Airbag inflation control method, control device, and vehicle

Abstract

The application relates to an airbag inflation control method, a control device and a vehicle. The airbag is applied to the vehicle, and the airbag comprises m airbags which are sequentially arranged along a first direction and gradually increase in inflation volume. The inflation control method comprises the following steps: obtaining a safety threat parameter when the vehicle collides; determining a threat level of the current collision to passengers in the vehicle according to the safety threat parameter; and controlling n airbags corresponding to the threat level to inflate according to the threat level; wherein m and n are positive integers, and n is less than or equal to m. In the application, the inflation volume of the airbag is adjusted according to the threat degree of the current collision to the passengers, so that the airbag can provide sufficient protection for the passengers, and the volume of the airbag is not too large, thereby avoiding secondary injury of the airbag to the passengers.

Description

Technical Field

[0001] This application relates to the field of airbag technology, and in particular to an airbag inflation control method, control device, and vehicle. Background Technology

[0002] Safety is one of the most important performance aspects of a vehicle, and airbags are a crucial means of improving vehicle safety. In traditional vehicles, airbags typically inflate only a single airbag upon impact, triggered by a sensor, to provide shock absorption and protection for the passenger. However, traditional airbags inflate indiscriminately and directly, causing the airbag's expansion force to be applied to the passenger all at once, potentially leading to secondary injuries. Summary of the Invention

[0003] Therefore, it is necessary to provide an airbag inflation control method, control device, and vehicle to address the problem that the inflation of airbags in traditional vehicles is generally indiscriminate and direct, which causes the airbag's expansion force to be applied to the passenger all at once, potentially leading to secondary injuries.

[0004] According to a first aspect of this application, an airbag inflation control method is proposed, wherein the airbag is applied to a vehicle; the airbag includes m airbags arranged sequentially along a first direction and whose inflation volume gradually increases, and the m airbags are configured to inflate independently of each other.

[0005] The inflation control method includes:

[0006] Obtain safety threat parameters at the time of the vehicle collision;

[0007] Based on the security threat parameters, determine the threat level of the current collision to the passengers inside the vehicle;

[0008] Based on the threat level, control the inflation of n airbags corresponding to the threat level; where m and n are both positive integers, and n is less than or equal to m.

[0009] In one embodiment, the security threat parameters include one or more of the following: the vehicle speed, the magnitude of the impact force applied to the vehicle when a collision occurs, the current position of the front seat of the vehicle, and the number of sensors triggered by the impact force applied to the vehicle.

[0010] In one embodiment, the step of obtaining the safety threat parameters at the time of the vehicle collision includes:

[0011] If the vehicle is in motion, then the vehicle speed is obtained;

[0012] If the vehicle is stationary, the magnitude of the impact force applied to the vehicle when a collision occurs is obtained.

[0013] In one embodiment, the step of determining the threat level of the current collision to the passengers inside the vehicle based on the safety threat parameters includes:

[0014] If the vehicle speed is 30 to 60 km / h, then the threat level is determined to be Level 1;

[0015] If the vehicle speed is 60 to 100 km / h, then the threat level is determined to be level 2;

[0016] If the vehicle speed exceeds 100 km / h, the threat level is determined to be level 3.

[0017] In one embodiment, the front seats of the vehicle are configured to be movable along the longitudinal direction of the vehicle and pointing from the front of the vehicle to the rear of the vehicle, and the front seats of the vehicle have a first position, a second position and a third position in sequence.

[0018] The step of obtaining the safety threat parameters at the time of the vehicle collision includes:

[0019] Obtain the current position of the front seats of the vehicle.

[0020] In one embodiment, the step of determining the threat level of the current collision to the passengers inside the vehicle based on the safety threat parameters includes:

[0021] If the current position is between the second position and the third position, then the threat level is determined to be level 1;

[0022] If the current position is between the first position and the second position, then the threat level is determined to be level 2;

[0023] If the current position is between the front of the vehicle and the first position, then the threat level is determined to be level 3.

[0024] In one embodiment, the vehicle includes a first sensor, a second sensor, and a third sensor arranged sequentially at intervals along the wall thickness direction of the vehicle body sidewall; the first sensor is used to emit a first impact signal when impacted, the second sensor is used to emit a second impact signal when impacted, and the third sensor is used to emit a third impact signal when impacted.

