Vehicle occupant safety protection control method and apparatus, vehicle, and storage medium

Abstract

The present application relates to a vehicle occupant safety protection control method and apparatus, a vehicle, and a storage medium. The method comprises: on the basis of the communication state between a current vehicle and surrounding vehicles, when it is determined that there is a risk of collision between the current vehicle and the surrounding vehicles, and when it is determined on the basis of the vehicle speed of the current vehicle that the current vehicle does not satisfy a preset collision avoidance condition, planning a first emergency steering path; acquiring a first prediction result when an AES system executes a steering action on the basis of the first emergency steering path, and when the first prediction result indicates no collision, planning a second emergency steering path; and when it is determined on the basis of the second emergency steering path that the current vehicle satisfies the preset collision avoidance condition, executing a steering action on the basis of the second emergency steering path, so as to protect occupants. Thus, the present application solves the problems of existing braking systems only achieving limited maximum deceleration at high speeds due to actuator constraints and failing to reach desired safe speeds, as well as the lack of integration of active and passive safety technologies so as to provide maximum protection for occupants.

Description

Vehicle occupant safety protection control methods, devices, vehicles and storage media

[0001] Cross-references to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202411001032.3, filed on July 24, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of intelligent driving technology, and in particular to a method, device, vehicle, and storage medium for vehicle occupant safety protection control. Background Technology

[0004] With the booming development of intelligent and connected vehicles and transportation, autonomous driving technology has developed to Level 3. It can identify roads, other vehicles, pedestrians and basic transportation facilities through V2X (Vehicle to X) technology, high-precision maps, high-precision positioning and sensors such as cameras and radar in ADAS (Advanced Driving Assistance System), and calculate and output information such as the time remaining before the expected collision and the relative speed at the zero moment of the expected collision.

[0005] Currently, AEB (Autonomous Emergency Braking) systems do not consider the limitations of chassis actuators and can only reduce the maximum speed to a limited extent. At high speeds, they cannot brake to reduce the vehicle to the desired safe speed, posing a safety hazard. Furthermore, there is a lack of technology that combines active and passive safety technologies to provide maximum protection for occupants, which urgently needs to be improved. Summary of the Invention

[0006] This application provides a vehicle occupant safety protection control method, device, vehicle, and storage medium to solve the problems that current braking systems are limited to a limited maximum speed reduction by the actuator at high speeds and cannot reach the desired vehicle speed, as well as the lack of technology that combines active and passive safety technologies to provide maximum protection for occupants, thereby achieving passenger safety protection in emergency scenarios.

[0007] To achieve the above objectives, the first aspect of this application proposes a vehicle occupant safety protection control method, comprising the following steps:

[0008] Obtain the communication status between the current vehicle and surrounding vehicles;

[0009] Based on the communication status, it is determined whether there is a risk of collision between the current vehicle and the surrounding vehicles;

[0010] If there is a collision risk between the current vehicle and the surrounding vehicles, then when it is determined that the current vehicle does not meet the preset collision avoidance conditions based on the vehicle speed, a first emergency turning path is planned.

[0011] The system obtains the first prediction result of the AES (Automatic Emergency Steering) system when it performs a steering action based on the first emergency steering path, and plans a second emergency steering path when the first prediction result indicates no collision. When it is determined that the current vehicle meets the preset collision avoidance conditions based on the second emergency steering path, the system controls the AES system to perform the steering action based on the second emergency steering path to protect the occupants.

[0012] Based on the above technical means, by judging the possibility of an emergency collision, a logical judgment mechanism is introduced to solve the problems of the current AEB system being limited to a limited maximum speed reduction by the actuator at high speeds and unable to reach the expected vehicle speed, as well as the lack of technology that combines active and passive safety technologies to provide maximum protection for occupants, thus achieving passenger safety protection in emergency scenarios.

[0013] According to one embodiment of this application, determining whether there is a collision risk between the current vehicle and the surrounding vehicles based on the communication state includes:

[0014] Determine whether the communication state meets the preset communication state;

[0015] If the communication state satisfies the preset communication state, then based on the preset coordinate transformation strategy, the absolute ground coordinates of the target vehicle are converted into coordinates in a relative coordinate system with the current vehicle as the origin, and based on the coordinates, it is determined whether there is a collision risk between the current vehicle and the surrounding vehicles. Otherwise, the vehicle sensor information and motion information of the current vehicle are obtained, and based on the vehicle sensor information and the motion information, it is determined whether there is a collision risk between the current vehicle and the surrounding vehicles.

[0016] Based on the aforementioned technical means, a collision risk assessment strategy based on communication status is adopted, which combines coordinate transformation, vehicle sensor information, and motion information, among other technical means, to achieve accurate assessment of collision risk under different communication statuses. This is of great significance for improving driving safety.

[0017] According to one embodiment of this application, after determining that there is a collision risk between the current vehicle and the surrounding vehicles, the method further includes:

[0018] Obtain the current vehicle speed and determine whether the vehicle speed is greater than the preset maximum speed reduction;

[0019] If the vehicle speed is greater than the preset maximum speed drop, then obtain the second prediction result of the AEB system performing braking action based on the preset maximum speed drop;

[0020] If the second prediction result is no collision, then the current vehicle is determined to meet the preset collision avoidance conditions.

[0021] Based on the aforementioned technical means, after determining that there is a collision risk between the current vehicle and surrounding vehicles, the vehicle speed is judged and the prediction results of the AEB system are used to assess whether the preset collision avoidance conditions are met. This enables dynamic response to collision risks and predictive decision-making, which helps to improve driving safety and optimize the use of vehicle resources.

[0022] According to one embodiment of this application, after planning the second emergency turning path, the method further includes:

[0023] If it is determined based on the second emergency steering path that the current vehicle does not meet the preset collision avoidance conditions, then it is determined whether the current vehicle meets the preset collision avoidance conditions when the AEB system and the AES system are working together.

