Vehicle, control method and device for airbag thereof

Abstract

Disclosed are a vehicle and a control method and device for the airbag thereof. A first acceleration signal is acquired by a first sensor arranged on the left side of the vehicle, a second acceleration signal is acquired by a second sensor arranged on the right side of the vehicle, and it is determined whether to open the airbag according to the first acceleration signal and / or the second acceleration signal. If the airbag is opened, the opening time of the airbag is determined according to the first acceleration signal and the second acceleration signal, and the airbag is opened according to the opening time. Thus, the opening time of the airbag can be more accurately acquired, and the safety of the vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle and a control method and device for airbags of the vehicle. BACKGROUND

[0002] In recent years, with the rapid development of the automobile industry and the rapid improvement of people's living standards, more and more cars have entered ordinary families, and safety problems caused by traffic accidents have also gradually increased, so people are increasingly concerned about the safety of car driving. Among them, the airbag system is an important part of safety protection.

[0003] The airbag control part is usually determined by the acceleration signal fed back by the sensor to determine whether to detonate the airbag module. At the same time, in order to more effectively protect the safety of passengers, the ignition time of the airbag module is different under different frontal collision conditions. However, in the actual complex conditions of vehicle collision, it may not be possible to effectively identify the frontal collision condition, so that the airbag cannot detonate the airbag according to the predetermined ignition time, thereby causing the people on the vehicle to be injured and reducing the safety of the vehicle. SUMMARY

[0004] Therefore, the purpose of the embodiments of the present application is to provide a vehicle and a control method and device for airbags of the vehicle, which can accurately obtain the opening time of the airbag and improve the safety of the vehicle.

[0005] In a first aspect, the embodiments of the present application provide a control method for airbags of a vehicle, the vehicle comprising a first sensor and a second sensor arranged on the left and right sides of the vehicle respectively, the method comprising:

[0006] obtaining a first acceleration signal detected by the first sensor and a second acceleration signal detected by the second sensor respectively;

[0007] determining an opening judgment result of the airbag according to the first acceleration signal and / or the second acceleration signal, the opening judgment result comprising opening the airbag and not opening the airbag;

[0008] in response to the opening judgment result being to open the airbag, determining an opening time of the airbag according to the first acceleration signal and the second acceleration signal; and

[0009] controlling the airbag to open according to the opening time.

[0010] In some embodiments, the determination of the opening judgment result of the airbag according to the first acceleration signal and / or the second acceleration signal comprises:

[0011] determining the opening judgment result as opening the airbag in response to the first acceleration signal and / or the second acceleration signal being greater than or equal to a predetermined opening threshold; and

[0012] determining the opening judgment result as not opening the airbag in response to the first acceleration signal and / or the second acceleration signal being less than the predetermined opening threshold.

[0013] In some embodiments, the determining the opening time of the airbag according to the first acceleration signal and the second acceleration signal comprises:

[0014] obtaining a target acceleration difference value according to the first acceleration signal and the second acceleration signal; and

[0015] determining the opening time of the airbag according to the target acceleration difference value.

[0016] In some embodiments, the determining the opening time of the airbag according to the target acceleration difference value comprises:

[0017] obtaining a frontal collision condition corresponding to the target acceleration difference value according to a first corresponding relationship; and

[0018] obtaining an opening time corresponding to the frontal collision condition according to a second corresponding relationship.

[0019] In some embodiments, the first corresponding relationship is a corresponding relationship between the frontal collision condition and the acceleration difference value.

[0020] The obtaining the frontal collision condition corresponding to the target acceleration difference value according to the first corresponding relationship comprises:

[0021] determining an acceleration difference value interval corresponding to each of the frontal collision conditions according to the corresponding relationship between the frontal collision condition and the acceleration difference value; and

[0022] determining the frontal collision condition corresponding to the target acceleration difference value according to the target acceleration difference value and the acceleration difference value interval.

[0023] In some embodiments, the first corresponding relationship is a corresponding relationship between the frontal collision condition and the acceleration difference value interval.

[0024] The obtaining the frontal collision condition corresponding to the target acceleration difference value according to the first corresponding relationship specifically comprises:

[0025] obtaining the frontal collision condition corresponding to the acceleration difference value interval in which the target acceleration difference value is located in the first corresponding relationship.

[0026] In some embodiments, the second corresponding relationship is a corresponding relationship between the frontal collision condition and the opening time.

[0027] In some embodiments, the frontal crash condition corresponds to a crash overlap degree;

[0028] The crash overlap degree comprises one or more of 100%, 70%, 50%, 40%, and 25%.

