An airbag adaptive control ignition method, system and automobile

Abstract

This invention relates to the field of automotive safety technology, and provides an airbag adaptive control ignition method, system, and vehicle. The method includes the following steps: S1, when a potential collision is detected, entering an automatic airbag ignition control mode; S2, determining the current velocity v of the passenger's head relative to the airbag based on acquired images. r‑c S3. Calculate the current velocity v of the passenger's head. r‑c The movement time t from the lowered position to the fully deployed airbag position; S4, detect whether a vehicle collision exists. If the detection result is yes, then an adaptive safe airbag ignition strategy is selected based on the movement time t. The pre-ignition time is triggered by an external collision signal, and the passenger's departure status is collected by an internal camera to calculate and adjust the airbag controller ignition control and reasonable ignition time in real time. Furthermore, the calibration method involved in the airbag controller not only meets the reasonable ignition time but also saves a large number of calibration verification tests in the airbag controller calibration development process.

Description

Technical Field

[0001] This invention relates to the field of automotive safety technology, and provides an airbag adaptive control ignition method, system, and automobile. Background Technology

[0002] Currently, airbag ignition control during vehicle collisions is achieved by OEMs collecting collision data under various conditions beforehand. The OEMs then calibrate the algorithm based on this data. In actual accidents, the calibrated algorithm triggers the airbag ignition timing according to the collision signal intensity. A reasonable airbag ignition timing ensures that the airbag is fully inflated, and the passenger's head just makes contact with it. This avoids the impact injury caused by the airbag hitting the face, and also prevents premature ignition from failing to provide adequate protection. However, this development method requires extensive full-vehicle collisions to calibrate and verify the airbag controller's ignition accuracy for various standard conditions. For conditions not calibrated during development, the airbag ignition timing in actual accidents may not be ideal. Furthermore, OEMs conduct extensive full-vehicle collisions to calibrate airbag controller ignition for specific conditions. For example, during calibration, seats are adjusted to specific positions, and specific crash dummies are placed in specific locations to simulate whether airbag deployment can adequately protect passengers under specific collision conditions. However, in actual traffic, passengers do not sit in a fixed position or a specific posture. This situation is usually called an off-position state. In specific working conditions, the airbag ignition may be too early or too late to protect passengers in an off-position state, and it may not play the due protective role. If the airbag ignites too late, it may even cause serious airbag impact injury.

[0003] On the other hand, with the development of active safety technology, more and more vehicles are equipped with active braking systems. When active braking is activated, it will cause the occupants to leave their positions, that is, cause the occupants to lean forward and leave the normal driving position. In this case, the airbag ignition time calibrated according to the standard working condition will not meet the reasonable airbag ignition. Due to the occupants' forward leaning, the airbag will generally hit the occupants' faces, causing secondary injuries or more serious life injuries. Summary of the Invention

[0004] This invention provides an airbag adaptive control ignition system and method, which aims to adaptively select the airbag ignition strategy based on the time of occupant collision with the airbag.

[0005] This invention is implemented as follows: an airbag adaptive control ignition method, the method specifically includes the following steps:

[0006] S1. When a potential collision is detected, the current moment is taken as the pre-collision moment t0, and the airbag automatic ignition control mode is entered.

[0007] S2. Determine the current velocity v of the passenger's head relative to the airbag based on the acquired images. r-c ,

[0008] S3. Calculate the current velocity v of the passenger's head. r-c The motion time t from the lower motion to the fully deployed position of the airbag;

[0009] S4. Detect whether a vehicle collision exists. If the detection result is yes, then adaptively select a safe airbag ignition strategy based on the motion time t.

[0010] Furthermore, the velocity v r-c The specific method for obtaining it is as follows:

[0011] By analyzing real-time image frames captured by the camera, the current distance A between the passenger's head and the airbag can be determined. Based on the changes in the distance between the passenger's head and the airbag in adjacent frames and the camera's sampling frequency, the current velocity v of the passenger's head relative to the airbag can be calculated. r-c .

