Target vehicle door opening method and device, vehicle, storage medium and program product

Abstract

The embodiment of the application provides a target vehicle door opening method and device, a vehicle, a storage medium and a program product. The method comprises the following steps: in response to detecting that a target vehicle door is opened, acquiring environment data of an environment in which the vehicle is located and interaction data of the target vehicle door, wherein the target vehicle door is used to represent a vehicle door that is being opened, and the interaction data is used to represent a force condition and an opening state of the target vehicle door in the opening process; based on the environment data and the interaction data, a target vehicle door constraint condition of the target vehicle door is constructed, wherein the target vehicle door constraint condition is used to constrain the interaction data of the target vehicle door under the environment in which the vehicle is located; and based on the target vehicle door constraint condition, the target vehicle door is controlled to be opened. The application solves the technical problem that the probability of collision risk of the target vehicle door when the target vehicle door is opened is relatively high in the related art.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more specifically, to a method, apparatus, vehicle, storage medium, and program product for opening a target vehicle door. Background Technology

[0002] To prevent collisions between car doors and obstacles when users open them, the technology typically employs fixed-angle limiting or single-distance warnings. However, this type of warning often fails to adjust the protection strategy in real time based on dynamic obstacles behind (such as rapidly approaching non-motorized vehicles) due to the fixed limiting. This results in insufficient protection or excessive restrictions on normal opening in high-risk scenarios, leading to a higher probability of collision between the car door and obstacles if they are nearby when the door is opened.

[0003] There is currently no good solution to the above problems. Summary of the Invention

[0004] This application provides a method, apparatus, vehicle, storage medium, and program product for opening a target vehicle door, in order to at least solve the technical problem in the related art that the probability of a collision risk is high when the target vehicle door is opened.

[0005] According to one aspect of the embodiments of this application, a method for opening a target vehicle door is provided, comprising: in response to detecting that the target vehicle door is opening, acquiring environmental data of the environment in which the vehicle is located, and interaction data of the target vehicle door, wherein the target vehicle door is used to characterize the door that is opening, and the interaction data is used to characterize the force and opening state of the target vehicle door during the opening process; constructing target vehicle door constraint conditions based on the environmental data and the interaction data, wherein the target vehicle door constraint conditions are used to constrain the interaction data of the target vehicle door in the environment in which the vehicle is located; and controlling the opening of the target vehicle door based on the target vehicle door constraint conditions.

[0006] Furthermore, based on environmental data and interaction data, target door constraints are constructed, including: based on environmental data, constructing boundary constraints for the target door, wherein the boundary constraints are used to constrain the opening degree of the target door; based on the boundary constraints and interaction data, constructing motion constraints for the target door, wherein the motion constraints are used to constrain the opening speed of the target door; and based on the boundary constraints and motion constraints, the target door constraints are obtained.

[0007] Furthermore, based on environmental data, boundary constraints for the target vehicle door are constructed, including: identifying obstacles in the vehicle's environment based on environmental data to obtain obstacle parameters; evaluating obstacles based on obstacle parameters to obtain obstacle evaluation results, wherein the obstacle evaluation results are used to characterize the degree of influence of obstacles on the opening process of the target vehicle door; and constructing boundary constraints based on the obstacle evaluation results and obstacle parameters.

[0008] Furthermore, the obstacle is evaluated based on the obstacle parameters to obtain the obstacle evaluation result, including: determining the motion state of the obstacle and the spatial relative position between the obstacle and the target door based on the obstacle parameters; inputting the motion state and spatial relative position into the risk assessment model, and using the risk assessment model to evaluate the obstacle to obtain the obstacle evaluation result.

[0009] Furthermore, based on the obstacle assessment results and the obstacle parameters, boundary constraints are constructed, including: responding to the obstacle assessment results indicating that there is at least one target obstacle in the vehicle's environment that will affect the opening process of the target door, determining the maximum opening angle of the target obstacle based on the motion state and obstacle parameters of any target obstacle, and the target door parameters of the target door, wherein the maximum opening angle is used to characterize the maximum angle allowed for the target door to open when the target obstacle does not collide with the target door; determining the target opening angle of the target door based on the maximum opening angle corresponding to at least one target obstacle; and obtaining the boundary constraints based on the target opening angle of the target door.

[0010] Furthermore, based on the motion state and obstacle parameters of any target obstacle, and the target door parameters of the target door, the maximum opening angle of the target obstacle is determined, including: in response to the target obstacle being stationary, the maximum opening angle of the target door is determined based on the geometric and position parameters of the target obstacle in the obstacle parameters, and the target door width in the target door parameters; in response to the target obstacle being in motion, the maximum opening angle of the target door is determined based on the velocity and position parameters of the target obstacle in the obstacle parameters.

[0011] Furthermore, based on the geometric and positional parameters of the target obstacle in the obstacle parameters, and the target door width in the target door parameters, the maximum opening angle of the target door is determined, including: determining the minimum safe distance between the target door and the target obstacle based on the geometric and positional parameters; and determining the maximum opening angle based on the minimum safe distance and the target door width.

[0012] Furthermore, based on the speed and position parameters of the target obstacle in the obstacle parameters, the maximum opening angle of the target door is determined, including: determining the target time of collision between the target obstacle and the target door based on the speed and position parameters; and determining the maximum opening angle of the target door based on the target time and the opening angle range of the target door.

[0013] Further, based on the maximum opening angle corresponding to at least one target obstacle, the target opening angle of the target door is determined, including: determining the minimum value among the maximum opening angles corresponding to at least one target obstacle as the target opening angle.

[0014] Furthermore, based on boundary constraints and interactive data, motion constraints for the target door are constructed, including: determining risk indicators for the target door during the opening process based on the target opening angle and interactive data in the boundary constraints, wherein the risk indicators are used to characterize the probability of the target door colliding with a target obstacle in the vehicle environment; determining the target damping torque of the target door based on the risk indicators and interactive data; and obtaining motion constraints based on the target damping torque of the target door.

[0015] Furthermore, the interactive data includes the current actual opening angle of the target door; based on the target opening angle in the boundary constraints and the interactive data, the risk indicators of the target door during the opening process are determined, including: obtaining the risk indicators based on the ratio of the actual opening angle to the target opening angle.

[0016] Furthermore, the interactive data also includes: the target thrust acting on the target door, and the thrust change rate of the target thrust; based on the risk index and the interactive data, the target damping torque of the target door is determined, including: obtaining a first product based on the product of the target thrust and a first coefficient; obtaining a second product based on the product of the thrust change rate and a second coefficient; obtaining a third product based on the product of the risk index and a third coefficient; and obtaining the target damping torque based on the first product, the second product, and the third product.

[0017] Furthermore, based on the target door constraint conditions, controlling the opening of the target door includes: responding to the actual opening angle of the target door in the interaction data being less than or equal to the target opening angle in the target door constraint conditions, controlling the opening of the target door based on the target door constraint conditions and the interaction data; responding to the actual opening angle of the target door being greater than the target opening angle, and the time for which the actual opening angle is greater than the target opening angle is greater than or equal to a preset threshold, releasing the target door constraint conditions, and controlling the opening of the target door based on the interaction data.