[0029] In a second aspect, an embodiment of the present application provides a control device of an airbag of a vehicle, the vehicle comprising a first sensor and a second sensor respectively arranged on left and right sides of the vehicle, the device comprising:

[0030] an acceleration signal acquisition unit configured to acquire a first acceleration signal detected by the first sensor and a second acceleration signal detected by the second sensor;

[0031] an opening determination unit configured to determine an opening determination result of the airbag according to the first acceleration signal and / or the second acceleration signal, the opening determination result comprising opening the airbag and not opening the airbag;

[0032] an opening time determination unit configured to determine an opening time of the airbag according to the first acceleration signal and the second acceleration signal in response to the opening determination result being opening the airbag; and

[0033] an opening control unit configured to control the airbag to open according to the opening time.

[0034] In a third aspect, an embodiment of the present application provides a vehicle, the vehicle comprising:

[0035] an airbag;

[0036] a first sensor configured to acquire a first acceleration signal;

[0037] a second sensor configured to acquire a second acceleration signal; and

[0038] a control component configured to execute the method of the first aspect.

[0039] In a fourth aspect, an embodiment of the present application provides an electronic device comprising a memory and a processor, the memory being configured to store one or more computer program instructions, wherein the one or more computer program instructions are executed by the processor to implement the method of the first aspect.

[0040] In a fifth aspect, an embodiment of the present application provides a computer program product, the computer program product comprising a computer program, when the computer program is executed on a computer, the computer executes the method of the first aspect.

[0041] In a sixth aspect, an embodiment of the present application provides a computer readable storage medium, which stores computer program instructions, and the computer program instructions, when executed by a processor, implement the method according to the first aspect.

[0042] The technical scheme of the embodiment of the present application acquires the first acceleration signal through the first sensor arranged on the left side of the vehicle, acquires the second acceleration signal through the second sensor arranged on the right side of the vehicle, determines whether to open the airbag according to the first acceleration signal and / or the second acceleration signal, determines the opening time of the airbag according to the first acceleration signal and the second acceleration signal if the airbag is opened, and controls the airbag to open according to the opening time. Thus, the opening time of the airbag can be more accurately acquired, and the safety of the vehicle is improved. BRIEF DESCRIPTION OF DRAWINGS

[0043] The above and other objects, features and advantages of the present application will become more apparent from the following description of embodiments of the present application taken in conjunction with the accompanying drawings, in which:

[0044] Figure 1 is a structural schematic diagram of a vehicle according to an embodiment of the present application;

[0045] Figure 2 is a circuit diagram of a vehicle according to an embodiment of the present application;

[0046] Figure 3 is a circuit diagram of a sensor according to an embodiment of the present application;

[0047] Figure 4 is a flowchart of control of an airbag by a control part according to an embodiment of the present application;

[0048] Figure 5 is a flowchart of acquisition of an opening time according to an embodiment of the present application;

[0049] Figure 6 is a schematic diagram of a relationship between a vehicle and an obstacle corresponding to a degree of overlap of a collision according to an embodiment of the present application;

[0050] Figure 7 is a schematic diagram of a first corresponding relationship according to an embodiment of the present application;

[0051] Figure 8 is a schematic diagram of a first corresponding relationship according to another embodiment of the present application;

[0052] Figure 9 is a schematic diagram of a second corresponding relationship according to an embodiment of the present application;

[0053] Figure 10 is a flowchart of a control method of an airbag according to an embodiment of the present application;

[0054] Figure 11is a schematic view of a control device of an airbag according to an embodiment of the present application.

[0055] Figure 12 is a schematic view of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0056] The present application is described below based on embodiments, but the present application is not limited only to these embodiments. In the following detailed description of the present application, some specific details are described in detail. The present application can also be fully understood without the description of these details by those skilled in the art. In order to avoid confusion of the essence of the present application, well-known methods, processes, procedures, elements and circuits are not described in detail.

[0057] In addition, those skilled in the art should understand that the drawings provided herein are for illustrative purposes only, and the drawings are not necessarily drawn to scale.

[0058] At the same time, it should be understood that in the following description, "circuit" refers to a conductive loop composed of at least one element or sub-circuit through electrical or electromagnetic connection. When an element or circuit is said to be "connected to" another element or said to be "connected between" two nodes, it can be directly coupled or connected to another element or there can be intermediate elements between the elements, and the connection between the elements can be physical, logical, or a combination thereof. On the contrary, when an element is said to be "directly coupled to" or "directly connected to" another element, it means that there is no intermediate element between the two.

[0059] Unless the context clearly requires otherwise, the "comprise", "comprises", "comprising" and the like in the specification are to be construed as a non-exclusive "including but not limited to" meaning, that is, the "including but not limited to" meaning.

[0060] In the description of the present application, it should be understood that the terms "first", "second" and the like are only for the purpose of description and should not be understood as indicating or implying relative importance. In addition, in the description of the present application, unless otherwise stated, the meaning of "multiple" is two or more.

[0061] Figure 1 is a structural schematic view of a vehicle according to an embodiment of the present application, Figure 2 is a circuit diagram of a vehicle according to an embodiment of the present application. In Figure 1 and Figure 2 In the embodiment shown, the vehicle includes a vehicle body 1, an airbag 2, a control component 3, a first sensor 4 and a second sensor 5. Among them, the airbag 2, the control component 3, the first sensor 4 and the second sensor 5 are all arranged on the vehicle body 1.

