environment.

[0069] After adopting the above method, the reaction distance is no longer determined solely by the fixed human reaction time and the speed of the moving object. Instead, a correction coefficient related to visibility and driver status is introduced into the calculation, allowing the reaction distance to be adjusted according to changes in the environment and driving status. This improves the adaptability and accuracy of critical braking position judgment and door opening protection control.

[0070] Specifically, obtain the maximum acceleration provided by the current road conditions; determine the braking distance under the current road conditions based on the maximum acceleration and the speed of the moving object; determine the braking distance under the ideal road conditions based on the speed of the moving object and the ideal acceleration provided by the ideal road conditions; and determine the difference between the braking distance under the current road conditions and the braking distance under the ideal road conditions as the road condition compensation distance.

[0071] Ideal road conditions can correspond to dry, smooth road surfaces or standard test road surfaces. Ideal acceleration. The unit is used to characterize the baseline braking capacity (maximum deceleration) under ideal road conditions. Current road conditions can be characterized by the road surface adhesion coefficient, slipperiness, snow accumulation, or other road conditions. Information on current road conditions can be obtained from the vehicle stability system, rain sensors, wheel slip ratio estimation, or camera-based road surface recognition, and the maximum acceleration provided can be determined based on these conditions. ,in, This is the friction coefficient provided by the current road conditions; it can be 0.8 for dry roads and 0.32 for wet roads. g is the acceleration due to gravity, which can take a value of 9.8. For example, the maximum acceleration provided by the current road conditions and the ideal acceleration provided by the ideal road conditions can both be pre-stored in a parameter table and matched and called in combination with the road conditions perceived by the vehicle. In practical applications, this parameter table can also be updated according to vehicle model, tire type and road grade. This embodiment of the invention does not limit this.

[0072] In the actual implementation, after receiving the speed of the moving object, the controller first calls the current road condition parameters to obtain the maximum acceleration, and then calculates the braking distance under the current road conditions based on the braking distance calculation relationship. Then, the ideal acceleration is obtained by calling the ideal road condition parameters, and the braking distance under the ideal road condition is calculated. Then, the difference between the two is calculated, and the additional distance introduced by the decrease in adhesion, change in braking response, or change in road resistance under the current road conditions is determined as the road condition compensation distance. The unit is meters. This road condition compensation distance is used to correct the ideal braking benchmark, so that the subsequently determined critical braking position can be adjusted synchronously with changes in current road conditions. When the braking capacity of the current road condition is weaker than that of the ideal road condition, the difference increases, and the corresponding road condition compensation distance increases; when the current road condition is close to that of the ideal road condition, the difference decreases, and the corresponding road condition compensation distance decreases, thereby ensuring that the safety judgment is consistent with the actual road braking characteristics.

[0073] By adopting the above method, the controller can quantify the impact of the current road conditions on the braking ability of a moving object into a road condition compensation distance, making the risk boundary on which the door opening control is based more consistent with real road conditions, thereby improving the accuracy of collision time judgment and the reliability of exit safety control.

[0074] Step 230: Determine the safety allowance distance by summing the reaction distance and the road condition compensation distance.

[0075] It should be noted that the safety margin will be updated in real time as the speed of the moving object changes or the road conditions change, ensuring that the risk assessment is always based on the latest physical conditions.

[0076] The above method allows the safety allowance distance to simultaneously reflect the instantaneous speed of the moving object, the human body's reaction time delay, and the impact of current road conditions on the braking process. This makes the positional boundary on which subsequent collision time determination is based more closely resemble the real traffic environment and ensures that door opening control is consistent with the dynamic changes of external moving objects. By combining the reaction distance and the road condition compensation distance to obtain the safety allowance distance, the deviation caused by the fixed distance threshold can be reduced, making the risk assessment when occupants exit the vehicle more accurate.

[0077] Step 240: Use the difference between the actual distance and the safety reserve distance as the available braking distance for the moving object.

[0078] The available braking distance refers to the maximum effective distance a moving object can travel to brake and decelerate without colliding with the vehicle's doors. This distance reflects the available space for the moving object to avoid danger. It is understandable that when the actual distance is less than or equal to the safety allowance, the available braking distance is negative, indicating that the moving object has entered an unavoidable collision risk zone, and no braking measures can prevent a collision.

[0079] In one example, the available braking distance equals the actual distance minus the safety allowance distance (i.e., the sum of the reaction distance and the road condition compensation distance), that is... .

[0080] Step 250: Determine the initial time based on the available braking distance, the speed of the moving object, and the acceleration of the moving object.

[0081] For example, the initial time refers to the time required for the moving object to travel the available braking distance, assuming the moving object maintains its current speed and acceleration and the vehicle remains stationary. This time is the basic collision time without considering the differences in the moving object's own characteristics. It can be understood that the initial time is calculated based solely on a pure kinematic model and can reflect the basic collision risk level of the moving object in its current motion state.

[0082] In one example, the available braking distance can be expressed as Assuming the moving object maintains its current state of motion, substituting into the displacement formula for uniformly accelerated linear motion yields... Then, by solving the quadratic equation in one variable, we obtain a positive solution for t, which is the initial time. This initial time reflects the theoretical remaining time without any additional safety margin.

[0083] Step 260: Determine the compensation time based on the type of the moved object.

[0084] For example, the types of moving objects may include motor vehicles, non-motor vehicles, and pedestrians, and different types of moving objects have different braking response speeds, avoidance capabilities, and motion uncertainties. Compensation time This refers to the risk advance deduction made in advance based on the initial collision time calculated by a pure kinematic model, taking into account the differences in motion characteristics of different types of moving objects. The core function of this time is to correct the discrepancy between purely theoretical kinematic calculations and the risks in real traffic scenarios. It addresses the flaws in the idealized assumptions of pure kinematic models that assume absolutely stable moving object trajectories and absolutely timely braking responses, ensuring that the system can trigger protective measures earlier than the theoretical collision time. Understandably, the higher the motion uncertainty of the moving object, the slower the braking response speed, and the weaker the hazard avoidance capability, the longer the corresponding compensation time, the shorter the final calculated collision time, and the earlier the system triggers protective measures.

[0085] In one example, the controller can obtain the category label of the moving object and query a preset compensation time mapping table to obtain the corresponding compensation time. For example, motor vehicles have the fastest braking response speed, so the compensation time is set to 0.3 seconds; non-motorized vehicles have the next fastest braking response speed, so the compensation time is set to 0.7 seconds; pedestrians have the highest motion uncertainty and the slowest braking response, so the compensation time is set to 1.2 seconds. By pre-deducting risk lead time, the system will trigger low-risk warnings and restricted door opening control earlier for moving objects with higher motion uncertainty, effectively avoiding collisions caused by unpredictable behavior.

