Vehicle post-collision control method, device, equipment, medium and product

Abstract

The application provides a vehicle post-collision control method, device, equipment, medium and product, relates to the vehicle safety protection technical field, and the method comprises the following steps: in response to predicting that the vehicle is about to collide, planning a risk-free movement path of the vehicle according to multi-source perception data; after the vehicle collides, controlling the vehicle to move according to the risk-free movement path; and controlling the vehicle to perform a vehicle body stabilization operation according to vehicle body stabilization related information during the movement of the vehicle according to the risk-free movement path. According to the application, the vehicle can automatically leave dangerous positions such as a driving lane and a cliff edge along the planned risk-free movement path after a collision, and the imbalance and rolling of the vehicle when passing through uneven road surfaces can be inhibited, so that the deficiency of the existing vehicle safety system lacking post-collision automatic response means is effectively made up, and the safety of the vehicle after a collision is improved.

Description

Technical Field

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

[0002] After a collision, drivers often lose control of their vehicles due to injury, loss of consciousness, or extreme panic, causing the vehicle to become stuck in dangerous locations such as the driveway or the edge of a cliff. Even if the vehicle is still drivable, a shattered windshield may obstruct vision, or the driver may panic and drive onto uneven or irregular road surfaces, which can easily lead to more serious secondary accidents such as falling or secondary collisions.

[0003] However, existing vehicle safety systems primarily focus on pre-collision warnings and collision avoidance, lacking automated response mechanisms for the high-risk post-collision phase. Therefore, there is an urgent need to address the issue of low post-collision safety. Summary of the Invention

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

[0005] In a first aspect, this application provides a control method for vehicles after a collision, including: In response to the prediction that a vehicle collision is imminent, a risk-avoidance movement path without secondary collision risk is planned based on multi-source perception data. After the vehicle collides, the vehicle is controlled to move according to the avoidance movement path; Based on the vehicle stability correlation information during the vehicle's movement along the avoidance path, control the vehicle to perform vehicle stability operation; The vehicle stability association information refers to information that affects the vehicle's stability during movement, and the vehicle stability operation is used to maintain the vehicle's stability during the movement of the avoidance path.

[0006] In an optional implementation, controlling the vehicle to perform vehicle stability control includes at least one of the following: Adjust the suspension height of the vehicle; Adjust the steering of the target wheels of the vehicle; Adjust the extension and retraction direction of the vehicle's suspension; Adjust the output power of the vehicle.

[0007] In an optional implementation, the vehicle stability association information includes road condition information, suspension stiffness information, and vehicle attitude data. The step of controlling the vehicle to perform vehicle stability operations based on the vehicle stability association information during the vehicle's movement along the avoidance path includes: Based on the road condition information during the vehicle's movement along the avoidance path, the target adjustment state of the vehicle's suspension height is determined, and the target adjustment state is used to characterize raising or lowering the suspension height. Based on the road condition information and vehicle attitude data during the vehicle's movement along the avoidance path, as well as the vehicle's suspension stiffness information, the suspension height adjustment parameters in the target adjustment state are determined. The vehicle's suspension height is adjusted according to the target adjustment state and the suspension height adjustment parameters.

[0008] In an optional implementation, determining the suspension height adjustment parameters in the target adjustment state based on road condition information and vehicle attitude data during the vehicle's movement along the avoidance path, as well as the vehicle's suspension stiffness information, includes: Based on the deviation between the vehicle posture data and the posture reference data, the direction and degree of the vehicle's center of gravity shift are determined. The posture reference data is the vehicle's pre-calibrated balance posture during normal vehicle operation. The target suspension to be adjusted for the vehicle is determined based on the direction of the center of gravity offset. Based on the degree of center of gravity offset and the suspension stiffness information, the suspension height adjustment parameters of the target suspension in the target adjustment state are determined.

[0009] In an optional implementation, controlling the vehicle to perform vehicle stability control based on vehicle stability correlation information during the vehicle's movement along the avoidance path includes at least one of the following: Based on the vehicle attitude data during the vehicle's movement along the avoidance path, the steering of the target wheel of the vehicle is adjusted, and / or the extension and retraction direction of the vehicle's suspension is adjusted, wherein the vehicle stability association information includes the vehicle attitude data, and the target wheel is the wheel of the vehicle currently in contact with the ground. Based on the road condition information and the vehicle's power performance information during the vehicle's movement along the avoidance path, the vehicle's output power is adjusted. The vehicle stability information includes the road condition information and the power performance information.

[0010] In an optional implementation, adjusting the vehicle's output power based on road condition information and the vehicle's power performance information during the vehicle's movement along the avoidance path includes: Based on the road condition information and the vehicle's power performance data, determine whether the vehicle has the ability to pass through the current road surface; If the vehicle has the aforementioned passability, then the power output intensity of the vehicle is increased, and the power of the vehicle is preferentially distributed to the wheels for wheel steering in order to adjust the direction of movement of the vehicle. If the vehicle does not have the required passability, the power output of the vehicle is reduced, and the power of the vehicle is preferentially distributed to the suspension for suspension extension and retraction to adapt to the current road surface.

[0011] In an optional implementation, the multi-source perception data includes at least sensor observation data, vehicle performance data, and historical driving behavior data. The step of planning a collision avoidance path for the vehicle without secondary collision risk based on the multi-source perception data includes: Path analysis is performed on the environmental information in the sensor observation data to obtain candidate avoidance movement paths; Based on the moving target object information in the sensor observation data, determine the movement trajectory of the target object; Based on the candidate avoidance movement paths and the movement trajectory, as well as the vehicle performance data and the historical driving behavior data, an avoidance movement path with no risk of secondary collision is determined for the vehicle.

[0012] In an optional implementation, the response after predicting an impending vehicle collision further includes: Based on the multi-source sensing data, the collision parameters of the vehicle that is about to collide are determined; Based on the collision parameters, the collision point of the vehicle during a collision is adjusted to the target collision point.

[0013] In an optional implementation, the response after predicting an impending vehicle collision further includes: The vehicle's onboard processor is managed to retain the minimum computing power required to maintain intelligent driving and vehicle safety, while the remaining computing power, excluding the minimum computing power, is used to plan the hazard avoidance path and path execution control.

[0014] In an optional implementation, after controlling the vehicle to perform vehicle stability control, the method further includes: The vehicle performs a self-check to obtain vehicle self-check information, and sends a graded rescue signal based on the vehicle self-check information. The graded rescue signal is used to indicate the current damage status and rescue demand status of the vehicle.

[0015] Secondly, this application provides a control device for a vehicle collision, comprising: The path planning module is used to plan a safe avoidance path for the vehicle without the risk of secondary collision based on multi-source perception data in response to a predicted collision. The path execution module is used to control the vehicle to move according to the avoidance movement path after the vehicle collides. The vehicle adjustment module is used to control the vehicle to perform vehicle stability operation based on the vehicle stability correlation information during the vehicle's movement along the avoidance path; wherein, the vehicle stability correlation information is information that affects the vehicle's vehicle stability during movement, and the vehicle stability operation is used to maintain the vehicle's vehicle stability during the avoidance path movement.