[0062] In the embodiment, the vehicle body can be various types of automobiles, such as a truck, a cross-country vehicle, a dump truck, a tractor, a special-purpose vehicle, a bus, a sedan, a semi-trailer, etc.

[0063] In the embodiment, the vehicle includes one or more airbags 2 arranged on the vehicle body 1.

[0064] Further, the airbags 2 can be arranged at any position of the vehicle body, and the embodiment of the present application does not limit this. Taking a sedan as an example, the airbags can be arranged on a steering wheel, in a panel in front of a co-pilot, on a rear seat, etc.

[0065] The airbag SRS (SRS, Supplemental Restraint Systems) is a common passive safety device on an automobile, including a gas generator and a gas bag. The gas bag functions to form a soft cushion between a driver and a steering wheel, or between a front seat occupant and an instrument panel, to avoid injury caused by hard impact. When a vehicle collides, the gas generator ignites a gas generating agent under control, generates a large amount of gas, and after filtering and cooling, the gas enters the airbag, so that the airbag breaks through a liner and rapidly expands in a very short time to form an elastic air cushion in front of a driver or an occupant, and timely leaks and shrinks to absorb impact energy, thereby effectively protecting the head and chest of a human body to avoid or reduce injury.

[0066] In the embodiment, one of the first sensor 4 and the second sensor 5 is arranged on the left side of the vehicle, and the other is arranged on the right side of the vehicle, which can be arranged at any position of the vehicle body 1, and in the embodiment shown in the figure, the first sensor 4 and the second sensor 5 are arranged below the engine hood. Figure 1 The embodiment of the present application takes the first sensor 4 arranged on the left side of the vehicle and the second sensor 5 arranged on the right side of the vehicle as an example for illustration.

[0067] Further, the first sensor 4 and the second sensor 5 are collision sensors. The collision sensor is a control signal input device in an airbag system, which functions to detect a strength signal of a vehicle collision by a collision sensor when the vehicle collides, and input the signal to a control component.

[0068] In order to perceive the size of the first acceleration signal and the second acceleration signal, the first sensor 4 and the second sensor 5 of the embodiment of the present application can be implemented by a resistance strain gauge type collision sensor, a piezoelectric effect type collision sensor, etc.

[0069] Taking the first sensor 4 and / or the second sensor 5 as a resistance strain gauge type collision sensor as an example for illustration, Figure 3is a circuit diagram of the sensor of the embodiment of the present application. In Figure 3 In the embodiment shown, the circuit diagram of the sensor comprises resistors R1, R2, R3, R4, a signal processing and amplification circuit 41, a voltage stabilizing and temperature compensating circuit 42. Among them, the resistors R1, R2, R3, R4 are strain resistors, "+" and "-" in the figure are connected to the positive and negative poles of the power supply, "A" is the output terminal of the sensor. At the same time, in order to improve the detection accuracy of the sensor, the resistors R1, R2, R3, R4 are connected into a bridge circuit.

[0070] Specifically, in addition to the above-mentioned circuit, the sensor further comprises a shock block, a buffer medium, and a shell, etc. The signal processing and amplification circuit 41 processes and amplifies the input voltage signal and then supplies power to the bridge circuit. When the vehicle is subjected to a collision, due to the vibration of the shock block in the sensor, the buffer medium is vibrated, the resistors R1, R2, R3, R4 are deformed, and the resistance value changes, and after the output signal is processed by the voltage stabilizing and temperature compensating circuit 42, the signal voltage output by the sensor A terminal changes. Among them, the electrical signal output by the A terminal is the first acceleration signal and / or the second acceleration signal, or the signal after the electrical signal output by the A terminal is subjected to analog-to-digital conversion is the first acceleration signal and / or the second acceleration signal.

[0071] Therefore, the first sensor 4 can be used to obtain the first acceleration signal, and the second sensor 5 can be used to obtain the second acceleration signal.

[0072] It should be understood that the embodiment of the present application refers to the signal obtained by the sensor as an acceleration signal, but the embodiment of the present application does not limit the signal, and the signal obtained by the sensor can also be referred to as a deceleration signal.

[0073] In the embodiment, the control component 3 receives the first acceleration signal detected by the first sensor 4 and the second acceleration signal detected by the second sensor 5, determines the opening judgment result of the airbag according to the first acceleration signal and / or the second acceleration signal, and the opening judgment result includes opening the airbag and not opening the airbag. In response to the opening judgment result being to open the airbag, the opening time of the airbag is determined according to the first acceleration signal and the second acceleration signal. The opening of the airbag is controlled according to the opening time.

[0074] The control component 3 can be implemented by a MCU (Microcontroller Unit), a PLC (Programmable Logic Controller), a FPGA (Field-Programmable Gate Array), a DSP (Digital Signal Processor) or an ASIC (Application Specific Integrated Circuit).