[0024] If the current vehicle meets the preset collision avoidance conditions when the AEB system and the AES system work together, then the AEB system and the AES system are triggered to perform coordinated control; otherwise, the relative speed and relative acceleration of the current vehicle at the time of the collision are calculated, and the collision intensity is calculated based on the relative speed and the relative acceleration.

[0025] Determine whether the collision intensity is greater than a preset intensity;

[0026] When the collision intensity is greater than the preset intensity, the intelligent airbag system is triggered to adjust the ignition timing and detonation intensity of the intelligent airbag in order to protect the occupants.

[0027] Based on the aforementioned technical means, the introduction of collaborative work between the AEB and AES systems, along with subsequent collision intensity assessment strategies, not only improves the efficiency and success rate of collision avoidance but also demonstrates the multi-system collaborative control capabilities of intelligent driving systems. Simultaneously, through the precise control of the intelligent airbag system, more effective safety protection is provided for occupants, thereby further enhancing driving safety.

[0028] According to one embodiment of this application, after obtaining the first prediction result when the AES system performs the steering action according to the first emergency steering path, the method further includes:

[0029] If the first prediction result is a collision, then the step of determining whether the current vehicle meets the preset collision avoidance conditions when the AEB system and the AES system are working together is executed.

[0030] According to one embodiment of this application, after determining whether the vehicle speed is greater than the preset maximum speed reduction, the method further includes:

[0031] If the vehicle speed is less than or equal to the preset maximum speed drop, then obtain the third prediction result of the AEB system performing the braking action based on the vehicle speed;

[0032] If the third prediction result is no collision, then the current vehicle is determined to meet the preset collision avoidance conditions, and the AEB system is triggered to perform the braking action; otherwise, the step of obtaining the first prediction result when the AES system performs the steering action according to the first emergency steering path is executed.

[0033] According to the vehicle occupant safety protection control method proposed in this application, based on the communication status between the current vehicle and surrounding vehicles, it is determined whether there is a collision risk between the current vehicle and surrounding vehicles. If there is a collision risk between the current vehicle and surrounding vehicles, when it is determined that the current vehicle does not meet the preset collision avoidance conditions based on the current vehicle speed, a first emergency steering path is planned, a first prediction result of the AES system executing the steering action according to the first emergency steering path is obtained, and when the first prediction result is no collision, a second emergency steering path is planned. When it is determined that the current vehicle meets the preset collision avoidance conditions based on the second emergency steering path, the steering action is executed based on the second emergency steering path to protect the occupants. Thus, by judging the possibility of an emergency collision and introducing a logical judgment mechanism, this solves the problems of the current AEB system being limited to a limited maximum speed reduction by the actuator at high speeds and unable to reach the desired vehicle speed, and the lack of technology that combines active and passive safety technologies to maximize occupant protection, thereby achieving passenger safety protection in emergency scenarios.

[0034] To achieve the above objectives, a second aspect of this application provides a vehicle occupant safety protection control device, comprising:

[0035] The acquisition module is used to acquire the communication status between the current vehicle and surrounding vehicles;

[0036] The judgment module is used to determine, based on the communication status, whether there is a collision risk between the current vehicle and the surrounding vehicles;

[0037] The planning module is used to plan a first emergency turning path when the current vehicle does not meet the preset collision avoidance conditions based on the vehicle speed of the current vehicle, and when there is a collision risk between the current vehicle and the surrounding vehicles.

[0038] The control module is used to acquire the first prediction result of the AES system when it performs a steering action according to the first emergency steering path, and plan a second emergency steering path when the first prediction result is a no-collision scenario. When it is determined that the current vehicle meets the preset collision avoidance conditions based on the second emergency steering path, the module controls the AES system to perform the steering action based on the second emergency steering path to protect the occupants.

[0039] According to one embodiment of this application, the determining module is specifically used for:

[0040] Determine whether the communication state meets the preset communication state;

[0041] If the communication state satisfies the preset communication state, then based on the preset coordinate transformation strategy, the absolute ground coordinates of the target vehicle are converted into coordinates in a relative coordinate system with the current vehicle as the origin, and based on the coordinates, it is determined whether there is a collision risk between the current vehicle and the surrounding vehicles. Otherwise, the vehicle sensor information and motion information of the current vehicle are obtained, and based on the vehicle sensor information and the motion information, it is determined whether there is a collision risk between the current vehicle and the surrounding vehicles.

[0042] According to one embodiment of this application, after determining that there is a collision risk between the current vehicle and the surrounding vehicles, the determination module further includes:

[0043] The judgment unit is used to obtain the current vehicle speed and determine whether the vehicle speed is greater than the preset maximum speed reduction.

[0044] The acquisition unit is used to acquire a second prediction result of the AEB system performing braking action based on the preset maximum speed drop when the vehicle speed is greater than the preset maximum speed drop.

[0045] The determination unit is used to determine that the current vehicle meets the preset collision avoidance conditions when the second prediction result is no collision.

[0046] According to one embodiment of this application, after planning the second emergency turning path, the control module is further configured to:

[0047] When it is determined that the current vehicle does not meet the preset collision avoidance conditions based on the second emergency steering path, it is determined whether the current vehicle meets the preset collision avoidance conditions when the AEB system and the AES system are working together.

[0048] If the current vehicle meets the preset collision avoidance conditions when the AEB system and the AES system work together, then the AEB system and the AES system are triggered to perform coordinated control; otherwise, the relative speed and relative acceleration of the current vehicle at the time of the collision are calculated, and the collision intensity is calculated based on the relative speed and the relative acceleration.

[0049] Determine whether the collision intensity is greater than a preset intensity;

[0050] When the collision intensity is greater than the preset intensity, the intelligent airbag system is triggered to adjust the ignition timing and detonation intensity of the intelligent airbag in order to protect the occupants.

