Inertial measurement device, control system and terminal

Abstract

The invention discloses an inertial measurement device, a control system and a terminal, and relates to the field of vehicles, the device comprises an inertial measurement unit IMU, a controller, a first group of interfaces and a second group of interfaces, the IMU is used for acquiring an inertial measurement information set of the terminal based on the control of the controller; the controller is used for transmitting inertial measurement information to a plurality of functional modules of the terminal through the first group of interfaces and / or the second group of interfaces, and the inertial measurement information is obtained based on an inertial measurement information set; the first group of interfaces are used for transmitting first inertial measurement information to a first functional module in the plurality of functional modules; the second set of interfaces is configured to transmit second inertial measurement information to a second functional module of the plurality of functional modules.

Description

Inertial measurement device, control system and terminal Technical Field

[0001] The present application relates to the field of vehicles, and in particular to an inertial measurement device, a control system, and a terminal. Background Art

[0002] An onboard inertial measurement unit (IMU) can collect the acceleration and angular velocity of a terminal. For example, in the automotive field, the IMU is a key component of the vehicle. Multiple modules of the vehicle, such as the intelligent driving module, the intelligent cockpit module, and the chassis air suspension module, all require the acceleration and angular velocity collected by the IMU.

[0003] How to reasonably deploy IMU has become a technical problem that needs to be solved urgently.

[0004] Summary of the Invention

[0005] The present application provides an inertial measurement device, a control system, and a terminal, in order to reduce the cost of the entire terminal.

[0006] In a first aspect, the present application provides an inertial measurement device, which includes: an inertial measurement unit IMU, a controller, a first group of interfaces, and a second group of interfaces; the IMU is used to obtain an inertial measurement information set of a terminal based on the control of the controller; the controller is used to transmit inertial measurement information to multiple functional modules of the terminal through the first group of interfaces and / or the second group of interfaces, and the inertial measurement information is obtained based on the inertial measurement information set; wherein the first group of interfaces is used to transmit first inertial measurement information to the first functional module; and the second group of interfaces is used to transmit second inertial measurement information to the second functional module.

[0007] Based on the above solution, multiple functional modules that require data collected by the IMU can share data collected by one or more IMUs, eliminating the need to configure an IMU in each of these multiple functional modules, thereby reducing the cost of the entire terminal. Furthermore, because the device is equipped with at least two sets of interfaces, the data collected by the IMU can be transmitted to multiple functional modules through at least one of the two sets of interfaces. When transmitting the data collected by the IMU to multiple functional modules through multiple sets of interfaces, transmission link separation can be achieved, reducing the pressure on data traffic on each link.

[0008] As an example and not a limitation, in the vehicle domain, the above-mentioned multiple functional modules may include at least two of the following: a chassis braking and body stabilization integrated module, a chassis air suspension module, a telematics box (T-BOX), an intelligent driving module, and an intelligent cockpit module.

[0009] In combination with the first aspect, in some possible designs, the first functional module includes one or more of a chassis braking and body stability integrated module or a chassis air suspension module; the second functional module includes one or more of a T-BOX, an intelligent driving module or an intelligent cockpit module.

[0010] In combination with the first aspect, in some possible designs, the transmission channel between the first group of interfaces and the first functional module includes a chassis vehicle control bus; the transmission channel between the second group of interfaces and the second functional module includes one of a controller area network (CAN) bus or a CAN-flexible data-rate (FD) bus, and / or Ethernet.

[0011] In combination with the first aspect, in some possible designs, the first functional module includes a chassis braking and body stability integrated module and a chassis air suspension module; the second functional module includes a telematics T-BOX, an intelligent driving module and an intelligent cockpit module.

[0012] Optionally, the first group of interfaces includes a first interface, and the transmission channel between the first interface and the chassis braking and body stability integrated module and the chassis air suspension module is the chassis vehicle control bus; the second group of interfaces includes a second interface, and the transmission channel between the second interface and the T-BOX, the intelligent driving module and the intelligent cockpit module is a CAN bus or a CAN-FD bus, or, the transmission channel between the second interface and the intelligent driving module and the intelligent cockpit module is a CAN bus or a CAN-FD bus, and the intelligent driving module or the intelligent cockpit module forwards the second inertial measurement information to the T-BOX via Ethernet.

[0013] Optionally, the first group of interfaces includes a first interface, and the transmission channel between the first interface and the chassis braking and body stability integrated module and the chassis air suspension module is a chassis vehicle control bus; the second group of interfaces includes a second interface, and the transmission channel between the second interface and the T-BOX, the intelligent driving module and the intelligent cockpit module is Ethernet.

[0014] Optionally, the first group of interfaces includes a first interface, and the transmission channel between the first interface and the chassis braking and body stability integrated module and the chassis air suspension module is a chassis vehicle control bus; the second group of interfaces includes a second interface and a third interface, and the transmission channel between the second interface and the intelligent driving module and the intelligent cockpit module, as well as the transmission channel between the third interface and the T-BOX, are all CAN buses or CAN-FD buses.

[0015] Optionally, the chassis vehicle control bus includes a CAN bus or a CAN-FD bus.

[0016] In combination with the first aspect, in some possible designs, the first inertial measurement information is the same as the second inertial measurement information.

[0017] Exemplarily, the first inertial measurement information and the second inertial information are six-axis IMU data, which includes the acceleration of the terminal in the front-to-back direction, the acceleration in the left-to-right direction, and the acceleration in the up-to-down direction, as well as the angular velocity of the terminal in the front-to-back direction, the angular velocity in the left-to-right direction, and the angular velocity in the up-to-down direction.