[0016] Thirdly, this application provides a vehicle collision control device, 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 vehicle collision control method 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 vehicle collision control method 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 vehicle collision control method as described in the first aspect of this application.

[0019] The vehicle collision control method, device, equipment, medium, and product provided in this application, in response to a prediction of an impending vehicle collision, plans a safe avoidance path for the vehicle without the risk of secondary collision based on multi-source perception data; after a collision, controls the vehicle to move along the avoidance path; and based on vehicle stability correlation information during the vehicle's movement along the avoidance path, controls the vehicle to perform vehicle stability control operations. This application allows the vehicle to automatically leave dangerous locations such as driving lanes and cliff edges along the planned avoidance path after a collision without relying on driver control or observation. Furthermore, it can suppress vehicle imbalance and rollover when traversing uneven road surfaces, preventing a minor collision from escalating into a more serious secondary accident. This addresses the shortcomings of existing vehicle safety systems that lack automatic post-collision response measures, thereby 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 control method flow after a vehicle collision provided in an embodiment of this application; Figure 2 This is a second schematic diagram of the control method flow after a vehicle collision provided in the embodiments of this application; Figure 3 This is a schematic diagram of the control device structure after a vehicle collision provided in an embodiment of this application; Figure 4 This is a schematic diagram of the hardware structure of a control device for a vehicle collision provided in an embodiment of this application.

[0022] Explanation of key component symbols: 300. Control device after vehicle collision; 310. Path planning module; 320. Path execution module; 330. Vehicle adjustment module; 400. Control 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, most vehicle safety systems focus on pre-collision warnings and collision avoidance. However, after a collision, drivers often lose control due to injury, loss of consciousness, or extreme panic, causing the vehicle to become stuck in dangerous locations such as driving lanes or cliff edges. Even worse, after a collision, the vehicle may end up on unpaved surfaces, or the driver may panic and choose to drive on uneven or abnormal roads, greatly increasing the risk of falls and secondary collisions. Therefore, how to achieve automatic hazard avoidance and safe stopping of the vehicle after a collision, when the driver may be unable to effectively take control, to prevent secondary accidents, is a pressing technical problem that needs to be solved.

[0027] To address the aforementioned technical problems in related technologies, this application proposes a control method after a vehicle collision. This control method can be applied to a control 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 control device after a vehicle collision may include a vehicle's onboard processor, which can be a central control computing platform in the vehicle used to implement intelligent driving and vehicle safety control. Alternatively, the control device after a vehicle collision may 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 of the control device after a vehicle collision. Figure 1 As shown, the control method after a vehicle collision may include the following steps S110 to S130.

[0028] S110: In response to the prediction that a vehicle collision is about to occur, a safe avoidance path for the vehicle is planned based on multi-source perception data to avoid the risk of secondary collision.

[0029] In this embodiment of the application, the above-mentioned prediction that a vehicle collision is about to occur can be understood as the on-board processor determining, before the actual collision occurs, that there is a risk of collision between the vehicle and surrounding targets based on the motion state of the vehicle and surrounding targets. These surrounding targets include, but are not limited to, vehicles, people and static obstacles.

[0030] Optionally, the aforementioned prediction of an impending vehicle collision can be determined as follows: if it is predicted that the vehicle's travel path will intersect with the movement path of a surrounding target or its current stationary position within a preset time period, then a collision is determined to be imminent. The preset time period can be a pre-configured duration for measuring the urgency of the collision. For example, the preset time period could be 3 seconds. This means that if it is predicted that the vehicle's travel path will intersect with the movement path of a surrounding target or its current stationary position within 3 seconds, a collision is determined to be imminent, thus putting the vehicle into a risk preparedness state before the actual collision occurs, allowing computation time for subsequent evasive maneuver planning.

[0031] The aforementioned multi-source perception data refers to data from multiple data acquisition channels used to support hazard avoidance movement path planning. This multi-source perception data can include at least sensor observation data, vehicle performance data, and historical driving behavior data.

[0032] Optionally, the aforementioned sensor observation data may include at least one of the following: observation data collected by the vehicle's external cameras and radar; observation data collected by cameras and radar of surrounding vehicles and forwarded by a cloud server; and observation data collected by traffic cameras and cameras of surrounding buildings or shops and forwarded by a cloud server. The sensor observation data may also include 3D environmental data sent from the cloud server. This 3D environmental data is three-dimensional environmental data obtained by fusing and modeling the observation data collected by the cloud server from the aforementioned vehicle, surrounding vehicles, and surrounding devices. For example, the cloud server can fuse multi-angle videos to establish a 360° 3D environmental model of the same environment and send the modeled 3D environmental data to the vehicle where the collision occurred.

[0033] It should be noted that before performing fusion modeling, the cloud server can anonymize the personal information, such as facial features, in the observation data to meet data compliance requirements.

[0034] Furthermore, the aforementioned vehicle performance data can be data characterizing the vehicle's power output and suspension handling capabilities, such as the vehicle's maximum power data, hill-climbing ability data, and suspension approach and departure angle data. The aforementioned historical driving behavior data can be historical driving habit data of the vehicle and its driver stored on a cloud server, which can be used to determine the degree of intervention required for autonomous driving.

[0035] The aforementioned hazard avoidance path without secondary collision risk refers to a path along which the vehicle will not collide again with surrounding static obstacles or dynamic objects during its movement. Specifically, this hazard avoidance path can be one or more routes connecting passable areas in the environment (excluding the object of collision), where the vehicle will not encounter or intersect with any moving object based on the speed of surrounding vehicles or other moving objects. For example, in the case of a side collision at an intersection, after removing the object of collision and surrounding parked vehicles and other obstacles, the remaining passable area can be connected to form multiple routes leading to a safe parking area on the roadside. The route that, at the vehicle's current speed, will not be traversed by surrounding moving vehicles is the hazard avoidance path without secondary collision risk.

[0036] S120. After a collision, control the vehicle to move according to the avoidance movement path.

[0037] In this embodiment, after a vehicle collision, the onboard processor can determine that a collision has occurred based on the trigger signal from the collision sensor or a sudden change in the vehicle's acceleration. Since the driver may lose control due to injury, loss of consciousness, or extreme panic after a collision, or may lose the ability to observe due to damage to areas requiring the driver's line of sight, such as the windshield, the aforementioned control of the vehicle to move along an avoidance path can be achieved by the onboard processor taking over the vehicle's power system, steering system, and suspension system, automatically controlling the vehicle to move along the planned avoidance path without driver intervention.

[0038] It should be noted that the vehicle's movement along the hazard avoidance path can be either controlled movement while the vehicle is still capable of driving, or abnormal movement such as rolling, sliding, or rotating under the impact of a collision. For the latter, the onboard processor can guide the vehicle to move along the hazard avoidance path as much as possible during rolling or sliding by adjusting the steering of the wheels in contact with the ground and the extension and retraction of the suspension, thereby avoiding obstacles outside the hazard avoidance path and dangerous areas such as rivers and cliffs.