[0075] It should be noted that the connection between the airbag 2, the first sensor 4, the second sensor 5 and the control component 3 can be implemented by a bus. Specifically, the communication can be implemented by a CAN (Controller Area Network), a LIN (Local Interconnect Network), an RS-485, a UART (Universal Asynchronous Receiver / Transmitter) or the like. The CAN is a serial communication protocol standardized by ISO (International Organization for Standardization). The LIN bus is a low-cost serial communication protocol based on UART / SCI (Universal Asynchronous Receiver / Transmitter / Serial Interface), mainly used for serial communication between sensors and controllers. The RS-485 bus standard is a bidirectional, balanced transmission standard interface widely used in industry (attendance, monitoring, data acquisition system), supporting multi-point connection. The UART is a general serial data bus used for asynchronous communication, which is bidirectional and can realize full-duplex transmission and reception.

[0076] Further, Figure 4 is a flowchart of the control component controlling the airbag according to an embodiment of the present application. In Figure 4 In the embodiment shown, the control component controlling the airbag comprises the following steps:

[0077] In step S110, the first acceleration signal and the second acceleration signal are acquired.

[0078] In this embodiment, the control component 3 receives the first acceleration signal sent by the first sensor 4 and the second acceleration signal sent by the second sensor 5.

[0079] Further, the first sensor 4 and the second sensor 5 transmit the acquired acceleration signals to the control component 3 in real time, the acceleration signals can be analog signals output by the sensors, or can be digital signals converted from the analog signals. The control component 3 collects the acceleration signals according to a predetermined collection period, which can be 1 millisecond, 10 milliseconds, etc., and the embodiment of the present application does not limit this.

[0080] Step S120, judging whether to open the airbag.

[0081] In the embodiment, after the control component 3 acquires the first acceleration signal and the second acceleration signal, the opening judgment result of the airbag is determined according to the first acceleration signal and / or the second acceleration signal, wherein the opening judgment result is used to represent whether to open the airbag, that is, the opening judgment result includes opening the airbag and not opening the airbag.

[0082] Further, the control component 3 acquires a predetermined opening threshold, which can be set according to actual conditions, and then determines the opening judgment result according to the first acceleration signal and / or the second acceleration signal and the predetermined opening threshold.

[0083] In an optional implementation, the control component 3 determines the opening judgment result according to any one of the first acceleration signal and the second acceleration signal. Specifically, in response to the first acceleration signal or the second acceleration signal being greater than or equal to the predetermined opening threshold, it is determined that the opening judgment result is to open the airbag. In response to the first acceleration signal or the second acceleration signal being less than the predetermined opening threshold, it is determined that the opening judgment result is not to open the airbag.

[0084] In another optional implementation, the control component 3 determines the opening judgment result according to the first acceleration signal and the second acceleration signal. Specifically, in response to the first acceleration signal and the second acceleration signal being greater than or equal to the predetermined opening threshold, it is determined that the opening judgment result is to open the airbag. In response to the first acceleration signal or the second acceleration signal being less than the predetermined opening threshold, it is determined that the opening judgment result is not to open the airbag.

[0085] In response to the opening judgment result being to open the airbag, step S130 is entered.

[0086] In response to the opening judgment result being not to open the airbag, step S110 is entered to re-collect data.

[0087] Step S130, acquiring the opening time.

[0088] In the embodiment, in response to the result of the opening determination being that the airbag is opened, the control component determines an opening time of the airbag according to the first acceleration signal and the second acceleration signal.

[0089] Further, the process of the control component obtaining the opening time includes the following steps as shown in Figure 5

[0090] Step S131, obtaining a target acceleration difference value according to the first acceleration signal and the second acceleration signal.

[0091] In the embodiment, the control component calculates a difference value signal of the first acceleration signal and the second acceleration signal as the target acceleration difference value.

[0092] Specifically, assuming that the first acceleration signal is a1 and the second acceleration signal is a2, a calculation formula of the target acceleration difference value Δa is as follows:

[0093] Δa = |a1-a2|

[0094] Wherein, a1 is the first acceleration signal, a2 is the second acceleration signal, and Δa is the target acceleration difference value.

[0095] Step S132, determining the opening time of the airbag according to the target acceleration difference value.

[0096] In the embodiment, the control component obtains a frontal collision condition corresponding to the target acceleration difference value according to a first corresponding relationship, and obtains an opening time corresponding to the frontal collision condition according to a second corresponding relationship.

[0097] Further, in order to reduce the harm caused by automobile collision accidents to human beings, the vehicle passive safety development is guided by the collision test condition. Among them, the frontal collision test is a common test method.