[0018] According to another aspect of the embodiments of this application, a target door opening device is also provided, comprising: a data acquisition module, configured to acquire environmental data of the vehicle's environment and interactive data of the target door in response to detecting that the target door is opening, wherein the target door is used to characterize the door that is opening, and the interactive data is used to characterize the force and opening state of the target door during the opening process; a condition construction module, configured to construct target door constraint conditions based on the environmental data and interactive data, wherein the target door constraint conditions are used to constrain the interactive data of the target door in the environment in which the vehicle is located; and a target door opening module, configured to control the opening of the target door based on the target door constraint conditions.

[0019] Furthermore, the condition construction module is also used to: construct boundary constraints for the target door based on environmental data, wherein the boundary constraints are used to constrain the opening degree of the target door; construct motion constraints for the target door based on the boundary constraints and interaction data, wherein the motion constraints are used to constrain the opening speed of the target door; and obtain the target door constraints based on the boundary constraints and motion constraints.

[0020] Furthermore, the condition construction module is also used to: identify obstacles in the environment where the vehicle is located based on environmental data, and obtain obstacle parameters of the obstacles; evaluate the obstacles based on the obstacle parameters, and obtain obstacle evaluation results, wherein the obstacle evaluation results are used to characterize the degree of influence of the obstacles on the opening process of the target door; and construct boundary constraint conditions based on the obstacle evaluation results and obstacle parameters.

[0021] Furthermore, the condition construction module is also used to: determine the motion state of the obstacle and the spatial relative position between the obstacle and the target door based on the obstacle parameters; input the motion state and spatial relative position into the risk assessment model, use the risk assessment model to assess the obstacle, and obtain the obstacle assessment result.

[0022] Furthermore, the condition construction module is also used to: respond to the obstacle assessment result indicating that there is at least one target obstacle in the vehicle's environment that will affect the opening process of the target door; determine the maximum opening angle of the target obstacle based on the motion state and obstacle parameters of any target obstacle, and the target door parameters of the target door, wherein the maximum opening angle is used to characterize the maximum angle allowed for the target door to open when the target obstacle does not collide with the target door; determine the target opening angle of the target door based on the maximum opening angle corresponding to at least one target obstacle; and obtain the boundary constraint conditions based on the target opening angle of the target door.

[0023] Furthermore, the condition construction module is also used to: determine the maximum opening angle of the target door based on the geometric and position parameters of the target obstacle in the obstacle parameters and the width of the target door in the target door parameters, in response to the target obstacle being in a stationary state; and determine the maximum opening angle of the target door based on the velocity and position parameters of the target obstacle in the obstacle parameters, in response to the target obstacle being in a moving state.

[0024] Furthermore, the condition construction module is also used to: determine the minimum safe distance between the target door and the target obstacle based on geometric and positional parameters; and determine the maximum opening angle based on the minimum safe distance and the width of the target door.

[0025] Furthermore, the condition construction module is also used to: determine the target time of collision between the target obstacle and the target door based on velocity and position parameters; and determine the maximum opening angle of the target door based on the target time and the opening angle range of the target door.

[0026] Furthermore, the condition construction module is also used to: determine the minimum value among the maximum opening angles corresponding to at least one target obstacle as the target opening angle.

[0027] Furthermore, the condition construction module is also used to: determine the risk index of the target door during the opening process based on the target opening angle and interaction data in the boundary constraints, wherein the risk index is used to characterize the probability of the target door colliding with the target obstacle in the vehicle environment; determine the target damping torque of the target door based on the risk index and interaction data; and obtain the motion constraints based on the target damping torque of the target door.

[0028] Furthermore, the interactive data includes the current actual opening angle of the target door; the condition construction module is also used to obtain risk indicators based on the ratio of the actual opening angle to the target opening angle.

[0029] Furthermore, the interactive data also includes: the target thrust on the target door, and the thrust change rate of the target thrust; the condition construction module is also used to: obtain a first product based on the product of the target thrust and the first coefficient; obtain a second product based on the product of the thrust change rate and the second coefficient; obtain a third product based on the product of the risk index and the third coefficient; and obtain the target damping torque based on the first product, the second product and the third product.

[0030] Furthermore, the target door opening module is also used to respond to the actual opening angle of the target door in the interaction data being less than or equal to the target opening angle in the target door constraint conditions, and to control the target door to open based on the target door constraint conditions and the interaction data; and to respond to the actual opening angle of the target door being greater than the target opening angle, and the time for which the actual opening angle is greater than the target opening angle is greater than or equal to a preset threshold, to release the target door constraint conditions, and to control the target door to open based on the interaction data.

[0031] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0032] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0033] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0034] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program, which, when executed by a processor, implements the methods in various embodiments of this application.

[0035] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0036] In this embodiment, in response to the detection of a target door opening, environmental data of the vehicle's environment and interaction data of the target door are acquired; based on the environmental data and interaction data, target door constraints are constructed; and based on these constraints, the opening of the target door is controlled. By utilizing the environmental data of the vehicle's environment and the interaction data of the target door, the target door constraints that the target door must meet when opening are constructed in real time. By controlling the opening process of the target door using these constraints, the safety of the target door during opening can be effectively improved, and the probability of the target door colliding with obstacles in the vehicle's environment can be reduced. This solves the technical problem in related technologies where the probability of collision risk is high when the target door is opened. Attached Figure Description

[0037] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0038] Figure 1 This is a flowchart illustrating a method for opening a target vehicle door according to an embodiment of this application;

[0039] Figure 2 This is a schematic diagram illustrating a process for constructing door constraint conditions according to an embodiment of this application;

[0040] Figure 3 This is a schematic diagram illustrating a boundary constraint condition according to an embodiment of this application;

[0041] Figure 4 This is a schematic diagram illustrating a motion constraint condition according to an embodiment of this application;

[0042] Figure 5 This is a schematic diagram illustrating a vehicle door opening process according to an embodiment of this application;

[0043] Figure 6 This is a schematic diagram illustrating another door opening process according to an embodiment of this application;

[0044] Figure 7 This is a structural block diagram of a target vehicle door opening device according to an embodiment of this application. Detailed Implementation

[0045] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0046] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0047] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0048] According to an embodiment of this application, a method for opening a target vehicle door is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0049] This embodiment provides a method for opening a target vehicle door. Figure 1 This is a flowchart illustrating a method for opening a target vehicle door according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps:

[0050] In step S102, in response to detecting that the target door is open, environmental data of the vehicle's environment and interaction data of the target door are acquired.

[0051] Among them, the target door is used to represent the door that is opening, and the interactive data is used to represent the force and opening status of the target door during the opening process.

[0052] The aforementioned environmental data refers to information reflecting the physical environment surrounding the vehicle. It can be used to identify, locate, and predict the position and movement of obstacles in the vehicle's environment, as well as the potential threat posed by obstacles to the target vehicle door. This information may include, but is not limited to, the distance, relative speed, relative angle, type of obstacle, lighting conditions, and weather conditions of obstacles around the vehicle.

[0053] The aforementioned interactive data refers to the data generated by the interaction between the user and the target door. It can be used to determine the user's intention to open the door, the magnitude of the force applied, and the real-time motion state of the target door. This data may include, but is not limited to: the current actual opening angle of the target door, the current / torque of the target door motor, the thrust (or torque) on the target door, the rate of change of the thrust (i.e., the acceleration of the applied force), and the opening speed of the target door.

[0054] Among them, environmental data can be acquired through multi-source sensors (including millimeter-wave radar, fisheye camera, ultrasonic radar, and communication module) deployed outside the vehicle to detect the location, speed, and type of obstacles in the vehicle's surrounding environment and information on vehicles approaching from behind in real time, thereby constructing a three-dimensional spatial state of the environment in which the vehicle is located.