[0086] Step 270: Determine the collision time based on the initial time and compensation time.

[0087] For example, the collision time refers to the effective collision time after correction for the moving object type. This time takes into account the kinematic parameters and inherent characteristics of the moving object, and can more realistically and accurately reflect the urgency of a door opening collision. It is understandable that a shorter collision time indicates a higher collision risk, requiring more stringent door control measures.

[0088] In one example, the controller can perform an arithmetic subtraction between the initial time and the compensation time; the difference is the final collision time. That is, the collision time can be expressed as... The unit is seconds.

[0089] By introducing the available braking distance between the safety reserve distance and the actual distance, and combining it with speed, acceleration and object type for joint calculation, the obtained collision time can simultaneously reflect the differences in current position, motion state and object type, which can improve the matching of collision time estimation and provide a more stable time basis for exit safety control.

[0090] Step 280: Based on the historical trajectory information of the moving object, predict the trajectory information of the moving object after the collision time.

[0091] Historical trajectory information of a moving object refers to a continuous sequence of data on its position, velocity, and direction over a predetermined time period. Trajectory prediction refers to the process of predicting the position and motion state of a moving object at a future moment based on its historical motion patterns and using a motion model. Trajectory information after the collision time specifically refers to the predicted position coordinates and direction of motion of the moving object at the moment corresponding to the collision time. It can be understood that trajectory prediction can correct errors caused by the assumption of pure linear motion, improving the accuracy of collision risk assessment. Historical trajectory information can be collected by external cameras, millimeter-wave radar, or lidar within a continuous sampling period, and after target association and trajectory smoothing processing, a continuous trajectory sequence is formed. The trajectory sequence may include information on changes in position, velocity, direction, and steering.

[0092] For example, after receiving the collision time, the controller uses that time as the input to the trajectory prediction module in the prediction time domain. The trajectory prediction module can use a motion model based on constant speed, constant acceleration, or curvilinear motion assumptions, and combine it with the historical trajectories of the most recent frames to calculate the predicted coordinates of the moving object at the collision time point.

[0093] In some possible implementations, the collision time T, determined through the aforementioned calculation logic, is input into the future trajectory prediction model of the moving object behind. First, the vehicle and the moving object behind are simplified as reference points in a horizontal two-dimensional coordinate system (XOY), with the vehicle itself as the origin. Under the condition of occupants disembarking, the vehicle serves as the reference point, and its coordinates in the two-dimensional plane are always (0,0,t). The trajectory function of the moving object is defined as follows: ,in Let i be the set of trajectory coordinates of the i-th moving object in a simplified two-dimensional space. Let i be the position of the i-th moving object at time t, given by , The three parameters t determine the outcome. Let X be the X coordinate of the i-th moving object relative to the current vehicle at time t, in meters; Let y be the Y-coordinate of the i-th moving object relative to the current vehicle at time t, in meters; t is time, in seconds.

[0094] The model calculates the initial trajectory of the moving object in the next T seconds based on collected historical trajectory information, speed, acceleration, and environmental information such as weather and road conditions, combined with the collision time T. It then corrects the initial trajectory based on real-time collected surrounding environmental information. If the initial trajectory is too close to pedestrians, curbs, or obstacles, failing to reach a preset safe distance, or if it overlaps with them, the trajectory is adjusted to move away from obstacles. For example, the Y-coordinate is adjusted to maintain a preset safe distance from pedestrians, ultimately yielding the corrected predicted trajectory. It should be noted that this invention adopts a safety redundancy design principle, considering only the worst-case avoidance scenario, that is, the moving object only adjusts its direction of travel without stopping or decelerating. If the moving object stops moving directly, the collision risk is considered to be completely eliminated.

[0095] Figure 3 A schematic diagram of an application scenario provided by the present invention is shown, such as... Figure 3 As shown, a horizontal two-dimensional coordinate system (XOY) is established, with the vehicle itself as the origin. Throughout the entire passenger disembarkation process, the vehicle's coordinates remain constant. First, collect continuous historical trajectory data of the moving object over the past 3 seconds, including its position 3 seconds ago. and the current position Simultaneously, the speed and acceleration of the moving object, as well as environmental information such as weather and road conditions, are acquired. Based on the multi-dimensional data collected above, combined with the collision time T calculated earlier, the initial trajectory of the moving object in the next T seconds is first calculated using a pure kinematic model, thus obtaining the initial predicted position of the moving object at time T. Since the initial trajectory is calculated solely based on the motion parameters of the moving object itself, without considering the influence of the surrounding environment, it will be further corrected based on real-time collected information on surrounding obstacles (including pedestrians, curbs, fences, etc.). If the initial trajectory is less than a preset safe distance from an obstacle or overlaps with it, the predicted trajectory will be adjusted to move away from the obstacle. Figure 3 In the scenario shown, the initial trajectory passes through the pedestrian's location. Therefore, the Y-coordinate of the moving object is adjusted to the left to maintain a safe distance from the pedestrian, resulting in the corrected true predicted trajectory. The corresponding true predicted position of the moving object at time T is... .

[0096] Step 290: Based on the trajectory information, determine the distance between the moving object and the vehicle after the collision time has elapsed.

[0097] For example, the distance between the moving object and the vehicle after the collision time is calculated based on the predicted trajectory information. It is the shortest straight-line distance between the predicted position of the moving object at the collision time and the outer edge of the vehicle's door to be opened. This distance is used for secondary verification of the collision risk, avoiding misjudgments caused by the moving object changing lanes, turning, or other actions. Understandably, the smaller this distance, the higher the probability of a collision.

[0098] Specifically, the controller can obtain the preset coordinates of the outer edge of the door to be opened, and calculate the Euclidean distance between the coordinates and the predicted position coordinates of the moving object, which is the distance between the moving object and the vehicle after the collision time.

[0099] For example, based on the corrected predicted trajectory, the X coordinate of the i-th moving object at collision time T is finally extracted. With Y coordinate The distance between the moving object and the vehicle at time T is calculated using the Euclidean distance formula. The calculation formula is: This distance will serve as one of the core parameters for subsequent door opening status control.

[0100] By extrapolating historical trajectories to the collision time point and calculating the interval distance accordingly, the door status control is matched with the actual approach trend of the moving object. This can suppress door opening when the risk is high and allow normal door opening when the risk is low, thereby improving the real-time performance and accuracy of exit safety control.

[0101] Step 2110: Control the opening status of the vehicle doors based on the distance and collision time.

[0102] Controlling the opening status of the vehicle doors refers to actively intervening in the door opening process through electronic door locks and electronic limiters, without relying on the subjective operation of occupants, thereby achieving active safety protection. It is understandable that combining collision time and predicted distance in control can achieve higher accuracy and lower false trigger rate than single-dimensional control.

