Airbag control system and control method, and vehicle

Abstract

The embodiments of the present application disclose an airbag control system, a control method, and a vehicle, which relate to the field of vehicles and solve the problem of poor protection performance of airbags. The specific solution is as follows: the control system includes a detection device and a controller, the detection device is used to detect the occupant's sitting posture information; when the airbag is instructed to deploy, the controller determines the occupant's sitting posture based on the occupant's sitting posture information, and controls the airbag to deploy from the folded state to the target deployment state, which corresponds to the occupant's sitting posture. The airbag can protect rear passengers. For example, the aforementioned occupant's sitting posture information is the angle between the seat and the seat cushion, and the seat coordinates. In this way, the deployment state of the airbag is different depending on the occupant's sitting posture information, thereby improving the protection performance for the occupant.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicles, and in particular to an airbag control system and control method, and a vehicle. Background Art

[0002] During the automobile assembly process, an airbag device is installed in the automobile to protect the safety of the driver and passengers.

[0003] When a car is involved in a traffic collision, sensors detect the impact and immediately send a collision signal to the airbag control unit. Upon receiving the sensor signal, the airbag control unit detects the current deceleration. If the deceleration exceeds a predetermined value, it sends a command to the airbag's inflator, igniting the ignition mechanism and causing an explosion. The resulting gas rapidly fills the airbag, preventing collisions between the driver and passengers and objects such as the dashboard, steering wheel, and interior, thus protecting the lives of those inside. However, the airbag's occupant protection performance needs to be improved. Summary of the Invention

[0004] The embodiments of the present application provide an airbag control system and control method, and a vehicle, to solve the problem of poor protection performance of airbags.

[0005] To achieve the above objectives, this application adopts the following technical solutions:

[0006] In a first aspect of the present application, an airbag control system is provided, the airbag control system comprising:

[0007] An airbag having a folded state and multiple deployed states, each deployed state corresponding to at least one of multiple preset occupant sitting positions; a detection device for detecting occupant sitting position information; and a controller, both the detection device and the airbag being signal-connected to the controller; the controller for acquiring protection activation information and the occupant sitting position information, the protection activation information being used to indicate whether to deploy the airbag; the controller further for instructing deployment of the airbag based on the protection activation information, determining the sitting position of the occupant to be protected based on the acquired occupant sitting position information, and controlling deployment of the airbag from the folded state to a target deployed state, the target deployed state being the deployment state corresponding to the sitting position of the occupant to be protected from the multiple deployed states. Thus, the airbag control system controls the deployment state of the airbag based on the detected occupant sitting position information, providing protection based on the actual occupant condition. For example, when the occupant to be protected is in a supine or lying position, the airbag is deployed to a larger deployed state to avoid the airbag's small deployed volume providing weak support to the occupant to be protected, thereby ensuring the airbag's protective effect on the occupant to be protected. For example, when the occupant to be protected is in a forward-leaning or upright sitting position, the airbag is deployed to a smaller deployed state to avoid the airbag's large deployed volume providing excessive support to the occupant to be protected, thereby ensuring the airbag's protective effect on the occupant to be protected.

[0008] In conjunction with the first aspect, in some conceivable embodiments, the controller is configured to: control the airbag to deploy from the folded state to the first deployed state based on the occupant's sitting posture being a first sitting posture; and control the airbag to deploy from the folded state to the second deployed state based on the occupant's sitting posture being a second sitting posture; wherein the angle between the occupant's torso and legs when in the second sitting posture is greater than the angle between the occupant's torso and legs when in the first sitting posture; and the volume of the airbag in the second deployed state is greater than the volume of the airbag in the first deployed state. Thus, the angle between the occupant's torso and legs varies depending on the occupant's sitting posture. When a vehicle crashes, the space between the occupant and objects within the vehicle (e.g., a seat or cockpit) varies depending on the occupant's sitting posture, resulting in different amounts of space reserved for the airbag. The airbag can be deployed to the corresponding deployed state based on the amount of space, thereby providing excellent support to the occupant without significantly compressing the occupant. In addition, for special groups such as pregnant women, the airbag can be deployed to the optimal deployment state according to the angle between the pregnant woman's torso and legs.

[0009] In conjunction with the first aspect, in some possible implementations, the controller is configured to control the airbag to deploy from the folded state to the second deployed state or the third deployed state based on the occupant's sitting posture being a third sitting posture; wherein the angle between the occupant's torso and legs when the occupant is in the third sitting posture is greater than the angle between the occupant's torso and legs when the occupant is in the second sitting posture; and the volume of the airbag in the third deployed state is greater than the volume of the airbag in the second deployed state. Thus, in embodiments where the airbag has a first deployed state and a second deployed state, even if the third angle is greater than the second angle, each occupant's sitting posture corresponds to a single deployed state, thereby achieving occupant protection and reducing airbag design and manufacturing costs. Alternatively, in embodiments where the airbag has a first deployed state, a second deployed state, and a third deployed state, the airbag can be deployed to different deployed states based on the angle between the occupant's torso and legs, so that the occupant's sitting posture corresponds to a more precisely targeted deployment state, achieving optimal protection.

[0010] In conjunction with the first aspect, in some possible implementations, the occupant posture information includes the angle between the backrest and cushion of the seat where the occupant is to be protected; the detection device includes an angle sensor for sensing the angle between the backrest and cushion of the seat; and the controller is configured to determine the occupant's posture based on the angle sensed by the angle sensor. Thus, by sensing the angle between the backrest and cushion, the maximum space reserved for the airbag can be determined, ensuring optimal protection even if the occupant's posture changes due to external forces such as inertia.

[0011] In conjunction with the first aspect, in some achievable embodiments, the controller is configured to: determine the occupant's sitting posture as a first posture based on the angle within a first angle range; and determine the occupant's sitting posture as a second posture based on the angle within a second angle range; wherein the maximum value of the first angle range is less than or equal to the minimum value of the second angle range. Thus, the controller determines the occupant's sitting posture based on the angle between the seatback and the seat cushion. Because the angle between the seatback and the seat cushion is easy to measure and does not change over time while the occupant is seated, determining the occupant's sitting posture is simple and easy.

[0012] In conjunction with the first aspect, in some achievable embodiments, the controller is configured to: determine the occupant's sitting position as a third sitting position based on the angle being within a third angle range; wherein the maximum value of the second angle range is less than or equal to the minimum value of the third angle range. Thus, compared to when the angle is within the second angle range, the occupant can choose a wider range of sitting positions, allowing the occupant to adjust to a wider range of sitting positions after a collision. For example, after a collision, the occupant can adjust their sitting position to a reclining position, further increasing the space between the occupant and other interior decorative structures (such as the cockpit), allowing the airbag to deploy in a larger volume while ensuring optimal support for the occupant.

[0013] In combination with the first aspect, in some feasible embodiments, the occupant sitting posture information also includes the coordinates of the seat where the occupant to be protected is located; the detection device also includes: a position sensor, the position sensor is used to sense the coordinates of the seat where the occupant to be protected is located; the controller is used to determine the occupant sitting posture of the occupant to be protected based on the angle sensed by the angle sensor and the coordinates sensed by the position sensor. Therefore, the coordinates of the seat will directly affect the size of the space between the seat and other decorative structures in the vehicle. The smaller the size of the aforementioned space, the less space can be used to accommodate the airbag after a collision, and the airbag can choose a smaller deployment state while ensuring better support for the occupant. Conversely, the larger the size of the aforementioned space, the larger the space can be used to accommodate the airbag after a collision, and the airbag can choose a larger deployment state while ensuring better support for the occupant.