[0039] S130. Based on the vehicle stability correlation information during the vehicle's movement along the avoidance path, control the vehicle to perform vehicle stability operation.

[0040] In this embodiment, vehicle stability information refers to information that affects the vehicle's stability during movement. Specifically, this vehicle stability information may include at least one of the following: road condition information, vehicle attitude data, suspension stiffness information, and vehicle power performance information. Road condition information may be information characterizing the road surface conditions along the vehicle's obstacle avoidance path, such as the smoothness of the road surface, the distribution of bumps and depressions, and the road paving material. Vehicle attitude data may be data characterizing the vehicle's tilt angle, roll angle, rotational speed, center of gravity position, and direction of movement. Suspension stiffness information may be information characterizing the rigidity of the vehicle's suspension, which may be data pre-calibrated at the factory based on the suspension material provided by the suspension supplier and stored on both the vehicle and a cloud server. Power performance information may be information characterizing the vehicle's power output capability, such as the vehicle's maximum climbing angle, hill-climbing ability, approach angle, and departure angle.

[0041] The vehicle stability control is used to maintain vehicle stability during hazard avoidance maneuvers. This stability control can be an adjustment made by the onboard processor to at least one of the following: suspension height, wheel steering, suspension extension / retraction direction, and power output. For example, if the vehicle is sliding along a hazard avoidance path and traversing a pothole, the onboard processor can raise the suspension height of the suspension corresponding to the dented side and fine-tune the steering of the wheel currently in contact with the ground, thereby suppressing vehicle rollover and maintaining vehicle stability.

[0042] Based on this, by planning an evasive maneuver path that eliminates the risk of secondary collisions before a collision occurs, the vehicle can automatically move away from dangerous locations such as the driving lane and cliff edges without relying on the driver's control or observation after the collision. This avoids secondary collisions and falls caused by the vehicle remaining in dangerous positions, and also avoids the risks to personnel due to traffic congestion or getting out of the vehicle to observe. Simultaneously, continuous vehicle stability control during the vehicle's movement along the evasive maneuver path can suppress vehicle imbalance and rollover when traversing uneven road surfaces, preventing a minor collision from escalating into a more serious secondary accident, thereby improving post-collision safety.

[0043] In some implementations, in response to a prediction that a vehicle collision is imminent, the process may further include: determining collision parameters of the impending collision based on multi-source perception data, and then controlling the vehicle to adjust the collision location at the time of the collision to the target collision location based on the collision parameters.

[0044] In this embodiment, the collision parameters may include at least one of collision time, collision location, and collision force. The collision parameters for determining an impending vehicle collision based on multi-source sensing data may include the following: First, the onboard processor determines the collision time based on the relative distance and relative speed between the vehicle and the object being collided with. For example, the ratio of relative distance to relative speed is used as the collision time, i.e., when the vehicle's speed is... S 1. The moving speed of the colliding object is S 2. The relative distance between the two is L In the case of collision time T a = L ÷( S 1+ S 2).

[0045] Secondly, the onboard processor determines the collision location based on the intersection of the extended outlines of the vehicle's body and the collision object. For example, the outermost outline of the vehicle's body closest to the collision object from front to rear is used as the first extended line, and the outermost outline of the collision object closest to the vehicle is used as the second extended line. These two lines are extended using LiDAR and a high-definition camera to determine their intersection point. The time it takes for both to reach the intersection point is determined based on the vehicle's current speed and the collision object's speed; the time it takes for the first to arrive at the intersection point is... T 1. The time it takes for the later-arriving party to reach the intersection point is... T 2. If the arrival times of the two objects are inconsistent, no collision will occur; if a collision does occur, then according to... T 1 and T By taking into account the time difference of 2 seconds and the length of the vehicle, the specific location of the collision is determined, and the collision point is obtained.

[0046] Finally, the onboard processor determines the impact force based on the relative speed between the vehicle and the object being collided with, as well as the weight of the vehicle and the object. For example, when the vehicle's weight is... W 1 and the weight of the colliding object is W In case 2, the impact force N =( S 1+ S 2)×( W 1+ W 2).

[0047] Understandably, the target collision point can be a part of the vehicle's structurally strong body, such as the underbody beam and crash beam. Adjusting the vehicle's collision point to the target collision point based on collision parameters can be achieved before the collision, by the onboard processor controlling the vehicle's suspension height and wheel steering based on the collision parameters. This allows the vehicle to receive 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, thus mitigating body roll and maintaining vehicle balance.

[0048] Based on this, by determining the collision parameters before the collision and adjusting the collision point of the vehicle at the time of the collision to the target collision point, the vehicle can withstand the impact with the parts of the body structure with higher strength, thereby reducing the intrusion of the impact into the cabin, reducing the injury to the occupants of the vehicle, and preserving a better body posture basis for the path execution after the collision.

[0049] In some implementations, in response to a prediction that a vehicle collision is imminent, the method further includes: The vehicle's onboard processor is managed to retain the minimum computing power required to maintain intelligent driving and vehicle safety, while the remaining computing power is used to plan hazard avoidance paths and path execution control.

[0050] In this embodiment, the computing power management of the vehicle processor can be achieved by reserving the computing power required only to maintain the basic functions of intelligent driving and vehicle safety functions as the minimum computing power, while concentrating the remaining computing power in a separate computing area and issuing the system-wide execution instructions in this embodiment. The concentrated remaining computing power is then used specifically for planning the avoidance movement path and for control calculations during the post-collision path execution process.

[0051] It should be noted that the aforementioned vehicle safety functions may include anti-lock braking system (ABS) and airbag monitoring functions. The separate computing area where the remaining computing power is concentrated can be a pre-defined data partition within the central supercomputing platform of the onboard processor. Environmental data sent from the cloud server and data collected by the vehicle itself can be sent to this data partition for fusion computing.

[0052] For example, if a collision is predicted to occur within 3 seconds, the onboard processor can reclaim all the computing power used by non-critical functions such as entertainment and navigation, and concentrate it in a separate area of ​​the central supercomputing platform to perform computational tasks such as calculating collision parameters, analyzing candidate avoidance motion paths, and adjusting vehicle stability control in real time.

[0053] Based on this, by managing the computing power of the onboard processor, the remaining computing power can be concentrated on the planning and execution control of the avoidance movement path. This enables the fusion calculation of a large amount of environmental data and path planning calculation to be completed in a very short time before and after a collision, ensuring that the planning of the avoidance movement path and the execution of vehicle stability operation are real-time, thereby further improving the safety of the vehicle after a collision.

[0054] In some implementations, multi-source sensing data includes at least sensor observation data, vehicle performance data, and historical driving behavior data, such as... Figure 2 As shown, planning a vehicle avoidance path without secondary collision risk based on multi-source perception data can include the following steps S210 to S230.