[0103] For example, the controller can set multiple risk levels based on distance and collision time, with each risk level corresponding to a different door control strategy.

[0104] Specifically, when the collision time is greater than or equal to the preset disembarkation time and the distance is greater than or equal to the safe distance threshold, the opening state of the vehicle door is controlled to be allowed to open; when only the collision time is greater than or equal to the disembarkation time or only the distance is greater than or equal to the safe distance threshold, the opening state of the vehicle door is controlled to be restricted to open; when the collision time is less than the disembarkation time and the distance is less than the safe distance threshold, the opening state of the vehicle door is controlled to be locked.

[0105] The preset disembarkation time refers to the average time required for a passenger to completely exit the vehicle and leave the danger zone from the moment they start operating the door handle, based on ergonomic statistics. This time takes into account the differences in movement speed among passengers of different ages, genders, and physical conditions.

[0106] The safe distance threshold refers to the minimum distance that a moving object must maintain between itself and the outer edge of the vehicle door at the moment of collision, ensuring that occupants are not disturbed or threatened by the moving object during the entire exit process. The "allowed opening state" refers to the state where the electronic door lock is fully unlocked, the electronic limiter is released from all restrictions, and occupants can freely open the door to its maximum designed angle. The "restricted opening state" refers to the state where the electronic door lock is unlocked but the electronic limiter is engaged, and the door can only be opened to a preset safe small angle, unable to be fully opened. The "locked state" refers to the state where the electronic door lock is fully locked, and occupants cannot open the door using the interior door handle. It should be noted that this embodiment of the invention does not limit the specific values ​​of the preset exit time and safe distance threshold, and can be adjusted individually according to different vehicle models and usage scenarios.

[0107] For example, the controller can read the preset disembarkation time and safe distance threshold from the vehicle's storage module in advance. The preset disembarkation time can be set to 4.5 seconds, and the safe distance threshold can be set to 3 meters. The controller compares the calculated collision time with the preset disembarkation time and the calculated predicted distance of the moving object with the safe distance threshold. When the collision time is greater than or equal to 4.5 seconds and the predicted distance of the moving object is greater than or equal to 3 meters, it is determined that there is no collision risk. The controller immediately controls the electronic door lock to fully unlock, removes all restrictions of the electronic door limiter, allows the door to open normally, and plays a gentle voice prompt "Safe behind, you can get out of the car" through the in-car audio system.

[0108] When the collision time is greater than or equal to 4.5 seconds or the predicted distance of the moving object is greater than or equal to 3 meters, it is determined that there is a potential collision risk (low risk). The electronic lock of the door is unlocked, but the electronic door limiter is activated to limit the maximum opening angle of the door to within 12 degrees. At the same time, a voice warning is played through the in-vehicle audio system: "There is a traffic participant approaching from behind. Please open the door slowly and observe carefully." If the occupant continues to pull the door handle for more than 3 seconds in the restricted opening state, the electronic limiter will automatically release the restriction, but the volume and frequency of the voice warning will be increased simultaneously.

[0109] When the collision time is less than 4.5 seconds and the predicted distance of the moving object is less than 3 meters, it is determined that there is an extremely high collision risk (high risk). The electronic locks of the doors are completely locked, prohibiting any door opening operation. At the same time, the red warning light inside the vehicle flashes rapidly and a rapid buzzer alarm is triggered. The hazard lights outside the vehicle are used to send a warning signal to the moving object behind.

[0110] With this control method, the door status can be graded according to the collision time and distance, and the door opening authority is matched with the actual risk, thereby synchronizing the door opening control with the safety requirements of occupants getting off the vehicle, thus improving the pertinence and reliability of the exit control.

[0111] Optionally, when the moving object is a pedestrian, a simple logic can be applied to determine if there is no risk by judging that the distance between the pedestrian and the vehicle door meets a preset safe distance threshold.

[0112] Optionally, obtain the characteristic information of the passenger who opened the door; and determine the disembarkation time corresponding to the passenger who opened the door based on the characteristic information.

[0113] The characteristic information of the occupant opening the door refers to all detectable quantifiable parameters that can directly reflect the occupant's disembarkation speed and ability, such as physiological characteristics, physical condition characteristics, and historical behavioral characteristics. Physiological characteristics include the occupant's age, gender, height, and weight, with age being the most significant core factor affecting human reaction speed. Physical condition characteristics include whether the occupant is carrying heavy objects, whether they have a limb disability, or whether they are pregnant or a child. Historical behavioral characteristics include the occupant's average disembarkation time in the past, the amplitude of the door opening action, and the smoothness of the disembarkation action. It should be noted that the embodiments of the present invention do not limit the specific sensor type for collecting the characteristic information or the multi-feature fusion judgment algorithm.

[0114] The exit time for a specific door-opening occupant refers to the safe time required for that occupant to completely leave the danger zone outside the door, dynamically calculated based on their individual mobility differences and characteristic information. This exit time is personalized, effectively solving the drawbacks of the traditional fixed exit time. It avoids insufficient safety protection for slow-moving individuals and avoids unnecessary restrictions on door opening for agile young people.

[0115] It is understandable that all occupant characteristic information is processed and stored locally in the vehicle and will not be uploaded to any cloud server to fully protect the personal privacy and security of the occupants. Furthermore, all occupant characteristic information is obtained with the user's permission or consent. In other words, when this application is applied to specific products or technologies, user permission is required to obtain and process the relevant data, and the processing of the relevant data must comply with the relevant laws, regulations and regulatory standards of the relevant countries and regions.

[0116] For example, the controller can use in-vehicle cameras to capture the facial features and full-body limbs of occupants opening the door, and use locally deployed facial recognition algorithms to determine the occupant's age, gender, and height. Human limb key point detection technology can be used to determine whether the occupant has a limb disability, is holding an infant, or is carrying large or heavy objects. The distributed pressure sensor array built into the seat can detect the occupant's weight and posture changes to help verify whether heavy objects are being carried. The system can also use the user profile module stored locally in the vehicle to query the historical exit behavior data of the bound user, and extract the average exit time and door opening speed as historical behavioral features. If an unfamiliar occupant is detected as a first-time passenger, then preset general average feature parameters are used for subsequent calculations. The controller can preset the baseline disembarkation time for healthy adult occupants (e.g., 3.5 seconds) and pre-set corresponding weighting coefficients for different characteristic information. For example, the baseline weighting coefficient for healthy adult occupants aged 18-45 is 1.0, for occupants aged 46-64 it is 1.2, for elderly occupants aged 65 and above it is 1.6, and for children under 12 it is 1.8. The weighting coefficient for occupants carrying more than 5 kg of weight increases by 0.3, for occupants with unilateral limb disabilities it increases by 0.8, and for pregnant occupants in the second or third trimester it increases by 0.5. Then, all the weighting coefficients applicable to the occupant are multiplied together and then multiplied by the baseline disembarkation time to obtain the personalized disembarkation time for that occupant. If no valid characteristic information of the occupant can be obtained, the preset general average disembarkation time (e.g., 4.5 seconds) is used as the temporary disembarkation time for that occupant.