[0014] In conjunction with the first aspect, in some possible implementations, the occupant posture information also includes information about whether the occupant is seated; and the detection device further includes a gravity sensor or a camera configured to detect whether the occupant is seated. Thus, upon detecting whether the occupant is seated, the controller can determine whether to deploy the airbag based on the occupant posture information.

[0015] In conjunction with the first aspect, in some possible implementations, the occupant posture information includes an image of the occupant to be protected; the detection device includes a camera for capturing the image of the occupant to be protected; and the controller is configured to determine the occupant's sitting posture based on the image. The controller can determine the occupant's sitting posture based on the image captured by the detection device to control the airbag to an appropriate deployment state, thereby achieving optimal protection.

[0016] In conjunction with the first aspect, in some achievable embodiments, the airbag includes a bag body and multiple detonators, the bag body having a folded state and multiple deployed states, each deployed state corresponding to a detonator; a controller is signal-connected to the detonators; and the controller is configured to control the operation of a target detonator, the target detonator being the detonator among the multiple detonators corresponding to the target deployment state. Thus, the airbag deploys to the target deployment state by detonating the target detonator, and each deployment state is independently controlled by the detonator, facilitating the controller's control of the airbag deployment to the target deployment state.

[0017] In conjunction with the first aspect, in some practicable embodiments, the airbag includes a plurality of sub-airbags arranged sequentially, each of which has a folded state and multiple deployed states. The controller is configured to control the simultaneous deployment of the plurality of sub-airbags from the folded state to a target deployed state. Thus, when all sub-airbags are deployed, even if the interaction force between some sub-airbags and the occupant is relatively small, the remaining sub-airbags can supplement this force, providing optimal support for the occupant.

[0018] In a second aspect, a method for controlling an airbag is provided. The method is applied to an airbag having a folded state and multiple deployed states, each deployed state corresponding to at least one of multiple preset occupant sitting positions. The method comprises: obtaining protection activation information and occupant sitting position information; the protection activation information is used to indicate whether to deploy the airbag; when the protection activation information indicates deployment of the airbag, determining the sitting position of the occupant to be protected based on the acquired occupant sitting position information, and controlling the airbag to deploy from the folded state to a target deployed state; the target deployed state is the deployment state among the multiple deployed states that matches the sitting position of the occupant to be protected. Thus, the method can control the airbag to deploy to the corresponding target deployed state based on the occupant sitting position information, thereby providing excellent occupant protection.

[0019] In combination with the second aspect, in some feasible embodiments, the airbag is controlled to be deployed from the folded state to the target deployed state, including: if the occupant to be protected is in a first sitting position, the airbag is controlled to be deployed from the folded state to the first deployed state; if the occupant to be protected is in a second sitting position, the airbag is controlled to be deployed from the folded state to the second deployed state; wherein, when the occupant to be protected is in the second sitting position, the angle between the torso and the legs is greater than the angle between the torso and the legs when the occupant to be protected is in the first sitting position; and the volume of the airbag in the second deployed state is greater than the volume of the airbag in the first deployed state.

[0020] In combination with the second aspect, in some feasible embodiments, controlling the airbag to deploy from the folded state to the target deployed state further includes: if the occupant to be protected is in a third sitting position, controlling the airbag to deploy from the folded state to the second deployed state or the third deployed state; wherein, when the occupant to be protected is in the third sitting position, the angle between the torso and the legs is greater than the angle between the torso and the legs when the occupant to be protected is in the second sitting position; and the volume of the airbag in the third deployed state is greater than the volume of the airbag in the second deployed state.

[0021] In combination with the second aspect, in some feasible methods, obtaining the occupant sitting posture information includes: obtaining the angle between the backrest and the seat cushion of the seat where the occupant to be protected is located; determining the occupant sitting posture of the occupant to be protected based on the obtained occupant sitting posture information includes: if the angle between the backrest and the seat cushion of the seat is within a first angle range, determining the occupant sitting posture of the occupant to be protected as a first sitting posture; if the angle between the backrest and the seat cushion of the seat is within a second angle range, determining the occupant sitting posture of the occupant to be protected as a second sitting posture; wherein the maximum value of the first angle range is less than or equal to the minimum value of the second angle range.

[0022] In combination with the second aspect, in some feasible methods, determining the sitting posture of the occupant to be protected based on the acquired occupant sitting posture information also includes: if the angle between the seat back and the seat cushion of the seat is within a third angle range, determining that the occupant sitting posture of the occupant to be protected is the third sitting posture; wherein the maximum value of the second angle range is less than or equal to the minimum value of the third angle range.

[0023] In combination with the second aspect, in some feasible methods, obtaining the occupant sitting posture information includes: obtaining an image of the occupant to be protected; and determining the occupant sitting posture of the occupant to be protected based on the obtained occupant sitting posture information includes: determining the occupant sitting posture of the occupant to be protected based on the obtained image.

[0024] In a third aspect, a vehicle is provided, comprising: a main body; and any one of the airbag control systems provided in the first aspect, the airbag control system being connected to the main body. Thus, the airbag control system provides enhanced protection for occupants, thereby enhancing vehicle safety.

[0025] In combination with the third aspect, in some feasible embodiments, the main body includes a frame, a front seat and a rear seat, and there is a rear space between the rear seat and the front seat; the airbag is connected to the frame, and the detector is connected to the frame, the rear seat or the front seat; the airbag can be deployed toward the rear seat and extend into the rear space.

[0026] In a fourth aspect, a computer-readable storage medium is provided, in which a computer program or instruction is stored. When the computer program or instruction is executed by a processing device, any one of the methods provided in the second aspect is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1a A schematic diagram of the structure of a vehicle provided in an embodiment of the present application.

[0028] Figure 1b for Figure 1a Schematic diagram of the structure of a vehicle after a collision.

[0029] Figure 2a A schematic structural diagram of a second airbag and a crossbeam provided in an embodiment of the present application.

[0030] Figure 2b A schematic structural diagram of another second airbag and crossbeam provided in an embodiment of the present application.

[0031] Figure 3a A schematic structural diagram of a detection device provided in an embodiment of the present application.

[0032] Figure 3b A schematic structural diagram of another detection device provided in an embodiment of the present application.

[0033] Figure 4a A flow chart of an airbag control method provided in an embodiment of the present application.

[0034] Figure 4b This is an example diagram of an airbag control method provided in an embodiment of the present application.

[0035] In the figure: 10-vehicle; 30-main body; 11-frame; 12-seat; 13-front seat; 14-rear seat; 20-airbag; 15-first airbag; 16-second airbag; 101-underframe; 102-door; 103-cockpit; 104-top frame; 105-crossbeam; 17-ignition device; 18-bag body; 19-sub-airbag; 100-controller; 200-detection device. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solutions and advantages of this application clearer, this application will be further described in detail below with reference to the accompanying drawings.

[0037] Hereinafter, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified with "first," "second," etc., may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0038] In addition, in this application, directional terms such as "upper" and "lower" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they can change accordingly according to changes in the orientation of the components in the drawings.