[0055] Interaction data can be acquired by installing a thrust sensor on the inside handle of the target door and an angle sensor on the hinge to accurately capture the magnitude of the force applied by the user when opening the door, the rate of change of the force, and the real-time opening angle and angular velocity of the target door, thereby quantifying the user's door opening intention and behavioral characteristics.

[0056] In one optional solution of this embodiment, considering that users are often distracted or lack sufficient foresight when opening the target car door, they may blindly open it or apply too much force, such as pulling the handle directly without fully observing the environment behind, or pushing it open too forcefully out of habit or impatience.

[0057] This irrational behavior may cause the user to open the target car door to its maximum angle without noticing the vehicle approaching from behind or underestimating the speed and distance of the obstacle behind, thus colliding with the fast-moving target behind and causing a "door-opening kill" accident.

[0058] Therefore, in order to achieve dynamic safety protection during the opening of the target door, while taking into account both safety and user experience, the processing system can acquire environmental data of the vehicle's surroundings and the interaction data of the target door when the target door is detected to be opening. By using the environmental data, the system can understand the distribution and risk level of surrounding obstacles, and by using the interaction data, the system can understand the user's force application intention and the real-time status of the target door. Thus, under the premise of ensuring safety, the system can intelligently adjust the opening resistance of the target door to avoid collisions.

[0059] To ensure the accuracy of the acquired environmental and interactive data, the processing system can detect environmental data of the vehicle's environment and interactive data of the target door through data filtering, multi-sensor fusion, and Kalman filter estimation, thereby eliminating noise interference and improving data real-time performance and accuracy.

[0060] Step S104: Based on environmental data and interaction data, construct the target door constraints for the target door.

[0061] Among them, the target door constraint condition is used to constrain the interactive data of the target door in the environment in which the vehicle is located.

[0062] The aforementioned target door constraints refer to a set of parameters that limit the opening angle and speed of the target door, preventing collisions with obstacles due to excessive opening angle or speed. Specifically, these constraints include not only the maximum permissible opening angle calculated based on environmental obstacles, but also the target damping torque calculated based on interactive data such as user thrust and risk indicators. Through the synergistic effect of these two dimensions, the processing system can spatially limit the physical opening of the target door and temporally adjust its opening dynamics, thereby constructing a comprehensive safety net.

[0063] In one optional embodiment, considering that the opening process of the target car door is not a static geometric state transition, but a continuous and dynamic motion process, the safety risks faced by the target car door during the opening process are not constant, but change dynamically in real time with the opening angle and opening time.

[0064] For example, when the target car door begins to open slightly from a stationary state, the risk mainly comes from the potential collision with pedestrians in the blind spot; while when the target car door approaches its maximum opening, the risk transforms into a violent impact between a high-speed moving object (such as a vehicle approaching from behind) and the target car door. In addition, the different force application habits and physical differences of different users (such as the elderly, children, and adults) also mean that mechanical limiters relying solely on a fixed force cannot simultaneously guarantee both safety and comfort.

[0065] Therefore, in order to achieve adaptive safety protection, the processing system can choose not to directly use fixed mechanical limits or simple electronic limits, but instead first construct the target door constraint conditions based on the acquired environmental data and interaction data, so as to dynamically adjust the damping torque and angle limit during the opening process of the target door through the target door constraint conditions, thereby realizing closed-loop control of "perception-decision-execution".

[0066] For example, target door constraints can be constructed from multiple perspectives, such as the real-time force conditions on the target door (e.g., the magnitude and rate of change of the user's thrust), the opening status (e.g., the current angle and angular velocity), and dynamic environmental risks (e.g., obstacle distance, relative speed, and TTC collision time), thereby achieving graded, smooth, and intelligent collision avoidance control. Step S106: Based on the target door constraints, control the opening of the target door.

[0067] In one optional embodiment, after the target door constraints (including boundary constraints and motion constraints) are constructed, the processing system, such as the Body Control Unit (BCU) or a dedicated Door Control Unit (DCU), generates control commands in real time based on the constraints. These commands drive execution units, such as electronically controlled damping servo motors and electronic door locks, to perform closed-loop control of the target door's opening process. This prevents the target door from colliding with obstacles behind it, improving the safety of the target door opening and enhancing user satisfaction.

[0068] In this embodiment, in response to the detection of a target door opening, environmental data of the vehicle's environment and interaction data of the target door are acquired; based on the environmental data and interaction data, target door constraints are constructed; and based on these constraints, the opening of the target door is controlled. By utilizing the environmental data of the vehicle's environment and the interaction data of the target door, the target door constraints that the target door must meet when opening are constructed in real time. By controlling the opening process of the target door using these constraints, the safety of the target door during opening can be effectively improved, and the probability of the target door colliding with obstacles in the vehicle's environment can be reduced. This solves the technical problem in related technologies where the probability of collision risk is high when the target door is opened.

[0069] Furthermore, based on environmental data and interaction data, target door constraints are constructed, including: based on environmental data, constructing boundary constraints for the target door, wherein the boundary constraints are used to constrain the opening degree of the target door; based on the boundary constraints and interaction data, constructing motion constraints for the target door, wherein the motion constraints are used to constrain the opening speed of the target door; and based on the boundary constraints and motion constraints, the target door constraints are obtained.

[0070] The aforementioned boundary constraints refer to parameters that limit the maximum allowable opening angle of the target vehicle door. These parameters can be used to ensure that the target vehicle door does not intrude into the safe space of obstacles during the opening process. Examples include, but are not limited to, the target opening angle and the safe distance threshold.

[0071] The aforementioned motion constraints refer to parameters that limit the opening speed or damping torque of the target door. These parameters can be used to slow down the opening speed of the target door by increasing resistance when approaching a safety boundary or when a high risk is detected, in order to prevent a collision caused by inertia or excessive force applied by the user. Examples include, but are not limited to, the target damping torque and the maximum permissible opening speed.

[0072] Figure 2This is a schematic diagram illustrating a door constraint construction process according to an embodiment of this application. In one optional solution of this embodiment, considering that the process of a user opening the target door is usually related to the user's opening intention and force application habits, whether there is a safety risk during the opening process of the target door, such as whether it collides with the obstacle behind, depends on the position and movement state of the obstacle and the current angle of the target door.

[0073] Therefore, as Figure 2 As shown, in order to fully cover static position risks and dynamic speed risks, the target door constraints can include at least the aforementioned boundary constraints and motion constraints. The boundary constraints define the upper limit of the safe opening angle of the target door, and the motion constraints adjust the dynamic characteristics of the target door during the opening process.

[0074] Based on this, the processing system can construct the boundary constraints of the target door according to the environmental data, and then construct the motion constraints of the target door according to the boundary preset conditions and interaction data, thus forming a complete constraint system that can both limit the final opening angle and control the dynamic risks during the opening process.

[0075] Furthermore, based on environmental data, boundary constraints for the target vehicle door are constructed, including: identifying obstacles in the vehicle's environment based on environmental data to obtain obstacle parameters; evaluating obstacles based on obstacle parameters to obtain obstacle evaluation results, wherein the obstacle evaluation results are used to characterize the degree of influence of obstacles on the opening process of the target vehicle door; and constructing boundary constraints based on the obstacle evaluation results and obstacle parameters.