[0117] Optionally, the preset disembarkation time may include a preset passenger disembarkation time. and redundant disembarkation time Both can be set based on different occupant characteristics. For example, the controller can be pre-set with occupant disembarkation time and redundant disembarkation time corresponding to different characteristic information. Then, based on the acquired occupant characteristic information, the occupant disembarkation time and redundant disembarkation time can be determined respectively to obtain the disembarkation time corresponding to the occupant who opened the door.

[0118] In one feasible implementation, the controller can fuse the acquired feature information, first determining the occupant's age level, activity level, and movement stability, then calculating a threshold correction amount according to preset rules, and adding the correction amount to the base time threshold to obtain the disembarkation time corresponding to the occupant who opened the door. If the vehicle has established an occupant identity file, the disembarkation threshold parameter bound to the occupant in the historical ride record can also be directly called to reduce the amount of real-time calculation.

[0119] By determining the duration of exiting the vehicle based on occupant characteristics, the vehicle can match door opening control with individual occupant differences. This means the threshold used for collision time determination is no longer fixed but dynamically adjusted according to the occupant's state, thus ensuring that door control aligns with actual exit needs. This makes the timing of door opening more coordinated with the rhythm of occupant movements, improving the targeting and reliability of exit safety control.

[0120] In this embodiment, when an occupant is detected to have the intention to open the door and a moving object is detected behind the vehicle, the speed, acceleration, and actual distance between the moving object and the vehicle door are acquired in real time. Then, based on the speed of the moving object, the reaction distance corresponding to the human reaction time and the road condition compensation distance affected by the current road conditions are calculated. The two are added together to obtain the dynamically updated safety reserve distance. The difference between the actual distance and the safety reserve distance is then calculated as the available braking distance of the moving object. The initial time is calculated by combining the available braking distance and the motion parameters of the moving object. Then, the corresponding compensation time is determined according to the type of the moving object and subtracted from the initial time to obtain the corrected collision time. After that, the position of the moving object after the collision time is predicted based on the historical trajectory information of the moving object and the distance to the vehicle is calculated. Finally, the opening state of the vehicle door is controlled in stages by combining the parameters of the collision time and the predicted distance. This approach breaks down the safety reserve distance into reaction distance and road condition compensation distance, calculating them separately. This allows for more accurate coverage of safety needs arising from differences in human reaction and road conditions. Furthermore, the introduction of compensation time for moving object types addresses the issue of traditional pure kinematic models failing to consider the characteristics of different traffic participants, further improving the accuracy of collision time calculation. Secondary verification of collision risk is then performed through trajectory prediction, effectively reducing misjudgments and omissions caused by moving objects changing lanes or turning. Finally, a two-dimensional control strategy combining collision time and predicted distance is employed. This approach can completely eliminate door-opening collisions in extremely high-risk scenarios while maximizing the convenience of occupants disembarking normally in low-risk scenarios, achieving an optimal balance between safety protection and user experience. This comprehensively enhances the reliability and practicality of the door anti-collision system from multiple dimensions.

[0121] In some embodiments, Figure 4 The diagram shows a structural schematic of an active protection system provided by the present invention. The active protection system can be deployed in a controller. The system includes a multi-source perception fusion module, an AI intelligent control module, a door opening and closing module, a multimodal reminder module, and a safety redundancy module, which together realize a closed-loop control of the entire process of perception, judgment, active control, and precise prevention.

[0122] The multi-source perception fusion module includes an in-vehicle perception unit, an external perception unit, and a data verification unit. The in-vehicle perception unit is equipped with an in-vehicle camera, occupant posture sensor, seat weight sensor, and door handle pressure sensor to collect real-time behavioral data such as occupant getting up, turning their head, and pulling the handle to accurately identify the intention to open the door. The external perception unit integrates millimeter-wave radar, ultrasonic radar, and blind spot imaging camera installed in the exterior rearview mirrors to detect the position, speed, and trajectory of various moving objects on the sides and rear of the vehicle from all directions, fully covering the vehicle's blind spot area. The data verification unit cross-verifies data from multiple sensors in real time to avoid misjudgments caused by single sensor failure or environmental interference, significantly improving the overall reliability of the perception system.

[0123] The AI ​​intelligent control module, equipped with a deep learning artificial intelligence model, integrates core algorithms such as occupant posture recognition, moving object detection, trajectory prediction, and collision time calculation. Its decision-making logic first determines whether the occupant genuinely intends to open the door. Then, combining external environmental data, it classifies the collision risk into three levels: high, low, and none. The trajectory prediction results provide secondary verification, generating corresponding control commands to effectively avoid false triggering of the door even when there is no intention to open it. For example, this AI intelligent control module can extract spatial and temporal features from various acquired information based on the deep learning artificial intelligence model, predict the trajectory information of a moving object in the future (Ts), and process the predicted future trajectory information in conjunction with surrounding environmental information to obtain the trajectory information of the moving object after the collision time.

[0124] The door opening and closing module is deeply integrated with the original vehicle door locking unit, and has a three-level hierarchical control function. In the case of high risk, it implements full locking control to completely prevent the door from opening. In the case of low risk, it implements limited opening control, allowing the door to be slightly opened and requiring the occupant to confirm again before unlocking. In the case of no risk, no control intervention is performed. The module receives instructions from the AI ​​intelligent control module in real time and executes corresponding actions. After the collision risk is eliminated, the door is automatically unlocked without manual intervention.

[0125] The multimodal alert module provides four alert methods: voice (distinguishing between danger and safety), ambient lighting (red warning / green passage), graphics on the central control screen, and vibration from the door handles. It also adopts a tiered alert strategy: all alert methods are activated simultaneously when there is a high risk, a combination of voice and light alerts is activated when there is a low risk, and safety reminders are provided only through voice and green ambient lighting when there is no risk.

[0126] The safety redundancy module incorporates multiple safety protection mechanisms, including a multi-sensor fault verification mechanism that ensures the system does not fail if a single sensor fails; an automatic release mechanism that automatically unlocks the doors when there is no risk of collision for an extended period to prevent occupants from being trapped inside; and a driver-mandated unlocking mechanism that provides a dedicated unlocking button for the driver with the highest control authority, allowing them to manually terminate all locking commands.