[0039] The embodiments of the present application provide a means of transport, which may be a road-type vehicle such as a car, bus, or coach; a rail-type vehicle such as a train, motor vehicle, high-speed rail, light rail, or subway; a water-type vehicle such as a cruise ship, passenger ship, or sailboat; or an aviation-type vehicle such as an airplane, passenger plane, or helicopter. The embodiments of the present application do not impose any particular restrictions on the specific form of the above-mentioned means of transport. For ease of explanation, the following embodiments are all exemplified using a car as the vehicle.

[0040] The embodiments of the present application provide a means of transport, which may be a road-type vehicle such as a car, bus, or coach; a rail-type vehicle such as a train, motor vehicle, high-speed rail, light rail, or subway; a water-type vehicle such as a cruise ship, passenger ship, or sailboat; or an aviation-type vehicle such as an airplane, passenger plane, or helicopter. The embodiments of the present application do not impose any particular restrictions on the specific form of the above-mentioned means of transport. For ease of explanation, the following embodiments are all exemplified using a car as the vehicle.

[0041] Figure 1a For a structural diagram of a vehicle 10 provided in an embodiment of the present application, please refer to Figure 1a The vehicle 10 includes a main body 30 and an airbag 20 . The airbag 20 is connected to the main body 30 . The airbag 20 is used to protect passengers riding on the main body 30 .

[0042] Exemplarily, the main body 30 includes a frame 11 and a seat 12. The seat 12 is connected to the frame 11, and the airbag 20 is connected to the frame 11. The seat 12 is used for passengers to sit, and the passengers include a driver and a non-driver.

[0043] Figure 1aIn the embodiment, the seats 12 are in two rows, namely, front seats 13 and rear seats 14, with the front seats 13 being close to the front of the vehicle and the rear seats 14 being close to the rear of the vehicle. It is understood that in other embodiments, the seats 12 may have only one row, or the seats 12 may have three or four rows, etc.

[0044] Figure 1a In the vehicle, there are two groups of airbags 20, namely a first airbag 15 and a second airbag 16, for protecting the safety of the occupants. The first airbag 15 and the second airbag 16 are both connected to the vehicle frame 11.

[0045] The first airbag 15 faces the front seat 13. When the first airbag 15 is deployed, it fills the seating space of the front seat 13, and the occupants sitting in the front seat 13 are protected by the first airbag 15. The second airbag 16 faces the rear seat 14. Similarly, when the second airbag 16 is deployed, it fills the seating space of the rear seat 14, and the occupants sitting in the rear seat 14 are protected by the second airbag 16.

[0046] Figure 1b for Figure 1a The schematic diagram of the structure of the vehicle 10 after the collision is shown. Figure 1b In the vehicle, the first airbag 15 and the second airbag 16 are both deployed to protect the occupants.

[0047] Please refer again Figure 1a The vehicle frame 11 includes a bottom frame 101, doors 102, a cockpit 103, and a top frame 104. The seats 12, cockpit 103, and top frame 104 are all connected to the bottom frame 101, and the doors 102 are connected to the bottom frame 101. The top frame 104 includes a crossbeam 105. The crossbeam 105 extends in a direction parallel to the direction in which the rear seats 14 extend.

[0048] The present embodiment of the present application does not limit the placement of the first airbag 15 and the second airbag 16. For example, the first airbag 15 may be connected to the cockpit 103, and the second airbag 16 may be connected to the crossbeam 105. In other embodiments of the present application, the first airbag 15 may be located inside the vehicle door 102, and the second airbag 16 may be located inside the vehicle door 102, or on the side of the front seat 13 facing the rear seat 14.

[0049] The embodiments of the present application do not limit the structure of the airbag 20 . Figure 2a This is a structural diagram of an airbag 20 and a crossbeam 105 provided in an embodiment of the present application. The airbag 20 has a folded state and an unfolded state. Figure 2aIn the embodiment, the airbag 20 is in the deployed state. The airbag 20 is connected to the crossbeam 105. When the airbag 20 is in the deployed state, the airbag 20 can protect the occupant from colliding with a hard object.

[0050] The airbag 20 includes an initiator 17 and a bag 18, which are connected to each other. An igniter and a gas generator are housed within the initiator 17. Upon receiving an ignition signal, the initiator ignites, causing the gas generator to generate a large amount of gas. This gas then fills the bag 18, causing it to rapidly expand from a folded state to an expanded state.

[0051] In the embodiment of the present application, the bag body 18 has multiple unfolding states. For example, Figure 2a The bag body 18 has two unfolding states, namely a first unfolding state and a second unfolding state. The volumes of the first unfolding state and the second unfolding state are different. Figure 2a The middle dashed line represents the shape of the bag body 18 in the first expanded state. The volume of the bag body 18 in the first expanded state is smaller than that in the second expanded state. The expanded state of the bag body 18 can be set according to actual needs. For example, different expanded states can be set according to different passenger sitting postures. One expanded state corresponds to one or more passenger sitting postures.

[0052] The embodiment of the present application does not limit the volume of the bag body 18 in the first expanded state and the second expanded state. Exemplarily, the volume of the bag body 18 in the first expanded state is 100L (liters) to 140L. For example, the volume of the bag body 18 in the first expanded state can be 100L, 110L, 115L, 120L, 125L, 130L, or 140L. Exemplarily, the volume of the bag body 18 in the second expanded state is 130L to 170L. For example, the volume of the bag body 18 in the second expanded state is 130L, 140L, 145L, 150L, ​​155L, 160L, 170L, etc.

[0053] It is understandable that the bag body 18 may also have more expanded states such as a third expanded state and a fourth expanded state. The volume of the third expanded state is greater than that of the second expanded state, and the volume of the fourth expanded state is greater than that of the third expanded state.

[0054] The embodiment of the present application does not limit this. The unfolded state can be set according to the sitting posture of the occupant.

[0055] It is understood that the more expanded states the bag 18 has, the smaller the volume difference between two similar expanded states. For example, when the bag 18 has only two expanded states, the volume difference between the two expanded states is 30L. When the bag 18 has three expanded states, the volume difference between two similar expanded states is 10L and 20L, respectively. This is analogous and will not be further elaborated here.

[0056] The present embodiment does not limit the number of initiators 17 in the airbag 20. For example, the airbag 20 includes one initiator 17, and one initiator 17 deploys the airbag 20 in different states in different operating modes. For example, in the primary initiator mode, the initiator 17 deploys the airbag 20 in a first deployment state, and in the secondary initiator mode, the initiator 17 deploys the airbag 20 in a second deployment state.

[0057] Alternatively, the airbag 20 may include a plurality of ignition devices 17 , with one ignition device 17 corresponding to one deployment state of the airbag 20 .

[0058] In some embodiments, the bag 18 is provided with a deflation valve structure. By opening and closing the deflation valve structure, the gas content in the bag 18 is adjusted, thereby changing the pressure of the bag 18 and the support strength for the occupant. For example, when the bag 18 is in the expanded state, the occupant can adjust the support strength of the bag 18 by opening and closing the deflation valve structure.