[0055] S210. Perform path analysis on the environmental information in the sensor observation data to obtain candidate avoidance movement paths.

[0056] In this embodiment, the aforementioned environmental information can be information from sensor observation data used to characterize the static environment surrounding the vehicle, such as road boundaries, obstacles, passable areas, and safe parking areas. This environmental information can originate from real-time acquisition by the vehicle's cameras and radar, or from 3D environmental data downloaded from a cloud server, thereby enabling path analysis to cover areas outside the field of view of the vehicle's sensors, such as areas obscured by other vehicles or blind spots at intersections.

[0057] Among them, path analysis of environmental information to obtain candidate avoidance movement paths can be carried out by eliminating collision objects and other obstacles identified in the environmental information, and connecting the remaining passable areas into one or more routes as candidate avoidance movement paths.

[0058] S220. Determine the trajectory of the moving target object based on the information of the moving target object in the sensor observation data.

[0059] In this embodiment, the information of the moving target object can be information from sensor observation data used to characterize surrounding moving objects such as vehicles and pedestrians, such as the position, speed, and direction of movement of each target object at each sampling time. The on-board processor can fit the motion trajectory of the target object based on its position at each sampling time, and predict the position of the target object at future times accordingly.

[0060] S230. Based on candidate avoidance paths and trajectories, as well as vehicle performance data and historical driving behavior data, determine an avoidance path for the vehicle that poses no risk of secondary collision.

[0061] In this embodiment, candidate avoidance paths can be compared with the trajectory of the target object, eliminating candidate avoidance paths where the vehicle would meet or intersect with the target object during its passage. Simultaneously, vehicle performance data is used to determine whether the road surface along the candidate avoidance path is passable by the vehicle, and historical driving behavior data is combined to determine the degree of autonomous driving intervention during path execution, ultimately determining the avoidance path with no risk of secondary collision.

[0062] In this scenario, when the vehicle moves along the final determined hazard avoidance path, after reaching each position on the path at the vehicle's current speed, no moving targets in the vicinity will pass through that position. Therefore, this hazard avoidance path is a hazard avoidance path without the risk of secondary collision.

[0063] Furthermore, historical driving behavior data is used to determine the level of autonomous driving intervention. Specifically, if the historical driving behavior data contains a successful crash escape record, the level of autonomous driving intervention is determined to be partial intervention, providing assistance and correction to the driver's driving operations. If the historical driving behavior data does not contain a crash escape record, or contains a record of post-crash misoperation, the level of autonomous driving intervention is determined to be full intervention. Thus, for drivers with crash escape experience, the vehicle only assists in correcting their driving operations, preserving the driver's control of the vehicle. For drivers lacking crash escape experience or who have previously made misoperations after a collision, the vehicle takes full control, thereby preventing secondary accidents caused by driver panic and misoperation.

[0064] Based on this, candidate avoidance paths are obtained by performing path analysis on environmental information in sensor observation data. The final avoidance path is determined by combining the target object's trajectory, vehicle performance data, and historical driving behavior data. This ensures that the planned avoidance path can avoid both static obstacles and dynamically moving target objects, and matches the vehicle's own passability and the driver's driving experience, thereby guaranteeing the safety and feasibility of the avoidance path.

[0065] In some implementations, controlling the vehicle to perform vehicle stability operations includes at least one of the following: adjusting the vehicle's suspension height; adjusting the steering of the target wheels of the vehicle; adjusting the extension and retraction direction of the vehicle's suspension; and adjusting the vehicle's output power.

[0066] In this embodiment, adjusting the vehicle's suspension height can involve raising or lowering the height of all or part of the vehicle's suspension. The target wheel is the wheel currently in contact with the ground. Since the wheel is the most prominent part of the vehicle chassis and the first part to contact the ground during rollover or slippage, adjusting the steering of the target wheel allows for fine-tuning of the vehicle's direction of motion at the moment of contact with the ground. Adjusting the direction of the vehicle's suspension extension or retraction can control the suspension to extend or retract to adapt to road bumps and depressions and to relieve stress on the vehicle. Adjusting the vehicle's output power can involve adjusting the vehicle's power output intensity and the distribution of power between wheel steering and suspension extension / retraction.

[0067] For example, when a single wheel intermittently contacts the ground during a vehicle rollover, the on-board processor can adjust the steering of the target wheel at the moment the wheel contacts the ground, and simultaneously adjust the extension and retraction direction of the corresponding suspension, thereby correcting the vehicle's direction of motion while suppressing the rollover.

[0068] Based on this, by adjusting at least one of the following: suspension height, target wheel steering, suspension extension / retraction direction, and output power, vehicle stability can be maintained from multiple dimensions such as vehicle posture, direction of motion, and power distribution. This makes the execution of vehicle stability control more flexible and adaptable to various vehicle motion states such as rollover, slippage, and controlled driving.

[0069] In some implementations, the vehicle stability information includes road condition information, suspension stiffness information, and vehicle attitude data. Based on the vehicle stability information during the vehicle's movement along the avoidance path, controlling the vehicle to perform vehicle stability operations can include the following: Based on road condition information during the vehicle's movement along the hazard avoidance path, the target adjustment state of the vehicle's suspension height is determined, which represents raising or lowering the suspension. Based on road condition information, vehicle attitude data, and suspension stiffness information during the vehicle's movement along the hazard avoidance path, the suspension height adjustment parameters under the target adjustment state are determined. Based on the target adjustment state and the suspension height adjustment parameters, the vehicle's suspension height is adjusted.

[0070] In this embodiment, the target adjustment state of the suspension height is determined based on road condition information, following the following adjustment strategy: when the road condition information indicates that the vehicle is about to pass over a raised road surface, the target adjustment state of the suspension corresponding to the raised surface is determined to be lowered. When the road condition information indicates that the vehicle is about to pass over a sunken road surface, the target adjustment state of the suspension corresponding to the sunken surface is determined to be raised, thereby ensuring that the wheels are in contact with the road surface and the vehicle body remains stable.

[0071] The suspension height adjustment parameter characterizes the amount of suspension height adjustment, which may include the amount of suspension raising or lowering. For example, the onboard processor can first determine the theoretical adjustment amount of the suspension based on the height of a bump or the depth of a depression in road condition information, as well as vehicle attitude data. Then, it can correct this theoretical adjustment amount by incorporating suspension stiffness information to obtain the actual suspension height adjustment parameter.

[0072] It's important to note that suspensions with different rigidities compress differently when carrying the same weight. A softer suspension requires a larger adjustment to achieve the same actual height change as a stiffer one. For example, for a 3-ton vehicle, a higher-rigidity suspension can raise the wheel by 3 centimeters when driving over a dip in the road surface, allowing the wheel to contact the bottom of the dip. However, for another vehicle with a softer suspension, the same 3-ton vehicle would compress the suspension by approximately 2 centimeters, requiring a 5-centimeter raise to achieve the same height increase. Furthermore, the road surface material affects the suspension's adhesion and support. For instance, the road surface can be a hard cement / asphalt surface, compacted dirt, loose dirt, grassy areas, or a muddy mix. The onboard processor can adjust the suspension height parameters according to a pre-defined adjustment strategy tailored to the suspension's rigidity, taking into account the road surface material.