[0098] Further, the embodiment is classified according to the collision overlap degree (or the vehicle width overlap rate), which can be divided into frontal collision conditions corresponding to collision overlap degrees of 100%, 70%, 50%, 40% and 25%. Among them, the collision overlap degree is used to represent the ratio of the collision width of the vehicle and the obstacle to the vehicle body width, and specifically, Figure 6 The schematic diagram of the vehicle and the obstacle corresponding to different collision overlap degrees is shown, wherein the shaded part represents the obstacle. Combined with Figure 1 and Figure 6 ​When the vehicle collides with the obstacle at a certain speed, the motion state of the left and right sides of the vehicle at the time of collision is different in different collision overlap degrees, so that the acceleration signals detected by the first sensor and the second sensor on the left and right sides are different. Taking the collision overlap degrees of 100% and 25% as examples, when the collision overlap degree is 100%, the vehicle is fully contacted with the obstacle, and the difference between the acceleration signals detected by the first sensor and the second sensor is not large. When the collision overlap degree is 25%, when the vehicle is contacted with the obstacle, the left side of the vehicle changes greatly, and the right side of the vehicle changes relatively slowly due to the inertia of the vehicle, that is, the acceleration difference between the left and right sides is large.

[0099] Therefore, the acceleration difference values of multiple different collision overlap degrees can obtain the acceleration difference values corresponding to each collision overlap degree, which can be the average of the acceleration difference values obtained by testing multiple times. Meanwhile, the embodiment of the present application does not limit the way of obtaining the acceleration difference values corresponding to each collision overlap degree, and can also be obtained by other ways, for example, obtaining the maximum value as the acceleration difference value in multiple test data, and for example, filtering the abnormal data from the multiple test data, wherein the abnormal data is the data that is greatly different from other data, and obtaining the maximum value as the acceleration difference value in the remaining data.

[0100] In an optional implementation, the first corresponding relationship is a corresponding relationship between the front collision condition and the acceleration difference value. Specifically, as described above, the acceleration difference values corresponding to each collision overlap degree can be obtained, and since the collision overlap degree corresponds to the front collision condition, the corresponding relationship between the front collision condition and the acceleration difference value can be obtained. Specifically, Figure 7 is a schematic diagram of the first corresponding relationship of an embodiment of the present application, in which Figure 7 In the embodiment shown in the figure, the absolute values of the acceleration difference values of the front collision conditions corresponding to the collision overlap degrees of 100%, 70%, 50%, 40% and 25% are Δa1, Δa2, Δa3, Δa4 and Δa5 respectively.

[0101] In another optional implementation, the first corresponding relationship is a corresponding relationship between the front collision condition and the acceleration difference value interval. Specifically, as described above, the acceleration difference values corresponding to each collision overlap degree can be obtained, that is, the corresponding relationship between each front collision condition and the acceleration difference value. On this basis, the corresponding relationship between each front collision condition and the acceleration difference value obtains the second corresponding relationship. Specifically, Figure 8 is a schematic diagram of the first corresponding relationship of another embodiment of the present application, in which Figure 8In the shown embodiment, the absolute values of the acceleration difference corresponding to the frontal collision conditions with the overlap degrees of 100%, 70%, 50%, 40%, and 25% are Δa1, Δa2, Δa3, Δa4, and Δa5 respectively, where Δa1<Δa2<Δa3<Δa4<Δa5, and the acceleration difference intervals corresponding to the frontal collision conditions with the overlap degrees of 100%, 70%, 50%, 40%, and 25% are [0, Δa1), [Δa1, Δa2), [Δa2, Δa3), [Δa3, Δa4), and [Δa4, Δa5) respectively.

[0102] It should be understood that, Figure 8 The first corresponding relationship shown is only an example of the embodiment of the present application, and the embodiment of the present application does not limit the acceleration difference interval, and the acceleration difference interval can also be obtained in other ways.

[0103] Further, when the first corresponding relationship is the corresponding relationship between the frontal collision conditions and the acceleration difference, the acceleration difference interval corresponding to each of the frontal collision conditions is determined according to the corresponding relationship between the frontal collision conditions and the acceleration difference, and the acceleration difference interval can be determined in the following manner. Figure 8 As shown, the frontal collision condition corresponding to the target acceleration difference is determined according to the target acceleration difference and the acceleration difference interval. That is, after the acceleration difference interval corresponding to each of the frontal collision conditions is determined, the acceleration difference interval in which the target acceleration difference is located is detected, and the frontal collision condition corresponding to the acceleration difference interval in which the target acceleration difference is located is obtained.

[0104] When the first corresponding relationship is the corresponding relationship between the frontal collision conditions and the acceleration difference interval, the frontal collision condition corresponding to the acceleration difference interval in which the target acceleration difference is located is obtained in the first corresponding relationship. That is, the acceleration difference interval in which the target acceleration difference is located is detected, and the frontal collision condition corresponding to the acceleration difference interval in which the target acceleration difference is located is obtained.

