Vehicle post-collision energy handling method, apparatus, device, medium, and product

Abstract

The application provides a vehicle post-collision energy processing method, device, equipment, medium and product, relates to the vehicle safety protection technical field, and the method comprises the following steps: in response to the vehicle collision, determining the target electric quantity required by at least one safety execution component of the vehicle, and determining the vehicle state parameter and secondary collision prediction result of the vehicle after the vehicle collision according to multi-source perception data; according to the target electric quantity, the vehicle state parameter and the secondary collision prediction result, an electric quantity distribution strategy associated with the at least one safety execution component in the vehicle is generated; the vehicle is controlled to distribute electric energy to the at least one safety execution component according to the electric quantity distribution strategy; and the at least one safety execution component is controlled to execute a collision energy release operation under the distributed electric energy. The application can timely and orderly release the residual collision energy generated after the vehicle collision, thereby improving the safety of the vehicle after the collision.

Description

Technical Field

[0001] This application relates to the field of vehicle safety protection technology, specifically to a method, device, equipment, medium, and product for energy processing after a vehicle collision. Background Technology

[0002] Currently, vehicle safety design mainly focuses on structural energy absorption and occupant restraint in a single collision, such as absorbing impact energy through crumple zones and mitigating occupant injuries through airbags and seat belts.

[0003] However, in actual accidents, the residual energy generated by a vehicle collision acts on the vehicle body, making it highly susceptible to rollover. This not only causes severe secondary collisions between occupants and the vehicle's internal structural components but also leads to plastic deformation or even fracture of the core protective frame, impacting vehicle functions and severely hindering timely rescue efforts. Therefore, there is an urgent need to address the issue of low safety after a vehicle collision. Summary of the Invention

[0004] In view of the above-mentioned deficiencies in related technologies, this application provides a method, apparatus, equipment, medium and product for energy processing after a vehicle collision, which effectively improves the safety of vehicles after a collision.

[0005] In a first aspect, this application provides a method for energy management after a vehicle collision, comprising: In response to a vehicle collision, the system determines the target electrical charge required for at least one safety actuator of the vehicle, and determines the vehicle state parameters and secondary collision prediction results after the collision based on multi-source perception data, wherein the safety actuator is used to control the safety of the vehicle. Based on the target battery level, the vehicle state parameters, and the secondary collision prediction results, a battery allocation strategy associated with at least one safety actuator in the vehicle is generated. Control the vehicle to distribute electrical energy to the at least one safety actuator according to the power distribution strategy; The system controls at least one safety actuator to perform a collision energy release operation under allocated electrical power, the collision energy release operation being used to release the collision energy generated after the vehicle collides.

[0006] In an optional embodiment, the safety actuator includes a power system, and controlling the at least one safety actuator to perform a collision energy release operation under allocated electrical power includes: In response to the vehicle rolling over after a collision, the power system is controlled to output power to the wheels based on the angle between the vehicle's wheels and the ground, thereby releasing the collision energy generated after the collision.

[0007] In an optional implementation, controlling the power system to output power to the wheels based on the angle between the vehicle's wheels and the ground, and releasing the collision energy generated after a collision, includes: If the angle between the first wheel off the ground and the ground is less than a preset angle threshold, the power system is controlled to lock the first wheel on the ground, and the electrical energy allocated to the power system is converted into power and concentratedly output to the first wheel off the ground for idling. If the angle between the first wheel off the ground and the ground is greater than or equal to a preset angle threshold, the power system is controlled to lock the first wheel off the ground, and the electrical energy allocated to the power system is converted into power and concentratedly output to the first wheel in contact with the ground to release the lateral impact and rollover energy of the vehicle. Wherein, the first wheel off the ground is the wheel that does not contact the ground during the vehicle's rollover, and the first wheel in contact with the ground is the wheel that contacts the ground during the vehicle's rollover.

[0008] In an optional implementation, after releasing the lateral impact rollover energy of the vehicle, the method further includes: The power system is controlled to lock the second wheel in contact with the ground, and the electrical energy allocated to the power system is converted into power and concentratedly output to the second wheel off the ground for idling, so as to adjust the vehicle's body balance; The second off-ground wheel is the wheel that is not in contact with the ground after the vehicle releases the impact and rollover energy, and the second ground-contact wheel is the wheel that is in contact with the ground after the vehicle releases the impact and rollover energy.

[0009] In an optional embodiment, the safety actuator includes a suspension, and controlling the at least one safety actuator to perform a collision energy release operation under allocated electrical energy includes: In response to the vehicle rolling over after a collision, the suspension is controlled to extend or retract according to the vehicle's rollover speed to release the collision energy generated after the collision.

[0010] In an optional implementation, controlling the suspension to extend or retract based on the vehicle's rollover speed to release the collision energy generated after a collision includes: If the vehicle's rollover speed is greater than or equal to a preset speed threshold, the suspension of the vehicle located on the inside of the rollover side is controlled to extend and retract rapidly. If the vehicle's rollover speed is less than a preset speed threshold, the suspension on the inside of the rollover side of the vehicle is controlled to extend to its maximum travel. The inner side of the rollover is the side of the vehicle body that comes into contact with the ground during the rollover process.

[0011] In an optional implementation, the safety actuator includes a powertrain and suspension, and controlling the at least one safety actuator to perform a collision energy release operation under allocated electrical energy includes: In response to the vehicle moving toward the danger zone after a collision, the system controls the suspension on the side closer to the danger zone to extend to its maximum travel and the suspension on the side farther from the danger zone to retract to its minimum travel. It also converts the electrical energy allocated to the power system into power and outputs it to the wheels on the side farther from the danger zone.

[0012] In an optional implementation, determining the target electrical charge required for at least one safety actuator of the vehicle includes: Based on the energy consumption information of the safety actuator, the power consumption required for the safety actuator to achieve the preset protection effect at the fastest execution speed is determined, and the target power consumption is obtained.

[0013] In an optional implementation, the multi-source perception data includes at least video image data and radar sensing data. Determining the vehicle state parameters and secondary collision prediction results based on the multi-source perception data includes: Based on the video image data and the radar sensor data, the suspension height and body roll angle of the vehicle after the collision are determined, wherein the vehicle state parameters include the suspension height and body roll angle. Based on the video image data and the radar sensor data, generate the vehicle's collision avoidance path and the movement path of the target moving objects around the vehicle; The secondary collision prediction result is determined based on the avoidance motion path and the motion path.

[0014] In an optional implementation, generating a power allocation strategy associated with at least one safety actuator in the vehicle based on the target power level, the vehicle state parameters, and the secondary collision prediction result includes: Based on the target battery level, the vehicle status parameters, and the secondary collision prediction results, the vehicle's battery level is divided into multiple energy levels according to a preset priority to obtain the battery allocation strategy. The plurality of electrical energy levels include at least a first priority electrical energy for maintaining the operation of the safety actuators related to the safety of the occupants in the vehicle, a second priority electrical energy for performing the collision energy release operation, and a third priority electrical energy for maintaining the static safety state of the vehicle, wherein the static safety state of the vehicle is the state in which the vehicle maintains various safety functions while stationary after a collision.

[0015] Secondly, this application provides an energy processing device after a vehicle collision, comprising: The information supercomputing module is used to determine the target power required for at least one safety actuator of the vehicle in response to a vehicle collision, and to determine the vehicle state parameters and secondary collision prediction results after the collision based on multi-source perception data. The safety actuator is used to control the safety of the vehicle. The strategy generation module is used to generate a power allocation strategy associated with at least one safety execution component in the vehicle based on the target power level, the vehicle state parameters, and the secondary collision prediction result. A power distribution module is used to control the vehicle to distribute electrical energy to the at least one safety actuator according to the power distribution strategy; An energy release module is used to control the at least one safety actuator to perform a collision energy release operation under allocated electrical energy, the collision energy release operation being used to release the collision energy generated after the vehicle collides.

[0016] Thirdly, this application provides an energy processing device after a vehicle collision, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the energy processing method after a vehicle collision as described in the first aspect of this application.

[0017] Fourthly, this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the energy processing method after a vehicle collision as described in the first aspect of this application.

[0018] Fifthly, this application provides a computer program product comprising a computer program, wherein the instructions in the computer program product, when executed by a processor of an electronic device, cause the electronic device to perform the energy processing method following a vehicle collision as described in the first aspect of this application.