[0025] The step of obtaining the safety threat parameters at the time of the vehicle collision includes:

[0026] Determine whether the first sensor emits the first impact signal;

[0027] Determine whether the second sensor emits the second impact signal;

[0028] Determine whether the third sensor emits the third impact signal.

[0029] In one embodiment, the step of determining the threat level of the current collision to the passengers inside the vehicle based on the safety threat parameters includes:

[0030] If only the first impact signal is obtained, the threat level is determined to be level 1;

[0031] If only the first impact signal and the second impact signal are obtained, the threat level is determined to be level 2;

[0032] If the first impact signal, the second impact signal, and the third impact signal are obtained, the threat level is determined to be level 3.

[0033] In one embodiment, the threat level includes levels 1 to L, and the inflation control method further includes:

[0034] For each increase in the threat level, the number of airbags inflated in the m airbags increases by 1.

[0035] In one embodiment, the step of controlling the inflation of n airbags corresponding to the threat level specifically includes:

[0036] The airbags are inflated sequentially in ascending order of their inflation volume.

[0037] According to a second aspect of this application, a control device is also provided, the control device including a memory, a processor, and an airbag inflation control program stored in the memory and executable on the processor, the airbag inflation control program being configured to implement the steps of the airbag inflation control method as described above.

[0038] According to a third aspect of this application, a vehicle is also provided for implementing the airbag inflation control method described above, the vehicle comprising:

[0039] Body;

[0040] An airbag is installed on the vehicle body. The airbag includes m airbags arranged sequentially along the first direction with gradually increasing inflation volume, and an inflation device connected to each of the m airbags.

[0041] Threat parameter sensing device, used to sense safety threat parameters corresponding to the current impact when the vehicle is impacted; and

[0042] The control device is electrically connected to the inflation device and the threat parameter sensing device, respectively, and the control device is the control device described above.

[0043] In one embodiment, the threat parameter sensing device includes a first sensor, a second sensor, and a third sensor arranged sequentially at intervals along the wall thickness direction of the vehicle body. The first sensor is used to emit a first impact signal upon impact, the second sensor is used to emit a second impact signal upon impact, and the third sensor is used to emit a third impact signal upon impact; and / or

[0044] The threat parameter sensing device includes multiple impact sensors, which are circumferentially spaced within the sidewalls of the vehicle body and arranged opposite each other along the wall thickness direction; and / or

[0045] The threat parameter sensing device includes a seat position sensor, which is used to sense the current position of the front seat of the vehicle.

[0046] In the technical solution of this application, the airbag includes m airbags arranged sequentially along a first direction, and the m airbags can inflate independently. This application obtains safety threat parameters at the time of a vehicle collision, and then determines the degree of threat posed to passengers by the current collision based on these parameters, i.e., determines the threat level of the current collision to passengers. Finally, the inflation of the required number of airbags is controlled according to the degree of threat posed to passengers by the current collision, so that passengers can receive cushioning provided by airbags of appropriate volume. In this application, the inflation volume of the airbags is adjusted according to the degree of threat posed to passengers by the current collision; therefore, the airbags can provide sufficient protection for passengers, and the volume of the airbags will not be excessive, thereby avoiding secondary injuries to passengers caused by the airbags. Attached Figure Description

[0047] Figure 1 This is a schematic diagram of the structure of an airbag in an embodiment of the vehicle proposed in this application.

[0048] Figure 2 for Figure 1 A schematic diagram of the vehicle's structure.

[0049] Figure 3 for Figure 1 A schematic diagram of the threat parameter sensing device for vehicles.

[0050] Figure 4This is a schematic diagram of the structure of the first embodiment of the airbag inflation control method proposed in this application.

[0051] Figure 5 This is a schematic diagram of the second embodiment of the airbag inflation control method proposed in this application.

[0052] Figure 6 This is a schematic diagram of the third embodiment of the airbag inflation control method proposed in this application.

[0053] Figure 7 This is a schematic diagram of the fourth embodiment of the airbag inflation control method proposed in this application.

[0054] Figure 8 This is a schematic diagram of the fifth embodiment of the airbag inflation control method proposed in this application.

[0055] Figure 9 This is a schematic diagram of the sixth embodiment of the airbag inflation control method proposed in this application.