[0127] Specifically, Figure 5 A schematic diagram of an application scenario provided by the present invention is shown. Figure 6 This diagram illustrates the principle for determining the intention to open a door provided by the present invention. (Refer to...) Figure 5 and Figure 6As shown, firstly, the multi-source perception fusion module collects driving data such as surrounding environment, gear position information, parking information, and vehicle speed information in real time and transmits it to the AI ​​intelligent control module. When it is determined that the vehicle is parked on the side of the road, there are occupants in the back seat, and the driver has switched to P gear or the vehicle speed is ≤3km / h, it is confirmed as a potential occupant exit scenario (door opening intention). Occupant behavior information collection is initiated and compared with the preset exit scenario for confirmation. After the comparison is successful, the AI ​​intelligent control module outputs a signal to activate the relevant modules of the occupant exit protection system. If the vehicle has not switched to P gear and the vehicle speed is >3km / h, it is determined as a non-exit scenario, the system does not work, and only the AI ​​intelligent control module remains in standby state.

[0128] After system activation, the in-vehicle sensing unit collects occupant movements through the in-vehicle camera, seat weight sensors collect changes in seat weight, and door handle pressure sensors collect pressure information. Simultaneously, the external sensing unit collects rear-view images through external cameras, and the relative speed and distance of moving objects behind the vehicle through millimeter-wave radar and ultrasonic radar. It also collects data on weather, road conditions, and the surrounding environment. All information is transmitted in real time to the on-board AI intelligent control module. The AI ​​intelligent control module combines preset exit action characteristics, seat pressure changes, and door handle pressure changes to comprehensively determine whether the occupant intends to exit the vehicle. If no exit action is detected, the system continues to monitor until the vehicle is in Drive or the speed is greater than 3 km / h, at which point the corresponding module enters a sleep state, awaiting another instruction from the AI ​​intelligent control module. If it is determined that the occupant intends to exit the vehicle, the AI ​​intelligent control module performs comprehensive analysis and prediction of the external information, calculating the collision time and the distance between the moving object and the vehicle after the collision time.

[0129] Figure 7 This diagram illustrates the control logic of an AI intelligent control module provided by the present invention. Figure 8 The diagram illustrates the principle of an AI intelligent control module provided by this invention. (Refer to...) Figure 7 and Figure 8As shown, motion state data of moving objects is collected, including the speed, acceleration, distance from the vehicle, two-dimensional planar position coordinates, and basic surrounding environmental information of multiple moving objects, as well as occupant information, weather information, and road condition information. A dual-link parallel processing architecture can be adopted. The first link, based on the onboard artificial intelligence model, extracts spatial and temporal features from the motion state data of the moving objects, and predicts the initial trajectory of the moving objects in the next Ts seconds based on the basic environmental information, outputting a trajectory prediction result containing surrounding environmental information, historical position information of the past 3 seconds, and initial position information in the next Ts seconds. The second link, based on occupant information, weather and road conditions, and information on moving objects behind, sequentially completes the collision time calculation, collision time correction, and collision time comparison according to the steps of the aforementioned embodiment, outputting the TTC comparison result. Subsequently, the initial trajectory prediction result is input into the environmental weighted analysis and future trajectory prediction module, which performs weighted correction of the initial trajectory based on real-time surrounding environmental constraints, generating the final future trajectory map. Then, the TTC comparison result and the corrected future trajectory map are input into the comprehensive demonstration module, which performs a comprehensive risk assessment by integrating information from both dimensions to determine the final collision risk level. Finally, the comprehensive assessment module generates corresponding control signals based on the collision risk level, which are transmitted to the control units of each module to drive the door opening and closing module, multimodal reminder module, and other modules to perform corresponding active protection actions, thereby achieving intelligent risk management throughout the entire process.

[0130] Risk level assessment may include the following situations: if there are no moving objects around the vehicle or the collision time is greater than or equal to the preset time for getting out of the vehicle (…). And the predicted distance is greater than or equal to the safe distance threshold. If there are no risk conditions, signals are transmitted to the door opening and closing module and the voice broadcast module, the door unlocks and a voice reminder is given to the passenger that the surrounding area is safe and they can get off the vehicle with peace of mind.

[0131] If a moving object is detected in the vicinity, the system combines information such as weather conditions, road conditions, the situation of drivers behind, motion trajectory analysis, and preset human reaction time to calculate the precise collision time. If the low-risk conditions are met, such as collision time ≥ preset exit time or predicted distance ≥ safe distance threshold, the system sends signals to the door opening / closing module, voice broadcast module, and ambient light module. The door will then be restricted to a slight opening, while the green ambient light flashes and a voice broadcast reminds passengers to be aware of the rear. After the passengers confirm that the situation behind them is safe, they can fully open the door by pressing a button.

[0132] If the high-risk conditions are met (collision time < preset exit time and predicted distance < safe distance threshold), signals are sent to the door opening / closing module, voice broadcast module, ambient lighting module, and central control display module to actively and completely lock the doors. At the same time, voice reminders, flashing red ambient lights, and door handle vibrations are triggered to warn occupants not to forcibly exit the vehicle. The central control screen simultaneously displays the real-time situation behind the vehicle and provides text reminders to alert the driver to the risks of rear passengers exiting the vehicle. In high-risk conditions, when the AI ​​intelligent control module confirms that the surrounding environment is safe based on real-time perception information, it automatically sends signals to the relevant modules to unlock the doors, turns off the door handle vibration and ambient light reminders, and only retains the voice prompt that the surrounding area is safe and that it is safe to exit the vehicle.

[0133] If the system misjudges and locks the vehicle due to a high risk, and the driver confirms that the surrounding area is safe, the locking command can be terminated by actively intervening through the dedicated unlock button. After receiving the input signal from the central control, the AI ​​intelligent control module unlocks the doors, turns off the ambient lighting reminder, and only retains the voice reminder to keep the occupants at safety to prevent them from being trapped inside the vehicle. Finally, when the in-vehicle camera detects that there are no occupants in the rear seats or the vehicle speed is greater than 3km / h, the AI ​​intelligent control module inputs signals to all relevant modules, and the entire system enters a dormant state.

[0134] In summary, the embodiments of this invention have the following technical advantages: At the control level, it abandons the traditional passive protection mode that relies solely on audible and visual warnings, and adopts an active door control mechanism. It implements a three-level differentiated control strategy based on the collision risk level: in high-risk situations, the door is completely locked and prohibited from opening; in low-risk situations, limited opening control is implemented, allowing only a slight opening of the door requiring secondary confirmation; and in the absence of risk, no control intervention is performed. This fundamentally eliminates door-opening collision accidents, rather than relying solely on warnings to avoid risks, resulting in a qualitative leap in protection effectiveness. At the scenario level, it designs exclusive protection logic for occupants opening the door, using AI intelligent algorithms to identify the occupant's true intention to open the door, such as getting up or pulling the door handle, rather than simply triggering protection based on vehicle speed or door unlocking signals. This effectively avoids false alarms and miscontrols. It also supports setting differentiated control parameters for key rear-seat passengers such as the elderly and children, significantly improving the system's practicality and reliability. At the logical level, a complete closed-loop control system of "perception-judgment-control-reminder-reset" is constructed. Risk judgment, control execution and multimodal reminders are all completed automatically without manual operation, and the level of intelligence is high. At the same time, a variety of preset parameters and compensation mechanisms are introduced to achieve differentiated control, and multiple safety redundancy protections are provided to effectively balance the system's intelligence level, security and ease of use.