[0019] The energy processing method, apparatus, equipment, medium, and product provided in this application, in response to a vehicle collision, determines the target electrical charge required for at least one safety actuator of the vehicle, and determines the vehicle state parameters and secondary collision prediction results after the collision based on multi-source sensing data; generates an electrical charge allocation strategy associated with the at least one safety actuator in the vehicle based on the target electrical charge, vehicle state parameters, and secondary collision prediction results; controls the vehicle to allocate electrical energy to the at least one safety actuator according to the electrical charge allocation strategy; and controls the at least one safety actuator to perform a collision energy release operation under the allocated electrical energy, the collision energy release operation being used to release the collision energy generated after the vehicle collision. This application can release the residual collision energy generated after a vehicle collision in a timely and orderly manner, thereby suppressing vehicle rollover and vehicle body imbalance caused by residual energy, reducing the degree of injury to occupants in secondary collisions with the vehicle's internal hardware structure, and thus improving vehicle safety after a collision. Attached Figure Description

[0020] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a first schematic diagram of the energy processing method after a vehicle collision provided in this application embodiment; Figure 2 This is a second schematic diagram of the energy processing method after a vehicle collision provided in the embodiments of this application; Figure 3 This is a schematic diagram of the energy processing device after a vehicle collision provided in an embodiment of this application; Figure 4 This is a schematic diagram of the hardware structure of an energy processing device after a vehicle collision, provided in an embodiment of this application.

[0022] Explanation of key component symbols: 300. Energy processing device after vehicle collision; 310. Information supercomputing module; 320. Strategy generation module; 330. Power distribution module; 340. Energy release module; 400. Energy processing equipment after vehicle collision; 410. Processor; 420. Communication interface; 430. Memory; 440. Communication bus. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be further described clearly and completely below with reference to the accompanying drawings of the embodiments. It should be noted that the described embodiments are merely some embodiments of this application, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0024] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of this application.

[0026] Currently, vehicle safety design primarily focuses on structural energy absorption and occupant restraint during a primary collision, such as absorbing impact energy through crumple zones and mitigating occupant injuries using airbags and seat belts. However, in actual accidents, the residual energy generated during a collision acts on the vehicle body, making it highly susceptible to rollover. This not only leads to severe secondary collisions between occupants and the vehicle's internal structures but also causes plastic deformation or even fracture of the core protective frame, impacting vehicle functions and severely hindering timely rescue efforts. Furthermore, the failure to release energy promptly after a collision can damage systems requiring stability, such as oxygen generation and air circulation, increasing the occupants' survival risk during the period between the collision and rescue. Therefore, there is an urgent need to address the issue of low safety after a vehicle collision.

[0027] To address the aforementioned technical problems in related technologies, this application provides a method for energy processing after a vehicle collision. This method can be applied to an energy processing device after a vehicle collision, which can be a vehicle or an electronic device. The electronic device can be a server, cloud platform, edge computing device, or other device with data processing capabilities. For example, the energy processing device after a vehicle collision may include a vehicle's onboard processor. This onboard processor can be a central control computing platform in the vehicle used for intelligent driving and vehicle safety control. Alternatively, the energy processing device after a vehicle collision can be another onboard computing unit different from the aforementioned central control computing platform; this is not limited here. For ease of description, the following embodiments primarily use an onboard processor as an example for illustrating the energy processing device after a vehicle collision. Figure 1 As shown, the energy treatment method after a vehicle collision may include the following steps S110 to S140.

[0028] S110, in response to a vehicle collision, determine the target electrical charge required for at least one safety actuator of the vehicle, and determine the vehicle state parameters and secondary collision prediction results after the collision based on multi-source perception data, wherein the safety actuator is used to control the safety of the vehicle.

[0029] In this embodiment, when the onboard processor determines that a vehicle collision has been triggered, it initiates subsequent processing such as determining the target battery level, vehicle state parameters, and secondary collision prediction results. The determination of a vehicle collision can be achieved through collision detection devices installed on the vehicle. For example, a collision can be determined when an acceleration sensor on the vehicle detects a sudden change in acceleration exceeding a preset acceleration threshold; a collision can also be determined when a collision sensor or pressure sensor on the vehicle is triggered; or a collision can be determined upon receiving a collision trigger signal from the airbag controller.

[0030] Understandably, when a vehicle collides, the vehicle body begins to receive the risk of secondary damage following the collision, such as loss of control, vehicle sliding, or even rollover. In extreme cases, due to excessive collision force, the vehicle rolls over, and the front and rear tires on the side that collided with the vehicle begin to move upwards.

[0031] Optionally, before a collision occurs, if multi-source perception data predicts that a collision between the vehicle and the collision object will happen within a preset time and cannot be avoided, the collision is considered imminent. For example, the preset time can be 50 milliseconds. That is, if the vehicle's speed, the collision object's speed, and the relative distance between them are determined to occur within 50 milliseconds and the vehicle can no longer avoid the collision, it is considered an imminent collision. When a collision is predicted to occur, the onboard processor controls the suspension on the side of the vehicle facing the collision to lift the body on that side, using the stiffest parts of the body, such as the bottom edge beam, to meet the collision, thereby reducing the direct impact of the collision on the core protective frame of the vehicle body.

[0032] Furthermore, when a collision is predicted to occur, the onboard processor can determine the collision location based on the intersection of the vehicle's body outline and the outline of the collision object. Then, based on the relative distance and speed between the vehicle and the collision object, as well as their weights, it determines the collision time and force. Finally, based on the collision time and force, it controls the vehicle to adjust its collision location at the moment of impact to the target collision location. This target collision location can be a part of the vehicle's structural strength, such as the underbody beam or crash beam. In other words, the onboard processor can control the vehicle's suspension height and wheel steering before the collision occurs, ensuring the vehicle receives the impact with structurally strong parts like the underbody beam, and at the moment of impact, it controls the suspension on the non-collision side to rise to reduce body roll and maintain vehicle balance.

[0033] In this embodiment, a safety actuator refers to a component on a vehicle used to control vehicle safety and requiring electrical energy to perform corresponding safety actions. In other words, a safety actuator is the execution end that ensures occupant safety and vehicle safety after a collision. For example, a safety actuator may include one or more of the following: powertrain, suspension, airbags, oxygen generation system, seat safety devices, door control devices, in-vehicle air circulation system, and battery thermal management system.

[0034] For example, the aforementioned power system refers to a system that provides driving power to a vehicle; that is, a power system is a system that converts the vehicle's electrical energy or fuel energy into mechanical energy to drive the wheels to rotate. For instance, in the case of a new energy vehicle, the power system may include a drive motor, a motor controller, a reducer, and a drive shaft, etc.; in the case of a gasoline vehicle, the power system may include an engine, a transmission, and a transmission mechanism, etc., and may be equipped with a four-wheel locking mechanism for locking the power transmission to the wheels, so as to concentrate the power transmission to the target wheels when needed. In the embodiments of this application, the power system can perform a collision energy release operation, that is, by outputting power to the wheels, the collision energy is released in the form of wheel rotation.

[0035] The aforementioned suspension refers to a device that connects the vehicle body and wheels, supporting the vehicle body and buffering road impacts; that is, the suspension is a force transmission and buffering component between the vehicle body and wheels. For example, the suspension can be an electronically controlled active suspension, such as air suspension, hydraulic suspension, or electromagnetic suspension, whose travel and damping can be electronically adjusted, allowing it to extend or retract according to control commands from the onboard processor. In this embodiment, the suspension can perform a collision energy release operation, that is, release collision energy in the form of mechanical movement through its own extension and retraction.

[0036] The aforementioned airbags refer to devices that rapidly inflate and deploy during a collision to create a buffer between the occupants and the vehicle's interior structure, or between the vehicle body and external objects. For example, airbags can include internal airbags such as front airbags, side airbags, and head curtain airbags installed inside the vehicle, as well as external airbags installed on the exterior of the vehicle body or on the roof, which can deploy and buffer the impact at the corresponding angle when the vehicle rolls over or suffers a secondary collision.

[0037] The aforementioned oxygen generation system refers to the system used to maintain the oxygen supply for vehicle occupants; that is, the oxygen generation system is an important component of the life support function inside the vehicle after a collision. For example, the oxygen generation system may include an onboard oxygen generator, air conditioning, and an in-vehicle air circulation system. The oxygen generation system operates continuously with allocated electrical energy, which can maintain the oxygen concentration inside the vehicle within a suitable range, preventing occupants from suffering aggravated injuries due to hypoxia while waiting for rescue after a collision.

