Method, device and vehicle for triggering an emergency call function

Abstract

The application discloses a triggering method and device of an emergency call function and a vehicle. The method is applied to a T-box of the vehicle. The vehicle comprises an inertial measurement unit (IMU). The method comprises the following steps: acquiring inertial measurement data detected by the IMU; obtaining a roll angle of the vehicle according to the inertial measurement data; and triggering an emergency call function of the vehicle if it is determined that the roll angle is greater than an angle threshold, and it is determined that an airbag of the vehicle is not popped out and an emergency call button of the vehicle is not pressed. According to the application, the emergency call function of the vehicle is automatically triggered when it is determined that the roll angle of the vehicle is greater than the angle threshold, and it is determined that the airbag of the vehicle is not popped out and the emergency call button is not pressed. Therefore, the redundancy of triggering of the emergency call function of the vehicle is increased, and the safety of a user is ensured.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more specifically, to a method, apparatus, and vehicle for triggering an emergency call function. Background Technology

[0002] With the development of science and technology, vehicles are becoming increasingly widely used and equipped with more and more functions, such as emergency call functionality. Currently, in the event of an accident, vehicles can request assistance by triggering this emergency call function. However, in related technologies, there is a challenge to increase the redundancy of triggering the vehicle's emergency call function to ensure the safety of the occupants. Summary of the Invention

[0003] This application proposes a method, device, and vehicle for triggering an emergency call function to improve the above-mentioned problems.

[0004] In a first aspect, embodiments of this application provide a method for triggering an emergency call function, applied to a vehicle's T-box, the vehicle including an inertial measurement unit (IMU). The method includes: acquiring inertial measurement data detected by the IMU; obtaining the vehicle's rollover angle based on the inertial measurement data; and triggering the vehicle's emergency call function if it is determined that the rollover angle is greater than an angle threshold, and that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed.

[0005] Secondly, this application also provides an emergency call function triggering device applied to a vehicle's T-box. The vehicle includes an inertial measurement unit (IMU). The device includes: an inertial measurement data acquisition module, a rollover angle acquisition module, and an emergency call function triggering module. The inertial measurement data acquisition module is used to acquire inertial measurement data detected by the IMU; the rollover angle acquisition module is used to obtain the rollover angle of the vehicle based on the inertial measurement data; and the emergency call function triggering module is used to trigger the vehicle's emergency call function if it is determined that the rollover angle is greater than an angle threshold, and that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed.

[0006] Thirdly, embodiments of this application also provide a vehicle, including: one or more processors, a memory, and one or more application programs. The one or more application programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs are configured to execute to implement the method described in the first aspect above.

[0007] Fourthly, embodiments of this application also provide a computer-readable storage medium storing program code, which can be called by a processor to execute the method described in the first aspect above.

[0008] The technical solution provided in this application obtains the vehicle's rollover angle based on the inertial measurement data measured by the vehicle's inertial measurement unit. If it is determined that the rollover angle is greater than the angle threshold, and it is determined that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed, the vehicle's emergency call function is automatically triggered. This increases the redundancy of the vehicle's emergency call function triggering, improves the timeliness of the vehicle's emergency call function triggering, and ensures the safety of the driver and passengers. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 A schematic diagram illustrating an application scenario of the emergency call function triggering method provided in an embodiment of this application is shown.

[0011] Figure 2 A schematic diagram of an emergency call system provided in one embodiment of this application is shown;

[0012] Figure 3 A flowchart illustrating a method for triggering an emergency call function according to an embodiment of this application is shown;

[0013] Figure 4 A schematic diagram of the process for obtaining the rollover angle according to an embodiment of this application is shown;

[0014] Figure 5 A flowchart illustrating a method for triggering an emergency call function according to an embodiment of this application is shown;

[0015] Figure 6 A timing diagram of an emergency call function triggering method provided in an embodiment of this application is shown;

[0016] Figure 7 This invention provides a block diagram of a triggering device for an emergency call function according to an embodiment of the present application.

[0017] Figure 8 A block diagram of a vehicle for performing an emergency call function triggering method according to an embodiment of this application is shown;

[0018] Figure 9 A storage unit is shown in an embodiment of this application for storing or carrying program code that implements the triggering method for the emergency call function according to an embodiment of this application. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0020] Emergency Call Function: Emergency Call (eCall) is used by vehicles to call a rescue dispatch center in emergency situations. There are generally two ways to trigger eCall: one is automatic triggering when the airbags deploy due to a collision; the other is manual triggering via an in-vehicle eCall button or voice call. eCall has mobile phone and satellite positioning capabilities, and can transmit the latitude and longitude of the accident, vehicle information, timestamp, triggering reason, etc. Its application aims to significantly improve rescue speed and reduce casualties caused by traffic accidents.