[0059] The present embodiment does not limit the structure of the bag body 18. Exemplarily, the bag body 18 includes multiple sub-airbags; for example, the bag body 18 may include one, two, or three sub-airbags, each with multiple deployment states. When all sub-airbags are deployed, some sub-airbags abut the crossbar 105, while others may not. The bag body 18 can be avoided based on the structure of the crossbar 105 and the remaining components of the vehicle frame 11, while ensuring excellent occupant protection.

[0060] Figure 2b This is a schematic structural diagram of another airbag 20 and crossbeam 105 provided in an embodiment of the present application. Figure 2b In the figure, the airbag 20 has three sub-airbags 19, which are independent of each other. Each sub-airbag 19 includes a bag body 18 and a detonating device 17. Each sub-airbag 19 is connected to the crossbeam 105, and each sub-airbag 19 has two deployment states. Figure 2b The middle dashed line represents the shape of the sub-airbag 19 in the first deployed state. When all three sub-airbags 19 are deployed, the three sub-airbags 19 have a common protective effect on the occupants.

[0061] Figure 2bIn the vehicle, the occupant faces the central sub-airbag 19 of the three sub-airbags 19, which provides primary protection. In some embodiments, the crossbeam 105 provides greater support strength for the central sub-airbag 19, while the crossbeam 105 can provide less support strength for the sub-airbags 19 on either side. In some embodiments, the crossbeam 105 provides less support strength for the central sub-airbag 19. By increasing the support strength of the crossbeam 105 for the sub-airbags 19 on either side, the airbag 20 can enhance the occupant's protection.

[0062] For example, crossbeam 105 comprises three sequentially connected bracket sections, one of which faces each sub-airbag 19. When deployed, each section supports the sub-airbag 19. During the design of crossbeam 105, perhaps to avoid the presence of seats 12, interior trim, and other structures, the middle bracket section provides lower support for the sub-airbag 19, while the side brackets provide higher support. This ensures that the entire bag 18 provides occupant protection.

[0063] In this way, the support strength of the crossbeam 105 for the sub-airbags 19 can be designed based on the crossbeam's structure. Even if the crossbeam 105's support strength relative to the occupant is weak, the protective performance of the airbags 20 can be guaranteed by increasing the crossbeam's support strength for the sub-airbags 19 on both sides. This increases the number of feasible solutions and provides more possibilities for the design of other structures within the vehicle frame.

[0064] It is understandable that in an embodiment where the crossbeam 105 has a greater supporting strength for the middle sub-airbag 19 , the sub-airbags 19 on both sides may not be provided. In other words, the three sub-airbags 19 may be integrated into one.

[0065] The structure of the first airbag 15 can be referred to the above description of the second airbag 16 and will not be repeated here. Figure 1a The vehicle 10 shown is merely an example provided in this embodiment and should not be construed as limiting the present application. This embodiment further provides an airbag control system for the vehicle 10 . For ease of description, the subsequent airbag 20 represents the first airbag 15 or the second airbag 16 .

[0066] Please refer again Figure 1a In an embodiment of the present application, the vehicle 10 further includes a controller 100 and a detection device 200. The controller 100 and the detection device 200 are signal-connected, and the detection device 200 is used to detect occupant posture information. The airbag 20 is signal-connected to the controller 100. The controller 100 is used to obtain protection activation information and occupant posture information. The protection activation information is used to indicate whether to deploy the airbag.

[0067] For example, the aforementioned signal connection can be a wired connection, such as Ethernet, optical fiber, and a connection to a cloud service backup and recovery system. Alternatively, the signal connection can be wireless, such as the Internet, wireless fidelity (WIFI), and ultra-wideband (UWB) technology.

[0068] As described above, the airbag 20 has multiple deployment states, each corresponding to one or more occupant sitting positions. The controller is further configured to instruct deployment of the airbag based on the protection activation information, determine the sitting position of the occupant to be protected based on the acquired occupant sitting position information, and control deployment of the airbag from the folded state to a target deployment state, the target deployment state being the deployment state corresponding to the sitting position of the occupant to be protected from the multiple deployment states.

[0069] Thus, the airbag control system controls the airbag deployment state based on the occupant's sitting position, providing protection tailored to the occupant's actual situation. For example, when the occupant is in a supine or lying position, the airbag is deployed to a larger deployed state, preventing a smaller deployed airbag volume from providing weak support to the occupant and ensuring the airbag's ability to protect the occupant. For example, when the occupant is in a forward-leaning or upright sitting position, the airbag is deployed to a smaller deployed state, preventing a larger deployed airbag volume from providing excessive support and potentially causing compression, ensuring the airbag's ability to protect the occupant.

[0070] The aforementioned supine sitting posture refers to a sitting posture in which the angle between the occupant's legs and torso is obtuse, with the occupant's face and torso tilted upward. The aforementioned lying posture refers to a sitting posture in which the angle between the occupant's legs and torso is close to 180°, with the occupant's face and torso tilted upward. The aforementioned forward-leaning sitting posture refers to a sitting posture in which the angle between the occupant's legs and torso is acute, with the occupant's face and torso tilted downward. The aforementioned upright sitting posture refers to a sitting posture in which the angle between the occupant's legs and torso is close to vertical, with the occupant's torso close to perpendicular to the horizontal plane.

[0071] The embodiment of the present application does not limit the structure of the detection device, and the structure of the detection device is set according to the occupant's sitting posture information.

[0072] Figure 3a This is a schematic structural diagram of a detection device 200 provided in an embodiment of the present application. Figure 3a The occupant's sitting posture information includes the angle δ between the seat back and the seat cushion of the seat where the occupant to be protected is located. The detection device 200 includes an angle sensor, which is used to sense the angle δ between the seat back and the seat cushion.

[0073] Exemplarily, the angle sensor is connected to the seat, senses the angle δ between the seat back and the seat cushion, and transmits the sensed angle δ to the controller 100 .

[0074] When a protected occupant is seated, their sitting posture is significantly correlated with the angle δ between the seatback and cushion. For example, the larger the angle δ, the more diverse the occupant's postures are during the ride, such as supine, upright, and forward-leaning positions, resulting in a greater maximum airbag headroom. Conversely, the smaller the angle δ, the more diverse the occupant's postures are during the ride, such as sitting upright or leaning forward, resulting in a smaller maximum airbag headroom. By sensing the angle δ between the seatback and cushion, the maximum airbag headroom can be determined, ensuring optimal protection even when the occupant's posture changes due to external forces such as inertia.

[0075] Figure 3a In the embodiment, the detection device 200 further includes a position sensor, which is used to obtain the coordinates of the seat where the occupant to be protected is located. The occupant sitting posture information also includes the coordinates of the seat where the occupant to be protected is located.

[0076] Illustratively, the position sensor is connected to the seat back or the seat cushion, or the position sensor may be connected to an end of the seat close to the bottom frame.

[0077] The embodiments of the present application do not limit the reference point for the seat coordinates. For example, the seat coordinates may be indicated with the cockpit as the reference point, or with the front or rear of the vehicle as the reference point. In embodiments where the seat is slidably connected to the chassis via rails, the seat coordinate reference point may be any point on the rails.