[0038] Understandably, based on the actual conditions following a vehicle collision, appropriate safety actuators can be activated to perform collision energy release operations, improving the targeting and effectiveness of collision energy release. Simultaneously, incorporating an oxygen generation system into the safety actuators and allocating electrical power to it can ensure oxygen supply to occupants after a collision, reducing their survival risk before rescue is completed.

[0039] The target power required by the aforementioned safety actuators refers to the power required by each safety actuator to achieve the preset protection effect, that is, the power consumption required by each safety actuator to complete the corresponding safety action in the emergency situation after the collision.

[0040] The aforementioned multi-source perception data refers to perception data from multiple sensing sources. That is, multi-source perception data is not data collected by a single sensor, but rather a collection of data collected by multiple sensing methods and multiple sensing entities. For example, multi-source perception data can include video image data collected by the vehicle's own external cameras and radar sensing data collected by radar. Multi-source perception data can also include third-party data such as data collected by cameras and radars of other vehicles around the vehicle, traffic camera data, and data from cameras of buildings along the road, obtained through cloud-based data linkage. This vehicle data, along with third-party data, captures and maps the vehicle's surrounding environment from various angles, thereby forming more complete and clear data on the vehicle's surrounding environment. This data covers information such as routes, terrain, obstacles, and the impact of weather on the ground (e.g., potholes and puddles), providing a data foundation for subsequent vehicle state parameter determination, hazard avoidance path generation, and secondary collision prediction.

[0041] The aforementioned vehicle state parameters refer to parameters that characterize the vehicle's body state after a collision, i.e., parameters used to describe the vehicle's attitude and structural state after a collision. For example, vehicle state parameters may include parameters such as suspension height, body roll angle, contact state of each wheel with the ground, body roll rate, and body roll direction.

[0042] The aforementioned secondary collision prediction results refer to the prediction results of whether a vehicle will collide with surrounding objects again after a primary collision. In other words, the secondary collision prediction results are used to characterize the subsequent collision risks faced by the vehicle after a primary collision. For example, the secondary collision prediction results may include information such as whether a secondary collision will occur, the location and angle of the possible secondary collision, and the types of objects that may be involved in the secondary collision.

[0043] It should be noted that, in the embodiments of this application, secondary collision refers to a collision that occurs again after a first collision. This includes collisions between the vehicle and other external objects such as surrounding vehicles, pedestrians, and obstacles, as well as collisions between the vehicle and the ground during rollover and collisions between occupants and the vehicle's internal hardware structure.

[0044] S120. Based on the target battery level, vehicle state parameters, and secondary collision prediction results, generate a battery allocation strategy associated with at least one safety actuator in the vehicle.

[0045] In this embodiment, the power allocation strategy refers to a strategy used to instruct the vehicle to allocate its own power to various safety actuators. That is, the power allocation strategy specifies the allocation targets, allocation order, and allocation amount of the vehicle's available power among the various safety actuators. For example, the power allocation strategy may instruct the vehicle's power to be divided into multiple power levels according to a preset priority, and the power to be allocated to the corresponding safety actuators in descending order of power level.

[0046] S130. Control the vehicle to distribute electrical energy to at least one safety actuator according to the power distribution strategy.

[0047] In this embodiment, the on-board processor may send the power allocation strategy to the vehicle's battery management system and power distribution unit. The battery management system and power distribution unit then supply power to the power supply circuits of the corresponding safety actuators according to the allocation targets and allocation amounts indicated by the power allocation strategy. For example, if the power allocation strategy indicates that a certain safety actuator should be prioritized, power can be allocated to that safety actuator in a fully charged manner to ensure that the safety actuator can complete the corresponding safety action with maximum performance.

[0048] S140. Control at least one safety actuator to perform a collision energy release operation under allocated electrical power, the collision energy release operation being used to release the collision energy generated after a vehicle collision.

[0049] In this embodiment, the collision energy release operation refers to the operation of releasing the collision energy generated after a vehicle collision. This involves using safety actuators to perform corresponding actions to convert the residual energy acting on the vehicle body after the collision into other forms of energy for dissipation or to guide it in a safe direction, thereby preventing the residual energy from continuing to act on the vehicle body and causing dangerous situations such as rollover. For example, the collision energy release operation may include one or more of the following operations: the power system outputting power to the wheels, the suspension extending and retracting, and the airbags deploying for cushioning. The specific implementation methods of various collision energy release operations will be described in detail in the following embodiments.

[0050] Based on this, by allocating electrical energy to safety actuators that matches their required target power, these actuators receive the energy needed to perform safety actions within a very short time after a collision. This allows the safety actuators to release the residual collision energy in a timely and orderly manner, thereby suppressing rollover and vehicle imbalance caused by residual energy and reducing the severity of injuries from secondary collisions between occupants and the vehicle's internal structures. Simultaneously, it reduces plastic deformation and fracture of the core protective frame of the vehicle body, maintains the opening function of emergency access routes such as doors, and ensures the stable operation of life support functions such as oxygen generation and air circulation within the vehicle, thus improving post-collision safety.

[0051] In some embodiments, the safety actuator includes a power system that controls at least one safety actuator to perform a collision energy release operation under allocated electrical power, which may include the following: In response to a vehicle rollover following a collision, the power system controls the power output to the wheels based on the angle between the vehicle's wheels and the ground, releasing the collision energy generated after the collision.

[0052] In this embodiment, rollover after a vehicle collision can be determined by the onboard processor based on vehicle attitude data detected by components such as vehicle attitude sensors or gyroscopes. For example, when the vehicle body roll angle is detected to be continuously increasing and the rate of increase exceeds a preset rate threshold, it is determined that a rollover has occurred after a collision; or, it can be determined that a rollover has occurred after a collision when some of the vehicle's wheels switch from a ground-contact state to a ground-free state.

[0053] It is understandable that in a rollover scenario following a collision, the vehicle rolls in the lateral direction of the vehicle body, such as from one side to the other, while the power output of the wheels is in the longitudinal direction from the front to the rear of the vehicle. Therefore, rollover suppression and collision energy release can be achieved by controlling the power output of the wheels according to the vehicle's powertrain system.

[0054] The aforementioned angle between the wheel and the ground refers to the angle between the wheel and the ground plane, which characterizes the degree of wheel lift-off. For example, the angle can be the angle between the wheel rim plane and the ground plane, or the deflection angle of the wheel's axis relative to the plane in which the vehicle is in four-wheel contact with the ground. A larger angle indicates a higher degree of wheel lift-off; conversely, a smaller angle indicates a lower degree of wheel lift-off or that the wheel is in contact with the ground. This wheel-to-ground angle can be determined based on the aforementioned multi-source sensing data. For example, the contact state of each wheel with the ground can be identified based on video image data collected by external cameras, and the angle between each wheel and the ground can be calculated by combining this with radar sensor data.

[0055] Based on this, by controlling the power system to output power to the wheels according to the angle between the wheels and the ground, the longitudinal force generated by the wheel rotation can be used to unload the lateral rollover energy of the vehicle, realize the directional release of collision energy, thereby inhibiting the vehicle from continuing to roll over and reducing the injury to the occupants caused by multiple rollovers and vehicle imbalance.

[0056] In some implementations, the power system is controlled to output power to the wheels based on the angle between the vehicle's wheels and the ground, thereby releasing the collision energy generated after a vehicle collision. Specifically, this may include the following: If the angle between the first wheel off the ground and the ground is less than a preset angle threshold, the power system locks the first wheel on the ground, converting the electrical energy allocated to the power system into power and concentrating it on the first wheel off the ground for idling. If the angle between the first wheel off the ground and the ground is greater than or equal to the preset angle threshold, the power system locks the first wheel off the ground, converting the electrical energy allocated to the power system into power and concentrating it on the first wheel on the ground to release the lateral impact and rollover energy of the vehicle.

[0057] In this embodiment, the first wheel off the ground is the wheel that is not in contact with the ground during the vehicle rollover, and the first wheel in contact with the ground is the wheel that is in contact with the ground during the vehicle rollover. The preset angle threshold refers to a pre-set critical angle value used to classify the degree of wheel off the ground. For example, the preset angle threshold can be 45 degrees. This preset angle threshold can be calibrated by the vehicle through various simulated collision tests before it leaves the factory and stored in the vehicle. When the angle between the first wheel off the ground and the ground is less than 45 degrees, it indicates that the vehicle rollover is still in its initial stage, and the degree of wheel off the ground is low; when the angle between the first wheel off the ground and the ground is greater than or equal to 45 degrees, it indicates that the degree of vehicle rollover has intensified, and the first wheel off the ground has clearly left the ground.