[0051] According to one embodiment of this application, after obtaining the first prediction result of the AES system performing the steering action according to the first emergency steering path, the control module is further configured to:

[0052] When the first prediction result is a collision, the step of determining whether the current vehicle meets the preset collision avoidance conditions when the AEB system and the AES system are working together is executed.

[0053] According to one embodiment of this application, after determining whether the vehicle speed is greater than the preset maximum speed drop, the determining unit is further configured to:

[0054] When the vehicle speed is less than or equal to the preset maximum speed drop, the third prediction result of the AEB system performing the braking action based on the vehicle speed is obtained;

[0055] If the third prediction result is no collision, then the current vehicle is determined to meet the preset collision avoidance conditions, and the AEB system is triggered to perform the braking action; otherwise, the step of obtaining the first prediction result when the AES system performs the steering action according to the first emergency steering path is executed.

[0056] According to the vehicle occupant safety protection control device proposed in this application embodiment, based on the communication status between the current vehicle and surrounding vehicles, it determines whether there is a collision risk between the current vehicle and surrounding vehicles. If there is a collision risk between the current vehicle and surrounding vehicles, when it is determined that the current vehicle does not meet the preset collision avoidance conditions based on the current vehicle speed, a first emergency steering path is planned, a first prediction result of the AES system executing the steering action according to the first emergency steering path is obtained, and when the first prediction result is no collision, a second emergency steering path is planned. When it is determined that the current vehicle meets the preset collision avoidance conditions based on the second emergency steering path, the steering action is executed based on the second emergency steering path to protect the occupants. Thus, by judging the possibility of an emergency collision and introducing a logical judgment mechanism, this solves the problems of the current AEB system being limited to a limited maximum speed reduction by the actuator at high speeds and unable to reach the desired vehicle speed, and the lack of technology that combines active and passive safety technologies to maximize occupant protection, thereby achieving passenger safety protection in emergency scenarios.

[0057] To achieve the above objectives, a third aspect of this application provides a vehicle comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle occupant safety protection control method as described in the above embodiments.

[0058] To achieve the above objectives, a fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the vehicle occupant safety protection control method as described in the above embodiments.

[0059] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0060] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0061] Figure 1 is a flowchart of a vehicle occupant safety protection control method according to an embodiment of this application;

[0062] Figure 2 is a schematic diagram of a partial collision hazard analysis of whether an emergency turn can avoid a collision, according to an embodiment of this application;

[0063] Figure 3 is a flowchart of another vehicle occupant safety protection control method provided according to an embodiment of this application;

[0064] Figure 4 is a block diagram of a vehicle occupant safety protection control device provided according to an embodiment of this application;

[0065] Figure 5 is a structural schematic diagram of a vehicle provided according to an embodiment of this application.

[0066] Among them, 10-vehicle occupant safety protection control device, 100-acquisition module, 200-judgment module, 300-control module; 501-memory, 502-processor, 503-communication interface. Detailed Implementation

[0067] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0068] The following description, with reference to the accompanying drawings, describes the vehicle occupant safety protection control method, device, vehicle, and storage medium according to embodiments of this application. First, the vehicle occupant safety protection control method according to embodiments of this application will be described with reference to the accompanying drawings.

[0069] Figure 1 is a flowchart of a vehicle occupant safety protection control method according to an embodiment of this application.

[0070] For example, as shown in Figure 1, the vehicle occupant safety protection control method includes the following steps:

[0071] In step S101, the communication status between the current vehicle and surrounding vehicles is obtained.

[0072] Understandably, vehicle-to-vehicle (V2V) communication technology for intelligent connected vehicles is a key technology for enabling real-time data exchange and collaborative operation between vehicles. Using this technology, the current vehicle can obtain the communication status with surrounding vehicles, thereby optimizing driving decisions and improving driving safety.

[0073] In step S102, based on the communication status, it is determined whether there is a collision risk between the current vehicle and surrounding vehicles.

[0074] In other words, by analyzing the received data, the current vehicle can obtain the communication status with surrounding vehicles. Based on the communication status, it can obtain information such as the relative position, speed, and direction between vehicles. This information helps to determine whether there is a risk of collision between the current vehicle and surrounding vehicles.

[0075] As one possible implementation, in some embodiments, determining whether there is a collision risk between the current vehicle and surrounding vehicles based on the communication status includes: determining whether the communication status meets a preset communication status; if the communication status meets the preset communication status, then based on a preset coordinate transformation strategy, converting the absolute ground coordinates of the target vehicle into coordinates in a relative coordinate system with the current vehicle as the origin, and determining whether there is a collision risk between the current vehicle and surrounding vehicles based on the coordinates; otherwise, acquiring the vehicle's onboard sensor information and motion information, and determining whether there is a collision risk between the current vehicle and surrounding vehicles based on the onboard sensor information and motion information.

[0076] The preset communication status is that the current vehicle is in good communication with surrounding vehicles.

[0077] Specifically, the system can detect the communication status between the current vehicle and surrounding vehicles, including checking indicators such as data packet reception rate, transmission delay, and signal strength. If these communication status indicators meet preset communication status requirements (e.g., reception rate above a certain threshold, transmission delay below a certain threshold, etc.), the communication status is considered good, and collision risk assessment based on the communication status can continue. When the communication status meets the preset requirements, the current vehicle can obtain the absolute geodetic coordinates (e.g., longitude, latitude) of surrounding vehicles from the data received (x... target ,y targrt Based on a preset coordinate transformation strategy (as shown in equations (1) to (3)), the absolute geodetic coordinates (x, y, x) of the surrounding vehicles (i.e., the target vehicle) are transformed. target ,y targrt Convert to coordinates in a relative coordinate system with the current vehicle as the origin. Therefore, the positions of all vehicles can be mapped to the local coordinate system of the current vehicle, facilitating the determination of relative positions. Based on the transformed relative coordinates, the distance and relative position relationship between the current vehicle and surrounding vehicles can be calculated. Combining the vehicle's speed, acceleration, direction, and other motion information, collision avoidance algorithms or safe distance models can be used to determine whether there is a collision risk between the current vehicle and surrounding vehicles. If the communication status does not meet the preset communication status, it indicates that the collision risk assessment cannot be reliably relied upon based on the communication data. In this case, the system can use the vehicle's onboard sensors (such as LiDAR, cameras, etc.) to obtain the motion information of surrounding vehicles, including relative distance, relative speed, relative acceleration, current vehicle speed, current vehicle acceleration, and other related information. Combining the information obtained from the onboard sensors and the current vehicle's motion information, collision avoidance algorithms or safe distance models can be used to determine whether there is a collision risk between the current vehicle and surrounding vehicles.