[0073] Understandably, the vehicle suspension height can be accurately adjusted based on the specific adjustment state and amount of the suspension.

[0074] Based on this, the target adjustment state of the suspension height is determined according to road condition information. Then, the suspension height adjustment parameters are determined by combining road condition information, vehicle attitude data, and suspension stiffness information. This ensures that the direction of suspension height adjustment is adapted to the unevenness of the road surface, and the adjustment amount is matched with the actual attitude of the vehicle and the stiffness of the suspension. As a result, the suspension height adjustment is both accurate and adaptable to various vehicle models, which can more effectively maintain the vehicle's stability when passing through uneven road surfaces. This allows the vehicle to escape the danger zone at a faster speed along the avoidance path.

[0075] In some implementations, the suspension height adjustment parameters for the target adjustment state are determined based on road condition information, vehicle attitude data, and suspension stiffness information during the vehicle's movement along the avoidance path. These parameters may include the following: Based on the deviation between the vehicle attitude data and the attitude reference data, the direction and degree of the vehicle's center of gravity offset are determined; based on the direction of the center of gravity offset, the target suspension to be adjusted is determined; based on the degree of the center of gravity offset and the suspension stiffness information, the suspension height adjustment parameters of the target suspension under the target adjustment state are determined.

[0076] In this embodiment, the attitude reference data is the vehicle balance attitude pre-calibrated during normal vehicle driving, that is, the vehicle body balance data when the vehicle is driving smoothly before the collision. This attitude reference data serves as a baseline for measuring the vehicle body attitude deviation after the collision. The deviation between the vehicle attitude data and the attitude reference data is used to characterize the unbalanced state of the vehicle caused by the shift of the center of gravity after the collision.

[0077] The principle followed throughout the adjustment process is to continuously identify the position of the vehicle's center of gravity and the error in the vehicle's balance relative to the initial vehicle. The position of the center of gravity determines the target suspension that should be raised or lowered, and the error in the vehicle's balance relative to the initial vehicle determines the height at which the target suspension should be raised or lowered.

[0078] For example, the vehicle body can be divided into four support points, corresponding to the four positions of the four wheels. The onboard processor can identify the side with greater pressure using pressure sensors at the bottom of the vehicle body and determine that side as the direction of center of gravity shift. For instance, when the vehicle slides towards the passenger side, the center of gravity is located on the passenger side. The pressure value detected by the pressure sensor at the passenger side of the vehicle is greater than the pressure values ​​at the other three wheel positions. Based on this, the onboard processor determines that the direction of center of gravity shift is the passenger side and identifies the suspension corresponding to the passenger side as the target suspension.

[0079] The aforementioned center of gravity offset can be considered as the error between vehicle attitude data and attitude reference data. This error is used to determine the height at which the target suspension is raised or lowered. For example, the vehicle can be divided into two quadrants, with the midpoint of the vehicle's length as the origin (0, 0), the coordinates of the front wheels as (2, 0), and the coordinates of the rear wheels as (-2, 0). The coordinates of the front and rear wheels on the other side are set similarly. This coordinate data is pre-set and stored on both the vehicle and cloud servers at the factory, and can be reassigned from the cloud server in case of data loss on the vehicle. When the vehicle travels on rough terrain, if the coordinate of the right front wheel changes from (2, 0) to (2, 1), it indicates that the right front wheel has been raised by 0.1 meters. At this time, the suspension corresponding to the other three wheels also needs to be raised accordingly to ensure that the vehicle remains consistent in the height direction, i.e., the Y-axis direction. However, the horizontal coordinates, i.e., the X-axis direction, will inevitably change during vehicle turning, so there is no need to adjust for the horizontal coordinate changes.

[0080] Based on this, the target suspension to be adjusted is determined by the direction of the center of gravity shift, and the suspension height adjustment parameters are determined by the degree of center of gravity shift combined with the suspension stiffness information. This allows the suspension height adjustment to specifically counteract the body tilt caused by the shift of the center of gravity, thereby maintaining the body balance more precisely and effectively suppressing secondary imbalance and rollover of the vehicle.

[0081] In some implementations, controlling the vehicle to perform vehicle stability operations based on vehicle stability correlation information during the vehicle's movement along the avoidance path may further include the following: On the one hand, based on the vehicle attitude data during the vehicle's movement along the avoidance path, the steering of the target wheel of the vehicle is adjusted, and / or the extension and retraction direction of the vehicle's suspension is adjusted. The vehicle stability-related information includes vehicle attitude data, and the target wheel is the wheel of the vehicle currently in contact with the ground.

[0082] In this embodiment, the target wheel currently in contact with the ground can be determined first based on the vehicle attitude data. Then, the direction of the vehicle's movement can be finely adjusted by rotating the target wheel. The vehicle can also be de-stressed by adjusting the extension and retraction of the suspension corresponding to the target wheel, so as to suppress the vehicle's rollover.

[0083] For example, if a vehicle is rolling or slipping and spinning, it is not advisable to make significant adjustments to the wheel steering. This is similar to the principle that when a vehicle is slipping and spinning at high speed, the steering wheel should not be turned sharply, but rather slightly adjusted. By fine-tuning the steering of the target wheels, the vehicle's direction of motion can be smoothly corrected, avoiding excessive steering and exacerbating vehicle imbalance. Simultaneously, since the extension and contraction of the suspension can absorb and release the impact energy of the vehicle body, the force can be dissipated by adjusting the direction of suspension extension and contraction, thereby suppressing vehicle rollover.

[0084] Furthermore, the impact force of the vehicle can be determined based on its rotational speed and total weight. The suspension extension / retraction can then be adjusted according to a pre-calibrated relationship between the impact force and suspension extension / retraction. This pre-calibrated relationship can be official vehicle test data—data calibrated through crash tests before the vehicle leaves the factory and stored on both the vehicle and cloud servers—regarding the relationship between suspension extension length and impact force. The vehicle body can retrieve this relationship from the cloud server and determine the appropriate extension / retraction amount the suspension should perform under the current impact force.

[0085] It should be noted that real-time acquisition of vehicle attitude data can be achieved by the onboard processor determining the vehicle's current position based on environmental references and the vehicle's own position. Then, the vehicle's direction of motion is determined by comparing the current position with the historical position at the previous sampling time. The environmental references can be fixed objects in the 3D environmental data, such as streetlights, traffic signs, and building corners. Optionally, the sampling interval between the previous and current sampling times can be set to 10ms, meaning the onboard processor samples the vehicle's position every 10ms. By comparing the vehicle's current position with its historical position 10ms ago, the vehicle's direction of motion is obtained, thus achieving high-frequency real-time monitoring of the vehicle's attitude.