[0076] The aforementioned obstacle parameters refer to quantitative data describing the geometric features and motion state of obstacles. They can be used to calculate the spatial relationship between the target door and the obstacle, and may include, but are not limited to: the obstacle's geometric dimensions (length, width, and height), position coordinates (distance and angle relative to the target door), motion state (stationary or moving), velocity vector, etc.

[0077] In one alternative embodiment, considering that the opening degree of the target door is usually affected by obstacles in the vehicle's environment, for example, if the obstacle is close to the target door or is in motion, the opening angle of the target door needs to be reduced accordingly.

[0078] Therefore, in order to accurately construct the boundary constraints of the vehicle, the processing system can first use the acquired environmental data to identify obstacles in the environment in which the vehicle is located, obtain the obstacle parameters of the obstacles, and use the identified obstacle parameters to evaluate the corresponding obstacles, that is, to determine the degree of influence of the obstacles on the opening process of the target vehicle door, and obtain the above-mentioned obstacle evaluation results, thereby distinguishing whether the obstacle is a static threat or a dynamic threat, and the urgency of the threat.

[0079] The degree to which an obstacle affects the opening process of the target vehicle door can be reflected in the maximum angle range that the obstacle allows the target vehicle door to open, and the probability of collision at that angle.

[0080] After obtaining the obstacle assessment results, the processing system can construct the aforementioned boundary constraints based on the obstacle assessment results and obstacle parameters corresponding to the obstacles in the vehicle's environment. This allows the system to determine a safe maximum opening angle that takes into account the influence of all obstacles, thereby defining a unique and global geometric safety boundary for the target door opening process. This ensures that the target door will not intrude into the physical space of any potential obstacle at any stage of opening.

[0081] Furthermore, the obstacle is evaluated based on the obstacle parameters to obtain the obstacle evaluation result, including: determining the motion state of the obstacle and the spatial relative position between the obstacle and the target door based on the obstacle parameters; inputting the motion state and spatial relative position into the risk assessment model, and using the risk assessment model to evaluate the obstacle to obtain the obstacle evaluation result.

[0082] In one optional solution of this embodiment, considering that the nature of the risk of collision is a comprehensive reflection of "collision probability" and "collision consequences", it usually depends on the time urgency of the obstacle entering the danger zone of the target vehicle door and the possibility of geometric interference between the two. Different combinations of motion states and spatial positions will lead to different risk levels. Simply relying on static distance thresholds or fixed angle restrictions can no longer meet the safety requirements in complex traffic scenarios.

[0083] Therefore, the processing system can assess obstacles from the perspectives of relative speed, relative distance, and relative angle, thereby quantifying the real-time collision risk in the current environment and dynamically calculating the maximum safe opening angle of the target door that is suitable for the current working conditions, so as to achieve a precise match between risk level and collision avoidance strategy.

[0084] Based on this, the processing system can first use the identified obstacle parameters to determine the obstacle's motion state (such as stationary or moving state) and the relative spatial position between the obstacle and the target door (such as distance, azimuth, etc.). By using the motion state, it can determine whether the obstacle will dynamically interfere with the target door's opening path, and by using the relative spatial position, it can understand which sector of the target door the obstacle is in, as well as the current safety margin.

[0085] Then, the processing system can input the motion state and spatial relative position of the obstacle into the risk assessment model, use the risk assessment model to assess the obstacle, and obtain the obstacle assessment results mentioned above.

[0086] To facilitate understanding of the assessment process of a risk assessment model, for example, a risk assessment model may include: a feature extraction module, a risk calculation module, and an output mapping module.

[0087] When assessing obstacles based on their motion state and spatial relative position, the corresponding risk assessment model can use a feature extraction module to extract distance and speed features, a risk calculation module to calculate risk values ​​(such as probabilities between 0 and 1) in combination with a preset risk threshold table or neural network model, and an output mapping module to map the risk values ​​to specific impact descriptions (such as low, medium, and high) or specific maximum allowable angles.

[0088] Furthermore, based on the obstacle assessment results and the obstacle parameters, boundary constraints are constructed, including: responding to the obstacle assessment results indicating that there is at least one target obstacle in the vehicle's environment that will affect the opening process of the target door, determining the maximum opening angle of the target obstacle based on the motion state and obstacle parameters of any target obstacle, and the target door parameters of the target door, wherein the maximum opening angle is used to characterize the maximum angle allowed for the target door to open when the target obstacle does not collide with the target door; determining the target opening angle of the target door based on the maximum opening angle corresponding to at least one target obstacle; and obtaining the boundary constraints based on the target opening angle of the target door.

[0089] The aforementioned target obstacles refer to obstacles that the risk assessment model determines pose a potential collision risk to the opening of the target vehicle door.

[0090] Figure 3 This is a schematic diagram illustrating a boundary constraint condition according to an embodiment of this application. In one optional solution of this embodiment, considering that the opening of the target car door is a planar motion process, the maximum angle of the target car door is limited by all surrounding obstacles.

[0091] Therefore, as Figure 3As shown, the boundary constraints constructed may include at least the target opening angle of the target door, that is, the maximum angle allowed for the target door to open when it is in the environment where the vehicle is located, under the influence of at least one target obstacle.

[0092] Based on this, in the process of constructing boundary constraints, the processing system can first determine whether obstacles in the vehicle's environment will affect the opening process of the target door based on the obstacle assessment results. For example, the target door may collide with the target obstacle, or the obstacle may be within close range of the target door's opening trajectory.

[0093] If the obstacle assessment results show that there are no target obstacles in the environment where the vehicle is located, it means that the environment is open and there is no risk of collision. At this time, the maximum angle that the target door can open under normal circumstances (such as 90 degrees or 100 degrees) can be directly determined as the target opening angle, thereby removing the angle restriction or maintaining the default maximum angle.

[0094] If the obstacle assessment results show that there is at least one target obstacle in the vehicle's environment, it indicates that there is a collision risk. At this time, the processing system can determine the maximum opening angle of different target obstacles based on the motion state and obstacle parameters of the at least one target obstacle, combined with the target door parameters (such as the target door width and pivot position). That is, the maximum angle at which the target door is allowed to open without the target obstacle colliding with the target door, thereby quantifying the limiting ability of each obstacle through the maximum opening angle.

[0095] Finally, by summing up the maximum opening angles corresponding to at least one target obstacle, the target opening angle of the target car door can be obtained, and the minimum value can be taken as the final safety limit.

[0096] Furthermore, based on the motion state and obstacle parameters of any target obstacle, and the target door parameters of the target door, the maximum opening angle of the target obstacle is determined, including: in response to the target obstacle being stationary, the maximum opening angle of the target door is determined based on the geometric and position parameters of the target obstacle in the obstacle parameters, and the target door width in the target door parameters; in response to the target obstacle being in motion, the maximum opening angle of the target door is determined based on the velocity and position parameters of the target obstacle in the obstacle parameters.

[0097] The aforementioned geometric parameters refer to data describing the shape and size of the obstacle, which can be used to calculate geometric interference and may include, but are not limited to, the obstacle's width, height, length, and shape profile.

[0098] The aforementioned positional parameters refer to the spatial coordinates of the obstacle relative to the target door pivot, which can be used to determine relative distances and angles, and may include, but are not limited to: the horizontal distance, vertical distance, and azimuth angle from the center of the obstacle to the target door pivot.