[0078] Obviously, the seat coordinates directly affect the space between the seat and other interior trim structures. For example, the front seats' coordinates affect the space between the front seats and the cockpit. For example, the rear seats' coordinates affect the space between the rear seats and the front seats. The smaller the aforementioned space, the less room the occupant has for movement while seated. The space between the occupant and other interior trim structures (such as the cockpit) is smaller, resulting in less room for the airbag to accommodate. In the event of a collision, the airbag can deploy in a smaller configuration while still providing optimal support for the occupant. Conversely, the larger the aforementioned space, the greater the space between the occupant and other interior trim structures (such as the cockpit). In the event of a collision, the airbag can deploy in a larger configuration while still providing optimal support for the occupant.

[0079] In an embodiment where the detection device 200 includes a position sensor and an angle sensor, the occupant sitting posture information includes the coordinates of the seat where the occupant to be protected is located and the angle δ between the seat back and the seat cushion of the seat where the occupant to be protected is located. The controller 100 obtains more information after obtaining the occupant sitting posture information, and can more accurately obtain the occupant sitting posture of the occupant to be protected and analyze the occupant sitting posture after the occupant adjusts the posture. When the protection start information indicates to deploy the airbag, the airbag is controlled to deploy to a deployment state that provides good protection to the occupant and does not oppress the occupant.

[0080] In some embodiments, the detection device 200 further includes a gravity sensor or a camera, which is used to detect whether an occupant is seated. Whether an occupant is seated directly influences whether the controller controls airbag deployment. For example, if an occupant is seated, the controller controls airbag deployment for protection; if an occupant is not seated, airbag deployment is not necessary.

[0081] The embodiments of the present application do not restrict the installation locations of the gravity sensor and the camera. For example, the gravity sensor is connected to the seat, and the camera can be connected to the vehicle frame or door. For example, the aforementioned camera can be a still camera or a video camera, etc.

[0082] Figure 3b For a structural diagram of another detection device provided in the embodiment of the present application, please refer to Figure 3b The detection device 200 is a camera. The occupant posture information includes an image of the occupant to be protected. The detection device is configured to capture the image of the occupant to be protected and transmit the image to the controller. The controller can determine the occupant's posture based on the image captured by the detection device and control the airbag to deploy to the appropriate position, thereby achieving optimal protection.

[0083] In an embodiment where the detection device 200 is used to capture images of occupants to be protected, the camera may be connected to a vehicle frame or a vehicle door, which is not limited in this embodiment of the present application.

[0084] As described above, based on the protection start information indicating the deployment of the airbag, the controller determines the sitting posture of the occupant to be protected according to the acquired occupant sitting posture information, and controls the airbag to deploy from the folded state to the target deployment state.

[0085] The embodiment of the present application does not limit the structure of the controller. For example, the controller can be a separate chip or integrated into the chip of the processing unit.

[0086] For example, the controller can be a general-purpose processor. General-purpose processor architectures can be divided into two categories: one is a reduced instruction set computer (RISC), in which each instruction is used to perform only a simple operation. For frequently used simple operations, RISC processors can execute instructions at a faster speed. For less frequently used operations, RISC processors often use a combination of instructions to complete them. The other is a complex instruction set computer (CISC), in which each instruction can perform several simple operations, such as reading from memory, storing data, and performing calculations, all combined into a single complex instruction. CISC processors have a richer instruction set, with specialized instructions to perform specific functions. In the von Neumann architecture, the program instruction memory and data memory are combined and stored together in the memory. The program instruction storage address and data storage address point to different physical locations in the same memory, so the program instructions and data have the same width. The Harvard architecture stores program instructions and data in the program memory and data memory respectively, and the instructions and data can have different data widths. The program memory and the data memory can communicate with the CPU using two independent buses, wherein the program memory and the CPU use a program bus for communication, and the data memory and the CPU use a data bus for communication. Alternatively, the program memory and the data memory can also communicate with the CPU using a common data bus in a time-sharing manner.

[0087] The embodiments of the present application do not limit the source of the protection activation information. For example, the protection activation information is sent to the controller by the airbag's electronic control unit (ECU). The airbag ECU determines the vehicle's motion and collision threshold and outputs information on whether to deploy the airbag. When the vehicle collides, the ECU analyzes whether the collision reaches the collision threshold. If so, the ECU outputs information to deploy the airbag. If not, the ECU outputs information to not deploy the airbag. The controller can obtain information on whether to deploy the airbag from the airbag ECU.

[0088] Exemplarily, the controller is in communication with the airbag's ignition device. In an embodiment where the airbag includes a plurality of ignition devices, each ignition device is in communication with the controller.

[0089] The embodiments of the present application do not limit the specific process by which the controller implements the above-mentioned functions. For example, in some embodiments, the controller is configured to: control the airbag to deploy from the folded state to the first deployed state based on the occupant to be protected being in a first sitting position; and control the airbag to deploy from the folded state to the second deployed state based on the occupant to be protected being in a second sitting position.

[0090] The embodiment of the present application does not limit the method for distinguishing different sitting postures of the occupants to be protected. For example, the sitting postures of the occupants to be protected are different, and the angles between the torsos and legs of the occupants to be protected are different.

[0091] The included angle of the protected occupant in the second position is greater than the included angle of the torso and legs of the protected occupant in the first sitting position. The volume of the airbag in the second deployed state is greater than the volume of the airbag in the first deployed state.

[0092] The angles between the torso and legs of passengers and their seating positions are different. When a vehicle collides, the space between passengers and objects in the vehicle (such as seats or the cockpit) varies, and the amount of space reserved for airbags varies. The airbags can be deployed to the appropriate deployment position based on the amount of space, providing excellent support to the passengers without causing significant pressure on them.

[0093] In addition, the airbag provided by the embodiments of the present application can better protect special groups of people. For example, the angle between the torso and legs of pregnant women is slightly different from that of non-pregnant people. The airbag can be deployed to the appropriate deployment state based on the angle between the torso and legs of pregnant women, avoiding the airbag being deployed to the optimal deployment state based on the angle between the torso and legs of pregnant women.

[0094] For example, the first sitting posture is a forward-leaning sitting posture or an upright sitting posture, and the second sitting posture is a supine sitting posture or a lying posture. The angle between the torso and legs of the occupant to be protected in the supine sitting posture is greater than the angle between the torso and legs of the occupant to be protected in the forward-leaning sitting posture or an upright sitting posture. The angle between the torso and legs of the occupant to be protected in the lying posture is greater than the angle between the torso and legs of the occupant to be protected in the forward-leaning sitting posture or an upright sitting posture.

[0095] In some embodiments, the controller is further configured to:

[0096] Based on the occupant being in a third sitting position, the airbag is controlled to deploy from the folded state to the second deployed state or the third deployed state; wherein the angle between the torso and legs of the occupant being in the third sitting position is greater than the angle between the torso and legs of the occupant being in the second sitting position. The volume of the airbag in the third deployed state is greater than the volume of the airbag in the second deployed state.

[0097] In other words, when the occupant to be protected is in the third sitting position and the second sitting position, the controller controls the airbag to deploy from the folded state to the same state (the second deployed state). Alternatively, when the occupant to be protected is in the third sitting position and the second sitting position, the controller controls the airbag to deploy from the folded state to different states, with the deployed state corresponding to the third sitting position being the third deployed state and the deployed state corresponding to the second sitting position being the second deployed state.