[0078] Among them, (x ego ,yego () represents the current absolute geodetic coordinates of the vehicle. This represents the current heading angle of the vehicle in the geodetic coordinate system. Let the heading angle of the target vehicle be in the geodetic coordinate system. This is the angle between the current vehicle and the target vehicle.

[0079] Therefore, this application embodiment can acquire motion information of vehicles and pedestrians in front of and to the left and right of the road on which the current vehicle is traveling through vehicle-mounted cameras, millimeter-wave radar, and lidar, and calculate the probability of a collision. Through high-precision positioning, vehicle-to-vehicle communication, and multi-sensor real-time acquisition of information such as the relative lateral and longitudinal distances, relative lateral and longitudinal velocities, and relative lateral and longitudinal accelerations of obstacles, as well as real-time reading of vehicle speed and acceleration, it can calculate and determine in real-time whether there is a risk of collision between the current vehicle and surrounding obstacle vehicles.

[0080] Furthermore, regarding the assessment of collision risk, this application introduces the concept of TTC (Time To Collision) and FCR (Forward Collision Risk) as a prerequisite for determining whether to take obstacle avoidance measures. FCR represents the risk coefficient of a collision between the current vehicle and the target vehicle ahead. The calculation method for FCR is as follows:

[0081] Among them, D rel v represents the actual distance between the current vehicle and the target vehicle ahead. rel The relative speed between the current vehicle and the target vehicle ahead.

[0082] The lower the probability of a current vehicle collision, the smaller the FCR value; the higher the probability of a current vehicle collision, the larger the FCR value. It should be noted that the theoretical value of FCR can be negative, indicating that there is no danger as the target vehicle ahead moves away. In this application, the FCR coefficient is divided into three levels according to the degree of danger, and the quantification boundaries are shown in Table 1:

[0083] Table 1

[0084] In step S103, if there is a risk of collision between the current vehicle and surrounding vehicles, a first emergency steering path is planned when it is determined that the current vehicle does not meet the preset collision avoidance conditions based on the current vehicle speed.

[0085] Specifically, after determining that there is a collision risk between the current vehicle and surrounding vehicles, the current vehicle speed can be obtained. If the current vehicle speed determines that the current vehicle does not meet the preset collision avoidance conditions, local path planning for emergency turning is performed under the assumption that there are no obstacles in the adjacent lanes, that is, planning the first emergency turning path.

[0086] To make it easier to understand, the following explains in detail how to determine whether the current vehicle meets the preset collision avoidance conditions based on the current vehicle speed.

[0087] As one possible implementation, in some embodiments, after determining that there is a collision risk between the current vehicle and surrounding vehicles, the method further includes: obtaining the current vehicle speed and determining whether the vehicle speed is greater than a preset maximum speed drop; if the vehicle speed is greater than the preset maximum speed drop, obtaining a second prediction result of the AEB system performing braking action according to the preset maximum speed drop; if the second prediction result is no collision, determining that the current vehicle meets the preset collision avoidance conditions.

[0088] Specifically, after determining that there is a collision risk between the current vehicle and surrounding vehicles, the system can obtain the current vehicle's speed and then determine whether the current speed is greater than the preset maximum speed reduction (this maximum speed reduction is the maximum permissible deceleration value set by the AEB system for safe collision avoidance). If the current vehicle's speed is greater than the preset maximum speed reduction, the system can call the AEB system's prediction model for performing braking actions based on the preset maximum speed reduction. Based on information such as the position, speed, and acceleration of the current vehicle and surrounding vehicles, the AEB system predicts whether a collision will occur between the two vehicles after performing braking actions at the maximum speed reduction, and obtains the second prediction result of the AEB system. This result indicates whether a collision will occur if braking actions at the maximum speed reduction are performed. If the second prediction result of the AEB system is "no collision," that is, the system predicts that a collision can be avoided after performing braking actions at the maximum speed reduction, then the system determines that the current vehicle meets the preset collision avoidance conditions. At this time, the AEB system can be triggered to brake, controlling the current vehicle to brake to a safe distance and safe speed to eliminate the danger.

[0089] In step S104, the first prediction result of the AES system when performing a steering action according to the first emergency steering path is obtained, and a second emergency steering path is planned when the first prediction result is no collision. When it is determined that the current vehicle meets the preset collision avoidance conditions based on the second emergency steering path, the AES system is controlled to perform a steering action based on the second emergency steering path to protect the occupants.

[0090] Specifically, when controlling the AES system to perform a steering action based on the first emergency steering path, it is necessary to consider the system's prediction results and the planned emergency steering path to ensure effective collision avoidance in emergency situations. That is, the system obtains the first prediction result of the current vehicle's AES system when performing a steering action based on the first emergency steering path. This first prediction result is used to analyze whether the current vehicle can avoid a collision by making an emergency turn while traveling along the first emergency steering path (i.e., when there are no obstacles in the adjacent lanes). If the first prediction result is "no collision," the system can then plan a second emergency steering path, which is planned considering the actual road conditions and potential obstacles. The system then predicts again based on the second emergency steering path whether the current vehicle will have a side collision with other obstacles in the adjacent lanes after the emergency turn. If the prediction result shows that the current vehicle can successfully avoid the obstacle and avoid a collision (the current vehicle meets the preset collision avoidance conditions), the system can then control the AES system to perform a steering action based on the second emergency steering path.