[0099] The aforementioned velocity parameters refer to data describing the speed and direction of an obstacle's movement. They can be used to predict future positions and may include, but are not limited to, the magnitude, direction, and angular velocity of the obstacle's linear velocity.

[0100] In one alternative embodiment, considering that the sources of risk posed by the target obstacle differ depending on its motion state, the corresponding ways of influencing the opening process of the target vehicle door may also differ. For example, a stationary obstacle primarily restricts geometric space, while a moving obstacle may encroach on the opening path of the target vehicle door over time.

[0101] Therefore, in order to accurately calculate the maximum safe angle under different scenarios, the processing system can first determine the target parameters that will be included in the calculation based on the movement state of the target obstacle, and then use the target parameters to determine the maximum opening angle that the target door can open under the influence of the target obstacle.

[0102] Based on this, in the process of determining the maximum opening angle of the target obstacle, if the target obstacle's motion state shows that the target obstacle is stationary, that is, in the aforementioned stationary state, it means that the position of the obstacle is fixed, and the risk depends only on the current geometric position. In this case, in order to calculate the maximum allowable angle, the processing system can start from the perspective of geometric trigonometric relationships, and determine the maximum opening angle of the target door based on the geometric parameters and position parameters of the target obstacle in the obstacle parameters, and the target door width in the target door parameters. Then, it can use trigonometric functions to calculate the limit angle when the edge of the target door does not collide with the obstacle.

[0103] If the target obstacle's motion status shows that the target obstacle is moving, i.e., in the motion state described above, it means that the obstacle's position changes over time, and the risk depends on the relative motion. In order to calculate the maximum angle allowed by time, the processing system can start from the kinematic prediction angle and determine the maximum opening angle of the target door based on the target obstacle's velocity and position parameters in the obstacle parameters. Then, it can calculate whether the obstacle will reach the collision area within the time required for the target door to open to a certain angle.

[0104] Furthermore, based on the geometric and positional parameters of the target obstacle in the obstacle parameters, and the target door width in the target door parameters, the maximum opening angle of the target door is determined, including: determining the minimum safe distance between the target door and the target obstacle based on the geometric and positional parameters; and determining the maximum opening angle based on the minimum safe distance and the target door width.

[0105] The aforementioned minimum safe distance refers to the minimum allowable gap between the edge of the target vehicle door and the obstacle. It can be used to reserve a safety margin to prevent contact caused by control errors or slight shaking.

[0106] In one optional embodiment, to ensure safety under static conditions, when determining the maximum opening angle of the target door, if the target obstacle is stationary, the processing system can first use the geometric and positional parameters of the target obstacle to determine the minimum safe distance between the target door and the target obstacle, and then use the minimum safe distance and the target door width to determine the maximum opening angle of the target door under the influence of the target obstacle.

[0107] Specifically, when determining the minimum safe distance between the target vehicle door and the target obstacle, the processing system can extend the obstacle surface outward by a preset safety margin value to obtain the extended obstacle boundary, thereby avoiding physical contact between the target vehicle door and the obstacle.

[0108] When determining the maximum opening angle based on the minimum safe distance and the target door width, the processing system can establish a coordinate system with the target door pivot as the center, calculate the tangent or intersection point of the target door's outer edge trajectory and the expanded obstacle boundary, and then use inverse trigonometric functions to obtain the corresponding limit angle.

[0109] Furthermore, based on the speed and position parameters of the target obstacle in the obstacle parameters, the maximum opening angle of the target door is determined, including: determining the target time of collision between the target obstacle and the target door based on the speed and position parameters; and determining the maximum opening angle of the target door based on the target time and the opening angle range of the target door.

[0110] The opening angle range mentioned above refers to the angle interval between the target door's closing and full opening, which can be used to map the relationship between time and angle.

[0111] In one optional embodiment, in order to deal with the threat of dynamic obstacles, if the target obstacle is in motion during the process of determining the maximum opening angle of the target door, the processing system can first determine the target time of collision between the target obstacle and the target door based on the speed parameters and position parameters of the target obstacle, so as to assess the time window of risk through the target time, thereby limiting the opening progress of the target door within the risk time window.

[0112] Then, the processing system can determine the maximum opening angle of the target door under the influence of the target obstacle based on the target time and the opening angle range of the target door. Thus, assuming that the target door opens at the current average speed, the system calculates the angle that the target door can open within the target time, which is the maximum allowable opening angle.

[0113] In order to accurately predict the collision time, in the process of determining the target time of the collision between the target obstacle and the target door, the processing system can calculate the time required for the obstacle to reach the opening plane of the target door along its trajectory, and compare it with the time required for the target door to open to various angles.

[0114] In determining the maximum opening angle based on the target time and the target door's opening angle range, the processing system can find the angle value reached by the target door opening within the target time and set that angle value as the limiting angle of the dynamic obstacle.

[0115] The formula for calculating the collision time can be:

[0116] TTCR = D / (V_vehicle + V_obstacle).

[0117] Where TTCR refers to the collision time, D refers to the distance between the target door and the target obstacle, V_vehicle refers to the current speed of the vehicle. Since the current action is opening the door, V_vehicle is normally set to 0, and V_obstacle is the speed at which the target obstacle moves relative to the vehicle in the direction of movement.

[0118] Correspondingly, when determining the maximum opening speed based on the collision time, if TTCR is less than the first time threshold T1, it means that the target obstacle is close to the target door. If the target door is opened, a collision may occur in a short time. At this time, the processing system can determine that the maximum opening time θmax of the target obstacle is 0°, and the door needs to be locked.

[0119] If TTCR is greater than or equal to T1 and less than or equal to the second time threshold T2, it means that there is a certain distance between the target obstacle and the target door. Opening the door in a short time will not cause the target door to collide with the target obstacle. At this time, the processing system can determine that the maximum opening time θmax corresponding to the target obstacle decreases linearly with TTCR, thereby ensuring user experience.

[0120] If TTCR is greater than the second time threshold T2, it means that the distance between the target obstacle and the target door is far. When the user opens the target door normally, there will be no collision between the target door and the target obstacle. At this time, the processing system can determine that the maximum opening time θmax corresponding to the target obstacle is a normal safe angle, such as the maximum angle that the target door can be opened, thereby ensuring the user experience.

[0121] Further, based on the maximum opening angle corresponding to at least one target obstacle, the target opening angle of the target door is determined, including: determining the minimum value among the maximum opening angles corresponding to at least one target obstacle as the target opening angle.

[0122] In one alternative embodiment, in order to ensure that obstacles in all directions do not pose a threat, in the process of determining the target opening angle of the target door, the processing system can determine the minimum value among the maximum opening angles corresponding to at least one target obstacle as the target opening angle, thereby following the "barrel effect" and using the obstacle with the most restrictive limitation as the standard.

[0123] Furthermore, based on boundary constraints and interactive data, motion constraints for the target door are constructed, including: determining risk indicators for the target door during the opening process based on the target opening angle and interactive data in the boundary constraints, wherein the risk indicators are used to characterize the probability of the target door colliding with a target obstacle in the vehicle environment; determining the target damping torque of the target door based on the risk indicators and interactive data; and obtaining motion constraints based on the target damping torque of the target door.

[0124] The aforementioned target damping torque refers to the torque provided by the target door motor or mechanical structure that hinders the opening of the target door. It can be used to slow down the opening speed of the target door by increasing the opening resistance, or even prevent the target door from continuing to open.