[0098] Thus, when the airbag has only a first and second deployment state, if the angle between the occupant's torso and legs is larger (e.g., the third angle), it can be deployed to its largest deployment state, providing excellent cushioning for the occupant and preventing collisions with other hard objects. Even if the angle between the occupant's torso and legs is larger when the occupant is in the third sitting position than when the occupant is in the second sitting position, each deployment state corresponds to the two occupant sitting positions, thereby achieving occupant protection and reducing the design and manufacturing costs of the airbag. Alternatively, in embodiments where the airbag has a first, second, and third deployment state, the airbag can be deployed to different deployment states based on the angle between the occupant's torso and legs, aligning the occupant's sitting position with a more precisely protective deployment state, thereby achieving optimal protection.

[0099] In some embodiments, based on the occupant being in the fourth sitting position, the airbag is controlled to deploy from the folded state to the third deployed state or the fourth deployed state. Similarly, when the occupant is in the fourth sitting position, the angle between the torso and legs is greater than when the occupant is in the third sitting position. The volume of the airbag in the fourth deployed state is greater than the volume of the airbag in the third deployed state. This is analogous and not further described here.

[0100] The embodiment of the present application does not limit the method of determining the sitting posture of the occupant to be protected based on the acquired occupant sitting posture information.

[0101] For example, in an embodiment where the detection device is a camera, the camera captures an image of the occupant, and the controller identifies the angle between the occupant's torso and legs based on the image to determine which of multiple preset occupant sitting postures the occupant is in.

[0102] Alternatively, in some embodiments, the controller is configured to determine the sitting posture of the occupant to be protected based on an angle between a seatback and a seat cushion of the seat.

[0103] For example, in an embodiment where the detection device includes an angle sensor, the angle sensor is used to sense the angle between the seat back and the seat cushion of the seat, and transmit information carrying the angle to the controller.

[0104] Exemplarily, based on the angle being within the first angle range, the occupant sitting posture of the occupant to be protected is determined to be the first sitting posture; based on the angle being within the second angle range, the occupant sitting posture of the occupant to be protected is determined to be the second sitting posture; wherein the maximum value of the first angle range is less than or equal to the minimum value of the second angle range.

[0105] In this way, the controller determines the passenger's sitting posture based on the angle between the seat back and the seat cushion. Since the angle between the seat back and the seat cushion is easy to measure, when the passenger sits on the seat, the angle between the seat back and the seat cushion does not change with time, and the method of determining the passenger's sitting posture is simple and easy.

[0106] While seated, occupants may adjust their posture at any time. However, the posture they can adjust is strongly correlated with the angle between the seatback and cushion. For example, if the angle between the seatback and cushion is large, occupants can choose to sit supinely or lean forward. After a collision, the occupant can adjust to a supine position, leaving more space between the occupant and other interior structures (such as the cockpit). This allows the airbag to deploy in a larger configuration while ensuring optimal support. Conversely, if the angle between the seatback and cushion is small, the space available for occupants to sit or lie down is smaller. After a collision, for example, if a occupant is sitting in a leaning forward position, the occupant can adjust to a supine position, leaving less space between the occupant and other interior structures (such as the cockpit). This allows the airbag to deploy in a smaller configuration while ensuring optimal support.

[0107] The embodiments of the present application do not limit the first angle range and the second angle range. For example, the minimum value of the first angle range can be 60° to 90°, and the maximum value of the first angle range can be 80° to 120°. The minimum value of the second angle range can be 100° to 120°, and the maximum value of the second angle range can be 120° to 150°.

[0108] In some embodiments, the controller is used to: determine that the occupant sitting posture of the protected occupant is a third sitting posture based on the angle being within a third angle range; wherein the maximum value of the second angle range is less than or equal to the minimum value of the third angle range.

[0109] Similarly, a larger angle between the seat back and cushion, such as within the third angle range, allows occupants to choose from a wider range of sitting positions compared to those within the second angle range. This allows for a wider range of posture adjustments after a collision. For example, after a collision, occupants can adjust their sitting position to a reclining position, further increasing the space between them and other interior structures (such as the cockpit). This allows the airbag to deploy in a larger configuration while still providing optimal support for the occupant.

[0110] The embodiment of the present application does not limit the third angle range. For example, the minimum value of the third angle range may be 140-160 degrees, and the maximum value of the third angle range may be 150-180 degrees.

[0111] Furthermore, in some embodiments, the controller is configured to: determine that the occupant to be protected is in a fourth sitting posture based on the included angle being within a fourth angle interval; wherein the maximum value of the third angle interval is less than or equal to the minimum value of the fourth angle interval. The same applies and will not be further described herein.

[0112] For example, the more deployment states the airbag has, the smaller the range of each angle interval can be, so as to achieve more precise protection.

[0113] Obviously, in addition to the angle between the seat back and the seat cushion, the coordinates of the seat will directly affect the size of the space between the seat and other decorative structures in the car.

[0114] Taking the front seats as an example, the seat coordinates will affect the space between the front seats and the cockpit. Taking the rear seats as an example, the seat coordinates will affect the space between the rear seats and the front seats.

[0115] The smaller the aforementioned space, the less room a occupant has to move around when seated. This also reduces the space between the occupant and other interior structures (e.g., the cockpit), resulting in less room for the airbag. Consequently, in the event of a collision, the airbag can deploy in a smaller configuration while still providing optimal support for the occupant. Conversely, the larger the aforementioned space, the more space between the occupant and other interior structures (e.g., the cockpit), allowing the airbag to deploy in a larger configuration while still providing optimal support for the occupant.

[0116] For example, in an embodiment where the detection device includes a position sensor and an angle sensor, the position sensor is configured to sense the coordinates of the seat where the protected occupant is seated and transmit information containing the coordinates to a controller. The angle sensor is configured to sense the angle between the seat back and seat cushion and transmit information containing the angle to the controller. The controller is configured to determine the sitting posture of the protected occupant based on the angle sensed by the angle sensor and the coordinates sensed by the position sensor.

[0117] After a collision, the occupant's position in the seat is highly uncertain, for example due to changing inertia. However, the space available for the occupant to maneuver after the collision is readily measurable. The controller can determine this space based on the angle and coordinates to determine the occupant's sitting position. The controller then controls the airbag's deployment from the folded position to the target deployed position based on this occupant's position. This target position provides optimal protection for the uncertain occupant's position.

[0118] It is understandable that when there is no occupant to be protected on the seat, the controller controls the airbag not to be deployed. In other words, when the occupant to be protected is not on the seat, the controller controls the airbag not to be deployed.

[0119] For example, in some embodiments, the detection device includes a gravity sensor that senses the weight of the seat to determine whether an occupant is seated and transmits this information to the controller, which determines whether the airbag needs to be deployed based on this information.

[0120] In other embodiments, the detection device includes a camera configured to capture an image of the seating space of the seat to determine whether an occupant is seated and transmit the image to the controller, which determines whether the airbag needs to be deployed based on the image.

[0121] In some other embodiments, the detection device includes an infrared sensor, which is used to obtain information about whether the occupant is in the seat and transmit the information to the controller. The controller determines whether to deploy the airbag based on the information.

[0122] The airbag control system provided in the embodiment of the present application can control the airbag to deploy to a target deployment state according to the occupant's sitting posture information, so that the occupant can be cushioned by airbags of different volumes in different postures, thereby better protecting the occupant.