[0135] Figure 9 A schematic diagram of an embodiment of the vehicle control device provided by the present invention is shown. Figure 9 As shown, the vehicle control device 300 includes: an acquisition module 310, a first determination module 320, a second determination module 330, and a control module 340.

[0136] The acquisition module 310 is used to acquire the speed of the moving object, the acceleration of the moving object, and the actual distance between the moving object and the vehicle door when it is determined that the occupant inside the vehicle intends to open the door and there is a moving object behind the vehicle.

[0137] The first determining module 320 is used to determine a safe reserve distance based on the speed of the moving object; wherein the safe reserve distance is used to compensate for additional braking requirements caused by driver reaction delay and / or adverse road conditions;

[0138] The second determining module 330 is used to determine the collision time based on the safety reserve distance, the actual distance, the speed of the moving object, and the acceleration of the moving object;

[0139] The control module 340 is used to control the opening status of the vehicle doors based on the collision time, so as to actively ensure the safety of passengers when they get off the vehicle.

[0140] In one alternative approach, the first determining module 320 is configured to:

[0141] Based on the speed of the moving object, determine the reaction distance corresponding to the human reaction time and the road condition compensation distance affected by the current road conditions;

[0142] The sum of the reaction distance and the road condition compensation distance is used to determine the safe allowance distance.

[0143] In one alternative approach, the first determining module 320 is configured to:

[0144] The reaction distance is determined based on the human reaction time, the speed of the moving object, and a preset reaction time correction factor; the reaction time correction factor is determined based on the current environmental visibility and / or the driver's state of the moving object.

[0145] In one alternative approach, the first determining module 320 is configured to:

[0146] Get the maximum acceleration provided by the current road conditions;

[0147] Determine the braking distance under the current road conditions based on the maximum acceleration and the speed of the moving object;

[0148] Determine the braking distance under ideal road conditions based on the speed of the moving object and the ideal acceleration provided by the ideal road conditions;

[0149] The difference between the braking distance under current road conditions and the braking distance under ideal road conditions is determined as the road condition compensation distance.

[0150] In one alternative embodiment, the second determining module 330 is configured to:

[0151] The difference between the actual distance and the safety allowance distance is used as the available braking distance for the moving object;

[0152] The initial time is determined based on the available braking distance, the speed of the moving object, and the acceleration of the moving object;

[0153] Determine the compensation time based on the type of the moved object;

[0154] The collision time is determined based on the initial time and the compensation time.

[0155] In one alternative embodiment, the control module 340 is used for:

[0156] Based on the historical trajectory information of the moving object, predict the trajectory information of the moving object after the collision time;

[0157] Based on the trajectory information, determine the distance between the moving object and the vehicle after the collision time has elapsed;

[0158] The opening status of the vehicle doors is controlled based on the distance and time of collision.

[0159] In one alternative embodiment, the control module 340 is used for:

[0160] When the collision time is greater than or equal to the preset disembarkation time and the distance is greater than or equal to the safe distance threshold, the opening status of the vehicle door is controlled to allow opening;

[0161] When the collision time is greater than or equal to the time spent getting out of the vehicle or the distance is greater than or equal to the safe distance threshold, the opening status of the vehicle door is restricted.

[0162] When the collision time is less than the time it takes to get out of the vehicle and the distance is less than the safe distance threshold, the opening state of the vehicle door is locked.

[0163] In one alternative embodiment, the control module 340 is used for:

[0164] Obtain the characteristic information of the occupants who open the door;

[0165] Based on the characteristic information, determine the disembarkation time corresponding to the passenger who opened the door.

[0166] As can be seen from the above, the vehicle control device provided in this embodiment of the invention can incorporate human reaction time and / or adverse road conditions into the calculation system of safe clearance distance. It also considers the impact of the acceleration of moving objects on collision time, improving the accuracy and reliability of collision time calculation. It can achieve accurate risk prediction in various complex road conditions and scenarios where moving objects at different speeds approach each other. It actively prevents occupants from getting out of the vehicle before a collision becomes inevitable, leaving a truly safe exit window for occupants. This improves the safety of getting out of the vehicle and changes the passive protection mode of traditional vehicle exit collision prevention schemes that can only rely on sound and light warnings. By actively controlling the vehicle door, it achieves the forced blocking of high-risk exit behavior, fundamentally avoiding collision accidents caused by occupants ignoring warnings or making misjudgments, and improving the safety of getting out of the vehicle.

[0167] Figure 10 The diagram shows a structural schematic of an embodiment of the controller provided by the present invention. The specific embodiments of the present invention do not limit the specific implementation of the controller.

[0168] like Figure 10 As shown, the controller may include: a processor 402, a communications interface 404, a memory 406, and a communications bus 408.

[0169] The processor 402, communication interface 404, and memory 406 communicate with each other via communication bus 408. Communication interface 404 is used to communicate with other network elements such as clients or other servers. The processor 402 executes program 410, specifically performing the relevant steps described in the vehicle control method embodiment.

[0170] Specifically, program 410 may include program code, which includes computer-executable instructions.

[0171] Processor 402 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention. The controller includes one or more processors, which may be processors of the same type, such as one or more CPUs; or processors of different types, such as one or more CPUs and one or more ASICs.

[0172] Memory 406 is used to store program 410. Memory 406 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0173] Specifically, program 410 can be called by processor 402 to cause the controller to perform the following operations:

[0174] When it is determined that the occupant inside the vehicle intends to open the door and there is a moving object behind the vehicle, the speed of the moving object, the acceleration of the moving object, and the actual distance between the moving object and the vehicle door are obtained.

[0175] Determine the safety margin based on the speed of the moving object; the safety margin is used to compensate for additional braking needs caused by driver reaction delays and / or adverse road conditions;

[0176] The collision time is determined based on the safety allowance distance, the actual distance, the speed of the moving object, and the acceleration of the moving object.

[0177] Based on the time of the collision, the opening status of the vehicle doors is controlled to proactively ensure the safety of occupants when they exit the vehicle.