[0012] Furthermore, the velocity v r-c The specific method for obtaining it is as follows:

[0013] The distance and angle of the fixed interior trim relative to the airbag are calibrated. Real-time image frames captured by the camera are analyzed to determine the distance and angle of the passenger's head relative to the fixed interior trim. The distance A of the passenger's head relative to the airbag in the current frame is then calculated. Based on the change in the distance between the passenger's head and the airbag in adjacent frames and the camera's sampling frequency, the current velocity v of the passenger's head relative to the airbag can be calculated. r-c .

[0014] Furthermore, the collision time T0 is defined as the pre-ignition time, and the airbag ignition strategy is as follows:

[0015] S41. Calculate the total time difference TF1 between the motion time t and the airbag deployment time T1 and pre-ignition time T0 of the first-stage ignition. TF1 = t - T1 - T0. If the total time difference TF1 is greater than or equal to zero, then the airbag deployment time T1 is reached at the first-stage ignition time T0. p1 At that time, the airbag is controlled to perform primary ignition, and the primary ignition time is T. p1 = t-T1, if the total time difference TF1 is less than zero, then proceed to step S42;

[0016] S42. Calculate the total time difference TF2 between the time corresponding to the motion time t and the airbag deployment time T2 and pre-ignition time T0 for the second stage ignition. TF2 = t - T2 - T0. If the total time difference TF2 is greater than or equal to zero, then the airbag deployment time T2 is reached at the second stage ignition time T0. p2 At that time, the airbag is controlled to perform secondary ignition, and the secondary ignition time is T. p2= t-T2, if the total time difference TF2 is less than zero, then the airbag will not be controlled to ignite.

[0017] Furthermore, a collision is considered to have occurred when the vehicle's acceleration reaches the acceleration threshold I or when an AEB emergency braking signal is received.

[0018] Furthermore, in step S4, if no vehicle collision is detected within the set time period, the automatic airbag ignition control mode is exited.

[0019] Furthermore, the specific methods for determining vehicle collisions are as follows:

[0020] Once a potential collision is identified, the vehicle's acceleration is monitored. If the vehicle's acceleration increases to the current collision condition's acceleration threshold II, a collision is confirmed.

[0021] Among them, the acceleration threshold II is calibrated under the corresponding collision conditions.

[0022] This invention is implemented as follows: an airbag adaptive control ignition system, the system comprising:

[0023] A camera integrated into the vehicle and a camera processor electrically connected to the camera;

[0024] Airbag, and airbag controller electrically connected to the airbag;

[0025] The airbag is electrically connected to the camera processor, and the airbag controller is electrically connected to the airbag.

[0026] The camera captures images in real time and sends them to the camera processor. The camera processor determines the airbag ignition strategy based on the above-mentioned airbag adaptive control ignition method and sends it to the airbag controller. The airbag controller controls the airbag to ignite based on the determined ignition strategy.

[0027] Furthermore, there are multiple airbags, and the multiple airbags are communicatively connected to an airbag controller.

[0028] And / or, there are multiple cameras, and the multiple cameras are communicatively connected to a camera controller.

[0029] The present invention is implemented as follows: a car that integrates the above-mentioned airbag adaptive control ignition system.

[0030] This invention provides an airbag adaptive control ignition system and method. The system can combine external collision signals to trigger the pre-ignition timing, and then calculate and adjust the airbag controller ignition control and reasonable ignition time in real time based on the passenger departure status collected by the internal camera. In addition, the calibration method involved in the airbag controller can not only meet the reasonable ignition time, but also save a lot of calibration verification tests in the airbag controller calibration development. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the airbag adaptive control ignition system provided in an embodiment of the present invention;

[0032] Figure 2 This is a schematic diagram of the primary and secondary ignition of the airbag provided in an embodiment of the present invention;

[0033] Figure 3 A flowchart of the airbag adaptive control ignition method provided in an embodiment of the present invention;

[0034] Figure 4 This is a schematic diagram of the ignition logic calibration of the airbag controller provided in an embodiment of the present invention;

[0035] 10. Camera, 11. Camera processor, 20. Airbag, 30. Airbag controller, 40. Occupant head. Detailed Implementation

[0036] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings and the description of the preferred embodiments.