[0021] MSD data: Minimum Set of Data, includes vehicle location information, direction of travel, time, number of passengers, license plate number, and other accident-related information. Essentially, it is the smallest dataset containing all the information needed for rescue.

[0022] In related technologies, during vehicle emergencies, airbags may fail to deploy, or occupants may be too injured to effectively press the emergency call button. These situations prevent the vehicle's eCall function from triggering, hindering effective emergency rescue. Therefore, these technologies present a challenge in increasing the redundancy of triggering the vehicle's emergency call function.

[0023] To address the aforementioned issues, the inventors, through extensive research, discovered and proposed the emergency call function triggering method, device, and vehicle provided in the embodiments of this application. By automatically triggering the vehicle's emergency call function when it is determined that the vehicle's rollover angle is greater than an angle threshold, the vehicle's airbags have not deployed, and the emergency call button has not been pressed, the redundancy of the vehicle's emergency call function triggering is increased, thus ensuring user safety.

[0024] The following will describe the application environment for the triggering method of the emergency call function provided in the embodiments of this application.

[0025] Please see Figure 1 , Figure 1 This diagram illustrates an application environment for an emergency call function triggering method provided in an embodiment of this application. For example... Figure 1As shown, the application environment includes vehicle 100, vehicle remote server 10, and public safety answering point 20. Vehicle 100 may include a vehicle networking system T-box, a GNSS module, and an in-vehicle system (IVS). The GNSS module may integrate an inertial measurement unit (IMU) sensor; the IVS may integrate airbags and an emergency call button. The GNSS module of vehicle 100 can communicate with the T-box via serial port protocols (e.g., UART, USB, TTL, etc.); the IVS of vehicle 100 can also communicate with the T-box via serial port protocols (e.g., UART, USB, TTL, etc.).

[0026] The vehicle 100 can be used to wirelessly connect with the vehicle remote server 10 and exchange data. For example, the vehicle 100 can send its current location and MSD data to the vehicle remote server 10. The vehicle 100 can also form a local area network with the router and the vehicle remote server 10. The vehicle 100 and the vehicle remote server 10 can also wirelessly connect based on the local area network and exchange data through the wireless connection.

[0027] Among them, vehicle 100 can automatically make an emergency call to public safety answering point 20 via VoLTE (end-to-end calling) link to request rescue.

[0028] The vehicle remote server 10 can be wirelessly connected to the public safety response point 20, or have an existing connection, and exchange data, such as forwarding the current location of vehicle 100 to the public safety response point 20. The vehicle remote server 10 can also form a local area network with the router and the public safety response point 20, and the vehicle remote server 10 and the public safety response point 20 can also be wirelessly connected based on this local area network, and can also exchange data through this wireless connection. The vehicle remote server 10 can be used to receive data sent by vehicle 100, process the data, and send the processed data to the public safety response point 20, such as supplementing the received vehicle MSD data sent by vehicle 100 and sending the supplemented MSD data to the public safety response point 20.

[0029] For example, please refer to Figure 2The illustration shows a schematic diagram of an emergency call system provided in one embodiment of this application. The system comprises a GNSS module (integrating an IMU sensor), an IVS (integrating the vehicle's airbags and emergency call button), a T-box, a vehicle remote server (TSP), and a public safety answering point (PSAP) for a vehicle 100. The GNSS module can communicate with the T-box via the UART protocol and can send inertial measurement data detected by the IMU sensor to the T-box. Correspondingly, the T-box can process the received inertial measurement data (e.g., normalization of gravitational acceleration, fusion of acceleration and angular velocity, angular velocity correction, etc.) to obtain the vehicle's rollover angle.

[0030] The IVS can communicate with the T-box via USB protocol and can send the deployment status of the airbags in vehicle 100 and the pressing status of the emergency call button in vehicle 100 to the T-box.

[0031] If the T-box determines that the rollover angle is greater than a threshold, and that the airbags in vehicle 100 have not deployed and the emergency call button in vehicle 100 has not been pressed, it can automatically trigger the vehicle's eCall. Once the eCall is automatically triggered, the T-box can send the vehicle's current location and related attribute information (MSD data) to the TSP via the LTE protocol. The TSP can then supplement this MSD data (e.g., add the owner's identity information, phone number, etc.) and forward the supplemented MSD data to the PSAP via the VLAN protocol. If the vehicle's eCall is triggered, the T-box can automatically dial an emergency rescue number for the PSAP via the VoLTE link to request assistance.

[0032] The T-box can calculate the rollover angle of vehicle 100 based on the inertial measurement data output by the IMU sensor integrated in the GNSS module to determine whether vehicle 100 has rolled over. When a rollover is detected and vehicle 100's eCall has not been effectively triggered (i.e., the airbags have not deployed and vehicle 100's emergency call button has not been pressed), eCall is automatically triggered. Without increasing the bill of materials (BOM) cost of vehicle 100, the redundancy of automatic eCall triggering is effectively increased, the timeliness of eCall triggering is improved, and the safety of drivers and passengers is better guaranteed.