[0105] Further, after the frontal collision condition corresponding to the target acceleration difference is determined, the opening time corresponding to the frontal collision condition is obtained according to a second corresponding relationship. The second corresponding relationship is a corresponding relationship between the frontal collision conditions and the opening time. Specifically, Figure 9 FIG. 2 is a schematic diagram of the second corresponding relationship of the embodiment of the present application. In Figure 9 In the shown embodiment, the opening times of the frontal collision conditions corresponding to the overlap degrees of 100%, 70%, 50%, 40%, and 25% are t1, t2, t3, t4, and t5 respectively.

[0106] Therefore, the opening time can be obtained.

[0107] Step S140: opening the airbag.

[0108] In the embodiment, after the opening time is acquired, the control component controls the airbag to open according to the opening time.

[0109] Further, the opening time is an interval time, and the interval time is a time interval between a data acquisition time and an ignition time. Specifically, the data acquisition time is a time when the control component acquires the first acceleration signal and the second acceleration signal, and the ignition time is a time when the gas generator is ignited.

[0110] In an optional implementation, the timing is started after the first acceleration signal and the second acceleration signal are acquired, and the steps S120-S130 are performed to obtain the opening time, and the airbag is opened when the timing reaches the opening time.

[0111] In another optional implementation, a first time when the first acceleration signal and the second acceleration signal are acquired is acquired, the steps S120-S130 are performed to obtain the opening time, a second time when the airbag is opened is calculated according to the first time and the opening time, and the airbag is opened when a current time reaches the second time.

[0112] The embodiment of the application acquires the first acceleration signal through the first sensor arranged on the left side of the vehicle, acquires the second acceleration signal through the second sensor arranged on the right side of the vehicle, and determines whether to open the airbag according to the first acceleration signal and / or the second acceleration signal. If the airbag is opened, the opening time of the airbag is determined according to the first acceleration signal and the second acceleration signal, and the airbag is controlled to open according to the opening time. Therefore, the opening time of the airbag can be more accurately acquired, and the safety of the vehicle is improved.

[0113] Figure 10 is a flowchart of the control method of the airbag of the embodiment of the application. In Figure 10 The control method of the airbag includes the following steps in the embodiment shown in the figure:

[0114] Step S210: respectively acquire the first acceleration signal detected by the first sensor and the second acceleration signal detected by the second sensor.

[0115] Step S220: determine an opening judgment result of the airbag according to the first acceleration signal and / or the second acceleration signal, and the opening judgment result includes opening the airbag and not opening the airbag.

[0116] Step S230: in response to the opening judgment result being to open the airbag, determine the opening time of the airbag according to the first acceleration signal and the second acceleration signal.

[0117] Step S240, controlling the airbag to open according to the opening time.

[0118] In some embodiments, the determining the opening judgment result of the airbag according to the first acceleration signal and / or the second acceleration signal comprises:

[0119] determining the opening judgment result as opening the airbag in response to the first acceleration signal and / or the second acceleration signal being greater than or equal to a predetermined opening threshold; and

[0120] determining the opening judgment result as not opening the airbag in response to the first acceleration signal and / or the second acceleration signal being less than the predetermined opening threshold.

[0121] In some embodiments, the determining the opening time of the airbag according to the first acceleration signal and the second acceleration signal comprises:

[0122] obtaining a target acceleration difference value according to the first acceleration signal and the second acceleration signal; and

[0123] determining the opening time of the airbag according to the target acceleration difference value.

[0124] In some embodiments, the determining the opening time of the airbag according to the target acceleration difference value specifically comprises:

[0125] obtaining a frontal collision condition corresponding to the target acceleration difference value according to a first corresponding relationship; and

[0126] obtaining an opening time corresponding to the frontal collision condition according to a second corresponding relationship.

[0127] In some embodiments, the first corresponding relationship is a corresponding relationship between the frontal collision condition and the acceleration difference value;

[0128] wherein the obtaining the frontal collision condition corresponding to the target acceleration difference value according to the first corresponding relationship comprises:

[0129] determining an acceleration difference value interval corresponding to each of the frontal collision conditions according to the corresponding relationship between the frontal collision condition and the acceleration difference value; and

[0130] determining the frontal collision condition corresponding to the target acceleration difference value according to the target acceleration difference value and the acceleration difference value interval.

[0131] In some embodiments, the first corresponding relationship is a corresponding relationship between the frontal collision condition and the acceleration difference value interval;

[0132] wherein the obtaining the frontal collision condition corresponding to the target acceleration difference value according to the first corresponding relationship specifically comprises:

[0133] Obtain the frontal collision condition corresponding to the acceleration difference interval where the target acceleration difference value is located in the first correspondence relationship.

[0134] In some embodiments, the second correspondence is the correspondence between frontal collision conditions and activation time.

[0135] In some embodiments, the frontal collision condition corresponds to the degree of collision overlap;

[0136] The collision overlap includes one or more of 100%, 70%, 50%, 40%, and 25%.