[0056] Figure 10 This is a schematic diagram of the seventh embodiment of the airbag inflation control method proposed in this application.

[0057] Figure 11 This is a schematic diagram of the eighth embodiment of the airbag inflation control method proposed in this application.

[0058] Figure 12 for Figure 4 A schematic diagram of the control device for the hardware operating environment involved in the embodiment of the Chinese scheme.

[0059] Explanation of icon numbers:

[0060] label name label name 100 vehicle 1 Body 2 airbags 21 airbag 3 Threat parameter sensing device 31 First sensor 32 Second sensor 33 Third sensor 4 Seats 41 First position 42 Second position 43 Third position M First direction \ \ Detailed Implementation

[0061] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0062] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0063] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0064] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0065] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0066] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0067] Safety is one of the most important performance aspects of a vehicle, and airbags are a crucial means of improving vehicle safety. In traditional vehicles, airbags typically inflate individually upon impact, triggered by sensors. However, the inflation of traditional airbags is usually indiscriminate and direct, meaning the airbag's expansion force is applied to the passenger all at once, potentially causing secondary injuries.

[0068] In view of this, this application proposes a vehicle designed to solve the problem that in traditional vehicles, airbags are generally indiscriminately and directly inflated, causing the airbag's inflation force to be applied to the passenger all at once, which may result in secondary injury to the passenger. Figures 1 to 3 This is a structural schematic diagram of an embodiment of the vehicle proposed in this application.

[0069] Please see Figures 1 to 3 The vehicle proposed in this application includes a vehicle body, airbags, a threat parameter sensing device, and a control device. The airbags are installed in the vehicle body and include m airbags arranged sequentially along a first direction with progressively increasing inflation volume, and inflation devices connected to each of the m airbags. The threat parameter sensing device is used to sense safety threat parameters corresponding to the current impact when the vehicle is subjected to a collision. The control device is electrically connected to both the inflation devices and the threat parameter sensing device.

[0070] In the technical solution of this application, the airbag includes m airbags arranged sequentially along a first direction, and the m airbags can inflate independently. This application acquires safety threat parameters at the time of a vehicle collision using a threat parameter sensing device, and then determines the degree of threat posed to passengers by the current collision based on these parameters, i.e., determines the threat level of the current collision to passengers. Finally, based on the degree of threat posed to passengers by the current collision, the inflation of the required number of airbags is controlled, so that passengers can receive cushioning provided by airbags of appropriate size. In this application, the inflation volume of the airbags can be adjusted according to the degree of threat posed to passengers by the current collision; therefore, the airbags can provide sufficient protection for passengers, and the airbag volume will not be excessive, thereby avoiding secondary injuries to passengers caused by the airbags.

[0071] In some embodiments of this application, the threat parameter sensing device includes a first sensor, a second sensor, and a third sensor arranged sequentially at intervals along the wall thickness direction of the vehicle body. The first sensor is used to emit a first impact signal when it is impacted, the second sensor is used to emit a second impact signal when it is impacted, and the third sensor is used to emit a third impact signal when it is impacted.

[0072] When a vehicle collides, one or more of the first, second, and third sensors may be triggered, allowing the control device to receive one or more of the first, second, and third impact signals. When the impact force is small, it may only trigger the outermost first sensor, resulting in the control device receiving only the first impact signal. This allows the control device to determine that the impact force is small and control the inflation of an appropriate number of airbags accordingly. When the impact force is moderate, it may only trigger the first and second sensors on the outermost layer of the vehicle. When the impact force is greater, it may trigger the first, second, and third sensors simultaneously. In this case, the control device, by receiving the first, second, and third impact signals, can determine that the impact force is greater and therefore controls the inflation of more airbags to provide the necessary protection for the passengers.

[0073] In some other embodiments of this application, the threat parameter sensing device includes a plurality of impact sensors, which are circumferentially spaced within the side wall of the vehicle body and arranged opposite each other along the wall thickness direction of the vehicle body.

[0074] Multiple impact sensors are spaced apart around the circumference of the vehicle body within the side walls. This ensures that when any part of the vehicle body is impacted circumferentially, some of these sensors will be triggered, allowing the control system to receive an impact signal and ensuring the airbags deploy promptly. Because different areas of the vehicle body have varying thicknesses, the multiple impact sensors are generally only positioned in pairs facing each other. Therefore, a vehicle can have a first, second, and third sensor installed in areas with sufficient body thickness, while multiple impact sensors arranged in pairs face each other are used in areas with insufficient thickness. Of course, a vehicle can also have only a first, second, and third sensor, or simply multiple impact sensors, depending on the specific requirements.