[0178] In one alternative approach, a safety reserve distance is determined based on the speed of the moving object, including:

[0179] Based on the speed of the moving object, determine the reaction distance corresponding to the human reaction time and the road condition compensation distance affected by the current road conditions;

[0180] The sum of the reaction distance and the road condition compensation distance is used to determine the safe allowance distance.

[0181] In one alternative approach, the reaction distance corresponding to the human body's reaction time is determined based on the speed of the moving object, including:

[0182] The reaction distance is determined based on the human reaction time, the speed of the moving object, and a preset reaction time correction factor; the reaction time correction factor is determined based on the current environmental visibility and / or the driver's state of the moving object.

[0183] In one alternative approach, the road condition compensation distance affected by the current road conditions is determined based on the speed of the moving object, including:

[0184] Get the maximum acceleration provided by the current road conditions;

[0185] Determine the braking distance under the current road conditions based on the maximum acceleration and the speed of the moving object;

[0186] Determine the braking distance under ideal road conditions based on the speed of the moving object and the ideal acceleration provided by the ideal road conditions;

[0187] The difference between the braking distance under current road conditions and the braking distance under ideal road conditions is determined as the road condition compensation distance.

[0188] In one alternative approach, the collision time is determined based on the safety allowance distance, the actual distance, the speed of the moving object, and the acceleration of the moving object, including:

[0189] The difference between the actual distance and the safety allowance distance is used as the available braking distance for the moving object;

[0190] The initial time is determined based on the available braking distance, the speed of the moving object, and the acceleration of the moving object;

[0191] Determine the compensation time based on the type of the moved object;

[0192] The collision time is determined based on the initial time and the compensation time.

[0193] In one alternative approach, the opening state of the vehicle door is controlled based on the collision time, including:

[0194] Based on the historical trajectory information of the moving object, predict the trajectory information of the moving object after the collision time;

[0195] Based on the trajectory information, determine the distance between the moving object and the vehicle after the collision time has elapsed;

[0196] The opening status of the vehicle doors is controlled based on the distance and time of collision.

[0197] In one alternative approach, the opening state of the vehicle door is controlled based on distance and collision time, including:

[0198] When the collision time is greater than or equal to the preset disembarkation time and the distance is greater than or equal to the safe distance threshold, the opening status of the vehicle door is controlled to allow opening;

[0199] When the collision time is greater than or equal to the time spent getting out of the vehicle or the distance is greater than or equal to the safe distance threshold, the opening status of the vehicle door is restricted.

[0200] When the collision time is less than the time it takes to get out of the vehicle and the distance is less than the safe distance threshold, the opening state of the vehicle door is locked.

[0201] In one alternative approach, the duration of disembarkation is determined, including:

[0202] Obtain the characteristic information of the occupants who open the door;

[0203] Based on the characteristic information, determine the disembarkation time corresponding to the passenger who opened the door.

[0204] As can be seen from the above, the controller provided by the embodiments of the present invention can incorporate human reaction time and / or adverse road conditions into the calculation system of safe reserved distance, and at the same time consider the influence of the acceleration of moving objects on collision time, thereby improving the accuracy and reliability of collision time calculation. It can achieve accurate risk prediction in various complex road conditions and scenarios where moving objects at different speeds approach each other, and actively prevent occupants from getting out of the vehicle before a collision becomes inevitable, leaving a truly safe exit window for occupants, improving the safety of getting out of the vehicle by opening the door, and thus changing the passive protection mode of traditional vehicle exit collision prevention schemes that can only rely on sound and light warnings. By actively controlling the vehicle door, it achieves the forced blocking of high-risk exit behavior, fundamentally avoiding collision accidents caused by occupants ignoring warnings or making misjudgments, and improving the safety of getting out of the vehicle by opening the door.

[0205] This invention provides a vehicle, including a vehicle body and a controller, which is used to execute the vehicle control method in any of the above method embodiments.

[0206] This invention provides a computer-readable storage medium storing at least one executable instruction that, when executed on a controller / vehicle control device, causes the controller / vehicle control device to perform the vehicle control method in any of the above-described method embodiments.

[0207] Specifically, the executable instructions can be used to cause the controller / vehicle control device to perform the following operations:

[0208] When it is determined that the occupant inside the vehicle intends to open the door and there is a moving object behind the vehicle, the speed of the moving object, the acceleration of the moving object, and the actual distance between the moving object and the vehicle door are obtained.

[0209] Determine the safety margin based on the speed of the moving object; the safety margin is used to compensate for additional braking needs caused by driver reaction delays and / or adverse road conditions;

[0210] The collision time is determined based on the safety allowance distance, the actual distance, the speed of the moving object, and the acceleration of the moving object.

[0211] Based on the time of the collision, the opening status of the vehicle doors is controlled to proactively ensure the safety of occupants when they exit the vehicle.

[0212] In one alternative approach, a safety reserve distance is determined based on the speed of the moving object, including:

[0213] Based on the speed of the moving object, determine the reaction distance corresponding to the human reaction time and the road condition compensation distance affected by the current road conditions;

[0214] The sum of the reaction distance and the road condition compensation distance is used to determine the safe allowance distance.

[0215] In one alternative approach, the reaction distance corresponding to the human body's reaction time is determined based on the speed of the moving object, including:

[0216] The reaction distance is determined based on the human reaction time, the speed of the moving object, and a preset reaction time correction factor; the reaction time correction factor is determined based on the current environmental visibility and / or the driver's state of the moving object.

[0217] In one alternative approach, the road condition compensation distance affected by the current road conditions is determined based on the speed of the moving object, including:

[0218] Get the maximum acceleration provided by the current road conditions;

[0219] Determine the braking distance under the current road conditions based on the maximum acceleration and the speed of the moving object;

[0220] Determine the braking distance under ideal road conditions based on the speed of the moving object and the ideal acceleration provided by the ideal road conditions;

[0221] The difference between the braking distance under current road conditions and the braking distance under ideal road conditions is determined as the road condition compensation distance.

[0222] In one alternative approach, the collision time is determined based on the safety allowance distance, the actual distance, the speed of the moving object, and the acceleration of the moving object, including:

[0223] The difference between the actual distance and the safety allowance distance is used as the available braking distance for the moving object;

[0224] The initial time is determined based on the available braking distance, the speed of the moving object, and the acceleration of the moving object;

[0225] Determine the compensation time based on the type of the moved object;

[0226] The collision time is determined based on the initial time and the compensation time.

[0227] In one alternative approach, the opening state of the vehicle door is controlled based on the collision time, including:

[0228] Based on the historical trajectory information of the moving object, predict the trajectory information of the moving object after the collision time;

[0229] Based on the trajectory information, determine the distance between the moving object and the vehicle after the collision time has elapsed;

[0230] The opening status of the vehicle doors is controlled based on the distance and time of collision.