[0037] Based on external collision signals, the relative motion of the occupants to the airbags is collected and analyzed by cameras to predict the time of the occupant collision and then adaptively select a safe ignition strategy, thus realizing adaptive ignition control of the airbags. At the same time, a simple airbag controller calibration method is proposed.

[0038] Figure 1 This is a schematic diagram of the airbag adaptive control ignition system provided in an embodiment of the present invention. For ease of explanation, only the parts related to the embodiment of the present invention are shown.

[0039] The system includes:

[0040] Camera and camera processor electrically connected to the camera;

[0041] The airbag and its controller are electrically connected. The airbag is electrically connected to the camera processor, and the controller is also electrically connected to the airbag. The airbag can be either a primary or secondary detonation. Primary detonation involves the full detonation of the propellant, resulting in complete airbag deployment. The deployed airbag is thicker relative to the passenger side, and the full deployment time is longer. Secondary detonation involves partial airbag deployment, resulting in a thinner airbag relative to the passenger side, and a shorter full deployment time. The airbag thicknesses corresponding to primary and secondary detonation are L1 and L2, respectively, where L1 is greater than L2. The deployment times are T1 and T2, respectively, where T1 is greater than T2. Figure 2 As shown.

[0042] In this embodiment of the invention, a vehicle may integrate one or more airbags, controlled by a single airbag controller. When a collision occurs or AEB (Autonomous Emergency Braking) is activated, a camera is triggered, sending captured image frames to the airbag controller. The airbag controller analyzes the relative motion between the head of the occupant in each driver's seat and the corresponding airbag in real time, automatically igniting the corresponding airbag. To further refine the analysis of the relative motion between the passenger's head and the corresponding airbag, a camera is configured for each driver's seat. Multiple cameras are connected to a single camera controller, meaning all image frames captured by the cameras are sent to the same controller for analysis. The analysis results are then uniformly reported to the airbag controller, which controls the corresponding airbag based on the analysis results for each driver's seat. Alternatively, to improve airbag response speed, a separate airbag controller can be configured for each airbag, integrating the same airbag control strategy; however, this approach is more expensive.

[0043] This invention uses the control of the airbag inside the steering wheel (hereinafter referred to as the steering wheel airbag) as an example for explanation. The control of airbags in other locations is the same as that of the steering wheel airbag, and will not be described in detail here. Figure 3 This is a flowchart of an ignition control method for a steering wheel airbag provided in an embodiment of the present invention. The method specifically includes the following steps:

[0044] S1. When a potential collision is detected, the camera is activated and the airbag automatic ignition control mode is entered.

[0045] S2. Determine the current velocity v of the passenger's head relative to the steering wheel airbag by analyzing the acquired images. r-c The specific methods for obtaining it include the following two:

[0046] (a) Upon detecting a potential vehicle collision, the camera is activated. The camera's installation position is pre-calibrated to ensure that the passenger and steering wheel airbag are within the camera's field of view. The distance A between the passenger's head and the steering wheel airbag is analyzed by capturing real-time image frames. Based on the change in the distance between the passenger's head and the steering wheel airbag in adjacent frames and the camera's sampling frequency, the current velocity v of the passenger's head relative to the steering wheel airbag can be calculated. r-c ,

[0047] (b) Upon detection of a potential vehicle collision, the camera is activated. The camera's installation position is pre-calibrated to ensure that the passenger and fixed interior components are within the camera's field of view. The distance and angle of the fixed interior components relative to the steering wheel airbag are also pre-calibrated. The distance and angle of the passenger's head relative to the fixed interior components are analyzed using real-time image frames captured by the camera. The distance A of the passenger's head relative to the steering wheel airbag in the current frame is then calculated. Based on the change in the distance between the passenger's head and the steering wheel airbag in adjacent frames and the camera's sampling frequency, the current velocity v of the passenger's head relative to the steering wheel airbag can be calculated. r-c .

[0048] The distance A between the passenger's head and the steering wheel airbag is updated in real time over time; therefore, the velocity v of the passenger's head relative to the steering airbag is also updated. r-c It is also updated accordingly, at the moment of the collision, the velocity v of the passenger's head relative to the steering airbag is obtained. r-c It is also close to the actual relative speed, which is beneficial for more accurate prediction of the following motion time t, and thus more accurate control of the ignition time of the steering wheel airbag.