[0075] In some embodiments of this application, the threat parameter sensing device includes a seat position sensor for sensing the current position of the front seat of the vehicle.

[0076] If the front seats are closer to the front of the vehicle, the risk of injury to passengers in a collision is relatively higher. In such cases, even a small impact force could threaten passenger safety, thus requiring greater protection. Conversely, if the front seats are farther from the front of the vehicle, the risk of injury is relatively lower. Therefore, the threat parameter sensing device also includes a seat position sensor. This sensor detects the current position of the front seats and determines the level of threat posed to passengers in a collision based on their position, making the assessment of the impact force more accurate.

[0077] Of course, the threat parameter sensing device can simultaneously include a first sensor, a second sensor, a third sensor, multiple impact sensors, and a seat position sensor, enabling the vehicle to determine the threat level of the impact force from multiple angles, making the vehicle's assessment of the impact force threat level more accurate, thereby enhancing passenger safety.

[0078] This application also proposes a control device, which is the control device in the vehicle as described above. Figure 12 This is a schematic diagram of an embodiment of the control device proposed in this application. Please refer to... Figure 12 The control device may include a processor 1001, such as a CPU, a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to establish communication between these components. The user interface 1003 may include a display screen and an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface). The memory 1005 may be a high-speed RAM or a stable, non-volatile memory, such as a disk drive. Optionally, the memory 1005 may also be a storage device independent of the aforementioned processor 1001. Based on the above hardware structure, this application proposes an airbag inflation control method. Figures 4 to 11 This is a schematic flowchart illustrating an embodiment of the airbag inflation control method proposed in this application. The airbag is used in a vehicle and includes m airbags arranged sequentially along a first direction with progressively increasing inflation volumes. The m airbags are configured to inflate independently of each other.

[0079] Please see Figure 4 Inflation control methods include:

[0080] S10: Obtain safety threat parameters at the time of a vehicle collision.

[0081] S20: Determine the threat level of the current collision to the passengers inside the vehicle based on the safety threat parameters.

[0082] S30: Based on the threat level, control the inflation of n airbags corresponding to the threat level; where m and n are both positive integers, and n is less than or equal to m.

[0083] In the technical solution of this application, the airbag includes m airbags arranged sequentially along a first direction, and the m airbags can inflate independently. This application uses a threat parameter sensing device to acquire safety threat parameters at the time of a vehicle collision, and then determines the degree of threat posed to passengers by the current collision based on these parameters, i.e., determines the threat level of the current collision to passengers. Finally, the inflation of the required number of airbags is controlled according to the degree of threat posed to passengers by the current collision, so that passengers can receive cushioning provided by airbags of appropriate size. In this application, the inflation volume of the airbags is adjusted according to the degree of threat posed to passengers by the current collision; therefore, the airbags can provide sufficient protection for passengers, and the airbag volume is not excessive, thereby avoiding secondary injuries to passengers caused by the airbags.

[0084] In practice, the inflation control method acquires safety threat parameters and uses them to determine the degree of threat posed by the current collision to the passengers inside the vehicle. Therefore, the safety threat parameters need to be related to passenger safety protection. Specifically, in some embodiments, the safety threat parameters include one or more of the following: vehicle speed, the magnitude of the impact force applied to the vehicle when a collision occurs, the current position of the front seats of the vehicle, and the number of sensors triggered by the impact force applied to the vehicle.

[0085] Among these factors, higher vehicle speeds pose a greater threat to passengers upon impact. The magnitude of the impact force applied to the vehicle during a collision directly reflects the severity of the impact, thus determining the current level of threat to passengers. Passengers are more at risk when the front seats are closer to the front of the vehicle during a collision. The more sensors triggered by the impact force, the greater the deformation of the vehicle body, and therefore the greater the threat to passengers. In other words, the safety threat parameters selected in this application reflect the degree of threat posed to passengers, allowing the controller to determine the number of airbags required for passenger inflation.

[0086] Of course, other parameters that can reflect the degree of threat faced by passengers can also be set as security threat parameters. Security threat parameters can be modified and adjusted according to the usage scenario and usage requirements.