[0091] After an emergency steering maneuver is completed, the system can provide feedback to the driver, informing them of the outcome and potential risks, so that the driver can react accordingly.

[0092] Optionally, in other embodiments, after planning the second emergency steering path, the method further includes: if it is determined based on the second emergency steering path that the current vehicle does not meet the preset collision avoidance conditions, then determining whether the current vehicle meets the preset collision avoidance conditions when the AEB system and AES system work together; if the current vehicle meets the preset collision avoidance conditions when the AEB system and AES system work together, then triggering the AEB system and AES system to perform coordinated control; otherwise, calculating the relative speed and relative acceleration of the current vehicle at the time of the collision, and calculating the collision intensity based on the relative speed and relative acceleration; determining whether the collision intensity is greater than the preset intensity; if the collision intensity is greater than the preset intensity, triggering the intelligent airbag system to adjust the ignition timing and ignition intensity of the intelligent airbag to protect the occupants.

[0093] Specifically, when the AES system performs a steering maneuver based on the second emergency steering path control and determines that the current vehicle does not meet the preset collision avoidance conditions, it can determine whether the current vehicle meets the preset collision avoidance conditions when the AEB system and AES system work together. The AEB system can reduce the vehicle speed through emergency braking, combined with the emergency steering of the AES system, to provide more comprehensive collision avoidance capabilities. If the current vehicle meets the preset collision avoidance conditions when the AEB system and AES system work together, the AEB system and AES system are triggered to perform coordinated control to achieve the best collision avoidance effect. If the coordinated work of the AEB and AES systems still cannot avoid a collision, the system can calculate the relative speed and relative acceleration between the current vehicle and the obstacle, and based on these parameters, predict the collision intensity P at the time of the collision.x (P x =S×V x S is the radar cross-section of the obstacle, V x (Based on the current vehicle speed), determine whether the collision intensity is greater than the preset intensity threshold P. max If the collision intensity exceeds a preset intensity threshold, the intelligent airbag system is triggered. Based on the characteristics of the collision (such as collision intensity and collision angle), the intelligent airbag system adjusts the ignition time and intensity of the intelligent airbag to control the intelligent airbag to deploy at an appropriate time and intensity, so as to reduce the degree of injury to the occupants during the collision and provide the best protection for the occupants. If the intensity does not exceed the threshold, the airbag does not need to be deployed.

[0094] Furthermore, the local collision hazard analysis of whether an emergency turn can avoid a collision is shown in Figure 2 in this embodiment of the application. At the initial time t0, the longitudinal distance between the current vehicle and the obstacle P is S. str The distance along the y-axis is l0. In this embodiment, the expected path of a conventional fifth-order polynomial is used for obstacle avoidance, and the distance to the current vehicle is calculated. At a given moment, the angle between the current vehicle's heading and the x-axis reaches its maximum value. Assuming that at this moment, the right front corner of the current vehicle shares the same x-coordinate as the left edge of the obstacle, this moment is considered the most dangerous moment for obstacle avoidance. Considering the potential for deviations during actual vehicle path tracking, a safety margin can be added, i.e., the minimum lateral safety distance d is set to 0.5 times the lateral width B of the current vehicle. From this, the following conclusions can be drawn:

[0095] Maximum heading angle:

[0096] The maximum expected lateral speed that the vehicle can achieve at the current moment is:

[0097] Among them, v y Let t be the current lateral velocity of the vehicle. e y represents the time it takes for the current vehicle to complete its steering and obstacle avoidance maneuver. e This represents the lateral coordinates of the vehicle's center of gravity at the moment the vehicle completes its steering and obstacle avoidance maneuvers.

[0098] Desired lateral displacement:

[0099] As can be seen from the geometric relationship in Figure 2, at the initial time t0, the distance between obstacle P and the current vehicle in the y-axis direction is l0. The expected lateral displacement is related to l1, l2, and l3, where l3 represents the lateral overlap width between obstacle P and the left side of the current vehicle's centerline at time t1, which can be calculated from sensor information. Therefore, the lengths of l1, l2, and l3 are as follows:

[0100] Where L is the longitudinal length of the current vehicle, θ max v is the maximum value of the angle between the current vehicle's direction of motion and the lane line. y_P Let be the lateral velocity of obstacle P;

[0101] The minimum lateral displacement for obstacle avoidance is: y e_min =2·y m =2·(l1+l2+l3); (9)

[0102] Among them, y m To achieve the current vehicle's steering avoidance Lateral coordinates of the vehicle's center of gravity at that moment;

[0103] The longitudinal reserved distance is:

[0104] The longitudinal safety critical distance for steering and obstacle avoidance is:

[0105] Among them, v x_ego This represents the current longitudinal speed of the vehicle.

[0106] The conditions that the safe distance required for steering and obstacle avoidance must meet are:

[0107] Therefore, this application embodiment utilizes vehicle-to-vehicle communication technology of intelligent connected vehicles to coordinate the AEB system and AES system in active safety technology and the intelligent airbag system in passive safety technology according to logical judgment timing, so as to ensure that collisions are avoided or the safety of occupants is reduced in emergency scenarios.

[0108] Optionally, in some embodiments, after obtaining the first prediction result when the AES system performs a steering action according to the first emergency steering path, the method further includes: if the first prediction result is a collision, then performing a step of determining whether the current vehicle meets the preset collision avoidance conditions when the AEB system and the AES system work together.