[0049] S3. Calculate the current velocity v of the passenger's head. r-c The calculation formula for the motion time t from the downward movement to the fully deployed position of the steering wheel airbag is as follows;

[0050] t = (AL) i ) / v r-c

[0051] Among them, L i The thickness of the airbag when it is fully deployed. If it is a single-stage ignition, i is 1; if it is a two-stage ignition, i is 2. A is the distance between the passenger's head and the steering wheel airbag, obtained through image frame analysis.

[0052] S4. Detect whether there is a vehicle collision. If the detection result is yes, define the collision time T0 as the pre-ignition time and adaptively select a safe airbag ignition strategy based on the motion time t. If the detection result is no, return to step S2 until the set time is reached and exit the automatic airbag ignition control mode.

[0053] In this invention embodiment, the steering wheel airbag has primary and secondary deployment. From a protection perspective, the protection strength of a primary deployment steering wheel airbag is greater than that of a secondary deployment. However, the deployment time of a primary deployment is longer than that of a secondary deployment. Therefore, based on the passenger's head at the current speed v... r-c The time t from the steering wheel airbag's movement to its fully deployed position depends on the chosen strategy of primary deployment, secondary deployment, or no deployment, maximizing passenger safety.

[0054] In this embodiment of the invention, the ignition strategy control of the steering wheel airbag is specifically as follows:

[0055] Prioritizing safer primary ignition, the total time difference TF1 between the time corresponding to the motion time t and the airbag deployment time T1 and pre-ignition time T0 of primary ignition is calculated as t - T1 - T0. If the total time difference TF1 is greater than or equal to zero, primary ignition can be completed within the motion time t. Therefore, the airbag deployment time T1 of primary ignition is reached within the time of motion time t. p1 At that time, the steering wheel airbag initiates primary ignition, wherein the primary ignition timing is T. p1 = t-T1. If the total time difference TF1 is less than zero, then primary ignition cannot be completed within the motion time t. That is, when the passenger's head reaches the fully deployed position of the steering wheel airbag, the steering wheel airbag has not yet fully deployed. The subsequent deployment of the steering wheel airbag will cause secondary injury to the passenger's head. In this case, ignition with a shorter deployment time should be considered.

[0056] Calculate the total time difference TF2 between the time corresponding to the motion time t and the airbag deployment time T2 and pre-ignition time T0 for the second stage ignition. TF2 = t - T2 - T0. If the total time difference TF2 is greater than or equal to zero, then the second stage ignition can be completed within the motion time t. Therefore, the airbag deployment time T0 will be reached at the second stage ignition time. p2 At that time, the steering wheel airbag is controlled to perform secondary ignition, wherein the secondary ignition timing is T. p2 = t-T2. If the total time difference TF2 is less than zero, then the secondary ignition cannot be completed within the motion time t. That is, when the passenger's head reaches the fully deployed position of the steering wheel airbag, the steering wheel airbag has not yet been fully deployed. The subsequent deployment of the steering wheel airbag will cause secondary injury to the passenger's head. At this time, the steering wheel airbag is not controlled to ignite.