[0058] Locking refers to the operation of restricting wheel rotation or power transmission, so that the locked wheel no longer outputs power. For example, in the case of a new energy vehicle, the drive motor of the corresponding wheel can be stopped by controlling the motor controller to stop the torque output, thereby locking the wheel. In the case of a fuel vehicle or a vehicle using mechanical power transmission, the power transmission of the corresponding wheel can be locked by a four-wheel locking mechanism, so that power is no longer transmitted to that wheel. Centralized output refers to prioritizing and mainly supplying the power output of the target wheel with the electrical energy allocated to the power system. That is, apart from the power supply for the vehicle's life support system and the electrical energy required for wheel locking and attitude fine-tuning, most of the electrical energy allocated to the power system is converted into power for the target wheel. For example, when the angle between the first wheel off the ground and the ground is less than a preset angle threshold, the power output to the first wheel in contact with the ground is stopped, and all power is concentrated and released to the first wheel off the ground, causing the first wheel off the ground to spin at high speed. When the angle between the first wheel off the ground and the ground is greater than or equal to the preset angle threshold, the power output to the first wheel off the ground is stopped, and all power is concentrated and transmitted to the first wheel in contact with the ground, causing the first wheel in contact with the ground to move forward with maximum power output.

[0059] For example, consider a scenario where a vehicle experiences a lateral impact from the driver's side and rolls over from the driver's side to the passenger's side. In this scenario, the front and rear wheels on the driver's side are the first wheels off the ground, and the front and rear wheels on the passenger's side are the first wheels in contact with the ground. Initially, the angle between the driver's side wheels and the ground is less than 45 degrees. At this point, the powertrain locks the passenger's side wheels in contact with the ground, concentrating power output to the driver's side wheels off the ground. These off-ground wheels accelerate and rotate in the air, releasing some energy through crisscrossing wheel spin. Once the angle between the driver's side wheels and the ground exceeds 45 degrees, power to the driver's side wheels off the ground is locked. The previously locked passenger's side wheels in contact with the ground begin to rotate forward, using maximum power output to move the wheels in contact with the ground forward, continuing to provide greater friction and thus greater crisscrossing force, thereby dissipating the lateral impact and rollover force.

[0060] Based on this, according to the relationship between the angle between the first wheel off the ground and the ground and a preset angle threshold, different power output strategies are adopted in stages: When the angle is less than the preset angle threshold, the first wheel in contact with the ground is locked and power is concentrated on the first wheel off the ground for free-wheeling, using the wheel's free-wheeling motion to initially release the collision energy. When the angle is greater than or equal to the preset angle threshold, the first wheel off the ground is locked and power is concentrated on the first wheel in contact with the ground, using the friction between the first wheel in contact with the ground to generate a force perpendicular to the rollover direction, thereby dissipating the lateral impact and rollover energy of the vehicle, achieving a staged and efficient release of rollover energy.

[0061] In some implementations, after the lateral impact rollover energy of the vehicle is released, the vehicle body is often in an unbalanced state. Therefore, after releasing the lateral impact rollover energy of the vehicle, the following may also be included: The control power system locks the second wheel in contact with the ground, converts the electrical energy allocated to the power system into power, and outputs it to the second wheel off the ground for idling to adjust the vehicle's body balance.

[0062] In this embodiment, the second wheel off the ground is the wheel that is not in contact with the ground after the vehicle releases its impact and rollover energy, while the second wheel in contact with the ground is the wheel that is in contact with the ground after the vehicle releases its impact and rollover energy. Adjusting the vehicle's body balance refers to stabilizing the vehicle's center of gravity by allowing the second wheel off the ground to spin freely. In other words, vehicle body balance refers to the state in which the vehicle body remains stable after the rollover energy is released and does not roll over again. For example, force can be concentrated on a wheel with a higher center of gravity, and the rotational effect of that wheel's free spin can be used to balance the vehicle's center of gravity, gradually making the vehicle body more stable.

[0063] Furthermore, after adjusting and dissipating lateral impact forces to maintain vehicle balance by spinning the wheels in the air, power vectoring can be distributed to all four wheels. Vehicle balance can be fixed by rotating the diagonal wheels in both directions. This can also include large-angle wheel steering, where the wheel direction and the vehicle body form a cross shape.

[0064] It should be noted that the aforementioned second off-ground wheel and second ground-contact wheel are relative to the first off-ground wheel and the first ground-contact wheel, and the wheels they refer to may be the same or different. For example, during the release of lateral impact rollover energy, the vehicle's body posture may have changed; a wheel that was originally on the ground may become off-ground, and a wheel that was originally off-ground may become on the ground. Therefore, the second off-ground wheel refers to the wheel that is not in contact with the ground at the moment the vehicle releases impact rollover energy, while the second ground-contact wheel refers to the wheel that is in contact with the ground at that moment.

[0065] Based on this, by locking the second wheel in contact with the ground and concentrating the power output to the second wheel off the ground for free spin, the rotational effect generated by the high-speed free spin of the second wheel off the ground can be used to fine-tune the vehicle's posture, thereby adjusting the vehicle's balance after the lateral impact force is dissipated, preventing the vehicle from rolling over again due to posture imbalance, and improving the stability of the vehicle's posture after a collision.

[0066] In some embodiments, the safety actuator may include a suspension, and controlling at least one safety actuator to perform a collision energy release operation under distributed electrical energy may include: in response to a rollover after a vehicle collision, controlling the suspension to extend or retract according to the rollover speed of the vehicle to release the collision energy generated after the vehicle collision.

[0067] In this embodiment, roll speed refers to the rate at which the vehicle rolls, i.e., the angular velocity of the vehicle body rotating around the roll axis. For example, roll speed can be determined based on the vehicle body roll angular velocity detected by a gyroscope and a vehicle body attitude sensor, or it can be calculated based on the vehicle body attitude changes in multiple consecutive frames of multi-source perception data. Extension / retraction operation refers to the extension and compression of the suspension travel, i.e., the reciprocating motion of the suspension between its minimum and maximum travel. For example, suspension extension / retraction operation can be the suspension extending from its current travel position to its maximum travel position, the suspension retracting from its current travel position to its minimum travel position, or the suspension rapidly switching between its maximum and minimum travel positions.

[0068] Based on this, in the event of a vehicle rollover after a collision, the suspension is controlled to extend and retract according to the vehicle's rollover speed. The suspension generates vibration through its rapid release and contraction, providing longitudinal force to counteract the lateral rollover force. It can also reduce the number of rollover cycles or even terminate the rollover by rapidly contracting and releasing with a large stroke, thereby further reducing the rollover force and suppressing vehicle imbalance.

[0069] In some implementations, the suspension is controlled to extend or retract based on the vehicle's roll speed to release the collision energy generated after a collision. This can include the following: If the vehicle's rollover speed is greater than or equal to a preset speed threshold, the suspension on the inside of the rollover side is controlled to extend and retract rapidly; if the vehicle's rollover speed is less than the preset speed threshold, the suspension on the inside of the rollover side is controlled to extend to its maximum travel.

[0070] In this embodiment, the inner rollover side is the side of the vehicle body that contacts the ground during the rollover process. Taking the rear view as an example, if the vehicle rolls from left to right, the right side of the vehicle body is the inner rollover side; conversely, if the vehicle rolls from right to left, the left side of the vehicle body is the inner rollover side. The preset speed threshold refers to a pre-set critical value of angular velocity used to classify the degree of rollover speed. This preset speed threshold can be calibrated by the vehicle through various simulated collision tests before it leaves the factory.

[0071] Rapid extension and retraction refers to the suspension extending and compressing between its travel positions at a high frequency, emphasizing the speed and responsiveness of the suspension's movements. For example, rapid extension and retraction can involve the suspension quickly switching between maximum elevation and maximum descent, using the rapid switching of opposing forces to dissipate the impact rollover force; or it can involve the suspension rapidly extending and retracting with small amplitudes, using high-frequency vibrations to quickly dissipate force.