[0033] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0034] Please see Figure 3 , Figure 3A flowchart illustrating a method for triggering an emergency call function according to an embodiment of this application is shown. In a specific embodiment, this method for triggering an emergency call function can be applied to, for example... Figure 7 The emergency call function triggering device 200 shown and the vehicle 100 equipped with the emergency call function triggering device 200 are shown. Figure 8 The following will use a vehicle as an example to illustrate the specific process of this embodiment. Of course, it is understood that the vehicle used in this embodiment may include electric vehicles, gasoline vehicles, and other electronic devices, and is not limited thereto. The emergency call function triggering method is applied to the vehicle's T-box, and the vehicle may also include an inertial measurement unit (IMU). The following will focus on... Figure 3 The process shown will be described in detail. The method for triggering the emergency call function may specifically include the following steps:

[0035] Step S110: Acquire inertial measurement data detected by the IMU.

[0036] In this embodiment, the vehicle may include an in-vehicle T-box that integrates an emergency call function. In the event of a vehicle accident, if the vehicle detects that an airbag has deployed or that the emergency call button has been pressed, the T-box can automatically trigger the emergency call function. The trigger signal for the T-box to trigger eCall comes from the airbag deployment or the pressing of the emergency call button. However, considering that during vehicle operation, an accident may occur causing the vehicle to roll over (e.g., side rollover, forward rollover, etc.), the impact may be insufficient or the impact location may not be effectively detected, potentially preventing airbag deployment. Furthermore, vehicle rollovers greatly increase the risk of injury to occupants, potentially preventing them from manually triggering the emergency call button. Therefore, this embodiment considers the possibility that during a vehicle accident, the airbag may fail to deploy or the occupants may be unable to effectively press the emergency call button, resulting in the emergency call function failing to trigger and hindering emergency rescue efforts, thus affecting the safety of occupants. Therefore, this embodiment proposes a method to increase the redundancy of the emergency call function triggering.

[0037] The vehicle may include an inertial measurement unit (IMU), which can be integrated into the vehicle's GNSS module. The IMU may include IMU sensors, such as gyroscopes and accelerometers. The gyroscope measures the vehicle's angular velocity, and the accelerometer measures the vehicle's acceleration. The inertial measurement data may include the vehicle's movement data detected by the IMU, such as gyroscope data (e.g., the vehicle's angular velocity detected by the gyroscope, and the vehicle's angular velocities along the x, y, and z axes in the body coordinate system), and accelerometer data (e.g., the vehicle's acceleration detected by the accelerometer).

[0038] The GNSS module can communicate with the T-box via serial protocols (such as UART, USB, TTL, etc.). Specifically, the GNSS module can transmit inertial measurement data detected by its integrated IMU sensors, such as vehicle acceleration information detected by the accelerometer and vehicle angular velocity information detected by the gyroscope, to the vehicle's T-box in real time via the serial protocol. Correspondingly, the T-box can acquire the inertial measurement data detected by the IMU.

[0039] Step S120: Obtain the rollover angle of the vehicle based on the inertial measurement data.

[0040] In some implementations, after the T-box obtains the vehicle's inertial measurement data, it can determine the vehicle's rollover angle based on this data. Specifically, the T-box can obtain the vehicle's acceleration and angular velocity information from the inertial measurement data, and can perform fusion and error elimination on this information to obtain the values ​​of four elements (q1, q2, q3, q4), which are then input into a preset attitude change matrix.

[0041]

[0042] The Euler angles of the vehicle are derived, thus obtaining the vehicle's rollover angle. A preset attitude change matrix is ​​used. This represents the attitude matrix during the process of rotating the vehicle's body coordinate system b to its navigation coordinate system R. The four elements represent the specific values ​​of the preset attitude matrix during this rotation.

[0043] Among them, the attitude matrix, represented by Euler angles, is the result of rotating from the vehicle's body coordinate system to the navigation coordinate system:

[0044]

[0045] Where q1, q2, q3, and q4 are four elements, γ represents the vehicle's roll angle, ψ represents the vehicle's heading angle, and θ represents the vehicle's pitch angle. Correspondingly, Euler angles can be obtained through calculation and transformation:

[0046]

[0047] In some implementations, the inertial measurement data may include accelerometer data and gyroscope data; accordingly, the process by which the T-box obtains the rollover angle of the vehicle based on the inertial measurement data may include obtaining the four elements corresponding to a preset attitude change matrix based on the accelerometer data and the gyroscope data, and obtaining the rollover angle based on the four elements corresponding to the preset attitude change matrix.