[0137] This invention employs a first sensor located on the left side of the vehicle to acquire a first acceleration signal, and a second sensor located on the right side of the vehicle to acquire a second acceleration signal. Based on the first and / or second acceleration signals, it determines whether to deploy the airbag. If the airbag is deployed, the deployment time is determined based on the first and second acceleration signals, and the airbag deployment is controlled according to the deployment time. This allows for more accurate determination of the airbag deployment time, improving vehicle safety.

[0138] Figure 11 This is a schematic diagram of the airbag control device according to an embodiment of the present invention. Figure 11 In the illustrated embodiment, the airbag control device includes an acceleration signal acquisition unit 111, an activation judgment unit 112, an activation time determination unit 113, and an activation control unit 114. The acceleration signal acquisition unit 111 acquires a first acceleration signal detected by a first sensor and a second acceleration signal detected by a second sensor. The activation judgment unit 112 determines an airbag activation judgment result based on the first acceleration signal and / or the second acceleration signal, whereby the activation judgment result includes either activation of the airbag or non-activation of the airbag. The activation time determination unit 113, in response to the activation judgment result indicating activation of the airbag, determines the airbag activation time based on the first and second acceleration signals. The activation control unit 114 controls the airbag to activate according to the activation time.

[0139] In some embodiments, the activation determination unit includes:

[0140] A first determination subunit is configured to determine, in response to the first acceleration signal and / or the second acceleration signal being greater than or equal to a predetermined activation threshold, that the activation determination result is that the airbag is activated; and

[0141] The second judging subunit is configured to determine that the opening judgment result is not to open the airbag in response to the first acceleration signal and / or the second acceleration signal being less than a predetermined opening threshold.

[0142] In some embodiments, the opening time determining unit comprises:

[0143] The difference calculating subunit is configured to obtain a target acceleration difference value according to the first acceleration signal and the second acceleration signal; and

[0144] The time determining subunit is configured to determine the opening time of the airbag according to the target acceleration difference value.

[0145] In some embodiments, the time determining subunit comprises:

[0146] The working condition determining module is configured to obtain a frontal collision working condition corresponding to the target acceleration difference value according to a first corresponding relationship; and

[0147] The time obtaining module is configured to obtain an opening time corresponding to the frontal collision working condition according to a second corresponding relationship.

[0148] In some embodiments, the first corresponding relationship is a corresponding relationship between the frontal collision working condition and an acceleration difference value;

[0149] The working condition determining module comprises:

[0150] The interval determining subunit is configured to determine an acceleration difference value interval corresponding to each of the frontal collision working conditions according to the corresponding relationship between the frontal collision working condition and the acceleration difference value; and

[0151] The working condition determining subunit is configured to determine the frontal collision working condition corresponding to the target acceleration difference value according to the target acceleration difference value and the acceleration difference value interval.

[0152] In some embodiments, the first corresponding relationship is a corresponding relationship between the frontal collision working condition and an acceleration difference value interval;

[0153] The working condition determining module is configured to:

[0154] obtain, in the first corresponding relationship, the frontal collision working condition corresponding to an acceleration difference value interval in which the target acceleration difference value is located.

[0155] In some embodiments, the second corresponding relationship is a corresponding relationship between the frontal collision working condition and the opening time.

[0156] In some embodiments, the frontal collision working condition corresponds to a collision overlap degree.

[0157] The collision overlap degree includes one or more of 100%, 70%, 50%, 40%, and 25%.

[0158] The embodiment of the present application acquires the first acceleration signal through the first sensor arranged on the left side of the vehicle, acquires the second acceleration signal through the second sensor arranged on the right side of the vehicle, determines whether to open the airbag according to the first acceleration signal and / or the second acceleration signal, determines the opening time of the airbag according to the first acceleration signal and the second acceleration signal if the airbag is opened, and controls the airbag to open according to the opening time. Thus, the opening time of the airbag can be more accurately acquired, and the safety of the vehicle is improved.

[0159] Figure 12 is a schematic diagram of an electronic device according to an embodiment of the present application. Figure 12 The electronic device shown is a general-purpose data processing device, which includes a general-purpose computer hardware structure, at least including a processor 121 and a memory 122. The processor 121 and the memory 122 are connected through a bus 123. The memory 122 is adapted to store instructions or programs executable by the processor 121. The processor 121 can be a stand-alone microprocessor, or a set of one or more microprocessors. Thus, the processor 121 performs the processing of data and the control of other devices by executing the instructions stored in the memory 122, thereby implementing the method flow of the embodiment of the present application as described above. The bus 123 connects the above-mentioned components together, and connects the above-mentioned components to a display controller 124 and a display device, and an input / output (I / O) device 125. The input / output (I / O) device 125 can be a mouse, a keyboard, a modem, a network interface, a touch input device, a body-sensing input device, a printer, and other devices known in the art. Typically, the input / output device 125 is connected to the system through an input / output (I / O) controller 126.

[0160] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a device (apparatus) or a computer program product. Therefore, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-readable storage media (including, but not limited to, disk memory, CD-ROM, optical memory, etc.) containing computer usable program code.