[0072] It should be noted that during the aforementioned rollover process, besides the power supply to the vehicle's life support system and the electrical energy required for wheel locking and rotational fine-tuning, a significant proportion of the electrical energy can be allocated to the suspension to ensure it has sufficient energy to complete rapid extension and retraction. Furthermore, whether the suspension's extension and retraction operation applies only to the suspension corresponding to the tires in contact with the ground or simultaneously to the suspension corresponding to the tires off the ground can be determined based on the vehicle's rollover trend. For example, if the vehicle's rollover trend is towards returning to a four-wheel-on-ground position, power is input to the tires off the ground, increasing the corresponding suspension travel. After the tires contact the ground, the power input causes the suspension to quickly extend and retract with small amplitude, achieving rapid force dissipation during vibration. If the angle between the tires off the ground and the ground increases, power is input to the suspension corresponding to the tires in contact with the ground, rapidly raising it to its maximum height to resist the impact and rollover force, and then rapidly switching between maximum elevation and maximum descent to dissipate the impact and rollover force through rapid switching of opposing forces.

[0073] For example, consider a scenario where a vehicle experiences a lateral collision from the driver's side while driving on a road and rolls from the driver's side to the passenger side. In this case, the suspension on the non-collision side wheels is raised to its highest point to suppress the rollover force by increasing the center of gravity on the non-collision side. If the collision force is too great and the vehicle continues to roll, the suspension of the tires in contact with the ground changes from suppressing the rollover at its highest point to rapidly contracting and expanding to release energy. When the vehicle's rollover speed is greater than or equal to a preset speed threshold, the suspension on the inside of the rollover side is controlled to rapidly extend and retract, using the longitudinal force generated by the suspension's contraction and expansion to dissipate the lateral rollover force. When the vehicle's rollover speed slows down to below the preset speed threshold, the suspension on the inside of the rollover side is controlled to quickly extend to its maximum travel, instantly stabilizing the continuing rollover vehicle.

[0074] Based on this, the suspension is controlled in stages according to the relationship between the rollover speed and a preset speed threshold: when the rollover speed is high, the suspension on the inner side of the rollover is controlled to extend and retract rapidly, and the longitudinal force generated by the suspension's contraction and expansion vibrations dynamically releases the lateral rollover force. After the rollover speed slows down, the suspension on the inner side of the rollover is controlled to quickly extend to its maximum travel, and the extended suspension supports the vehicle body, thereby instantly stabilizing the vehicle that is continuing to roll over, achieving staged suppression and rapid stabilization of the rollover.

[0075] During a rollover, a vehicle is highly likely to roll into a more dangerous situation. For example, in a violent collision on a mountain road, the vehicle is extremely likely to roll into a cliff or ravine due to loss of balance during the rollover, resulting in more dangerous secondary collision injuries.

[0076] In some embodiments, the safety actuator includes a powertrain and suspension, and controlling at least one safety actuator to perform a collision energy release operation under distributed electrical energy may include the following: In response to the vehicle moving toward the danger zone after a collision, the system controls the suspension on the side closer to the danger zone to extend to its maximum travel and the suspension on the side farther from the danger zone to retract to its minimum travel. It also converts the electrical energy allocated to the power system into power and concentrates the output to the wheels on the side farther from the danger zone.

[0077] In this embodiment, a danger zone refers to an area where entering it after a vehicle collision would lead to more severe secondary collision injuries or make rescue more difficult. For example, a danger zone may include cliffs, ravines, deep ditches, rivers, steep slopes, construction pits, and lanes with heavy oncoming traffic. The response of a vehicle moving towards a danger zone after a collision can be achieved by the onboard processor performing a three-dimensional environmental scan of the vehicle's surroundings based on multi-source perception data, determining the location of the danger zone, and combining this with the vehicle's post-collision movement trend to determine whether the vehicle is moving towards the danger zone.

[0078] The aforementioned control, where the suspension on the side closer to the danger zone extends to its maximum travel and the suspension on the side farther from the danger zone contracts to its minimum travel, refers to adjusting the travel difference between the two sides of the vehicle's suspension. This raises the side of the vehicle closer to the danger zone while lowering the side farther away. For example, if a vehicle is rolling towards a cliff, the suspension corresponding to the wheel closer to the cliff extends to its maximum travel, while the suspension corresponding to the wheel on the same side farther from the cliff contracts to its minimum travel. Power is then distributed to the wheel on the side farther from the cliff. By raising the suspension of the wheel closer to the cliff and lowering the suspension on the same side farther from the cliff, the adjustment towards the direction away from the cliff is achieved through a coordinated action of wheel power application and rapid suspension contraction and release.

[0079] Based on this, when a vehicle is detected moving towards a danger zone after a collision, the suspension on the side closer to the danger zone is raised, while the suspension on the side farther from the danger zone is lowered. Power is then concentrated on the wheels on the side farther from the danger zone, causing the vehicle's center of gravity to shift away from the danger zone. This allows for precise adjustments between the suspension and wheels during an uncontrollable rollover, controlling the direction of the rollover and adjusting the vehicle away from the danger zone, thus preventing the vehicle from entering the danger zone and improving post-collision safety.

[0080] In some implementations, determining the target electrical charge required for at least one safety actuator of the vehicle may include the following: Based on the energy consumption information of the safety actuator, the power consumption required for the safety actuator to achieve the preset protection effect at the fastest execution speed is determined, and the target power consumption is obtained.

[0081] In this embodiment, energy consumption information is used to characterize the electrical energy consumed by safety actuators in performing corresponding safety actions. For example, energy consumption information may include historical usage records of the safety actuators and official test energy data from the original manufacturer's installation. Both historical usage records and official test energy data can be stored in the cloud. Even in daily life without collisions, the cloud can continuously send the latest energy consumption information to the vehicle's infotainment system. The vehicle's infotainment system only saves the most recently downloaded data, thereby ensuring the accuracy and timeliness of the energy consumption information.

[0082] The fastest execution speed refers to the fastest speed at which a safety actuator can complete its corresponding safety action; that is, in an emergency situation after a collision, the speed at which the safety actuator completes its safety action in the shortest possible time. For example, for an airbag, the fastest execution speed is the fastest speed at which the airbag fully deploys after receiving the deployment command; for a suspension, the fastest execution speed is the fastest speed at which the suspension completes one extension or retraction action; for an oxygen supply system, the fastest execution speed is the operating speed at which the oxygen supply system reaches its maximum oxygen production rate. The preset protection effect refers to the optimal protection effect that the safety actuator should achieve after performing its safety action, as preset. For example, for an airbag, the preset protection effect is that the airbag fully deploys and forms an effective buffer; for an oxygen supply system, the preset protection effect is that the oxygen concentration inside the vehicle is maintained within a preset range; for a powertrain system, the preset protection effect is that the wheels reach maximum power output.

[0083] For example, power consumption can be determined using different methods based on the number of times energy consumption information is recorded. For instance, if the safety actuator has two or more usage records, the average power consumption required to achieve the preset protection effect from these multiple usage records can be taken as the power consumption. If the safety actuator has only one usage record, the average of that usage record and the official test energy data can be taken as the power consumption. If the safety actuator has never been used, the power consumption data required to achieve the preset protection effect at the fastest execution speed from the official test energy data can be directly used as the power consumption. Thus, by combining usage records with official test data to determine power consumption, the target power consumption is determined more closely to the actual energy consumption of the safety actuator.

[0084] Based on this, the power consumption required for the safety actuator to achieve the preset protection effect at the fastest execution speed is determined by the energy consumption information of the safety actuator. This ensures that in emergency situations after a collision, each safety actuator can complete the corresponding safety action at the fastest execution speed and achieve the best protection effect. It avoids the safety function not being executed properly due to an underestimation of the target power, and also avoids the power waste caused by an overestimation of the target power, making the subsequently generated power allocation strategy more reasonable.

[0085] In some implementations, multi-source sensing data includes video image data and radar sensing data, such as Figure 2 As shown, determining the vehicle state parameters and secondary collision prediction results after a collision based on multi-source perception data may include the following steps S210 to S230.

[0086] S210. Based on video image data and radar sensor data, determine the suspension height and body roll angle after the vehicle collision, where vehicle state parameters include suspension height and body roll angle.

[0087] In this embodiment, video image data refers to image or video data captured by a camera. For example, video image data may include images of the vehicle's surrounding environment captured by the vehicle's own external cameras, and may also include third-party image data acquired through cloud data linkage from cameras of surrounding vehicles, traffic cameras, and roadside building cameras. Multiple sources of data capture images from various angles, forming a clearer picture of the vehicle's surrounding environment. Radar sensing data refers to detection data collected by radar sensors. For example, radar sensing data may include data collected by one or more of millimeter-wave radar, lidar, or ultrasonic radar. Radar sensing data can be used to detect information such as the distance, orientation, and speed of objects around the vehicle.