[0109] In other words, if the first prediction result of the current vehicle's AES system when performing a steering action based on the first emergency steering path is "collision," it indicates that performing the steering action according to the first emergency steering path cannot avoid a collision. The system will then proceed to the next step: determining whether the current vehicle meets the preset collision avoidance conditions when the AEB and AES systems are working together. If the current vehicle meets the preset collision avoidance conditions when the AEB and AES systems are working together, the AEB and AES systems are triggered to perform coordinated control to achieve the best collision avoidance effect. If the coordinated work of the AEB and AES systems still cannot avoid a collision, the system can calculate the relative velocity and relative acceleration between the current vehicle and the obstacle, and based on these parameters, predict the collision intensity P at the time of the collision. x Determine whether the collision intensity is greater than the preset intensity threshold P. max If the collision intensity exceeds a preset intensity threshold, the intelligent airbag system is triggered. Based on the characteristics of the collision (such as collision intensity and collision angle), the intelligent airbag system adjusts the ignition time and intensity of the intelligent airbag to control the intelligent airbag to deploy at an appropriate time and intensity, so as to reduce the degree of injury to the occupants during the collision and provide the best protection for the occupants. If the intensity does not exceed the threshold, the airbag does not need to be deployed.

[0110] Optionally, in some embodiments, after determining whether the vehicle speed is greater than the preset maximum speed drop, the method further includes: if the vehicle speed is less than or equal to the preset maximum speed drop, then obtaining the third prediction result of the AEB system performing braking action based on the vehicle speed; if the third prediction result is no collision, then determining that the current vehicle meets the preset collision avoidance conditions and triggering the AEB system to perform braking action; otherwise, executing the step of obtaining the first prediction result of the AES system performing steering action based on the first emergency steering path.

[0111] In other words, if the current vehicle speed is less than or equal to the preset maximum speed reduction, it can be considered that the current vehicle speed is within a controllable range. The AEB system can be used to avoid a collision first. The third prediction result of the AEB system's braking action based on the current vehicle speed is obtained. If the third prediction result is "no collision", that is, the AEB system can avoid a collision or significantly reduce the severity of a collision by braking alone, then the system determines that the current vehicle meets the preset collision avoidance conditions and can trigger the AEB system to perform braking action to avoid or reduce the collision. If the third prediction result is "collision", that is, the AEB system cannot avoid a collision by braking alone, the system will try to use the AES system. The first prediction result of the AES system's steering action based on the first emergency steering path is obtained, and the subsequent operation process is the same as above. To avoid redundancy, it will not be described in detail here.

[0112] To facilitate a better understanding of the vehicle occupant safety protection control method proposed in the embodiments of this application by those skilled in the art, further explanation is provided below with reference to Figure 3.

[0113] As shown in Figure 3, the vehicle occupant safety protection control method includes the following steps:

[0114] Step S301: Ensure that the AEB system, AES system, and smart airbag system are in a usable and fault-free state.

[0115] Step S302: Determine whether the current vehicle is communicating normally with surrounding target vehicles. If yes, proceed to step S303, then proceed to step S305; otherwise, proceed to step S304.

[0116] Step S303: Perform coordinate system transformation, converting the absolute ground coordinates of the target vehicle into coordinates in a relative coordinate system with the current vehicle as the origin.

[0117] Step S304: Obtain information from the vehicle's multi-sensor system and vehicle motion information.

[0118] Step S305: Determine if there is a collision risk for the current vehicle. If yes, proceed to step S306; otherwise, proceed to step S301.

[0119] Step S306: Determine whether the current vehicle speed is greater than the maximum speed reduction of the AEB system under full braking. If yes, proceed to step S307a; otherwise, proceed to step S307b.

[0120] Step S307a: Determine whether the AEB system can avoid a collision by executing the maximum speed reduction. If yes, proceed to step S308b; otherwise, proceed to step S308a.

[0121] Step S307b: Determine whether the AEB braking action can avoid a collision. If yes, proceed to step S308b; otherwise, proceed to step S309.

[0122] Step S308a: Assuming there are no obstacles in the adjacent lanes, perform local path planning for emergency turning.

[0123] Step S308b: Trigger the AEB system to brake.

[0124] Step S309: Determine whether a collision can be avoided by emergency steering. If yes, proceed to step S310; otherwise, proceed to step S312a.

[0125] Step S310: Perform local path planning for emergency turning based on actual road conditions and possible obstacles.

[0126] Step S311: Determine whether a collision can be avoided by emergency steering. If yes, proceed to step S312b; otherwise, proceed to step S312a.

[0127] Step S312a: Determine whether the coordinated operation of the AEB system and the AES system can avoid collisions and side collisions. If yes, proceed to step S313a; otherwise, proceed to step S313b.

[0128] Step S312b: Trigger the AES system to perform an emergency turn.

[0129] Step S313a triggers the coordinated control of the AEB and AES systems.

[0130] Step S313b: Predict the relative velocity and relative acceleration at the time of the collision, and calculate the collision intensity based on these parameters.

[0131] Step S314: Determine whether the collision intensity is greater than the preset intensity. If yes, proceed to step S315; otherwise, end the process.

[0132] Step S315: Adjust the ignition timing and detonation intensity of the smart airbag in real time.

[0133] According to the vehicle occupant safety protection control method proposed in this application, based on the communication status between the current vehicle and surrounding vehicles, it is determined whether there is a collision risk between the current vehicle and surrounding vehicles. If there is a collision risk between the current vehicle and surrounding vehicles, when it is determined that the current vehicle does not meet the preset collision avoidance conditions based on the current vehicle speed, a first emergency steering path is planned, a first prediction result of the AES system executing the steering action according to the first emergency steering path is obtained, and when the first prediction result is no collision, a second emergency steering path is planned. When it is determined that the current vehicle meets the preset collision avoidance conditions based on the second emergency steering path, the steering action is executed based on the second emergency steering path to protect the occupants. Thus, by judging the possibility of an emergency collision and introducing a logical judgment mechanism, this solves the problems of the current AEB system being limited to a limited maximum speed reduction by the actuator at high speeds and unable to reach the desired vehicle speed, and the lack of technology that combines active and passive safety technologies to maximize occupant protection, thereby achieving passenger safety protection in emergency scenarios.