[0123] The embodiment of the present application also provides a method for controlling an airbag, which is applied to the above-mentioned airbag control system. Figure 4a The control method of the airbag is described as an example. Figure 4a A flow chart of a method for controlling an airbag provided in an embodiment of the present application is shown in FIG. Figure 4a As shown, the method includes:

[0124] S10. Obtain protection activation information and occupant sitting posture information.

[0125] Exemplarily, the protection activation information is used to indicate whether to deploy the airbag.

[0126] The embodiment of the present application does not limit the method for executing S10. The setting is performed according to the passenger's sitting posture information.

[0127] In some embodiments, the occupant's sitting posture information includes information detected by a detection device. In embodiments where the detection device includes an angle sensor, the occupant's sitting posture information includes the angle between the seat back and the seat cushion. After a collision, the occupant's posture may change, but this change is highly correlated with the angle between the seat back and the seat cushion. Therefore, obtaining the angle between the seat back and the seat cushion facilitates determining the occupant's sitting posture.

[0128] In other embodiments, where the detection device includes an angle sensor and a position sensor, the occupant's sitting posture information includes the angle between the seat back and seat cushion and the coordinates of the seat where the occupant is located. After a collision, the occupant's posture may change, and this change is correlated with the seat coordinates. Therefore, obtaining the coordinates of the seat where the occupant is located facilitates confirmation of the occupant's sitting posture.

[0129] Furthermore, in embodiments where the detection device further includes a camera or gravity sensor, the occupant posture information includes determining whether the occupant to be protected is seated. Whether the occupant to be protected is seated directly correlates to whether airbag deployment is necessary following a collision. Therefore, determining whether the occupant to be protected is seated facilitates determining whether to deploy the airbag. By first determining whether the occupant is seated, and if not, directly controlling the airbag to not deploy, there is no need to rely on information such as the angle between the seatback and seat cushion to determine the occupant's seated posture, thereby improving control efficiency.

[0130] In some other embodiments, in the embodiment where the detection device includes a camera, the occupant sitting posture information includes an image of the occupant to be protected. The sitting posture of the occupant to be protected can also be obtained through the image of the occupant to be protected.

[0131] S20. Determine the occupant sitting posture of the occupant to be protected based on the acquired occupant sitting posture information.

[0132] Since the deployment state of the safety bag corresponds to at least one of the preset multiple occupant sitting postures, determining the occupant sitting posture of the occupant to be protected is one of the factors that determine the deployment state of the safety bag.

[0133] Exemplarily, S20 includes: if the angle between the seat back and the seat cushion of the seat is within a first angle range, determining that the sitting posture of the occupant to be protected is a first sitting posture; if the angle between the seat back and the seat cushion of the seat is within a second angle range, determining that the sitting posture of the occupant to be protected is a second sitting posture; wherein the maximum value of the first angle range is less than or equal to the minimum value of the second angle range.

[0134] The sitting posture of the occupant to be protected is determined based on the angle between the seat back and the seat cushion. This can accurately determine the occupant's sitting posture and provide a basis for subsequently controlling the deployment of the airbag to a suitable deployment state.

[0135] Exemplarily, if the angle between the seat back and the seat cushion of the seat is within a third angle range, the occupant sitting posture of the protected occupant is determined to be the third sitting posture; wherein the maximum value of the second angle range is less than or equal to the minimum value of the third angle range.

[0136] The present application embodiment does not limit the method of executing S20. Figure 4b S20 is described exemplarily. Figure 4b This is an example diagram of an airbag control method provided in an embodiment of the present application. Figure 4b , controlling the airbag to deploy from the folded state to the target deployed state, including: if the occupant to be protected is in a first sitting position, controlling the airbag to deploy from the folded state to the first deployed state; if the occupant to be protected is in a second sitting position, controlling the airbag to deploy from the folded state to the second deployed state.

[0137] The angle between the torso and the legs of the protected occupant when the occupant is in the second sitting position is greater than the angle between the torso and the legs of the protected occupant when the occupant is in the first sitting position.

[0138] by Figure 4b For example, when the occupant to be protected is in the second sitting position, the included angle between the torso and the legs is β, and when the occupant to be protected is in the first sitting position, the included angle between the torso and the legs is α. β is greater than α.

[0139] Similarly, in some embodiments, the angle between the torso and the legs of the occupant to be protected is greater when the occupant to be protected is in the third sitting position than the angle between the torso and the legs of the occupant to be protected is in the second sitting position.

[0140] by Figure 4b For example, when the occupant to be protected is in the third sitting position, the included angle between the torso and the legs is γ, where γ is greater than β.

[0141] The occupant's sitting posture is determined based on the angle between the occupant's torso and legs, providing a basis for subsequent control of the airbag deployment to the appropriate deployment state, so that the occupant to be protected is better protected.

[0142] S30. When the protection activation information indicates to deploy the airbag, control the airbag to deploy from the folded state to the target deployment state.

[0143] The target deployment state is a deployment state among the multiple deployment states that matches the sitting posture of the occupant to be protected.

[0144] After the sitting posture of the occupant to be protected is determined in the above S20 , the airbag is controlled to deploy to a deployment state that matches the occupant's sitting posture information according to the occupant's sitting posture, so that the occupant is better protected.

[0145] There are various possible relationships between the occupant's sitting position and the deployment state. For example, when the occupant is in a first sitting position, the airbag is deployed to the first deployment state; when the occupant is in a second sitting position, the airbag is deployed to the second deployment state; and when the occupant is in a third sitting position, the airbag is deployed to the third deployment state. Alternatively, when the occupant is in the first sitting position, the airbag is deployed to the first deployment state, and when the occupant is in both the second and third sitting positions, the airbag is deployed to the second deployment state. The volume of the airbag in the third deployment state is greater than that in the second deployment state, and the volume of the airbag in the second deployment state is greater than that in the first deployment state.

[0146] The airbag control method provided in the embodiments of the present application can control the airbag to deploy to a target state based on the acquired occupant posture information, so that the airbag in the target deployment state provides better protection for the occupant, thereby avoiding problems such as poor occupant protection due to an inappropriate deployment state, or excessive pressure on the occupant due to an inappropriate deployment state.

[0147] Embodiments of the present application also provide a computer-readable storage medium. The computer-readable storage medium can be any available medium capable of being stored by a computing device, or a data storage device such as a data center containing one or more available media. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive). The computer-readable storage medium includes instructions that instruct a computing device to execute the airbag control method, or instruct a computing device to execute the airbag control method.

[0148] The above is only a specific embodiment of the present application, but the scope of protection of this application is not limited to this. Any changes or substitutions within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A control system for an airbag, characterized in that: The airbag control system includes: an airbag, the airbag having a folded state and a plurality of deployed states, each deployed state corresponding to at least one of a plurality of preset occupant sitting positions; A detection device for detecting occupant sitting posture information; and A controller, the detection device and the airbag are both connected to the controller by signal; the controller is used to obtain protection activation information and the occupant sitting posture information, the protection activation information is used to indicate whether to deploy the airbag; The controller is further configured to instruct deployment of the airbag based on the protection activation information, determine a sitting posture of the occupant to be protected based on the acquired occupant sitting posture information, and control the airbag to deploy from the folded state to a target deployment state, the target deployment state being a deployment state corresponding to the sitting posture of the occupant to be protected among the multiple deployment states; The controller is used to: Based on the occupant to be protected having a first sitting posture, controlling the airbag to deploy from the folded state to a first deployed state; Based on the occupant to be protected having a second sitting posture, controlling the airbag to deploy from the folded state to a second deployed state; Among them, when the protected occupant is in the second sitting position, the angle between the torso and the legs is greater than the angle between the torso and the legs when the protected occupant is in the first sitting position; the volume of the airbag in the second deployed state is greater than the volume of the airbag in the first deployed state.