[0088] Furthermore, the relative position of the vehicle body and the ground can be identified based on video image data, and the distance between the vehicle body and the ground can be measured by combining radar sensor data, thereby calculating the suspension height. This suspension height refers to the suspension travel height, that is, the height corresponding to the current travel position of the suspension.

[0089] Optionally, the determination of suspension height can also consider the impact of the collision process. For example, if the suspension needs to raise its height during a collision to use the bottom side beam to absorb the impact, the post-collision suspension height can be calculated based on the active raise height and an additional height determined by the impact force, vehicle weight, and the drag coefficient of the vehicle's tilt angle after the raise. The calculation of the additional height involves the relationship between the vehicle's weight and tilt angle's resistance to lateral impact forces after tilting, and needs to be determined by considering parameters such as vehicle weight, rigidity, suspension materials, and the current tire-to-ground friction coefficient.

[0090] The aforementioned vehicle roll angle refers to the lateral tilt angle of the vehicle body relative to the horizontal plane. For example, the vehicle roll angle can be the angle between the plane formed by the center of gravity axes of the four wheels when the vehicle is in contact with the ground and the plane formed by the center of gravity axes of the four wheels after a collision. The vehicle roll angle can be calculated based on the vehicle attitude identified from video image data and the distance of each wheel from the ground measured by radar sensor data.

[0091] Optionally, the onboard processor can also determine the force of the vehicle rollover based on the relationship between the impact force, its own weight, and the impact angle.

[0092] S220. Based on the video image data and the radar sensing data, generate the vehicle's collision avoidance path and the movement path of the target moving objects around the vehicle.

[0093] In this embodiment, the hazard avoidance path refers to the planned movement path of a vehicle after a collision in order to leave the secondary collision risk area; that is, the escape route for the vehicle to escape the current dangerous situation and enter a safe area after a collision. The generation of the hazard avoidance path can be based on video image data, radar sensor data, and cloud-linked third-party data to create a 3D graphic of the vehicle's surrounding environment. The model is then analyzed to identify spaces and routes free of collision objects. Starting from the vacant area adjacent to the current vehicle, neighboring vacant areas are sequentially searched, and these adjacent vacant areas are connected to obtain the optimal hazard avoidance path.

[0094] Optionally, the generation of the hazard avoidance path can also refer to the possible rolling route after the vehicle collision. This possible rolling route can come from the collision tests simulated under various working conditions before the vehicle leaves the factory and be stored at the collision center. Since the rolling distance and direction of each vehicle are different under various collision counterweights, the rolling route that is more in line with the actual situation of the vehicle can be determined by combining the corresponding collision test data of the vehicle.

[0095] In this embodiment, the target moving object refers to an object in motion surrounding the vehicle. For example, the target moving object may include other vehicles, pedestrians, cyclists, and objects that may fall. The movement path of the target moving object refers to its trajectory at a future time, that is, the trajectory predicted based on the target moving object's current position and speed.

[0096] It should be noted that although the currently generated hazard avoidance path is formed by connecting currently empty areas, it cannot guarantee that there will be any obstructing objects entering the path when the vehicle passes through. Therefore, it is necessary to calculate the movement speed of dynamic objects in the surrounding environment and, based on the movement path of each target moving object, ensure that these moving objects do not overlap with the vehicle when it passes through the corresponding position at the current speed. That is, the vehicle's hazard avoidance path and the movement paths of each target moving object do not intersect in time and space.

[0097] S230. Based on the avoidance motion path and the motion path, determine the secondary collision prediction result.

[0098] In this embodiment, based on the avoidance path and the determined secondary collision prediction result, it is possible to detect whether the avoidance path and the movement paths of each target object overlap in time and space. If there is a time-space overlap, the secondary collision prediction result is determined to indicate a risk of secondary collision, and the location, angle, and object type of the possible secondary collision are further determined. If there is no time-space overlap, the secondary collision prediction result is determined to indicate no risk of secondary collision. For example, if it is predicted that a target object will enter the vehicle's avoidance path according to its movement path and overlap with the vehicle, then a risk of secondary collision exists between the vehicle and the target object.

[0099] Based on this, by fusing video image data and radar sensor data, the system can determine the suspension height and body roll angle after a collision, thereby accurately grasping the vehicle's posture after the collision and providing attitude basis for suspension extension / retraction control and power output control. On the other hand, it generates the vehicle's avoidance motion path and simultaneously generates the motion paths of surrounding moving objects, thus determining the secondary collision prediction result. This allows for the early prediction of secondary collision risks, providing comprehensive and accurate data support for the generation of power distribution strategies, enabling collision energy release operations and secondary collision avoidance to be carried out in a coordinated manner.

[0100] In some implementations, a power allocation strategy associated with at least one safety actuator in the vehicle is generated based on the target power level, vehicle state parameters, and secondary collision prediction results. This strategy may include the following: Based on the target battery level, vehicle status parameters, and secondary collision prediction results, the vehicle's battery level is divided into multiple energy levels according to preset priorities to obtain a battery allocation strategy. Among them, the multiple energy levels include at least a first priority energy level for maintaining the operation of safety actuators related to the safety of the occupants in the vehicle, a second priority energy level for performing collision energy release operations, and a third priority energy level for maintaining the static safety state of the vehicle. The static safety state of the vehicle is the state in which the vehicle maintains various safety functions while stationary after a collision.

[0101] In this embodiment, preset priority refers to the order of priority among various types of power demand set in advance. For example, the preset priority follows the following principle: the highest power consumption for each life support function that is fastest and most efficient is given priority; next is the highest power consumption for vehicle escape and avoidance of secondary damage; and finally, the highest power consumption for static safety after the vehicle has come to a stop.

[0102] Furthermore, first-priority electrical energy refers to the electrical energy used to maintain the operation of safety-related components in the vehicle, ensuring the life support functions for occupants. For example, first-priority electrical energy can be used to maintain the operation of the oxygen generation system, the in-vehicle air circulation system, and the pre-deployment of airbags, ensuring oxygen supply and cushioning protection for occupants after a collision. If the secondary collision prediction indicates that a secondary collision will cause injury, airbags can be pre-deployed according to the corresponding collision angle, and the suspension can be controlled to respond to the collision at the corresponding angle, with seat safety functions taking priority. Following this logic, the electrical energy is supplied at full capacity.

[0103] The aforementioned second-priority electrical energy refers to the electrical energy used to perform collision energy release operations. In other words, second-priority electrical energy is used to ensure that the vehicle suppresses rollover and avoids the risk of secondary collisions. For example, second-priority electrical energy can be used for the suspension to lift to meet a collision, the energy released by the suspension's rapid and repeated contraction and expansion, the power output of the power system to the wheels, the electrical energy used to open the doors when the vehicle rolls over and lands with the roof down, and the energy used to restore the vehicle's posture and escape the scene after rolling over.

[0104] The aforementioned third-priority electrical energy refers to the electrical energy used to maintain the vehicle's static safety state. The vehicle's static safety state refers to the state in which the vehicle maintains its various safety functions while stationary after a collision; that is, the state corresponding to the safety functions that must be maintained after the collision energy has dissipated and the vehicle has come to a standstill. For example, third-priority electrical energy can be used to maintain battery stability, communication functions with the cloud for data exchange, and the operation of warning mechanisms such as flashing headlights and external voice alerts. For example, confirming the vehicle's static safety state may include: no risk of secondary collisions, no environment prone to collapse or falling, activation of external warning mechanisms such as flashing headlights and external voice alerts, occupants being awake, the vehicle doors being able to be opened, and the vehicle not rolling over due to a change in the center of gravity after the occupants exit.

[0105] Optionally, the above-mentioned division of the vehicle's power into multiple power levels according to preset priorities can be achieved by first calculating the remaining power available for vehicle rollover suppression and energy release after deducting the power required to maintain vital signs based on the target power of each safety actuator, and then distributing the power to the power consumption area corresponding to each power level according to the maximum limit required data of the vehicle's calibration test at the time of leaving the factory, thereby ensuring that the power allocation of each power level can meet the maximum requirements of the corresponding function.