[0087] Please see Figure 5 In some embodiments, step S10 includes:

[0088] S11: If the vehicle is in motion, obtain the vehicle's speed. When a vehicle is in motion, an impact may cause it to overturn, and the impact force may be greater. The faster the vehicle's speed, the more likely it is to overturn upon impact, and the greater the impact force may be. Therefore, when a vehicle is in motion, its speed can help determine the degree of threat posed to passengers by an upcoming collision.

[0089] S12: If the vehicle is stationary, obtain the magnitude of the impact force applied to the vehicle during a collision. When the vehicle is stationary, the impact force applied to the vehicle during a collision is the direct threat to passengers, and the vehicle is not affected by its speed. Therefore, when the vehicle is stationary, the magnitude of the impact force applied to the vehicle during a collision can, to some extent, determine the degree of threat posed to passengers by the current impact.

[0090] Please see Figure 6 In some embodiments, step S20 includes:

[0091] S21: If the vehicle speed is between 30 and 60 km / h, the threat level is determined to be Level 1.

[0092] S22: If the vehicle speed is between 60 and 100 km / h, the threat level is determined to be Level 2.

[0093] S23: If the vehicle speed exceeds 100km / h, the threat level is determined to be Level 3.

[0094] The faster a vehicle travels, the more likely it is to overturn upon impact, and the greater the impact force it may experience. Therefore, the higher the vehicle's speed, the higher the threat level of the collision to the passengers inside the vehicle. Specifically, when the vehicle speed is between 30 and 60 km / h, the threat level is Level 1; when the speed is between 60 and 100 km / h, the threat level is Level 2; and when the speed exceeds 100 km / h, the threat level is Level 3.

[0095] It should be noted that this application classifies the threat levels into Level 1, Level 2, and Level 3 sequentially for ease of explanation, not because there are only three threat levels. When the threat level is higher, the threat level can be further subdivided when the vehicle speed exceeds 100 km / h. For example, when the vehicle speed is between 100 km / h and 140 km / h, the threat level is determined to be Level 4; when the vehicle speed is between 140 km / h and 180 km / h, the threat level is determined to be Level 5. In addition, when the vehicle speed is less than 30 km / h, it indicates that the vehicle is traveling at a very slow speed, and the impact of the speed on the vehicle in a collision is not significant, so it is not specifically classified here.

[0096] In some embodiments, the front seats of the vehicle are configured to be movable along the longitudinal direction of the vehicle and pointing from the front of the vehicle to the rear of the vehicle, and the front seats of the vehicle have a first position, a second position and a third position in sequence.

[0097] Please see Figure 10 Step S10 includes:

[0098] S13: Obtain the current position of the vehicle's front seats. When the front seats are closer to the front of the vehicle, the threat to passengers is relatively greater in a collision; conversely, when the front seats are farther from the front of the vehicle, the threat to passengers is relatively less. Therefore, in the event of a collision, the current position of the front seats can help determine the level of threat to passengers, allowing for subsequent adjustments to the number of airbags inflated to provide appropriate protection.

[0099] Please see Figure 7 In some embodiments, step S20 includes:

[0100] S24: If the current position is between the second and third positions, the threat level is determined to be level 1.

[0101] S25: If the current location is between the first and second locations, the threat level is determined to be level 2.

[0102] S26: If the current position is between the front of the vehicle and the first position, the threat level is determined to be level 3.

[0103] When the front seats are closer to the front of the vehicle, the threat to passengers is relatively greater in a collision; conversely, when the front seats are relatively farther from the front of the vehicle, the threat to passengers is relatively less. When the current position is between the second and third positions, the front seats are relatively far from the front of the vehicle, therefore the threat level to passengers in the current collision can be determined as Level 1. When the current position is between the first and second positions, the distance between the front seats and the front of the vehicle is not too far, therefore the threat level to passengers in the current collision can be determined as Level 2. When the current position is between the front of the vehicle and the first position, the distance between the front seats and the front of the vehicle is relatively close, therefore the threat level to passengers in the current collision can be determined as Level 3.

[0104] It should be noted that this application divides the threat levels into Level 1, Level 2 and Level 3 in sequence for ease of explanation, rather than being limited to only 3 threat levels.