[0125] Figure 4 This is a schematic diagram of a motion constraint condition according to an embodiment of this application. In one optional solution of this embodiment, considering the huge kinetic energy generated at the moment the car door is opened, the huge thrust that the user may apply that exceeds the conventional damping limit means that simply limiting the angle is not enough. If the user pushes the door forcefully, the target car door may still quickly crash into the obstacle.

[0126] Therefore, as Figure 4 As shown, in order to achieve active collision prevention, the motion constraints of the target door can include at least the target damping moment of the target door, so as to dynamically adjust the damping according to the real-time risk.

[0127] Based on this, during the process of constructing the motion constraints of the target door, the processing system can determine the risk indicators of the target door during the opening process based on the target opening angle and the target door interaction data in the boundary preset conditions. This allows the system to understand the degree of danger of the current opening position relative to the safety boundary through the risk indicators, thereby quantifying the risk level.

[0128] Then, the processing system can determine the target damping torque of the target door based on the identified risk indicators and interaction data, so as to suppress the opening and starting energy of the target door through the target damping torque, thereby realizing "coordinated control of user thrust and dynamic safety angle".

[0129] Furthermore, the interactive data includes the current actual opening angle of the target door; based on the target opening angle in the boundary constraints and the interactive data, the risk indicators of the target door during the opening process are determined, including: obtaining the risk indicators based on the ratio of the actual opening angle to the target opening angle.

[0130] In one optional embodiment, in order to simplify the risk calculation model, the acquired interactive data may include at least the current actual opening angle of the target door. The corresponding processing system can understand the current progress of the target door through the actual opening angle, thereby determining whether it is approaching the danger boundary.

[0131] Considering that the opening motion of a car door is a rotational motion around a fixed hinge axis, and that the linear velocity of the door edge (especially the rear edge far from the hinge) is proportional to the opening angular velocity, at the same angular velocity, the space swept by the door edge at a large opening angle is longer and faster. This causes the risk of the obstacle being hit to increase non-linearly with the increase of the angle. The probability of the target door colliding with the target obstacle will be determined by the proportion of the current angle to the maximum allowable angle (i.e., the target opening angle).

[0132] Therefore, when determining the risk index of the target door during the opening process, in order to intuitively reflect the degree of risk accumulation, the processing system can obtain the above-mentioned risk index based on the ratio of the actual opening angle in the interactive data to the target opening angle corresponding to the target obstacle. Thus, when the ratio is close to 1, the risk index approaches 1 (high risk); when the ratio is much less than 1, the risk index approaches 0 (low risk).

[0133] Furthermore, the interactive data also includes: the target thrust acting on the target door, and the thrust change rate of the target thrust; based on the risk index and the interactive data, the target damping torque of the target door is determined, including: obtaining a first product based on the product of the target thrust and a first coefficient; obtaining a second product based on the product of the thrust change rate and a second coefficient; obtaining a third product based on the product of the risk index and a third coefficient; and obtaining the target damping torque based on the first product, the second product, and the third product.

[0134] In one optional embodiment, in order to comprehensively consider the user's force application intention and dynamic risks, the acquired interactive data may also include the target thrust on the target door and the thrust change rate of the target thrust. The processing system can sense the initial force applied by the user through the target thrust and sense the user's intention to accelerate the door opening through the target thrust change rate.

[0135] Based on this, in order to achieve precise damping control, in the process of determining the target damping torque of the target door, the processing system can first obtain the first product (reflecting the basic damping based on the current thrust) by multiplying the target thrust and the first coefficient, and then obtain the second product (reflecting the dynamic damping based on the applied force acceleration to prevent the user from pushing too hard) by multiplying the risk index and the third coefficient, and then obtain the third product (reflecting the additional damping based on environmental risk, the higher the risk, the greater the damping). Finally, the target damping torque can be obtained by multiplying the first, second, and third products.

[0136] Among them, the first coefficient, the second coefficient, and the third coefficient are preset control gain parameters, which can be adjusted according to the vehicle model and calibration results.

[0137] Furthermore, based on the target door constraint conditions, controlling the opening of the target door includes: responding to the actual opening angle of the target door in the interaction data being less than or equal to the target opening angle in the target door constraint conditions, controlling the opening of the target door based on the target door constraint conditions and the interaction data; responding to the actual opening angle of the target door being greater than the target opening angle, and the time for which the actual opening angle is greater than the target opening angle is greater than or equal to a preset threshold, releasing the target door constraint conditions, and controlling the opening of the target door based on the interaction data.

[0138] Figure 5 This is a schematic diagram illustrating a door opening process according to an embodiment of this application, such as... Figure 5 As shown, in the process of controlling the opening of the target door, in order to achieve a balance between safety and clear user intent, if the actual opening angle of the target door in the interaction data is less than or equal to the target opening angle in the target door constraint conditions, the target door can be considered to be in the safe opening area. At this time, the processing system can control the opening of the target door according to the target door constraint conditions and interaction data, thereby providing normal opening damping and ensuring that the user can open the door smoothly.

[0139] If the actual opening angle of the target door is greater than the target opening angle in the interactive data, and the time during which the actual opening angle is greater than the target opening angle is greater than or equal to a preset threshold, it can be considered that the target door has crossed the safety boundary and there is a continuous risk of collision, or that the user intends to forcibly open it. At this time, the processing system can release the constraint conditions of the target door and control the opening of the target door according to the interactive data.

[0140] For example, if a user forcibly pushes the target door past a safe angle and stops, the system determines it to be an emergency, removes the angle restriction based on environmental data, and instead performs an emergency stop or assisted closing based on interactive data (such as reverse torque) to minimize collision damage or restore a safe state.

[0141] To better understand the process of controlling the opening of the vehicle door, let's take an example. Suppose user A is opening door A in the vehicle. During the opening of door A, the processing system can execute a closed-loop process of multi-source perception fusion, dynamic risk assessment, and adaptive damping control in real time. Figure 6 This is a schematic diagram illustrating another door opening process according to an embodiment of this application, such as... Figure 6 As shown, the methods for controlling the opening process of the car door may include: intent triggering and initial state establishment, real-time calculation of dynamic safety angle, comprehensive decision-making, generation and execution of thrust adaptive damping torque, and special scenario response.

[0142] In the intent triggering and initial state establishment section, when user A touches the interior handle or presses the unlock button, the door control unit (DCU) or body control unit (BCU) determines that the door opening intent has been triggered. At this time, the angle sensor can record the initial angle of door A as 0°, the thrust sensor returns to zero, and the processing system can activate the collision avoidance monitoring mode.

[0143] In the multi-source environmental perception and obstacle recognition section, the processing system can simultaneously access data from the multi-source perception units when determining the intention to open the door. The data from the multi-source perception units can be as follows:

[0144] The millimeter-wave radar detected a stationary truck a meter behind.

[0145] The fisheye camera detected a pedestrian crossing the road at a distance of b meters to the side and rear, and the pedestrian was moving in the direction of the opening of door A.

[0146] The communication module receives a signal that a vehicle is rapidly approaching at a speed of x km / h from a distance of c meters behind it, and obtains its position and speed information.

[0147] In the real-time calculation section from a dynamic safety perspective, the processing system can use the data it calls to perform a risk assessment of the aforementioned obstacles.