[0057] Existing airbag controller calibration, in order to ensure the reasonableness of airbag ignition under various collision conditions (i.e., when the airbag is fully deployed, the passenger's head just moves to the airbag position and begins to contact the airbag), requires the prior acquisition of various complex collision test data, followed by the calibration of the algorithm's ignition logic threshold lines. Typically, to meet various complex conditions, the threshold lines are quite complex (e.g., ...). Figure 4The commonly used ignition logic shown may require auxiliary algorithms to meet the ignition timing requirements of various operating conditions, resulting in poor ignition stability. To make the airbag adaptive ignition control method proposed in this invention applicable to various operating conditions, this invention calibrates the conditions for possible collisions and the conditions for collisions under various operating conditions. Since the possibility of collisions is mainly used for pre-collision warning, its accuracy can be relatively low. Therefore, to simplify the control method, the conditions for possible collisions under different operating conditions are set to the same condition, while the conditions for collisions need to be calibrated and obtained under various operating conditions. This invention uses vehicle acceleration as the indicator for judging possible and actual collisions. When the vehicle acceleration reaches the acceleration threshold I, it is determined that a collision may occur. At this time, time t0 is set to zero, and vehicle acceleration is monitored. If the vehicle acceleration... After increasing the acceleration threshold II to the current collision condition, a vehicle collision is determined, and the acceleration threshold II is greater than the acceleration threshold I. Since the actual ignition for different collision conditions is adaptively adjusted by the system based on passenger position and collision time after the pre-collision time t0, this invention does not require the precise calibration of actual ignition times for various complex conditions as traditional calibration methods. This method can simply consider only a specific detonation threshold collision condition and a non-detonation threshold collision condition, combined with misuse conditions, for ignition threshold calibration. For example, a 15km / h frontal non-ignition collision condition and a 25km / h frontal ignition collision condition combined with misuse conditions can be used for controller ignition logic calibration. Figure 4 The diagram illustrates a simple ignition logic line calibrated using the method proposed in this invention. This logic line only needs to consider the ability to identify detonation threshold collisions, without requiring more precise calibration of the ignition times for other, higher-intensity collisions. The ignition times for other high-intensity airbags are adjusted by the pre-collision time t0 combined with an adaptive algorithm. Therefore, the calibration settings for this logic line are simpler than traditional calibration methods. Figure 4 This invention further elaborates on the airbag adaptive ignition algorithm and the simple airbag calibration method proposed in this invention. 3001 represents a collision condition A. According to commonly used calibration, the airbag deployment time is TTF1, a fixed value. However, the airbag pre-ignition time triggered by the ignition logic obtained by the calibration method proposed in this invention is T0. Finally, based on the passenger's head at the current speed v... r-c The final airbag ignition time TF1 or TF2 is adjusted by the movement time t from the steering wheel to the fully deployed airbag position. Similarly, 3002 represents another collision scenario B. According to the logic of commonly used calibration methods, the airbag deployment time needs to be triggered by an auxiliary algorithm to be TTF2, which is also a fixed value. However, the ignition logic obtained by the calibration method proposed in this invention triggers the airbag pre-ignition time as T0, and is based on the passenger's head at the current movement speed v. r-cThe movement time t from the steering wheel to the fully deployed airbag position ultimately determines the airbag deployment control TF1 or TF2. The pre-ignition timing T0 for airbag triggering is not equal for collision scenario A and collision scenario B. T0 is a value that varies according to different collision intensities. Furthermore, the final ignition TF1 or TF2 determined for collision scenarios A and B may or may not be equal to TTF1 or TTF2, depending primarily on the adaptive control of the airbag ignition and timing based on the passenger's departure state and relative motion. This ensures that the occupant's head reaches the airbag's maximum deployment position just as it begins to contact the airbag, thus providing reasonable protection for the occupant. This approach guarantees reasonable ignition, saves on extensive airbag controller calibration tests in the early stages of development, avoids instability caused by numerous collision scenario calibrations, and enables reasonable ignition of airbags at any collision intensity.

[0058] In this embodiment of the invention, upon receiving an AEB emergency braking signal, the camera will be activated and the airbag ignition control mode will be entered. The airbag adaptive control ignition method described above will be used to control the airbags on the vehicle.

[0059] The present invention also provides a car that integrates the above-mentioned airbag adaptive control ignition system, which controls the ignition of the airbags in the vehicle based on the above-mentioned airbag adaptive control ignition method.

[0060] This invention provides an airbag adaptive control ignition system and method. The system can combine external collision signals to trigger the pre-ignition timing, and then calculate and adjust the airbag controller ignition control and reasonable ignition time in real time based on the passenger departure status collected by the internal camera. In addition, the calibration method involved in the airbag controller can not only meet the reasonable ignition time, but also save a lot of calibration verification tests in the airbag controller calibration development.