[0105] In some embodiments, the vehicle includes a first sensor, a second sensor, and a third sensor arranged sequentially at intervals along the wall thickness direction of the vehicle body sidewall. The first sensor is used to emit a first impact signal when impacted, the second sensor is used to emit a second impact signal when impacted, and the third sensor is used to emit a third impact signal when impacted.

[0106] Please see Figure 8 Step S10 includes:

[0107] S14: Determine whether the first sensor has emitted a first impact signal.

[0108] S15: Determine whether the second sensor has emitted a second impact signal.

[0109] S16: Determine whether the third sensor has emitted a third impact signal.

[0110] When a vehicle is impacted, the body deforms and breaks, posing a threat to passenger safety. During deformation, the first, second, and third sensors may be triggered, each emitting an impact signal. When the impact force is large, the deformation is significant, and all three sensors may be triggered, allowing the control device to receive all three impact signals. When the impact force is moderate, the first and second sensors may be triggered, but the control device will only receive the first and second impact signals. When the impact force is relatively small, only the first sensor may be triggered, and the control device will only receive the first impact signal.

[0111] Therefore, based on whether the control device can receive the first impact signal, the second impact signal, and the third impact signal, it can determine the degree of vehicle deformation caused by the current impact, and thus determine the degree of threat posed by the current impact to the passengers.

[0112] Please see Figure 9 In some embodiments, step S20 includes:

[0113] S27: If only the first impact signal is obtained, the threat level is determined to be Level 1. When only the first impact signal can be obtained, it means that only the first sensor is triggered. Therefore, the impact force currently experienced by the vehicle is relatively small, and the threat to the passengers is relatively small. Thus, fewer airbags are needed for the passengers at this time.

[0114] S28: If only the first impact signal and the second impact signal are obtained, the threat level is determined to be level 2. When only the first impact signal and the second impact signal can be obtained, it means that only the first sensor and the second sensor are triggered. Therefore, the impact force currently experienced by the vehicle is relatively moderate, and the threat to the passengers is relatively general. Thus, the passengers will not need too many airbags at this time.

[0115] S29: If the first impact signal, the second impact signal, and the third impact signal are obtained, the threat level is determined to be level 3. When the first impact signal, the second impact signal, and the third impact signal are obtained, it means that the first sensor, the second sensor, and the third sensor have been triggered. Therefore, the impact force currently experienced by the vehicle is relatively large, and the threat to the passengers is relatively large. Therefore, the passengers need more airbags at this time.

[0116] In practical applications, when a vehicle is subjected to a relatively oblique impact, the impact force may directly trigger the third sensor, issuing a third impact signal, without triggering the first and second sensors. At this time, the deformation of the vehicle body is also relatively large, so the control device can directly determine the threat level as level 3.

[0117] In some embodiments, the threat level includes levels 1 to L, and the inflation control method further includes:

[0118] For each higher threat level, the number of inflated airbags in the m airbags increases by 1.

[0119] A higher threat level indicates a greater threat to passengers from the impact the vehicle is currently experiencing. Therefore, for each increase in the threat level, the number of airbags inflated out of the m airbags increases by one, thus providing sufficient airbag protection for passengers. Alternatively, for each increase in the threat level, the number of airbags inflated out of the m airbags can be increased by several; the specific number can be adjusted according to usage requirements.

[0120] In some embodiments, please refer to Figure 11 Step S30 specifically includes:

[0121] S31. The n airbags are inflated sequentially, with their inflation volumes increasing from smallest to largest. Sequential inflation prevents the airbag's expansion force from being applied to the passenger all at once, thus reducing secondary impacts and preventing injury. Furthermore, in practical applications, airbags with smaller inflation volumes are inflated first, and then inflated sequentially in ascending order of volume. This results in the passenger initially experiencing less inflation force, and the faster inflation speed causes the force to dissipate quickly, further minimizing the impact on the passenger.