[0148] For example, for a stationary truck, based on the geometric interference model, the maximum opening angle of door A is calculated to be 45° without physical collision.

[0149] For pedestrians to the side and rear, since they are on the door sweep path and are relatively close, the system calculates that their risk level is high and limits the maximum opening angle to 30°.

[0150] For vehicles approaching rapidly, the processing system can calculate the collision time based on communication data and dynamically reduce the maximum opening angle of the doors according to preset strategies and collision time, calculating that the maximum opening angle under this dynamic risk is 20°.

[0151] In the comprehensive decision-making section, the processing system can follow the constraint principle, take the minimum value among the above three angles, and determine the global maximum safe opening angle of door A at the current moment, that is, the target opening angle is 20°.

[0152] In the generation and execution of the thrust adaptive damping torque, as user A begins to pull the car door, the processing system collects interactive data in real time and executes control:

[0153] Phase 1: Low-angle opening, where user A opens the door with normal force, and the thrust sensor detects a small and stable thrust F. Because the actual opening angle of the door differs significantly from the target opening angle, the risk level is low. The processing system calculates a small damping torque M based on a preset formula. At this point, the door opens smoothly, and user A feels almost no additional resistance (meeting the requirement of "imperceptible to adults").

[0154] Phase Two: Approaching the Risk Zone. As User A continues to open the door, the risk indicator corresponding to door A increases. If User A suddenly increases the pulling force to get out quickly, the processing system will increase the damping torque M, causing the door opening speed to slow down. User A can clearly feel the increased resistance; this tactile feedback directly reminds the user: "There is a risk behind you; please stop or slow down."

[0155] Phase Three: High-Risk / Lock-Up Zone. When the actual opening angle of the car door approaches the 20° limit, if user A still hasn't released their hand, the system will increase the damping torque M to its maximum value and may trigger the auxiliary locking mechanism of the electronic door lock, making it difficult to continue opening the door. At this time, the human-machine interface unit can emit a rapid alarm sound and display a visual warning: "Vehicles are approaching from behind, please do not open the door."

[0156] The formula for calculating the damping moment M can be:

[0157] M=K1 F+K2 dF / dt+K3 (θ / θmax).

[0158] Where K1, K2, and K3 are calibration adaptive coefficients, F is the target thrust on door A, dF / dt is the thrust change rate of the target thrust, θ is the actual opening angle of door A, and θmax is the target opening angle of door A.

[0159] Special scenario response (emergency escape or misoperation):

[0160] If user A accidentally opens the car door, for example with a very small thrust F, but possibly accompanied by a rapid tug, since the target opening angle of car door A has been dynamically limited to 20°, and the processing system has low damping at low angles, user A may pull the door open a little. However, once it exceeds the preset angle threshold, such as 14°, the damping torque can be controlled to increase rapidly, and the door can only be opened up to 20° at most, thus effectively preventing the car door from violently swinging open and injuring pedestrians behind.

[0161] In case of collision or power failure: If the system detects a severe vibration (collision) or power outage, the emergency unlocking mechanism can work immediately to forcibly release all electromagnetic locks. At the same time, the mechanical limit switch intervenes to limit the maximum opening, ensuring that user A can escape physically in an emergency, even if the electrical control system fails.

[0162] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0163] According to an embodiment of this application, a device for opening a target vehicle door is provided. It should be noted that the device can be used to perform the above-described method for opening a target vehicle door. Figure 7 This is a structural block diagram of a target vehicle door opening device according to an embodiment of this application, such as... Figure 7 As shown, the device includes: a data acquisition module 702, a condition construction module 704, and a target door opening module 706.

[0164] The data acquisition module 702 is used to acquire environmental data of the vehicle's environment and interaction data of the target door in response to the detection of the target door opening. The target door is used to represent the door that is opening, and the interaction data is used to represent the force and opening state of the target door during the opening process. The condition construction module 704 is used to construct target door constraints based on the environmental data and interaction data. The target door constraints are used to constrain the interaction data of the target door in the environment of the vehicle. The target door opening module 706 is used to control the opening of the target door based on the target door constraints.

[0165] Furthermore, the condition construction module is also used to: construct boundary constraints for the target door based on environmental data, wherein the boundary constraints are used to constrain the opening degree of the target door; construct motion constraints for the target door based on the boundary constraints and interaction data, wherein the motion constraints are used to constrain the opening speed of the target door; and obtain the target door constraints based on the boundary constraints and motion constraints.

[0166] Furthermore, the condition construction module is also used to: identify obstacles in the environment where the vehicle is located based on environmental data, and obtain obstacle parameters of the obstacles; evaluate the obstacles based on the obstacle parameters, and obtain obstacle evaluation results, wherein the obstacle evaluation results are used to characterize the degree of influence of the obstacles on the opening process of the target door; and construct boundary constraint conditions based on the obstacle evaluation results and obstacle parameters.

[0167] Furthermore, the condition construction module is also used to: determine the motion state of the obstacle and the spatial relative position between the obstacle and the target door based on the obstacle parameters; input the motion state and spatial relative position into the risk assessment model, use the risk assessment model to assess the obstacle, and obtain the obstacle assessment result.

[0168] Furthermore, the condition construction module is also used to: respond to the obstacle assessment result indicating that there is at least one target obstacle in the vehicle's environment that will affect the opening process of the target door; determine the maximum opening angle of the target obstacle based on the motion state and obstacle parameters of any target obstacle, and the target door parameters of the target door, wherein the maximum opening angle is used to characterize the maximum angle allowed for the target door to open when the target obstacle does not collide with the target door; determine the target opening angle of the target door based on the maximum opening angle corresponding to at least one target obstacle; and obtain the boundary constraint conditions based on the target opening angle of the target door.

[0169] Furthermore, the condition construction module is also used to: determine the maximum opening angle of the target door based on the geometric and position parameters of the target obstacle in the obstacle parameters and the width of the target door in the target door parameters, in response to the target obstacle being in a stationary state; and determine the maximum opening angle of the target door based on the velocity and position parameters of the target obstacle in the obstacle parameters, in response to the target obstacle being in a moving state.

[0170] Furthermore, the condition construction module is also used to: determine the minimum safe distance between the target door and the target obstacle based on geometric and positional parameters; and determine the maximum opening angle based on the minimum safe distance and the width of the target door.

[0171] Furthermore, the condition construction module is also used to: determine the target time of collision between the target obstacle and the target door based on velocity and position parameters; and determine the maximum opening angle of the target door based on the target time and the opening angle range of the target door.

[0172] Furthermore, the condition construction module is also used to: determine the minimum value among the maximum opening angles corresponding to at least one target obstacle as the target opening angle.

[0173] Furthermore, the condition construction module is also used to: determine the risk index of the target door during the opening process based on the target opening angle and interaction data in the boundary constraints, wherein the risk index is used to characterize the probability of the target door colliding with the target obstacle in the vehicle environment; determine the target damping torque of the target door based on the risk index and interaction data; and obtain the motion constraints based on the target damping torque of the target door.

[0174] Furthermore, the interactive data includes the current actual opening angle of the target door; the condition construction module is also used to obtain risk indicators based on the ratio of the actual opening angle to the target opening angle.

[0175] Furthermore, the interactive data also includes: the target thrust on the target door, and the thrust change rate of the target thrust; the condition construction module is also used to: obtain a first product based on the product of the target thrust and the first coefficient; obtain a second product based on the product of the thrust change rate and the second coefficient; obtain a third product based on the product of the risk index and the third coefficient; and obtain the target damping torque based on the first product, the second product and the third product.