[0048] The T-box can acquire gyroscope data to determine the vehicle's angular velocities in the x-axis (gx), y-axis (gy), and z-axis (gz) of the vehicle in the body coordinate system, and can obtain the preset period deltaT for the gyroscope's detection of the vehicle's angular velocities. Correspondingly, the T-box can use the first-order Runge-Kutta method to calculate the angular velocities gx, gy, and gz of the vehicle in the x-axis, y-axis, and z-axis of the vehicle in the body coordinate system, as well as the preset period deltaT, to obtain the values ​​of the four elements q1, q2, q3, and q4. For example:

[0049] q1+=0.5×(-q2×gx-q3×gy-q4×gz)×deltaT;

[0050] q2+=0.5×(q1×gx+q3×gz-q4×gy)×deltaT;

[0051] q3+=0.5×(q1×gy-q2×g.z+q4×gx)×deltaT;

[0052] q4+=0.5×(q1×g.z+q2×gy-q3×gx)×deltaT.

[0053] Accordingly, the T-box can integrate the gyroscope attitude during vehicle attitude changes based on the obtained four elements q1, q2, q3, and q4 to obtain the vehicle's gravity vector v. The T-box can then obtain the components of this gravity vector along the three axes of the vehicle's body coordinate system, such as:

[0054] vx = 2(q2×q4-q1×q3);

[0055] vy=2(q1×q2+q3×q4);

[0056] vz = 1 - 2 × (q2 × q2 + q3 × q3).

[0057] Here, vx represents the component of the gravity vector along the x-axis in the vehicle's coordinate system, vy represents the component of the gravity vector along the y-axis in the vehicle's coordinate system, and vz represents the component of the gravity vector along the z-axis in the vehicle's coordinate system. Accordingly, the T-box can obtain the gravity vector v based on the components of the gravity vector along the three axes in the vehicle's coordinate system.

[0058] Furthermore, the T-box can normalize the gravitational acceleration data detected by the accelerometer based on the accelerometer data. Without changing the direction, it divides by the same factor, thus converting it into a unit gravity vector `acc`. This unit gravity vector `acc` represents the actual gravity vector of the vehicle in the body coordinate system as measured by the accelerometer; while `v` represents the gravity vector obtained after integrating the vehicle's attitude in the body coordinate system using the gyroscope. The error vector between these two vectors represents the error between the attitude measured by the accelerometer and the attitude obtained by the gyroscope integration. This error vector can be represented by the cross product `v_error`.

[0059] The cross product is proportional to the gyroscope integration error, and the T-box can use this cross product to correct the gyroscope attitude error. Specifically, the unit gravity vector *acc* and the gravity vector *v* can be substituted into the cross product calculation formula:

[0060] v_error = acc%v,

[0061] Obtain the cross product v_error.

[0062] The T-box can obtain the gyroscope's attitude integration error during vehicle movement by integrating the cross product of the gravity vector calculated from the gyroscope's attitude integration and the unit gravity vector measured by the accelerometer. For example:

[0063] v_error_I+=v_error×Ki,

[0064] Here, v_error_I represents the attitude integration error of the gyroscope, and Ki represents a preset constant. This preset constant can be pre-set in the vehicle, set by the user, or obtained from third-party experimental data.

[0065] In this embodiment, considering the inherent error in the angular velocity measured by the gyroscope, to improve the accuracy of determining the vehicle rollover angle, the T-box can input the obtained gyroscope attitude integral error v_error_I into the PI controller and add it to the angular velocity v_error×Kp measured by the gyroscope to obtain the corrected angular velocity g, as follows:

[0066] g+ = v_error × Kp + v_error_I,

[0067] This allows us to obtain the corrected angular velocity.

[0068] After the T-box obtains the corrected angular velocity, it can obtain the corrected four elements corresponding to the preset attitude matrix based on the corrected angular velocity and the preset period. It can also obtain the rollover angle of the vehicle based on the corrected four elements corresponding to the preset attitude matrix, thereby improving the accuracy of the determined rollover angle of the vehicle.

[0069] In this embodiment, considering the introduction of calculation errors, the modulus of the obtained corrected quaternion may not be equal to 1, that is, there may be cases where it loses normality. In this embodiment, the T-box can perform normalization processing on the corrected quaternion to obtain normalized quaternion, and then perform normalization processing on the quaternion, and determine the vehicle rollover angle based on the normalized quaternion. This saves the computing power of the T-box in determining the vehicle rollover angle, improves the speed of determining the vehicle rollover angle, and also improves the accuracy of the rollover angle determination.

[0070] In some implementations, the process by which the T-box obtains the four elements corresponding to the preset attitude change matrix based on accelerometer data and gyroscope data may include: obtaining a gravity unit vector based on the accelerometer data and obtaining an initial angular velocity based on the gyroscope data; obtaining a target angular velocity of the vehicle based on the initial angular velocity and the gravity unit vector; and obtaining the four elements corresponding to the preset attitude change matrix based on the target angular velocity and a preset period.