[0106] Based on this, the vehicle's battery power is divided into multiple energy levels according to preset priorities, so as to achieve orderly and reasonable distribution of the vehicle's battery power after a collision, and avoid various safety functions from being unable to perform effectively due to competing for energy.

[0107] As a further implementation of the embodiments of this application, the vehicle simultaneously sends real-time dynamics to the cloud while performing the collision energy release operation, publishes distress information earlier, and downloads the entire execution process of other vehicles under the same working conditions from the cloud, providing a safer execution direction.

[0108] Furthermore, if the vehicle rolls over but lands up, it retains the ability to open its doors for easy escape. If all four wheels are in contact with the ground, the vehicle will move away from the scene and into a safe area for evacuation. In addition, the onboard processor can perform safety assessments, including the following: no risk of secondary collisions; no environment prone to collapse or falling debris; external safety warning mechanisms such as flashing headlights and external voice alerts are activated; occupants are conscious; vehicle doors can be opened; and the vehicle does not roll over due to a change in center of gravity after occupants exit. Once the safety assessment is passed, the collision energy release process ends, the vehicle remains in a static, safe state, and the data is uploaded to the cloud, awaiting rescue.

[0109] The energy processing method for vehicles after a collision provided in this application actively determines the target amount of electricity required by the safety actuators and the vehicle state after the collision, and formulates a graded electricity allocation strategy accordingly. This method can prioritize the use of limited vehicle energy for power output to suppress rollover, and coordinate with the suspension and wheels to release rollover energy, thereby avoiding secondary collision damage. It effectively ensures the continuous operation and static safety of the vehicle's life support system and significantly improves the safety of vehicles after a collision.

[0110] Based on the same technical concept as the above embodiments, the energy processing method after a vehicle collision provided in this application can be executed by a vehicle collision energy processing device. This application uses the example of a vehicle collision energy processing device executing the energy processing method after a vehicle collision to illustrate the vehicle collision energy processing device provided in this application. Figure 3 As shown, the energy processing device 300 after a vehicle collision includes: The information supercomputing module 310 is used to determine the target power required for at least one safety actuator of the vehicle in response to a vehicle collision, and to determine the vehicle state parameters and secondary collision prediction results after the collision based on multi-source perception data. The safety actuator is used to control the safety of the vehicle.

[0111] The strategy generation module 320 is used to generate a power allocation strategy associated with at least one safety execution component in the vehicle based on the target power level, vehicle state parameters, and secondary collision prediction results.

[0112] The power distribution module 330 is used to control the vehicle to distribute electrical energy to at least one safety actuator according to the power distribution strategy.

[0113] The energy release module 340 is used to control at least one safety actuator to perform a collision energy release operation under allocated electrical energy, the collision energy release operation being used to release the collision energy generated after a vehicle collision.

[0114] In some embodiments, the safety actuator includes a power system, and the energy release module 340 can also be specifically used to control at least one safety actuator to perform a collision energy release operation under allocated electrical energy, including: In response to a vehicle rollover following a collision, the power system controls the power output to the wheels based on the angle between the vehicle's wheels and the ground, releasing the collision energy generated after the collision.

[0115] In some embodiments, the energy release module 340 can also be specifically used to control the power system to output power to the wheels based on the angle between the vehicle's wheels and the ground, thereby releasing the collision energy generated after a vehicle collision, including: If the angle between the first wheel off the ground and the ground is less than a preset angle threshold, the power system is controlled to lock the first wheel on the ground, and the electrical energy allocated to the power system is converted into power and concentratedly output to the first wheel off the ground for idling. If the angle between the first wheel off the ground and the ground is greater than or equal to a preset angle threshold, the power system is controlled to lock the first wheel off the ground, and the electrical energy allocated to the power system is converted into power and concentratedly output to the first wheel in contact with the ground to release the lateral impact and roll energy of the vehicle. Among them, the first wheel off the ground is the wheel that is not in contact with the ground during the vehicle rollover, and the first wheel in contact with the ground is the wheel that is in contact with the ground during the vehicle rollover.

[0116] In some embodiments, after releasing the lateral impact and rollover energy of the vehicle, the energy release module 340 can also be specifically used for: The control power system locks the second wheel in contact with the ground, converts the electrical energy allocated to the power system into power, and outputs it to the second wheel off the ground for idling to adjust the vehicle's body balance. The second off-ground wheel is the wheel that has not made contact with the ground after the vehicle releases its impact and rollover energy, while the second ground-contact wheel is the wheel that has made contact with the ground after the vehicle releases its impact and rollover energy.

[0117] In some embodiments, the safety actuator includes a suspension, and the energy release module 340 can also be specifically configured to control at least one safety actuator to perform a collision energy release operation under distributed electrical energy, including: In response to a vehicle rollover after a collision, the suspension is controlled to extend and retract based on the vehicle's rollover speed to release the collision energy generated after the collision.

[0118] In some embodiments, the energy release module 340 can also be specifically used to control the suspension to extend or retract based on the vehicle's roll speed, releasing the collision energy generated after a vehicle collision, including: If the vehicle's rollover speed is greater than or equal to a preset speed threshold, the suspension on the inside of the rollover side of the vehicle will be controlled to extend and retract rapidly. If the vehicle's rollover speed is less than a preset speed threshold, the suspension on the inside of the rollover side will be extended to its maximum travel. The inner side of the rollover is the side of the vehicle that comes into contact with the ground during the rollover process.

[0119] In some embodiments, the safety actuators include a powertrain and suspension, and the energy release module 340 may also be specifically configured to control at least one safety actuator to perform a collision energy release operation under allocated electrical energy, including: In response to the vehicle moving toward the danger zone after a collision, the system controls the suspension on the side closer to the danger zone to extend to its maximum travel and the suspension on the side farther from the danger zone to retract to its minimum travel. It also converts the electrical energy allocated to the power system into power and concentrates the output to the wheels on the side farther from the danger zone.

[0120] In some implementations, the information supercomputing module 310 may also be specifically used to determine the target electrical charge required for at least one safety actuator of the vehicle, including: Based on the energy consumption information of the safety actuator, the power consumption required for the safety actuator to achieve the preset protection effect at the fastest execution speed is determined, and the target power consumption is obtained.

[0121] In some implementations, the multi-source sensing data includes at least video image data and radar sensing data. The information supercomputing module 310 can also be specifically used to determine vehicle state parameters after a collision and secondary collision prediction results based on the multi-source sensing data, including: Based on video image data and radar sensor data, the suspension height and body roll angle after a collision are determined, including vehicle state parameters such as suspension height and body roll angle. Based on video image data and radar sensor data, generate the vehicle's evasive maneuver path after a collision, as well as the movement paths of moving objects around the vehicle. The secondary collision prediction results are determined based on the avoidance motion path and the motion path.

[0122] In some embodiments, the strategy generation module 320 may further be used to generate a power allocation strategy associated with at least one safety actuator in the vehicle based on the target power level, vehicle state parameters, and secondary collision prediction results, including: Based on the target battery level, vehicle status parameters, and secondary collision prediction results, the vehicle's battery level is divided into multiple energy levels according to a preset priority to obtain a battery allocation strategy. Among them, multiple energy levels include at least a first priority energy for maintaining the operation of safety actuators related to the safety of occupants in the vehicle, a second priority energy for performing collision energy release operations, and a third priority energy for maintaining the static safety state of the vehicle, which is the state in which the vehicle maintains various safety functions while stationary after a collision.

[0123] The energy processing device for vehicles after a collision provided in this application uses supercomputing to generate a power allocation strategy by dividing energy levels according to priority. Based on the power allocation strategy, the device allocates power to control the safety execution components to unload the rollover energy, effectively avoiding secondary collision damage and significantly improving the safety of the vehicle after a collision.

[0124] It is understood that the implementation methods of the energy processing method after a vehicle collision in the above method embodiments are also applicable to the embodiments of this device and can achieve the same technical effect, so they will not be described again here.

[0125] Based on the same technical concept, this application also provides an energy processing device after a vehicle collision. This energy processing device can be a vehicle or an electronic device. The vehicle can be a private car, such as a sedan, sports / utility vehicle (SUV), multi-purpose vehicle (MPV), or pickup truck. The vehicle can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle can be a gasoline-powered vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle. The electronic device can be an in-vehicle terminal, a user terminal, or a server, etc. Figure 4 As shown, the energy processing device 400 after a vehicle collision may include a processor 410, a communication interface 420, a memory 430, and a communication bus 440, wherein the processor 410, the communication interface 420, and the memory 430 communicate with each other through the communication bus 440. The processor 410 can call logical instructions in the memory 430 to execute the steps of the energy processing method after a vehicle collision as described in the above method embodiment.