[0176] Furthermore, the target door opening module is also used to respond to the actual opening angle of the target door in the interaction data being less than or equal to the target opening angle in the target door constraint conditions, and to control the target door to open based on the target door constraint conditions and the interaction data; and to respond to the actual opening angle of the target door being greater than the target opening angle, and the time for which the actual opening angle is greater than the target opening angle is greater than or equal to a preset threshold, to release the target door constraint conditions, and to control the target door to open based on the interaction data.

[0177] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0178] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0179] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0180] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0181] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0182] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0183] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways.

[0184] The device embodiments described above are merely illustrative. For example, the division of units can be a logical functional division, but in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between units or modules, and may be electrical or other forms.

[0185] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0186] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0187] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium.

[0188] Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application.

[0189] The aforementioned storage media include: USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, optical disks, and other media that can store program code.

[0190] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for opening a target vehicle door, characterized in that, include: In response to detecting that the target door is open, environmental data of the vehicle's environment and interaction data of the target door are acquired, wherein the target door is used to represent the door that is being opened, and the interaction data is used to represent the force and opening state of the target door during the opening process. Based on the environmental data and the interaction data, target door constraints are constructed for the target door, wherein the target door constraints are used to constrain the interaction data of the target door in the environment in which the vehicle is located. Based on the constraints of the target door, control the target door to open.

2. The method according to claim 1, characterized in that, Based on the environmental data and the interaction data, the target door constraints are constructed, including: Based on the environmental data, boundary constraints are constructed for the target door, wherein the boundary constraints are used to constrain the opening degree of the target door. Based on the boundary constraints and the interaction data, motion constraints are constructed for the target door, wherein the motion constraints are used to constrain the opening speed of the target door. Based on the boundary constraints and the motion constraints, the target door constraints are obtained.

3. The method according to claim 2, characterized in that, Based on the environmental data, the boundary constraints of the target vehicle door are constructed, including: Based on the environmental data, obstacles in the environment in which the vehicle is located are identified, and obstacle parameters of the obstacles are obtained; The obstacle is evaluated based on the obstacle parameters to obtain an obstacle evaluation result, wherein the obstacle evaluation result is used to characterize the degree of influence of the obstacle on the opening process of the target vehicle door; Based on the obstacle evaluation results and the obstacle parameters, the boundary constraints are constructed.

4. The method according to claim 3, characterized in that, The obstacle is evaluated based on the obstacle parameters to obtain an obstacle evaluation result, including: Based on the obstacle parameters, the motion state of the obstacle and the spatial relative position between the obstacle and the target door are determined. The motion state and the spatial relative position are input into the risk assessment model, and the obstacle is assessed using the risk assessment model to obtain the obstacle assessment result.

5. The method according to claim 3, characterized in that, Based on the obstacle evaluation results and the obstacle parameters, the boundary constraints are constructed, including: In response to the obstacle assessment result indicating that there is at least one target obstacle in the environment where the vehicle is located that will affect the opening process of the target door, based on the motion state and obstacle parameters of any target obstacle, and the target door parameters of the target door, the maximum opening angle of the target obstacle is determined, wherein the maximum opening angle is used to characterize the maximum angle allowed for the target door to open when the target obstacle does not collide with the target door; The target opening angle of the target door is determined based on the maximum opening angle corresponding to the at least one target obstacle; The boundary constraint conditions are obtained based on the target opening angle of the target door.

6. The method according to claim 5, characterized in that, Based on the motion state and parameters of any target obstacle, and the target door parameters of the target vehicle door, the maximum opening angle of the target obstacle is determined, including: In response to the target obstacle being stationary, the maximum opening angle of the target door is determined based on the geometric and positional parameters of the target obstacle in the obstacle parameters and the target door width in the target door parameters. In response to the motion state of the target obstacle, the maximum opening angle of the target door is determined based on the speed and position parameters of the target obstacle in the obstacle parameters.

7. The method according to claim 6, characterized in that, Based on the geometric and positional parameters of the target obstacle in the obstacle parameters, and the target door width in the target door parameters, the maximum opening angle of the target door is determined, including: Based on the geometric parameters and the position parameters, determine the minimum safe distance between the target vehicle door and the target obstacle; The maximum opening angle is determined based on the minimum safe distance and the target door width.

8. The method according to claim 6, characterized in that, Based on the speed and position parameters of the target obstacle in the obstacle parameters, the maximum opening angle of the target door is determined, including: Based on the speed parameters and the position parameters, the target time of the collision between the target obstacle and the target vehicle door is determined; Based on the target time and the target door's opening angle range, the maximum opening angle of the target door is determined.

9. The method according to claim 5, characterized in that, Determining the target opening angle of the target vehicle door based on the maximum opening angle corresponding to the at least one target obstacle includes: The minimum value among the maximum opening angles corresponding to the at least one target obstacle is determined as the target opening angle.

10. The method according to claim 2, characterized in that, Based on the boundary constraints and the interaction data, the motion constraints of the target door are constructed, including: Based on the target opening angle in the boundary constraints and the interaction data, a risk index for the target door during the opening process is determined, wherein the risk index is used to characterize the probability of the target door colliding with a target obstacle in the vehicle's environment; Based on the risk indicators and the interaction data, the target damping torque of the target door is determined; The motion constraint conditions are obtained based on the target damping torque of the target door.

11. The method according to claim 10, characterized in that, The interactive data includes the current actual opening angle of the target door; based on the target opening angle in the boundary constraints and the interactive data, risk indicators of the target door during the opening process are determined, including: The risk index is obtained based on the ratio of the actual opening angle to the target opening angle.

12. The method according to claim 10, characterized in that, The interactive data also includes: the target thrust acting on the target door, and the thrust change rate of the target thrust; based on the risk indicator and the interactive data, determining the target damping torque of the target door includes: The first product is obtained based on the product of the target thrust and the first coefficient; The second product is obtained based on the product of the thrust change rate and the second coefficient; The third product is obtained by multiplying the aforementioned risk index and the third coefficient; The target damping torque is obtained based on the first product, the second product, and the third product.

13. The method according to claim 1, characterized in that, Based on the constraints of the target door, controlling the opening of the target door includes: In response to the fact that the actual opening angle of the target door in the interaction data is less than or equal to the target opening angle in the target door constraint condition, the target door is controlled to open based on the target door constraint condition and the interaction data; In response to the actual opening angle of the target door being greater than the target opening angle, and the time during which the actual opening angle is greater than the target opening angle being greater than or equal to a preset threshold, the constraint condition of the target door is released, and the target door is controlled to open based on the interaction data.

14. A target vehicle door opening device, characterized in that, include: The data acquisition module is used to acquire environmental data of the vehicle's environment and interaction data of the target door in response to the detection of the target door opening. The target door is used to represent the door that is opening, and the interaction data is used to represent the force and opening state of the target door during the opening process. The condition construction module is used to construct target door constraints for the target door based on the environmental data and the interaction data, wherein the target door constraints are used to constrain the interaction data of the target door in the environment in which the vehicle is located. The target door control module is used to control the opening of the target door based on the target door constraints.

15. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 13.

16. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 13.

17. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the method described in any one of claims 1 to 13.

18. A computer program product, characterized in that, The method includes a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in any one of claims 1 to 13.

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