[0086] On the other hand, based on road condition information and vehicle power performance information during the vehicle's movement along the avoidance path, the vehicle's output power is adjusted. Vehicle stability-related information includes road condition information and power performance information.

[0087] In this embodiment, the vehicle's output power can be adjusted in real time based on the road surface unevenness represented by the road condition information and the power output capability represented by the power performance information. The specific implementation method can be referred to the description in the following embodiments, which will not be repeated here.

[0088] Based on this, by coordinating the steering fine-tuning of the target wheel currently in contact with the ground with the suspension's telescopic force dissipation, the vehicle's direction of motion can be continuously corrected and rollback suppressed during rollover or slippage, allowing the vehicle to move along the avoidance path as much as possible. Simultaneously, by adjusting the output power in conjunction with road condition and power performance information, the vehicle's movement can be provided with power support that matches the road conditions, thereby further improving the vehicle's stability during movement along the avoidance path.

[0089] In some implementations, adjusting the vehicle's output power based on road condition information and vehicle power performance information during the vehicle's movement along the avoidance path can include the following: Based on road condition information and vehicle power performance data, determine whether the vehicle is capable of traversing the current road surface. If the vehicle is capable, increase the vehicle's power output and prioritize distributing power to the wheels for steering to adjust the vehicle's direction of movement. If the vehicle is not capable, reduce the vehicle's power output and prioritize distributing power to the suspension for extension and contraction to adapt to the current road surface.

[0090] In this embodiment, the aforementioned power performance data can be vehicle power and suspension capability data, which are pre-marked in the vehicle's background strategy storage. For example, data on the vehicle's maximum power for hill-climbing and ramp-climbing capabilities, i.e., the slope at which the vehicle can climb and the slope at which it will get stuck and crash; and data such as the vehicle's approach and departure angles. Determining whether the vehicle has the ability to traverse the current road surface can be achieved by matching road condition information obtained through external radar and cameras, such as the height of road bumps, the depth of depressions, and the slope, with the vehicle's power performance data. If the road conditions are within the range of the vehicle's power and suspension capabilities, the vehicle is determined to have the ability to traverse the surface; otherwise, the vehicle is determined not to have the ability to traverse the surface.

[0091] When a vehicle has the capability to traverse uneven terrain, increasing its power output (i.e., increasing horsepower) and raising the suspension allows it to quickly move away from dangerous areas. Simultaneously, prioritizing power distribution to the wheels for steering ensures the vehicle's ability to adjust its direction of travel. Conversely, when a vehicle lacks the capability, reducing its power output (i.e., decreasing horsepower) and lowering the suspension lowers the vehicle's stance. This allows the stiffest sidewalls of the chassis to absorb impacts from potholes, reducing the impact intensity of collisions with obstacles. Simultaneously, prioritizing power distribution to the suspension for extension and contraction allows the suspension to adapt to different terrain types and distribute stress effectively.

[0092] It should be noted that the power distribution between wheel steering and suspension extension / retraction can be indicated by a power distribution priority. This priority indicates whether, at any given moment, power should be prioritized for wheel steering to adjust the vehicle's direction of motion, or for suspension extension / retraction to adapt to the terrain. For example, when the vehicle needs to quickly correct its direction of motion to avoid an obstacle ahead, power should be prioritized for wheel steering, while when the vehicle is traversing a series of potholes, power should be prioritized for suspension extension / retraction.

[0093] It should also be noted that the aforementioned process of dynamically adjusting vehicle power can include the following two stages: The first stage is during the rollover or skidding process after a collision, where the vehicle's power and suspension are adjusted based on vehicle posture data and road condition information. In this stage, the adjustments to power and suspension are derived from calculations by the intelligent driving system and data interaction and coordination with the cloud server. The second stage is after the vehicle stops rolling, controlling the vehicle to leave the current danger zone along an evasive maneuver. In this stage, the intelligent driving system takes over control of the vehicle. Furthermore, during the departure process, the vehicle's power and suspension gradually transition from rapid changes initially aimed at a quick escape to stable control adapted to the road surface and environment of the current escape route.

[0094] Based on this, the power output intensity and power distribution priority are differentiated according to whether the vehicle has the ability to pass through the road. This allows the vehicle to increase its horsepower to pass quickly when it can pass through the road, and reduce its horsepower when it cannot pass through the road, with the most rigid bottom side beam of the vehicle body bearing the impact of the road. This avoids damage to the tires and chassis or rollover of the vehicle when it tries to force its way through the bad road surface during the escape process, and further reduces the severity of secondary accidents.

[0095] In some implementations, after controlling the vehicle to perform vehicle stability control, the following may also be included: The system performs a vehicle self-check to obtain vehicle self-check information and sends a graded rescue signal based on the self-check information. The graded rescue signal is used to indicate the current damage status of the vehicle and the rescue requirement status.

[0096] In this embodiment, the aforementioned vehicle self-check can be a check of the status of the vehicle's escape and life support systems. The vehicle self-check information may include at least one of the following: battery temperature, vehicle damage status, vehicle body airtightness, air conditioning status, interior temperature, interior status, and occupant status. For example, the occupant status can be determined using in-vehicle cameras and seat pressure sensors, while vehicle damage status can be determined based on the triggering status of various collision sensors and the deformation detection results of the vehicle body structure.

[0097] For example, sending tiered emergency response signals based on vehicle self-inspection information may include the following: If the vehicle self-inspection information indicates that there are injuries or vehicle damage affecting road safety, such as abnormal battery temperature, fuel leakage, or even minor collisions affecting traffic, a first emergency response signal is sent to request assistance, and the current road conditions are reported to request emergency response. If the vehicle self-inspection information indicates that there are no injuries and the vehicle is capable of continuing to drive, a second emergency response signal is sent to report the accident, and the road segment where the vehicle is located is marked as a high-risk segment to warn other passing vehicles to avoid the area.

[0098] Furthermore, after sending the tiered emergency response signal, the onboard processor can also receive instructions indicating whether the vehicle is permitted to continue driving. These instructions can be issued by the vehicle's official service platform or emergency response platform based on the vehicle's self-check information and the tiered emergency response signal. If the instructions indicate that continued driving is permitted, the vehicle will continue driving, and the accident will be handled. If the instructions indicate that continued driving is not permitted, the vehicle will be controlled to await rescue, and the occupants will be advised to move away from the accident scene.

[0099] Based on this, by transmitting vehicle self-inspection and graded rescue signals, the damage status and rescue needs of vehicles after a collision can be reported in a timely and accurate manner. In cases where there are injuries or road safety issues, rescue can be requested quickly. For minor accidents, only accident information is reported and risk sections are marked, thereby realizing the graded allocation of rescue resources and further improving the safety of vehicles after a collision.