[0126] The processor 410 can be a central processing unit (CPU). The processor can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations of the above types of chips.

[0127] Furthermore, the logical instructions in the aforementioned memory 430 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to related technologies, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0128] The memory 430 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created by the processor, etc. Furthermore, the memory may include high-speed random access memory and non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory may optionally include memory remotely located relative to the processor, which can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0129] Based on the same concept, embodiments of this application also provide a computer-readable storage medium storing a computer program containing at least one piece of code that can be executed by a master control device to control the master control device to implement the steps of the energy processing method after a vehicle collision as described in the above method embodiments.

[0130] Based on the same technical concept, this application also provides a computer program, which, when executed by a main control device, implements the energy processing method after a vehicle collision as described in the above method embodiments. The computer program may be stored wholly or partially on a computer-readable storage medium packaged with a processor, or it may be stored wholly or partially on a memory not packaged with a processor.

[0131] Based on the same technical concept, this application also provides a computer program product, wherein when the instructions in the computer program product are executed by the processor of an electronic device, the electronic device implements the steps of the energy processing method after a vehicle collision in the above method embodiments.

[0132] Based on the same technical concept, this application also provides a processor for implementing the steps of the energy processing method after a vehicle collision in the above method embodiments. The processor can be a chip.

[0133] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0134] The functional blocks shown in the structural block diagrams of the above embodiments can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried in a carrier wave. Machine-readable media can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0135] The embodiments described above are merely examples of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the protection scope of this application.

[0136] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for energy processing after a vehicle collision, characterized in that, include: In response to a vehicle collision, the system determines the target electrical charge required for at least one safety actuator of the vehicle, and determines the vehicle state parameters and secondary collision prediction results after the collision based on multi-source perception data, wherein the safety actuator is used to control the safety of the vehicle. Based on the target battery level, the vehicle state parameters, and the secondary collision prediction results, a battery allocation strategy associated with at least one safety actuator in the vehicle is generated. Control the vehicle to distribute electrical energy to the at least one safety actuator according to the power distribution strategy; The system controls at least one safety actuator to perform a collision energy release operation under allocated electrical power, the collision energy release operation being used to release the collision energy generated after the vehicle collides.

2. The energy processing method after a vehicle collision according to claim 1, characterized in that, The safety actuator includes a power system, and controlling the at least one safety actuator to perform a collision energy release operation under allocated electrical energy includes: In response to the vehicle rolling over after a collision, the power system is controlled to output power to the wheels based on the angle between the vehicle's wheels and the ground, thereby releasing the collision energy generated after the collision.

3. The energy processing method after a vehicle collision according to claim 2, characterized in that, The step of controlling the power system to output power to the wheels based on the angle between the vehicle's wheels and the ground, and releasing the collision energy generated after a collision, includes: If the angle between the first wheel off the ground and the ground is less than a preset angle threshold, the power system is controlled to lock the first wheel on the ground, and the electrical energy allocated to the power system is converted into power and concentratedly output to the first wheel off the ground for idling. If the angle between the first wheel off the ground and the ground is greater than or equal to a preset angle threshold, the power system is controlled to lock the first wheel off the ground, and the electrical energy allocated to the power system is converted into power and concentratedly output to the first wheel in contact with the ground to release the lateral impact and rollover energy of the vehicle. Wherein, the first wheel off the ground is the wheel that does not contact the ground during the vehicle's rollover, and the first wheel in contact with the ground is the wheel that contacts the ground during the vehicle's rollover.

4. The energy processing method after a vehicle collision according to claim 3, characterized in that, After releasing the lateral impact and rollover energy of the vehicle, the method further includes: The power system is controlled to lock the second wheel in contact with the ground, and the electrical energy allocated to the power system is converted into power and concentratedly output to the second wheel off the ground for idling, so as to adjust the vehicle's body balance; The second off-ground wheel is the wheel that is not in contact with the ground after the vehicle releases the impact and rollover energy, and the second ground-contact wheel is the wheel that is in contact with the ground after the vehicle releases the impact and rollover energy.

5. The energy processing method after a vehicle collision according to claim 1, characterized in that, The safety actuator includes a suspension, and controlling the at least one safety actuator to perform a collision energy release operation under distributed electrical energy includes: In response to the vehicle rolling over after a collision, the suspension is controlled to extend or retract according to the vehicle's rollover speed to release the collision energy generated after the collision.

6. The energy processing method after a vehicle collision according to claim 5, characterized in that, The step of controlling the suspension to extend or retract based on the vehicle's rollover speed to release the collision energy generated after a collision includes: If the vehicle's rollover speed is greater than or equal to a preset speed threshold, the suspension of the vehicle located on the inside of the rollover side is controlled to extend and retract rapidly. If the vehicle's rollover speed is less than a preset speed threshold, the suspension on the inside of the rollover side of the vehicle is controlled to extend to its maximum travel. The inner side of the rollover is the side of the vehicle body that comes into contact with the ground during the rollover process.

7. The energy processing method after a vehicle collision according to claim 1, characterized in that, The safety actuator includes a powertrain and suspension, and controlling the at least one safety actuator to perform a collision energy release operation under allocated electrical energy includes: In response to the vehicle moving toward the danger zone after a collision, the system controls the suspension on the side closer to the danger zone to extend to its maximum travel and the suspension on the side farther from the danger zone to retract to its minimum travel. It also converts the electrical energy allocated to the power system into power and outputs it to the wheels on the side farther from the danger zone.

8. The energy processing method after a vehicle collision according to claim 1, characterized in that, The determination of the target electrical charge required for at least one safety actuator of the vehicle includes: Based on the energy consumption information of the safety actuator, the power consumption required for the safety actuator to achieve the preset protection effect at the fastest execution speed is determined, and the target power consumption is obtained.

9. The energy processing method after a vehicle collision according to claim 1, characterized in that, The multi-source perception data includes at least video image data and radar sensor data. Determining the vehicle state parameters and secondary collision prediction results based on the multi-source perception data includes: Based on the video image data and the radar sensor data, the suspension height and body roll angle of the vehicle after the collision are determined, wherein the vehicle state parameters include the suspension height and body roll angle. Based on the video image data and the radar sensor data, generate the vehicle's collision avoidance path and the movement path of the target moving objects around the vehicle; The secondary collision prediction result is determined based on the avoidance motion path and the motion path.

10. The energy processing method after a vehicle collision according to claim 1, characterized in that, The step of generating a power allocation strategy associated with at least one safety actuator in the vehicle based on the target power level, the vehicle state parameters, and the secondary collision prediction result includes: Based on the target battery level, the vehicle status parameters, and the secondary collision prediction results, the vehicle's battery level is divided into multiple energy levels according to a preset priority to obtain the battery allocation strategy. The plurality of electrical energy levels include at least a first priority electrical energy for maintaining the operation of the safety actuators related to the safety of the occupants in the vehicle, a second priority electrical energy for performing the collision energy release operation, and a third priority electrical energy for maintaining the static safety state of the vehicle, wherein the static safety state of the vehicle is the state in which the vehicle maintains various safety functions while stationary after a collision.

11. An energy processing device after a vehicle collision, characterized in that, include: The information supercomputing module is used to determine the target power required for at least one safety actuator of the vehicle in response to a vehicle collision, and to determine the vehicle state parameters and secondary collision prediction results after the collision based on multi-source perception data. The safety actuator is used to control the safety of the vehicle. The strategy generation module is used to generate a power allocation strategy associated with at least one safety execution component in the vehicle based on the target power level, the vehicle state parameters, and the secondary collision prediction result. A power distribution module is used to control the vehicle to distribute electrical energy to the at least one safety actuator according to the power distribution strategy. An energy release module is used to control the at least one safety actuator to perform a collision energy release operation under allocated electrical energy, the collision energy release operation being used to release the collision energy generated after the vehicle collides.

12. An energy processing device after a vehicle collision, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the energy processing method after a vehicle collision as described in any one of claims 1 to 10.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the energy processing method after a vehicle collision as described in any one of claims 1 to 10.

14. A computer program product, characterized in that, The computer program product includes a computer program, wherein the instructions in the computer program product, when executed by a processor of an electronic device, cause the electronic device to perform the energy processing method following a vehicle collision as described in any one of claims 1 to 10.

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