[0134] Next, the vehicle occupant safety protection control device proposed according to the embodiments of this application is described with reference to the accompanying drawings.

[0135] Figure 4 is a block diagram of a vehicle occupant safety protection control device according to an embodiment of this application.

[0136] As shown in Figure 4, the vehicle occupant safety protection control device 10 includes: an acquisition module 100, a judgment module 200, a planning module 300, and a control module 400.

[0137] The acquisition module 100 is used to acquire the communication status between the current vehicle and surrounding vehicles.

[0138] The judgment module 200 is used to determine whether there is a collision risk between the current vehicle and surrounding vehicles based on the communication status.

[0139] The planning module 300 is used to plan a first emergency steering path when there is a risk of collision between the current vehicle and surrounding vehicles, and when it is determined that the current vehicle does not meet the preset collision avoidance conditions based on the current vehicle speed.

[0140] The control module 400 is used to acquire the first prediction result of the AES system when it performs a steering action according to the first emergency steering path, and plan a second emergency steering path when the first prediction result is a no-collision scenario. When it is determined that the current vehicle meets the preset collision avoidance conditions based on the second emergency steering path, the control module 400 controls the AES system to perform a steering action based on the second emergency steering path to protect the occupants.

[0141] Furthermore, in some embodiments, the determination module 200 is specifically used for:

[0142] Determine whether the communication status meets the preset communication status;

[0143] If the communication status meets the preset communication status, the target vehicle's absolute ground coordinates are converted into coordinates in a relative coordinate system with the current vehicle as the origin based on the preset coordinate transformation strategy. The system then determines whether there is a collision risk between the current vehicle and surrounding vehicles based on the coordinates. Otherwise, the system acquires the vehicle's onboard sensor information and motion information, and determines whether there is a collision risk between the current vehicle and surrounding vehicles based on the onboard sensor information and motion information.

[0144] Furthermore, in some embodiments, after determining that there is a collision risk between the current vehicle and surrounding vehicles, the determination module 200 further includes:

[0145] The judgment unit is used to obtain the current vehicle speed and determine whether the vehicle speed is greater than the preset maximum speed reduction.

[0146] The acquisition unit is used to acquire a second prediction result of the AEB system performing braking action based on the preset maximum speed drop when the vehicle speed is greater than the preset maximum speed drop;

[0147] The determination unit is used to determine that the current vehicle meets the preset collision avoidance conditions when the second prediction result is no collision.

[0148] Furthermore, in some embodiments, after planning the second emergency turning path, the control module 400 is also configured to:

[0149] When it is determined that the current vehicle does not meet the preset collision avoidance conditions based on the second emergency steering path, it is determined whether the current vehicle meets the preset collision avoidance conditions when the AEB system and AES system work together.

[0150] If the AEB system and AES system work together and the current vehicle meets the preset collision avoidance conditions, then the AEB system and AES system will be triggered to perform coordinated control. Otherwise, the relative speed and relative acceleration of the current vehicle at the time of the collision will be calculated, and the collision intensity will be calculated based on the relative speed and relative acceleration.

[0151] Determine if the collision intensity is greater than the preset intensity;

[0152] When the collision intensity exceeds the preset intensity, the intelligent airbag system is triggered to adjust the ignition timing and explosion intensity of the intelligent airbag in order to protect the occupants.

[0153] Furthermore, in some embodiments, after obtaining the first prediction result when the AES system performs a steering action according to the first emergency steering path, the control module 400 is further configured to:

[0154] When the first prediction result is a collision, the procedure is to determine whether the current vehicle meets the preset collision avoidance conditions when the AEB system and AES system are working together.

[0155] Furthermore, in some embodiments, after determining whether the vehicle speed is greater than a preset maximum speed reduction, the determining unit is also used to:

[0156] When the vehicle speed is less than or equal to the preset maximum speed reduction, obtain the third prediction result of the AEB system to perform braking action based on the vehicle speed;

[0157] If the third prediction result is no collision, the current vehicle is determined to meet the preset collision avoidance conditions, and the AEB system is triggered to perform braking action; otherwise, the first prediction result of the AES system when performing steering action according to the first emergency steering path is obtained.

[0158] It should be noted that the foregoing explanation of the vehicle occupant safety protection control method embodiment also applies to the vehicle occupant safety protection control device of this embodiment, and will not be repeated here.

[0159] According to the vehicle occupant safety protection control device proposed in this application embodiment, based on the communication status between the current vehicle and surrounding vehicles, it determines whether there is a collision risk between the current vehicle and surrounding vehicles. If there is a collision risk between the current vehicle and surrounding vehicles, when it is determined that the current vehicle does not meet the preset collision avoidance conditions based on the current vehicle speed, a first emergency steering path is planned, a first prediction result of the AES system executing the steering action according to the first emergency steering path is obtained, and when the first prediction result is no collision, a second emergency steering path is planned. When it is determined that the current vehicle meets the preset collision avoidance conditions based on the second emergency steering path, the steering action is executed based on the second emergency steering path to protect the occupants. Thus, by judging the possibility of an emergency collision and introducing a logical judgment mechanism, this solves the problems of the current AEB system being limited to a limited maximum speed reduction by the actuator at high speeds and unable to reach the desired vehicle speed, and the lack of technology that combines active and passive safety technologies to maximize occupant protection, thereby achieving passenger safety protection in emergency scenarios.

[0160] Figure 5 is a structural schematic diagram of a vehicle provided in an embodiment of this application. The vehicle may include:

[0161] The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0162] When the processor 502 executes the program, it implements the vehicle occupant safety protection control method provided in the above embodiments.