[0100] As an exemplary implementation of this application, the vehicle collision control method provided in this application can be divided into three states: risk preparation state, execution state, and dynamic adjustment state. The risk preparation state is the state the vehicle enters before a collision occurs, for example, 3 seconds before a collision is predicted. In this state, the vehicle's control suspension is raised to receive the collision with the strongest part of the vehicle body, and the environmental information, escape routes, and ground unevenness and paving material on the opposite side of the collision point (i.e., the possible rollover direction) are analyzed in advance. The execution state is the state where the vehicle moves according to the planned avoidance path and performs vehicle stabilization operations after the collision begins. The dynamic adjustment state is the state where the vehicle adjusts in real time based on feedback after contact with the ground during rollover or sliding rotation. In this state, the onboard processor adjusts the execution strategy promptly based on contact feedback, rather than simply executing the strategy analyzed a few milliseconds ago, thus ensuring that the control strategy always matches the actual movement state of the vehicle.

[0101] Based on the same technical concept as the above embodiments, the vehicle collision control method provided in this application can be executed by a vehicle collision control device. This application uses the example of a vehicle collision control device executing the vehicle collision control method to illustrate the vehicle collision control device provided in this application. Figure 3 As shown, the post-collision control device 300 includes: The path planning module 310 is used to plan a safe movement path for the vehicle without the risk of secondary collision based on multi-source perception data in response to the prediction that a collision is about to occur.

[0102] The path execution module 320 is used to control the vehicle to move according to the avoidance movement path after a collision.

[0103] The vehicle adjustment module 330 is used to control the vehicle to perform vehicle stability operation based on the vehicle stability correlation information during the vehicle's movement along the hazard avoidance path; wherein the vehicle stability correlation information is information that affects the vehicle's stability during movement, and the vehicle stability operation is used to maintain the vehicle's stability during the vehicle's movement along the hazard avoidance path.

[0104] In some implementations, the vehicle adjustment module 330 may also be specifically used to control the vehicle to perform vehicle stability control operations, including at least one of the following: Adjusting the vehicle's suspension height; adjusting the steering of the target wheels of the vehicle; adjusting the extension and retraction direction of the vehicle's suspension; adjusting the vehicle's output power.

[0105] In some implementations, the vehicle stability associated information includes road condition information, suspension stiffness information, and vehicle attitude data. The vehicle adjustment module 330 can also be specifically used to control the vehicle to perform vehicle stability operations based on the vehicle stability associated information during the vehicle's movement along the avoidance path, including: Based on the road condition information during the vehicle's movement along the avoidance path, the target adjustment state of the vehicle's suspension height is determined. The target adjustment state is used to characterize raising or lowering the suspension. Based on the road condition information, vehicle attitude data, and vehicle suspension stiffness information during the vehicle's movement along the avoidance path, determine the suspension height adjustment parameters under the target adjustment state. Adjust the vehicle's suspension height according to the target adjustment state and suspension height adjustment parameters.

[0106] In some embodiments, the vehicle adjustment module 330 can also be specifically used to determine the suspension height adjustment parameters in the target adjustment state based on road condition information and vehicle attitude data during the vehicle's movement along the avoidance path, as well as the vehicle's suspension stiffness information, including: Based on the deviation between the vehicle attitude data and the attitude reference data, the direction and degree of the vehicle's center of gravity offset are determined. The attitude reference data is the vehicle's balance attitude pre-calibrated during normal vehicle operation. Determine the target suspension to be adjusted based on the direction of the center of gravity shift. Based on the degree of center of gravity offset and suspension stiffness information, determine the suspension height adjustment parameters of the target suspension under the target adjustment state.

[0107] In some embodiments, the vehicle adjustment module 330 may also be specifically used to control the vehicle to perform vehicle stability operations based on vehicle stability correlation information during the vehicle's movement along the avoidance path, including at least one of the following: Based on the vehicle attitude data during the vehicle's movement along the avoidance path, the steering of the target wheel of the vehicle is adjusted, and / or the extension and retraction direction of the vehicle's suspension is adjusted. The vehicle stability related information includes vehicle attitude data, and the target wheel is the wheel of the vehicle currently in contact with the ground. Based on road condition information and vehicle power performance information during the vehicle's movement along the avoidance path, the vehicle's output power is adjusted. Vehicle stability-related information includes road condition information and power performance information.

[0108] In some implementations, the vehicle adjustment module 330 can also be specifically used to adjust the vehicle's output power based on road condition information and vehicle power performance information during the vehicle's movement along the avoidance path, including: Based on road condition information and vehicle power performance data, determine whether the vehicle has the ability to pass through the current road surface; If the vehicle has the aforementioned passability, the power output of the vehicle is increased, and the power of the vehicle is preferentially distributed to the wheels for wheel steering in order to adjust the direction of the vehicle's movement. If the vehicle does not have the required passability, the vehicle's power output is reduced, and the vehicle's power is preferentially distributed to the suspension for suspension extension and retraction to adapt to the current road surface.

[0109] In some implementations, the multi-source perception data includes at least sensor observation data, vehicle performance data, and historical driving behavior data. The path planning module 310 can also be specifically used to plan a collision avoidance path for the vehicle without secondary collision risk based on the multi-source perception data, including: Path analysis is performed on environmental information from sensor observation data to obtain candidate avoidance movement paths; Based on the information of the moving target object in the sensor observation data, determine the movement trajectory of the target object; Based on candidate avoidance paths and trajectories, as well as vehicle performance data and historical driving behavior data, an avoidance path with no risk of secondary collision is determined.

[0110] In some implementations, in response to a prediction that a vehicle collision is imminent, the post-collision control device 300 may also be specifically used for: Based on multi-source perception data, determine the collision parameters of the vehicle that is about to collide; Based on the collision parameters, the vehicle's collision location is adjusted to the target collision location during a collision.

[0111] In some implementations, in response to a prediction that a vehicle collision is imminent, the post-collision control device 300 may also be specifically used for: The vehicle's onboard processor is managed to retain the minimum computing power required to maintain intelligent driving and vehicle safety, while the remaining computing power is used to plan hazard avoidance paths and path execution control.

[0112] In some implementations, after controlling the vehicle to perform vehicle stability control, the post-collision control device 300 can also be specifically used for: The system performs a vehicle self-check to obtain vehicle self-check information and sends a graded rescue signal based on the self-check information. The graded rescue signal is used to indicate the current damage status of the vehicle and the rescue requirement status.

[0113] The vehicle collision control device 300 provided in this application embodiment can communicate with various sensing devices installed on the vehicle to obtain various data on the vehicle's surrounding environment and its own state. Simultaneously, the vehicle collision control device 300 can also communicate with a cloud server to obtain environmental data and historical vehicle data sent from the cloud server. The aforementioned sensing devices may include at least one of the following: an external vehicle camera, LiDAR, millimeter-wave radar, ultrasonic radar, inertial measurement unit, vehicle body pressure sensor, and positioning components.

[0114] The vehicle collision control device provided in this application makes up for the lack of automatic response means in existing vehicle safety systems after a collision. It can automatically respond to possible secondary collision damage in this high-risk stage after a collision, thereby improving the safety of the vehicle after a collision.

[0115] It is understood that the implementation methods of the vehicle collision control method 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.