[0122] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0123] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for controlling the inflation of an airbag, characterized in that, The airbag is used in a vehicle; the airbag includes m airbags arranged sequentially along a first direction with gradually increasing inflation volume, and the m airbags are configured to inflate independently of each other; The inflation control method includes: Obtain safety threat parameters at the time of the vehicle collision; Based on the security threat parameters, determine the threat level of the current collision to the passengers inside the vehicle; Based on the threat level, control the inflation of n airbags corresponding to the threat level; where m and n are both positive integers, and n is less than or equal to m; The threat level ranges from level 1 to level L, and the inflation control method further includes: If the threat level increases by one level, the number of airbags inflated in the m airbags increases by one. The step of determining the threat level of the current collision to the passengers inside the vehicle based on the safety threat parameters includes: if the vehicle speed is 30 to 60 km / h, the threat level is determined to be level 1; if the vehicle speed is 60 to 100 km / h, the threat level is determined to be level 2; if the vehicle speed exceeds 100 km / h, the threat level is determined to be level 3. The front seats of the vehicle are configured to move along the longitudinal direction of the vehicle, pointing from the front of the vehicle to the rear of the vehicle. The front seats of the vehicle have a first position, a second position, and a third position in sequence. The step of obtaining safety threat parameters at the time of a collision includes: obtaining the current position of the front seats of the vehicle. The step of determining the threat level of the current collision to the passengers inside the vehicle based on the safety threat parameters includes: if the current position is between the second position and the third position, the threat level is determined to be level 1; if the current position is between the first position and the second position, the threat level is determined to be level 2; if the current position is between the front of the vehicle and the first position, the threat level is determined to be level 3. The corresponding airbags are inflated sequentially in ascending order of their inflation volume.

2. The airbag inflation control method according to claim 1, characterized in that, The security threat parameters include one or more of the following: vehicle speed, the magnitude of the impact force applied to the vehicle when a collision occurs, the current position of the front seat of the vehicle, and the number of sensors triggered by the impact force applied to the vehicle.

3. The airbag inflation control method according to claim 2, characterized in that, The step of obtaining the safety threat parameters at the time of the vehicle collision includes: If the vehicle is in motion, then the vehicle speed is obtained; If the vehicle is stationary, the magnitude of the impact force applied to the vehicle when a collision occurs is obtained.

4. The airbag inflation control method according to claim 2, characterized in that, The vehicle includes a first sensor, a second sensor, and a third sensor arranged sequentially at intervals along the wall thickness direction of the vehicle body sidewall; the first sensor is used to emit a first impact signal when it is impacted, the second sensor is used to emit a second impact signal when it is impacted, and the third sensor is used to emit a third impact signal when it is impacted. The step of obtaining the safety threat parameters at the time of the vehicle collision includes: Determine whether the first sensor emits the first impact signal; Determine whether the second sensor emits the second impact signal; Determine whether the third sensor emits the third impact signal.

5. The airbag inflation control method according to claim 4, characterized in that, The step of determining the threat level of the current collision to the passengers inside the vehicle based on the safety threat parameters includes: If only the first impact signal is obtained, the threat level is determined to be level 1; If only the first impact signal and the second impact signal are obtained, the threat level is determined to be level 2; If the first impact signal, the second impact signal, and the third impact signal are obtained, the threat level is determined to be level 3.

6. A control device, characterized in that, The airbag inflation control program includes a memory, a processor, and an airbag inflation control program stored in the memory and executable on the processor, the airbag inflation control program being configured to implement the steps of the airbag inflation control method as described in any one of claims 1 to 5.

7. A vehicle, characterized in that, For implementing the airbag inflation control method as described in any one of claims 1 to 5, the vehicle includes: Body; An airbag is installed on the vehicle body. The airbag includes m airbags arranged sequentially along the first direction with gradually increasing inflation volume, and an inflation device connected to each of the m airbags. Threat parameter sensing device, used to sense safety threat parameters corresponding to the current impact when the vehicle is impacted; and A control device is electrically connected to the inflation device and the threat parameter sensing device, respectively, and the control device is the control device as described in claim 6.

8. The vehicle according to claim 7, characterized in that, The threat parameter sensing device includes a first sensor, a second sensor, and a third sensor arranged sequentially at intervals along the wall thickness direction of the vehicle body. The first sensor is used to emit a first impact signal upon impact, the second sensor is used to emit a second impact signal upon impact, and the third sensor is used to emit a third impact signal upon impact; and / or The threat parameter sensing device includes multiple impact sensors, which are circumferentially spaced within the sidewalls of the vehicle body and arranged opposite each other along the wall thickness direction; and / or The threat parameter sensing device includes a seat position sensor, which is used to sense the current position of the front seat of the vehicle.

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