[0163] Furthermore, the vehicle also includes:

[0164] Communication interface 503 is used for communication between memory 501 and processor 502.

[0165] The memory 501 is used to store computer programs that can run on the processor 502.

[0166] The memory 501 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0167] If the memory 501, processor 502, and communication interface 503 are implemented independently, they can be interconnected via a bus to communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, only one thick line is used in Figure 5, but this does not indicate that there is only one bus or one type of bus.

[0168] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0169] Processor 502 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of this application.

[0170] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described vehicle occupant safety protection control method.

[0171] 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 at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0172] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0173] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle occupant safety protection control method characterized by, The method comprises the following steps: obtaining a communication state of a current vehicle and surrounding vehicles; determining whether there is a collision risk between the current vehicle and the surrounding vehicles based on the communication state; if there is a collision risk between the current vehicle and the surrounding vehicles, planning a first emergency steering path when it is determined that the current vehicle does not meet a preset collision avoidance condition according to a vehicle speed of the current vehicle; obtaining a first prediction result of an AES system when performing a steering action according to the first emergency steering path, and planning a second emergency steering path when the first prediction result is no collision, and controlling the AES system to perform the steering action based on the second emergency steering path to protect the passengers when it is determined that the current vehicle meets the preset collision avoidance condition based on the second emergency steering path.

2. The vehicle occupant safety shield control method according to claim 1, characterized by, The determination of whether there is a collision risk between the current vehicle and the surrounding vehicles based on the communication state comprises: determining whether the communication state meets a preset communication state; if the communication state meets the preset communication state, converting the absolute coordinates of the target vehicle on the earth into coordinates in a relative coordinate system with the current vehicle as the origin based on a preset coordinate conversion strategy, and determining whether there is a collision risk between the current vehicle and the surrounding vehicles based on the coordinates, otherwise, obtaining vehicle sensor information and motion information of the current vehicle, and determining whether there is a collision risk between the current vehicle and the surrounding vehicles based on the vehicle sensor information and the motion information.

3. The vehicle occupant safety shield control method of claim 1, wherein After determining that there is a collision risk between the current vehicle and the surrounding vehicles, the method further comprises: obtaining a vehicle speed of the current vehicle, and determining whether the vehicle speed is greater than a preset maximum speed reduction; if the vehicle speed is greater than the preset maximum speed reduction, obtaining a second prediction result of an AEB system when performing a braking action according to the preset maximum speed reduction; if the second prediction result is no collision, determining that the current vehicle meets the preset collision avoidance condition.

4. The vehicle occupant safety shield control method of claim 1, wherein After planning the second emergency steering path, the method further comprises: if it is determined that the current vehicle does not meet the preset collision avoidance condition based on the second emergency steering path, determining whether the current vehicle meets the preset collision avoidance condition when the AEB system and the AES system work cooperatively; if the current vehicle meets the preset collision avoidance condition when the AEB system and the AES system work cooperatively, triggering the AEB system and the AES system to work cooperatively, otherwise, calculating a relative speed and a relative acceleration when the current vehicle collides, and calculating a collision intensity based on the relative speed and the relative acceleration; determining whether the collision intensity is greater than a preset intensity; when the collision intensity is greater than the preset intensity, triggering an intelligent airbag system to adjust an ignition time and an explosion intensity of an intelligent airbag to protect the passengers.

5. The vehicle occupant safety shield control method of claim 4, wherein After obtaining the first prediction result of the AES system when performing the steering action according to the first emergency steering path, the method further comprises: If the first prediction result is collision, the step of judging whether the current vehicle meets the preset collision avoidance condition when the AEB system and the AES system work cooperatively is performed.

6. The vehicle occupant safety shield control method of claim 3, wherein After judging whether the vehicle speed is greater than the preset maximum speed reduction, the following steps are further included: If the vehicle speed is less than or equal to the preset maximum speed reduction, a third prediction result of the braking action performed by the AEB system according to the vehicle speed is obtained. If the third prediction result is no collision, it is determined that the current vehicle meets the preset collision avoidance condition, and the AEB system is triggered to perform the braking action, otherwise, the step of obtaining the first prediction result when the steering action performed by the AES system according to the first emergency steering path is performed.

7. A vehicle occupant safety restraint control device characterized by comprising: The method comprises: an obtaining module configured to obtain a communication state of a current vehicle and a surrounding vehicle; a judging module configured to judge whether there is a collision risk between the current vehicle and the surrounding vehicle based on the communication state; a planning module configured to plan a first emergency steering path when there is the collision risk between the current vehicle and the surrounding vehicle and when it is determined that the current vehicle does not meet a preset collision avoidance condition according to a vehicle speed of the current vehicle; a control module configured to obtain a first prediction result of a steering action performed by an AES system according to the first emergency steering path, plan a second emergency steering path when the first prediction result is no collision, and control the AES system to perform the steering action based on the second emergency steering path to protect an occupant when it is determined that the current vehicle meets the preset collision avoidance condition based on the second emergency steering path.

8. The vehicle occupant safety shield control device of claim 7, wherein, The judging module is specifically configured to: judge whether the communication state meets a preset communication state; if the communication state meets the preset communication state, convert an absolute coordinate of a target vehicle on the earth into a coordinate in a relative coordinate system with the current vehicle as an origin based on a preset coordinate conversion strategy, and judge whether there is the collision risk between the current vehicle and the surrounding vehicle based on the coordinate, otherwise, obtain vehicle sensor information and motion information of the current vehicle, and judge whether there is the collision risk between the current vehicle and the surrounding vehicle based on the vehicle sensor information and the motion information.

9. A vehicle characterized by comprising: The method comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle occupant safety protection control method according to any one of claims 1-6.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the vehicle occupant safety protection control method according to any one of claims 1-6.

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