[0161] The present application is described with reference to flowcharts according to the method, device (apparatus) and computer program product of the embodiments of the present application. It should be understood that each flow in the flowcharts can be realized by computer program instructions.

[0162] These computer program instructions can be stored in a computer readable memory, which can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer readable memory produce an article of manufacture including instructions which implement the flow Figure 1 specified in the flow or flows.

[0163] The computer program instructions can also be loaded into a computer, a special purpose computer, an embedded processor or other programmable data processing apparatus to cause a series of operations to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide operations for implementing the flow Figure 1 specified in the flow or flows.

[0164] The above description is only preferred embodiments of the present application, not for limiting the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A method for controlling a vehicle's airbag, the vehicle comprising a first sensor and a second sensor respectively disposed on the left and right sides of the vehicle, characterized in that, The method includes: The first acceleration signal detected by the first sensor and the second acceleration signal detected by the second sensor are acquired respectively. The airbag deployment determination result is determined based on the first acceleration signal and / or the second acceleration signal, and the deployment determination result includes deploying the airbag and not deploying the airbag. In response to the activation determination result indicating that the airbag is activated, the activation time of the airbag is determined based on the first acceleration signal and the second acceleration signal; and The airbag is deployed according to the deployment time; Determining the airbag deployment time based on the first acceleration signal and the second acceleration signal includes: The target acceleration difference is obtained based on the first acceleration signal and the second acceleration signal; The frontal collision condition corresponding to the target acceleration difference is obtained according to the first correspondence relationship, wherein the first correspondence relationship is the correspondence between the frontal collision condition and the acceleration difference; and The activation time corresponding to the frontal collision condition is obtained according to the second correspondence relationship, which is the correspondence between the frontal collision condition and the activation time.

2. The method according to claim 1, characterized in that, The determination of the airbag deployment result based on the first acceleration signal and / or the second acceleration signal includes: In response to the first acceleration signal and / or the second acceleration signal being greater than or equal to a predetermined activation threshold, the activation determination result is determined to be the activation of the airbag; and In response to the first acceleration signal and / or the second acceleration signal being less than a predetermined activation threshold, the activation determination result is determined to be that the airbag will not be activated.

3. The method according to claim 1, characterized in that, The step of obtaining the frontal collision condition corresponding to the target acceleration difference based on the first correspondence relationship includes: Based on the correspondence between the frontal collision conditions and the acceleration difference values, determine the acceleration difference range corresponding to each of the aforementioned frontal collision conditions; and The frontal collision condition corresponding to the target acceleration difference is determined based on the target acceleration difference and the acceleration difference range.

4. The method according to claim 1, characterized in that, The specific steps for obtaining the frontal collision condition corresponding to the target acceleration difference based on the first correspondence relationship are as follows: Obtain the frontal collision condition corresponding to the acceleration difference interval where the target acceleration difference value is located in the first correspondence relationship.

5. The method according to claim 1, characterized in that, The frontal collision condition corresponds to the degree of collision overlap. The collision overlap includes one or more of 100%, 70%, 50%, 40%, and 25%.

6. A control device for a vehicle's airbag, the vehicle comprising a first sensor and a second sensor respectively disposed on the left and right sides of the vehicle, characterized in that, The device includes: An acceleration signal acquisition unit is used to acquire a first acceleration signal detected by a first sensor and a second acceleration signal detected by a second sensor. An activation determination unit is used to determine the activation determination result of the airbag based on the first acceleration signal and / or the second acceleration signal, wherein the activation determination result includes activating the airbag and not activating the airbag. An activation time determination unit is used to determine the activation time of the airbag based on the first acceleration signal and the second acceleration signal in response to the activation judgment result indicating that the airbag is activated. The opening time determination unit is further configured to obtain a target acceleration difference based on the first acceleration signal and the second acceleration signal; obtain the frontal collision condition corresponding to the target acceleration difference based on a first correspondence, wherein the first correspondence is the correspondence between the frontal collision condition and the acceleration difference; and obtain the opening time corresponding to the frontal collision condition based on a second correspondence, wherein the second correspondence is the correspondence between the frontal collision condition and the opening time. An activation control unit is used to control the deployment of the airbag according to the activation time.

7. A vehicle, characterized in that, The vehicles include: airbags; The first sensor is used to acquire the first acceleration signal; A second sensor is used to acquire a second acceleration signal; and A control component for performing the method as described in any one of claims 1-5.

8. An electronic device comprising a memory and a processor, characterized in that, The memory is used to store one or more computer program instructions, wherein the one or more computer program instructions are executed by the processor to implement the method as described in any one of claims 1-5.

9. A computer program product, the computer program product comprising a computer program, characterized in that, When the computer program is run on a computer, the computer performs the method according to any one of claims 1-5.

10. A computer-readable storage medium storing computer program instructions thereon, characterized in that, The computer program instructions, when executed by a processor, implement the method as described in any one of claims 1-5.

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