[0116] Based on the same technical concept, this application also provides a control device after a vehicle collision. This control 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 any device with data processing capabilities; for example, it can be an in-vehicle terminal, desktop computer, laptop computer, server, workstation, or edge computing device. Figure 4 As shown, the post-collision control device 400 may include a processor 410, a communication interface 420, a memory 430, and a communication bus 440. The processor 410, communication interface 420, and memory 430 communicate with each other via the communication bus 440. The processor 410 can call logical instructions stored in the memory 430 to execute the steps of the post-collision control method as described in the above method embodiment.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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 vehicle collision control method as described in the above method embodiments.

[0121] Based on the same technical concept, this application also provides a computer program, which, when executed by a main control device, implements the vehicle collision control method 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.

[0122] 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 vehicle collision control method in the above method embodiments.

[0123] Based on the same technical concept, embodiments of this application also provide a processor for implementing the steps of the vehicle collision control method in the above method embodiments. The processor can be a chip.

[0124] 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.

[0125] 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.

[0126] 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.

[0127] 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 post-impact control method for a vehicle, characterized by, include: In response to the prediction that a vehicle collision is imminent, a risk-avoidance movement path without secondary collision risk is planned based on multi-source perception data. After the vehicle collides, the vehicle is controlled to move according to the avoidance movement path; Based on the vehicle stability correlation information during the vehicle's movement along the avoidance path, control the vehicle to perform vehicle stability operation; The vehicle stability association information refers to information that affects the vehicle's stability during movement, and the vehicle stability operation is used to maintain the vehicle's stability during the movement of the avoidance path.

2. The post-collision control method of a vehicle according to claim 1, characterized by, The control of the vehicle to perform vehicle stability operation includes at least one of the following: Adjust the suspension height of the vehicle; Adjust the steering of the target wheels of the vehicle; Adjust the extension and retraction direction of the vehicle's suspension; Adjust the output power of the vehicle.

3. The vehicle collision control method according to claim 2, characterized in that, The vehicle stability correlation information includes road condition information, suspension stiffness information, and vehicle attitude data. The step of controlling the vehicle to perform vehicle stability operations based on the vehicle stability correlation information during the vehicle's movement along the avoidance path includes: Based on the road condition information during the vehicle's movement along the avoidance path, the target adjustment state of the vehicle's suspension height is determined, and the target adjustment state is used to characterize raising or lowering the suspension height. Based on the road condition information and vehicle attitude data during the vehicle's movement along the avoidance path, as well as the vehicle's suspension stiffness information, the suspension height adjustment parameters in the target adjustment state are determined. The vehicle's suspension height is adjusted according to the target adjustment state and the suspension height adjustment parameters.

4. The vehicle collision control method according to claim 3, characterized in that, The step of determining the suspension height adjustment parameters in the target adjustment state based on road condition information, vehicle attitude data, and suspension stiffness information of the vehicle during its movement along the avoidance path includes: Based on the deviation between the vehicle posture data and the posture reference data, the direction and degree of the vehicle's center of gravity shift are determined. The posture reference data is the vehicle's pre-calibrated balance posture during normal vehicle operation. The target suspension to be adjusted for the vehicle is determined based on the direction of the center of gravity offset. Based on the degree of center of gravity offset and the suspension stiffness information, the suspension height adjustment parameters of the target suspension in the target adjustment state are determined.

5. The vehicle collision control method according to claim 2, characterized in that, The step of controlling the vehicle to perform vehicle stability control based on vehicle stability correlation information during the vehicle's movement along the avoidance path includes at least one of the following: Based on the vehicle attitude data during the vehicle's movement along the avoidance path, the steering of the target wheel of the vehicle is adjusted, and / or the extension and retraction direction of the vehicle's suspension is adjusted, wherein the vehicle stability association information includes the vehicle attitude data, and the target wheel is the wheel of the vehicle currently in contact with the ground. Based on the road condition information and the vehicle's power performance information during the vehicle's movement along the avoidance path, the vehicle's output power is adjusted. The vehicle stability information includes the road condition information and the power performance information.

6. The vehicle collision control method according to claim 5, characterized in that, Based on road condition information and vehicle power performance information during the vehicle's movement along the avoidance path, the vehicle's output power is adjusted, including: Based on the road condition information and the vehicle's power performance data, determine whether the vehicle has the ability to pass through the current road surface; If the vehicle has the aforementioned passability, then the power output intensity of the vehicle is increased, and the power of the vehicle is preferentially distributed to the wheels for wheel steering in order to adjust the direction of movement of the vehicle. If the vehicle does not have the required passability, the power output of the vehicle is reduced, and the power of the vehicle is preferentially distributed to the suspension for suspension extension and retraction to adapt to the current road surface.

7. The vehicle collision control method according to claim 6, characterized in that, The multi-source perception data includes at least sensor observation data, vehicle performance data, and historical driving behavior data. The step of planning a collision avoidance path for the vehicle without secondary collision risk based on the multi-source perception data includes: Path analysis is performed on the environmental information in the sensor observation data to obtain candidate avoidance movement paths; Based on the moving target object information in the sensor observation data, determine the movement trajectory of the target object; Based on the candidate avoidance movement paths and the movement trajectory, as well as the vehicle performance data and the historical driving behavior data, an avoidance movement path with no risk of secondary collision is determined for the vehicle.

8. The vehicle collision control method according to claim 1, characterized in that, The response after predicting an impending vehicle collision also includes: Based on the multi-source sensing data, the collision parameters of the vehicle that is about to collide are determined; Based on the collision parameters, the collision point of the vehicle during a collision is adjusted to the target collision point.

9. The vehicle collision control method according to claim 1, characterized in that, The response after predicting an impending vehicle collision also includes: The vehicle's onboard processor is managed to retain the minimum computing power required to maintain intelligent driving and vehicle safety, while the remaining computing power, excluding the minimum computing power, is used to plan the hazard avoidance path and path execution control.

10. The vehicle collision control method according to claim 1, characterized in that, After controlling the vehicle to perform vehicle stability operation, the method further includes: The vehicle performs a self-check to obtain vehicle self-check information, and sends a graded rescue signal based on the vehicle self-check information. The graded rescue signal is used to indicate the current damage status and rescue demand status of the vehicle.

11. A control device after a vehicle collision, characterized in that, include: The path planning module is used to plan a safe avoidance path for the vehicle without the risk of secondary collision based on multi-source perception data in response to a predicted collision. The path execution module is used to control the vehicle to move according to the avoidance movement path after the vehicle collides. The vehicle adjustment module is used to control the vehicle to perform vehicle stability operation based on the vehicle stability correlation information during the vehicle's movement along the avoidance path; wherein, the vehicle stability correlation information is information that affects the vehicle's vehicle stability during movement, and the vehicle stability operation is used to maintain the vehicle's vehicle stability during the avoidance path movement.

12. A control device for 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 vehicle collision control method 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 vehicle collision control method 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 vehicle collision control method as described in any one of claims 1 to 10.

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