[0231] In one alternative approach, the opening state of the vehicle door is controlled based on distance and collision time, including:

[0232] When the collision time is greater than or equal to the preset disembarkation time and the distance is greater than or equal to the safe distance threshold, the opening status of the vehicle door is controlled to allow opening;

[0233] When the collision time is greater than or equal to the time spent getting out of the vehicle or the distance is greater than or equal to the safe distance threshold, the opening status of the vehicle door is restricted.

[0234] When the collision time is less than the time it takes to get out of the vehicle and the distance is less than the safe distance threshold, the opening state of the vehicle door is locked.

[0235] In one alternative approach, the duration of disembarkation is determined, including:

[0236] Obtain the characteristic information of the occupants who open the door;

[0237] Based on the characteristic information, determine the disembarkation time corresponding to the passenger who opened the door.

[0238] As can be seen from the above, the computer-readable storage medium provided in the embodiments of the present invention stores at least one executable instruction. When the executable instruction runs on the controller / vehicle control device, it can incorporate human reaction time and / or adverse road conditions into the calculation system of safe reserved distance. At the same time, it considers the impact of the acceleration of the moving object on the collision time, improving the accuracy and reliability of the collision time calculation. It can achieve accurate risk prediction in various complex road conditions and scenarios where moving objects at different speeds approach each other. It actively prevents occupants from getting out of the vehicle before a collision becomes inevitable, leaving a truly safe exit window for occupants. This improves the safety of getting out of the vehicle and changes the passive protection mode of traditional vehicle exit collision prevention schemes that can only rely on audible and visual warnings. By actively controlling the vehicle door, it achieves the forced blocking of high-risk exit behavior, fundamentally avoiding collision accidents caused by occupants ignoring warnings or making misjudgments, and improving the safety of getting out of the vehicle.

[0239] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. Furthermore, the embodiments of this invention are not directed to any particular programming language.

[0240] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. Similarly, in order to streamline the invention and aid in understanding one or more aspects of the invention, in the description of exemplary embodiments of the invention above, various features of the embodiments of the invention are sometimes grouped together in a single embodiment, figure, or description thereof.

[0241] Those skilled in the art will understand that the modules in the device of the embodiment can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or components in the embodiment can be combined into a single module, unit, or component, and further, they can be divided into multiple sub-modules, sub-units, or sub-components, except that at least some of such features and / or processes or units are mutually exclusive.

[0242] It should be noted that the above embodiments are illustrative of the invention and not restrictive of it. The invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein. It is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. Unless otherwise specified, the steps in the above embodiments should not be construed as limiting the order of execution.

Claims

1. A method for controlling a vehicle, characterized in that, include: When it is determined that the occupant inside the vehicle intends to open the door and there is a moving object behind the vehicle, the speed of the moving object, the acceleration of the moving object, and the actual distance between the moving object and the vehicle door are obtained. A safety allowance distance is determined based on the speed of the moving object; wherein the safety allowance distance is used to compensate for additional braking requirements caused by driver reaction delays and / or adverse road conditions; The collision time is determined based on the safety allowance distance, the actual distance, the speed of the moving object, and the acceleration of the moving object; Based on the collision time, the opening status of the vehicle doors is controlled to actively ensure the safety of occupants when they exit the vehicle.

2. The method according to claim 1, characterized in that, Determining the safe reserve distance based on the speed of the moving object includes: Based on the speed of the moving object, determine the reaction distance corresponding to the human reaction time and the road condition compensation distance affected by the current road conditions; The safety reserve distance is determined by the sum of the reaction distance and the road condition compensation distance.

3. The method according to claim 2, characterized in that, The step of determining the reaction distance corresponding to the human body's reaction time based on the speed of the moving object includes: The reaction distance is determined based on the human reaction time, the speed of the moving object, and a preset reaction time correction factor; the reaction time correction factor is determined based on the current environmental visibility and / or the state of the driver of the moving object.

4. The method according to claim 2, characterized in that, Based on the speed of the moving object, determine the road condition compensation distance affected by the current road conditions, including: Obtain the maximum acceleration provided by the current road conditions; Based on the maximum acceleration and the speed of the moving object, determine the braking distance under the current road conditions; The braking distance under ideal road conditions is determined based on the speed of the moving object and the ideal acceleration provided by the ideal road conditions. The difference between the braking distance under the current road conditions and the braking distance under the ideal road conditions is determined as the road condition compensation distance.

5. The method according to claim 1, characterized in that, Determining the collision time based on the safety allowance distance, the actual distance, the speed of the moving object, and the acceleration of the moving object includes: The difference between the actual distance and the safety reserve distance is taken as the available braking distance of the moving object; The initial time is determined based on the available braking distance, the speed of the moving object, and the acceleration of the moving object; The compensation time is determined based on the type of the moved object; The collision time is determined based on the initial time and the compensation time.

6. The method according to any one of claims 1-5, characterized in that, The step of controlling the opening state of the vehicle door based on the collision time includes: Based on the historical trajectory information of the moving object, predict the trajectory information of the moving object after the collision time; Based on the trajectory information, determine the distance between the moving object and the vehicle after the collision time has elapsed; The opening state of the vehicle doors is controlled based on the distance and the collision time.

7. The method according to claim 6, characterized in that, The step of controlling the opening state of the vehicle door based on the distance and the collision time includes: When the collision time is greater than or equal to the preset disembarkation time and the distance is greater than or equal to the safe distance threshold, the opening state of the vehicle door is controlled to allow opening; When only the collision time is greater than or equal to the disembarkation time or only the distance is greater than or equal to the safe distance threshold, the opening state of the vehicle door is controlled to be restricted opening; When the collision time is less than the disembarkation time and the distance is less than the safe distance threshold, the opening state of the vehicle door is controlled to be locked.

8. The method according to claim 7, characterized in that, Determining the disembarkation duration includes: Obtain the characteristic information of the occupants who open the door; Based on the aforementioned feature information, the disembarkation time corresponding to the passenger who opened the door is determined.

9. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the speed of the moving object, the acceleration of the moving object, and the actual distance between the moving object and the vehicle door when it is determined that the occupant inside the vehicle intends to open the door and there is a moving object behind the vehicle. The first determining module is used to determine a safe reserve distance based on the speed of the moving object; wherein the safe reserve distance is used to compensate for additional braking requirements caused by driver reaction delay and / or adverse road conditions; The second determining module is used to determine the collision time based on the safety reserved distance, the actual distance, the speed of the moving object, and the acceleration of the moving object; The control module is used to control the opening status of the vehicle doors according to the collision time, so as to actively ensure the safety of passengers when they get off the vehicle.

10. A vehicle, characterized in that, include: Vehicle body and controller; The controller is used to perform the operation of the vehicle control method as described in any one of claims 1-8.

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