[0071] For example, please refer to Figure 4 The diagram illustrates a flowchart of obtaining four elements according to an embodiment of this application. The T-box can normalize the gravitational acceleration obtained from the accelerometer to obtain a unit gravity vector acc. The T-box can also extract the three-axis gravity components of the gyroscope data in the vehicle's body coordinate system, calculate the gyroscope's attitude error, obtain the integral of the attitude error, and then correct the initial angular velocity measured by the gyroscope based on the integral of the attitude error to obtain the target angular velocity.

[0072] Accordingly, the T-box can obtain the four elements corresponding to a preset attitude change matrix based on the target angular velocity and a preset period. The preset attitude change matrix represents the attitude matrix during the rotation from the vehicle's body coordinate system to the navigation coordinate system. The T-box can also normalize the four elements to obtain normalized four elements, thereby improving the speed of determining the vehicle's rollover angle based on the four elements and reducing the resource consumption for determining the rollover angle based on the four elements. Correspondingly, the T-box can calculate the vehicle's Euler angles based on the four elements corresponding to the preset attitude change matrix and determine the vehicle's rollover angle based on these Euler angles.

[0073] Specifically, the T-box can obtain the target angular velocity of the vehicle based on the initial angular velocity and the unit gravity vector. Correspondingly, the T-box can obtain the attitude error of the vehicle based on the initial angular velocity and the unit gravity vector, integrate the attitude error to obtain the attitude integral error of the vehicle, and correct the initial angular velocity based on the attitude integral error to obtain the target angular velocity.

[0074] The T-box can obtain the four elements corresponding to the preset attitude change matrix based on the target angular velocity and preset period. Correspondingly, the T-box can calculate the four elements corresponding to the preset attitude change matrix using the first-order Runge-Kutta method on the target angular velocity and preset period.

[0075] The T-box can obtain the rollover angle based on the four elements corresponding to the preset attitude change matrix. Correspondingly, the T-box can obtain the Euler angle of the vehicle based on the four elements corresponding to the preset attitude change matrix and determine the Euler angle as the rollover angle.

[0076] Step S130: If it is determined that the rollover angle is greater than the angle threshold, and it is determined that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed, then the vehicle's emergency call function is triggered.

[0077] In some implementations, the T-box can be pre-set with an angle threshold. This angle threshold can be set by the user or obtained from third-party experimental data. The angle threshold can be used as a basis for determining whether the vehicle has been involved in an accident leading to a rollover. In this embodiment, after obtaining the vehicle's rollover angle, the T-box can compare this angle with the angle threshold and determine whether the vehicle has been involved in an accident leading to a rollover based on the comparison result. For example, if the rollover angle is determined to be greater than the angle threshold, it can be determined that the vehicle has been involved in an accident leading to a rollover; if the rollover angle is determined to be less than the angle threshold, it can be determined that the vehicle has not rolled over.

[0078] The T-box can detect the deployment of the vehicle's airbags and the pressing of the emergency call button in real time. Based on these factors, it can determine whether to automatically trigger the emergency call function. In other words, the T-box can trigger the emergency call function upon detecting airbag deployment and / or detecting that the emergency call button has been pressed.

[0079] In this embodiment, the T-box calculates the vehicle's rollover angle based on the inertial measurement data obtained by the inertial measurement unit. If it is determined that the vehicle's rollover angle is greater than the angle threshold, and it is determined that the airbags have not deployed, and it is determined that the emergency call button has not been pressed, then it can be determined that the emergency call function has not been effectively triggered. Accordingly, the T-box can automatically trigger the emergency call function to increase the redundancy of the emergency call function triggering and ensure the safety of the driver and passengers.

[0080] An embodiment of this application provides a method for triggering an emergency call function. By obtaining the vehicle's rollover angle based on inertial measurement data measured by the vehicle's inertial measurement unit, and if it is determined that the rollover angle is greater than an angle threshold, and it is determined that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed, the vehicle's emergency call function is automatically triggered. This increases the redundancy of the vehicle's emergency call function triggering, improves the timeliness of the vehicle's emergency call function triggering, and ensures the safety of the driver and passengers.

[0081] Please see Figure 5 , Figure 5 A flowchart illustrating a method for triggering an emergency call function according to an embodiment of this application is shown. This method is applied to the T-box of the aforementioned vehicle, which includes an inertial measurement unit (IMU). The T-box can wirelessly connect to a vehicle remote service server (TSP), and the TSP can communicate with a public safety answering point (PSAP). The following will focus on... Figure 5 The process shown will be described in detail. The method for triggering the emergency call function may specifically include the following steps:

[0082] Step S210: Acquire inertial measurement data detected by the IMU.