2. The airbag control system according to claim 1, characterized in that: The controller is used to: Based on the occupant to be protected having a third sitting posture, controlling the airbag to deploy from the folded state to the second deployed state or the third deployed state; Among them, when the protected occupant is in the third sitting position, the angle between the torso and the legs is greater than the angle between the torso and the legs when the protected occupant is in the second sitting position; the volume of the airbag in the third deployed state is greater than the volume of the airbag in the second deployed state.

3. The airbag control system according to claim 1 or 2, characterized in that: The occupant sitting posture information includes the angle between the seat back and the seat cushion of the seat where the occupant to be protected is located; The detection device includes: an angle sensor for sensing the angle between the backrest and the seat cushion of the seat; The controller is used to determine the sitting posture of the occupant to be protected according to the angle sensed by the angle sensor.

4. The airbag control system according to claim 3, characterized in that: The controller is used to: Based on the included angle being within a first angle range, determining that the occupant sitting posture of the occupant to be protected is a first sitting posture; Based on the included angle being within a second angle range, determining that the occupant sitting posture of the occupant to be protected is a second sitting posture; The maximum value of the first angle interval is less than or equal to the minimum value of the second angle interval.

5. The airbag control system according to claim 4, characterized in that: The controller is used to: Based on the included angle being within a third angle range, determining that the occupant sitting posture of the occupant to be protected is a third sitting posture; The maximum value of the second angle interval is less than or equal to the minimum value of the third angle interval.

6. The airbag control system according to claim 3, characterized in that: The occupant sitting posture information also includes the coordinates of the seat where the occupant to be protected is located; The detection device further includes: a position sensor for sensing the coordinates of a seat where the occupant to be protected is located; The controller is used to determine the sitting posture of the occupant to be protected based on the angle sensed by the angle sensor and the coordinates sensed by the position sensor.

7. The airbag control system according to claim 3, characterized in that: The passenger sitting posture information also includes information on whether the passenger is sitting on the seat; The detection device further includes: a gravity sensor or a camera, and the gravity sensor or the camera is used to detect whether the occupant is on the seat.

8. The airbag control system according to claim 1 or 2, characterized in that: The occupant sitting posture information includes an image of the occupant to be protected; The detection device includes: a camera for capturing an image of the occupant to be protected; The controller is used to determine the sitting posture of the occupant to be protected based on the image.

9. The airbag control system according to claim 1 or 2, characterized in that: The airbag includes a bag body and a plurality of detonators, wherein the bag body has a folded state and a plurality of unfolded states, and each unfolded state corresponds to one of the detonators; The controller is connected to the detonating device by signal; the controller is used to control the operation of the target detonating device, and the target detonating device is the detonating device corresponding to the target deployment state among the multiple detonating devices.

10. The airbag control system according to claim 1 or 2, characterized in that: The airbag comprises a plurality of sub-airbags arranged in sequence, each of the sub-airbags having a folded state and a plurality of unfolded states; The controller is used to control the plurality of sub-airbags to be deployed synchronously from the folded state to a target deployed state.

11. A method for controlling an airbag, characterized in that: The airbag control method is applied to an airbag, wherein the airbag has a folded state and multiple deployed states, and each deployed state corresponds to at least one of multiple preset passenger sitting positions; The method comprises: acquiring protection activation information and occupant sitting posture information; the protection activation information being used to indicate whether to deploy the airbag; when the protection activation information indicates deployment of the airbag, determining the sitting posture of the occupant to be protected based on the acquired occupant sitting posture information, and controlling the airbag to deploy from the folded state to a target deployed state; the target deployed state being a deployment state among the multiple deployment states that matches the sitting posture of the occupant to be protected; The controlling the airbag to deploy from the folded state to a target deployed state includes: If the sitting posture of the occupant to be protected is a first sitting posture, controlling the airbag to deploy from the folded state to a first deployed state; If the sitting posture of the occupant to be protected is a second sitting posture, controlling the airbag to deploy from the folded state to a second deployed state; Among them, when the protected occupant is in the second sitting position, the angle between the torso and the legs is greater than the angle between the torso and the legs when the protected occupant is in the first sitting position; the volume of the airbag in the second deployed state is greater than the volume of the airbag in the first deployed state.

12. The airbag control method according to claim 11, characterized in that: The controlling the airbag to deploy from the folded state to a target deployed state further includes: If the occupant to be protected is in a third sitting position, controlling the airbag to deploy from the folded state to the second deployed state or the third deployed state; Among them, when the protected occupant is in the third sitting position, the angle between the torso and the legs is greater than the angle between the torso and the legs when the protected occupant is in the second sitting position; the volume of the airbag in the third deployed state is greater than the volume of the airbag in the second deployed state.

13. The airbag control method according to claim 11 or 12, characterized in that: Acquiring the passenger sitting posture information includes: Obtaining the angle between the seat back and the seat cushion of the seat where the occupant to be protected is located; determining the occupant sitting posture of the occupant to be protected based on the acquired occupant sitting posture information includes: If the included angle between the seat back and the seat cushion of the seat is within a first angle range, determining that the sitting posture of the occupant to be protected is a first sitting posture; If the included angle between the seat back and the seat cushion of the seat is within the second angle range, determining that the sitting posture of the occupant to be protected is the second sitting posture; The maximum value of the first angle interval is less than or equal to the minimum value of the second angle interval.

14. The airbag control method according to claim 13, characterized in that: The determining the occupant sitting posture of the occupant to be protected according to the acquired occupant sitting posture information further includes: If the included angle between the seat back and the seat cushion of the seat is within a third angle range, determining that the sitting posture of the occupant to be protected is the third sitting posture; The maximum value of the second angle interval is less than or equal to the minimum value of the third angle interval.

15. The airbag control method according to claim 11 or 12, characterized in that: Acquiring the passenger sitting posture information includes: acquiring an image of the occupant to be protected; The determining the occupant sitting posture of the occupant to be protected according to the acquired occupant sitting posture information includes: The sitting posture of the occupant to be protected is determined based on the acquired image.

16. A means of transport, characterized in that: The vehicle comprises: a main body, and the airbag control system according to any one of claims 1 to 10, wherein the airbag control system is connected to the main body.

17. The vehicle according to claim 16, characterized in that The main body includes a vehicle frame, front seats and rear seats, with a rear space between the rear seats and the front seats; the airbag is connected to the vehicle frame, and the controller is connected to the vehicle frame, the rear seats or the front seats; the airbag can be deployed toward the rear seats and extend into the rear space.

18. A computer-readable storage medium, characterized in that The storage medium stores a computer program or instruction, and when the computer program or instruction is executed by a processing device, the method according to any one of claims 11 to 15 is implemented.

Images