[0061] The present invention has been described by way of example. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. An airbag adaptive control ignition method, characterized in that, The method specifically includes the following steps: S1. When a potential collision is detected, the current moment is taken as the pre-collision moment t0, and the airbag automatic ignition control mode is entered. S2. Determine the current velocity v of the passenger's head relative to the airbag based on the acquired images. r-c ; S3. Calculate the current velocity v of the passenger's head. r-c The motion time t from the lower motion to the fully deployed position of the airbag; S4. Detect whether a vehicle collision exists. If the detection result is yes, then adaptively select a safe airbag ignition strategy based on the motion time t. The collision time T0 is defined as the pre-ignition time, and the airbag ignition strategy is as follows: S41. Calculate the total time difference TF1 between the motion time t and the airbag deployment time T1 and pre-ignition time T0 of the first-stage ignition. TF1 = t - T1 - T0. If the total time difference TF1 is greater than or equal to zero, then the airbag deployment time T1 is reached at the first-stage ignition time T0. p1 At that time, the airbag is controlled to perform primary ignition, and the primary ignition time is T. p1 = t-T1, if the total time difference TF1 is less than zero, then proceed to step S42; S42. Calculate the total time difference TF2 between the time corresponding to the motion time t and the airbag deployment time T2 and pre-ignition time T0 for the second stage ignition. TF2 = t - T2 - T0. If the total time difference TF2 is greater than or equal to zero, then the airbag deployment time T2 is reached at the second stage ignition time T0. p2 At that time, the airbag is controlled to perform secondary ignition, and the secondary ignition time is T. p2 = t-T2, if the total time difference TF2 is less than zero, then the airbag will not be controlled to ignite.

2. The airbag adaptive control ignition method as described in claim 1, characterized in that, Speed ​​of motion v r-c The specific method for obtaining it is as follows: By analyzing real-time image frames captured by the camera, the current distance A between the passenger's head and the airbag can be determined. Based on the changes in the distance between the passenger's head and the airbag in adjacent frames and the camera's sampling frequency, the current velocity v of the passenger's head relative to the airbag can be calculated. r-c .

3. The airbag adaptive control ignition method as described in claim 1, characterized in that, Speed ​​of motion v r-c The specific method for obtaining it is as follows: The distance and angle of the fixed interior trim relative to the airbag are calibrated. Real-time image frames captured by the camera are analyzed to determine the distance and angle of the passenger's head relative to the fixed interior trim. The distance A of the passenger's head relative to the airbag in the current frame is then calculated. Based on the change in the distance between the passenger's head and the airbag in adjacent frames and the camera's sampling frequency, the current velocity v of the passenger's head relative to the airbag can be calculated. r-c .

4. The airbag adaptive control ignition method as described in claim 1, characterized in that, A collision is considered possible when the vehicle's acceleration reaches the acceleration threshold I or when an AEB emergency braking signal is received.

5. The airbag adaptive control ignition method as described in claim 1, characterized in that, In step S4, if no vehicle collision is detected within the set time period, the automatic airbag ignition control mode is exited.

6. The airbag adaptive control ignition method as described in claim 4, characterized in that, The specific methods for determining vehicle collisions are as follows: After determining that a collision may occur, the vehicle's acceleration is monitored. If the vehicle's acceleration increases to the acceleration threshold II under the current collision condition, a collision is determined to have occurred. Among them, the acceleration threshold II is calibrated under the corresponding collision conditions.

7. An airbag adaptive control ignition system, characterized in that, The system includes: A camera integrated into the vehicle and a camera processor electrically connected to the camera; Airbag, and airbag controller electrically connected to the airbag; The airbag is electrically connected to the camera processor, and the airbag controller is electrically connected to the airbag. The camera acquires images in real time and sends them to the camera processor. The camera processor determines the airbag ignition strategy based on the airbag adaptive control ignition method described in any one of claims 1 to 6 and sends it to the airbag controller. The airbag controller controls the airbag to ignite based on the determined ignition strategy.

8. The airbag adaptive control ignition system as described in claim 7, characterized in that, The airbags are multiple, and the multiple airbags are communicatively connected to an airbag controller. And / or, there are multiple cameras, and the multiple cameras are communicatively connected to a camera controller.

9. A car, characterized in that, The vehicle integrates the airbag adaptive control ignition system as described in claim 7 or 8.

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