[0083] Step S220: Obtain the rollover angle of the vehicle based on the inertial measurement data.

[0084] For a detailed description of steps S210 to S220, please refer to the previous detailed description of steps S110 to S120, which will not be repeated here.

[0085] Step S230: If it is determined that the rollover angle is greater than the angle threshold, and it is determined that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed, then the vehicle's current position and the vehicle's MSD data are sent to the TSP, so that the TSP sends the current position and the MSD data to the PSAP.

[0086] In some implementations, if the T-box determines that the vehicle's rollover angle is greater than an angle threshold, and determines that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed, it can send the vehicle's current location and the vehicle's MSD data to the TSP, so that the TSP can send the current location and MSD data to the PSAP.

[0087] After receiving the vehicle's Emergency Distance Detection (MSD) data, the TSP (Traffic Support Service) can refine and supplement the MSD before forwarding it to the PSAP (Power Support Assistance Service). Upon receiving the refined and supplemented MSD data, the PSAP can obtain relevant information about the overturned vehicle and its owner. The TSP's process of refining and supplementing the MSD data may include adding the driver's emergency contact number, the vehicle owner's contact number, and the owner's identification information. The PSAP then uses this MSD data to initiate the rescue operation.

[0088] Step S240: If it is determined that the rollover angle is greater than the angle threshold, and it is determined that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed, then dial the PSAP's phone number.

[0089] In some implementations, if the T-box determines that the vehicle's rollover angle is greater than a threshold angle, and confirms that the vehicle's airbags have not deployed and the emergency call button has not been pressed, it can automatically dial the PSAP (Power Steering Assistant) via a VoLTE link. The PSAP operator can answer the call and guide and facilitate subsequent rescue operations. During the rescue process, the PSAP can also report the progress and completion status of the rescue operation to the TSP (Traffic Support Service), allowing the TSP to store the vehicle's driving history information for later use in vehicle maintenance, upgrades, and other operations.

[0090] In this embodiment, the execution order of steps S230 and S240 can be executed simultaneously, or step S240 can be executed after step S230 or before step S230.

[0091] For example, please refer to Figure 6The diagram illustrates a timing diagram of an emergency call function triggering method according to an embodiment of this application. The method is applied to a vehicle's T-box, which is wirelessly connected to a vehicle remote server (TSP), which communicates with a public safety answering point (PSAP). The vehicle also includes an inertial measurement unit (IMU) and an IVS integrating the vehicle's airbags and emergency call button.

[0092] Among them, IVS can send the deployment status of the vehicle's airbags and the status of the emergency call button being pressed to the T-box in real time; IMU can send the vehicle's acceleration and angular velocity information to the T-box in real time.

[0093] In cases where a vehicle rolls over (e.g., sideways or forward / backward), and the airbags fail to deploy due to a probability, and the occupants do not effectively press the emergency call button due to injury or other reasons, the T-box will not receive any instructions regarding airbag deployment or emergency call button activation, and the emergency call function will not be triggered. The T-box can calculate the vehicle's rollover angle based on real-time inertial measurement data from the inertial measurement unit.

[0094] The T-box, after obtaining the vehicle's rollover angle, compares it with an angle threshold. If the rollover angle is greater than the threshold, and the airbags have not deployed and the emergency call button has not been pressed, it can be determined that the vehicle has rolled over and the emergency call function has not been triggered. Accordingly, the T-box can send the vehicle's MSD data to the TSP (Traffic Support Service), which supplements the MSD data and forwards it to the PSAP (Power Supply Assistance Service). Simultaneously, the T-box can automatically call the PSAP, allowing a PSAP agent to answer the call and provide real-time assistance. After the emergency assistance is completed, the T-box returns a status indicating the assistance is finished to the TSP. Therefore, when a vehicle rolls over due to an accident and the airbags fail to deploy for unforeseen reasons, and the occupants are injured and unable to effectively trigger the emergency call button, the T-box calculates the rollover angle based on inertial measurement data and automatically triggers the emergency call function when the rollover angle exceeds the angle threshold. This ensures effective emergency assistance, increases the redundancy of the emergency call function triggering, and protects the safety of the occupants.

[0095] An embodiment of this application provides a method for triggering an emergency call function, which, compared to... Figure 3The emergency call function triggering method shown in this embodiment can also send the vehicle's current location and MSD data to the TSP if it is determined that the vehicle's rollover angle is greater than the angle threshold, and that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed. This allows the TSP to send the current location and MSD data to the PSAP; and / or call the PSAP. By increasing the redundancy of triggering the vehicle's emergency call function, requesting rescue by calling the PSAP ensures the safety of the driver and passengers. By forwarding the vehicle's current location and MSD data to the PSAP through the TSP, the PSAP can carry out rescue based on the current location and MSD data, improving the efficiency of rescue and enhancing the user experience.

[0096] Please see Figure 7 This application illustrates an embodiment of an emergency call function triggering device, applied to the T-box of the aforementioned vehicle. The vehicle includes an inertial measurement unit (IMU). The emergency call function triggering device 200 includes: an inertial measurement data acquisition module 210, a rollover angle acquisition module 220, and an emergency call function triggering module 230, wherein:

[0097] The inertial measurement data acquisition module 210 is used to acquire inertial measurement data detected by the IMU.

[0098] The rollover angle acquisition module 220 is used to obtain the rollover angle of the vehicle based on the inertial measurement data.

[0099] The emergency call function triggering module 230 is used to trigger the vehicle's emergency call function if it is determined that the rollover angle is greater than an angle threshold, and that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed.

[0100] Furthermore, the inertial measurement data includes accelerometer data and gyroscope data, and the roll angle acquisition module 220 may include: a four-element acquisition unit and a roll angle acquisition subunit, wherein:

[0101] The four-element acquisition unit is used to obtain the four elements corresponding to the preset attitude change matrix based on the accelerometer data and the gyroscope data.

[0102] The rollover angle acquisition sub-unit is used to obtain the rollover angle based on the four elements corresponding to the preset posture change matrix.

[0103] Furthermore, the four-element acquisition unit may include: a gravity unit vector, an initial angular velocity acquisition unit, a target angular velocity acquisition unit, and a four-element target acquisition unit, wherein:

[0104] The gravity unit vector is used to generate a target prompt message and send it to the electronic device if abnormal vibration of the vehicle is detected during the vibration monitoring function, so that the electronic device can prompt that abnormal vibration of the vehicle exists.

[0105] An initial angular velocity acquisition unit is used to obtain a gravity unit vector based on the accelerometer data and to obtain an initial angular velocity based on the gyroscope data.

[0106] The target angular velocity acquisition unit is used to obtain the target angular velocity of the vehicle based on the initial angular velocity and the gravity unit vector.

[0107] The four-element target unit is used to obtain the four elements corresponding to the preset attitude change matrix based on the target angular velocity and the preset period.

[0108] Furthermore, the target angular velocity acquisition unit may include: an attitude error acquisition unit, an attitude integral error acquisition unit, and a target angular velocity acquisition subunit, wherein:

[0109] An attitude error acquisition unit is used to obtain the attitude error of the vehicle based on the initial angular velocity and the unit gravity vector.

[0110] The attitude integral error acquisition unit is used to integrate the attitude error to obtain the attitude integral error of the vehicle.

[0111] The target angular velocity acquisition subunit is used to correct the initial angular velocity based on the attitude integral error and obtain the target angular velocity.

[0112] Furthermore, the four-element target acquisition unit may include: a four-element target acquisition subunit, wherein:

[0113] The four-element target sub-unit is obtained by calculating the target angular velocity and the preset period using the first-order Runge-Kutta method, and obtaining the four elements corresponding to the preset attitude change matrix.

[0114] Furthermore, the rollover angle acquisition subunit may include: an Euler angle acquisition unit, wherein:

[0115] The Euler angle acquisition unit is used to obtain the Euler angles of the vehicle based on the four elements corresponding to the preset attitude change matrix, and to determine the Euler angles as the rollover angle.

[0116] Furthermore, the T-box is wirelessly connected to the vehicle remote server (TSP), the TSP is wirelessly connected to the public safety answering point (PSAP), and the emergency call function triggering module 230 may include: an MSD data transmission unit and / or a dialing unit, wherein:

[0117] The MSD data transmission unit is used to send the vehicle's current location and the vehicle's MSD data to the TSP, so that the TSP sends the current location and the MSD data to the PSAP.

[0118] The dialing unit is used to make a phone call using the PSAP.

[0119] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the above-described device and module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0120] In the several embodiments provided in this application, the coupling between modules can be electrical, mechanical, or other forms of coupling.

[0121] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0122] Please see Figure 8 This document illustrates a structural block diagram of a vehicle according to an embodiment of this application. The vehicle 100 can be an electric vehicle, a gasoline vehicle, or other electronic device capable of running applications. The vehicle 100 in this application may include one or more components such as a processor 110, a memory 120, and one or more applications. The one or more applications may be stored in the memory 120 and configured to be executed by one or more processors 110. The one or more applications are configured to perform the methods described in the foregoing method embodiments.

[0123] Processor 110 may include one or more processing cores. Processor 110 connects to various parts within vehicle 100 via various interfaces and lines, executing instructions, programs, code sets, or instruction sets stored in memory 120, and calling data stored in memory 120 to perform various functions and process data within vehicle 100. Optionally, processor 110 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). Processor 110 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the content to be displayed; and the modem handles wireless communication. It is understood that the modem may also not be integrated into processor 110 and may be implemented separately using a communication chip.

[0124] The memory 120 may include random access memory (RAM) or read-only memory. The memory 120 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 120 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as touch functionality, sound playback functionality, image playback functionality, etc.), and instructions for implementing the various method embodiments described below. The data storage area may also store data created by the vehicle 100 during use (such as phonebooks, audio and video data, chat log data, etc.).

[0125] Please see Figure 9 This diagram illustrates a structural block diagram of a computer-readable storage medium according to an embodiment of this application. The computer-readable storage medium 300 stores program code that can be invoked by a processor to execute the methods described in the above method embodiments.

[0126] The computer-readable storage medium 300 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Optionally, the computer-readable storage medium 300 includes a non-transitory computer-readable storage medium. The computer-readable storage medium 300 has storage space for program code 310 that performs any of the method steps described above. This program code can be read from or written to one or more computer program products. The program code 310 may be compressed, for example, in a suitable form.

[0127] In summary, the emergency call function triggering method, device, and vehicle provided in this application embodiment obtain the vehicle's rollover angle based on inertial measurement data measured by the vehicle's inertial measurement unit. If it is determined that the rollover angle is greater than an angle threshold, and it is determined that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed, the vehicle's emergency call function is automatically triggered. This increases the redundancy of the vehicle's emergency call function triggering, improves the timeliness of the vehicle's emergency call function triggering, and ensures the safety of drivers and passengers.

[0128] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for triggering an emergency call function, characterized in that, The method, applied to a T-box in a vehicle including an inertial measurement unit (IMU), comprises: Acquire inertial measurement data detected by the IMU, the inertial measurement data including accelerometer data and gyroscope data; The gravity unit vector is obtained based on the accelerometer data, and the initial angular velocity is obtained based on the gyroscope data; The target angular velocity of the vehicle is obtained based on the initial angular velocity and the unit vector of gravity. Based on the target angular velocity and the preset period, obtain the four elements corresponding to the preset attitude change matrix; The rollover angle of the vehicle is obtained based on the four elements corresponding to the preset attitude change matrix. If it is determined that the rollover angle is greater than the angle threshold, and it is determined that the vehicle's airbags have not deployed and the vehicle's emergency call button has not been pressed, then the vehicle's emergency call function is triggered.

2. The method according to claim 1, characterized in that, The step of obtaining the target angular velocity of the vehicle based on the initial angular velocity and the unit gravity vector includes: Based on the initial angular velocity and the unit gravity vector, the attitude error of the vehicle is obtained; Integrating the attitude error yields the vehicle's attitude integral error. The initial angular velocity is corrected based on the attitude integral error to obtain the target angular velocity.

3. The method according to claim 1, characterized in that, The step of obtaining the four elements corresponding to the preset attitude change matrix based on the target angular velocity and the preset period includes: The target angular velocity and the preset period are calculated using the first-order Runge-Kutta method to obtain the four elements corresponding to the preset attitude change matrix.

4. The method according to claim 1, characterized in that, The step of obtaining the rollover angle based on the four elements corresponding to the preset posture change matrix includes: Based on the four elements corresponding to the preset attitude change matrix, the Euler angles of the vehicle are obtained, and the Euler angles are determined as the rollover angle.

5. The method according to claim 1, characterized in that, The T-box is wirelessly connected to the vehicle remote server (TSP), and the TSP is wirelessly connected to the public safety answering point (PSAP). Triggering the vehicle's emergency call function includes: The vehicle's current location and its MSD data are sent to the TSP, so that the TSP sends the current location and the MSD data to the PSAP; and / or Make a call to the PSAP.

6. A triggering device for an emergency call function, characterized in that, A T-box for use in a vehicle, the vehicle including an inertial measurement unit (IMU), the device comprising: An inertial measurement data acquisition module is used to acquire inertial measurement data detected by the IMU, the inertial measurement data including accelerometer data and gyroscope data; The rollover angle acquisition module is used to obtain a gravity unit vector based on the accelerometer data and an initial angular velocity based on the gyroscope data; obtain a target angular velocity of the vehicle based on the initial angular velocity and the gravity unit vector; obtain four elements corresponding to the preset attitude change matrix based on the target angular velocity and a preset period; and obtain the rollover angle of the vehicle based on the four elements corresponding to the preset attitude change matrix. An emergency call function triggering module is used to trigger the vehicle's emergency call function if it is determined that the rollover angle is greater than an angle threshold, the vehicle's airbags have not deployed, and the vehicle's emergency call button has not been pressed.

7. A vehicle, characterized in that, include: One or more processors; Memory; One or more applications, wherein the one or more applications are stored in the memory and configured to be executed by the one or more processors, the one or more applications being configured to perform the method as described in any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium contains program code that can be invoked by a processor to execute the method as described in any one of claims 1-5.

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