[0018] In conjunction with the first aspect, in some possible designs, the first inertial measurement information is different from the second inertial measurement information.

[0019] For example, the first inertial measurement information is three-axis IMU data, and the second inertial measurement information is six-axis IMU data. The six-axis IMU data includes the terminal's front-to-back acceleration, left-to-right acceleration, and up-to-down acceleration, as well as the terminal's front-to-back angular velocity, left-to-right angular velocity, and up-to-down angular velocity; the three-axis IMU data includes the terminal's front-to-back acceleration, left-to-right acceleration, and up-to-down angular velocity.

[0020] In combination with the first aspect, in some possible designs, the inertial measurement device further includes a positioning unit, which is used to position the terminal.

[0021] In this design, the inertial measurement unit (IMU) is an improvement on the currently known combined positioning module. More specifically, the IMU not only undergoes hardware improvements—for example, the improved combined positioning module now includes two sets of interfaces (a first set of interfaces and a second set of interfaces)—but also software improvements. For example, the controller in the improved combined positioning module can be used to transmit inertial measurement information to multiple functional modules of the terminal via the first set of interfaces and / or the second set of interfaces.

[0022] Optionally, the positioning unit includes a global navigation satellite system (GNSS).

[0023] In combination with the first aspect, in some possible designs, the inertial measurement device is coupled to an airbag module, and the controller is a controller in the airbag module.

[0024] In this design, the inertial measurement unit (IMU) is an improvement on the currently known airbag module. More specifically, the IMU not only improves the existing airbag module at the hardware level—for example, the improved airbag module includes two sets of interfaces (a first set of interfaces and a second set of interfaces)—but also at the software level. For example, the controller in the improved airbag module can be used to transmit inertial measurement information to multiple functional modules of the terminal via the first set of interfaces and / or the second set of interfaces.

[0025] Optionally, the controller in the above-mentioned inertial measurement device is further used to receive a wake-up instruction, and control the IMU to obtain the inertial measurement information set of the terminal according to the wake-up instruction.

[0026] In a second aspect, the present application provides a control system, which includes the inertial measurement device as in the first aspect and any one of the first aspects and a plurality of functional modules.

[0027] In conjunction with the second aspect, in some possible designs, the first inertial measurement information is the same as the second inertial measurement information; wherein a first functional module among the multiple functional modules determines partial inertial measurement information from the first inertial measurement information.

[0028] Optionally, the first inertial measurement information and the second inertial information are six-axis IMU data, which includes the acceleration of the terminal in the front-to-back direction, the acceleration in the left-to-right direction, and the acceleration in the up-to-down direction, as well as the angular velocity of the terminal in the front-to-back direction, the angular velocity in the left-to-right direction, and the angular velocity in the up-to-down direction.

[0029] In conjunction with the second aspect, in some possible designs, the first inertial measurement information is different from the second inertial measurement information.

[0030] Optionally, the first inertial measurement information is three-axis IMU data, and the second inertial measurement information is six-axis IMU data, the six-axis IMU data includes the acceleration of the terminal in the front-to-back direction, the acceleration in the left-to-right direction, and the acceleration in the up-to-down direction, as well as the angular velocity of the terminal in the front-to-back direction, the angular velocity in the left-to-right direction, and the angular velocity in the up-to-down direction; the three-axis IMU data includes the acceleration of the terminal in the front-to-back direction, the acceleration in the left-to-right direction, and the angular velocity in the up-to-down direction.

[0031] Based on the above solution, multiple functional modules that need to use the data collected by the IMU can share the data collected by one or more IMUs, without the need to configure the IMU in each of these multiple functional modules, thereby reducing the cost of the entire terminal.

[0032] In a third aspect, the present application provides a terminal, comprising the control system as in the second aspect and any one of the second aspects.

[0033] Optionally, the terminal comprises a vehicle.

[0034] Optionally, at least one module among the multiple functional modules determines partial inertial measurement information from the acquired inertial measurement information.

[0035] It should be understood that the third aspect of the present application corresponds to the technical solutions of the first and second aspects of the present application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation methods are similar and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] FIG1 is a schematic block diagram of a control system;

[0037] FIG2 is a schematic block diagram of an inertial measurement device provided in an embodiment of the present application;

[0038] 3 to 14 are various exemplary block diagrams of the control system provided in embodiments of the present application. DETAILED DESCRIPTION

[0039] The technical solution in this application will be described below with reference to the accompanying drawings.

[0040] In order to clearly describe the technical solutions of the embodiments of the present application, the following explanation is first made.

[0041] First, in the embodiments of this application, terms such as "first" and "second" are used to distinguish between identical or similar items with substantially the same functions and effects. For example, "first group of interfaces" and "second group of interfaces" are used to distinguish between different groups of interfaces; "first interface," "third group of interfaces," and "third interface" are used to distinguish between different interfaces; "first functional module" and "second functional module" are used to distinguish between different functional modules; and "first inertial measurement information" and "second inertial measurement information" are used to distinguish between different inertial measurement information, and do not limit their order. Those skilled in the art will understand that terms such as "first" and "second" do not limit the quantity or execution order, and that terms such as "first" and "second" do not necessarily indicate differences.

[0042] Second, in the embodiments of the present application, "at least one" refers to one or more. "And / or" describes the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship, but it does not exclude the situation where it indicates that the previous and next associated objects are in an "and" relationship. The specific meaning can be understood in conjunction with the context.

[0043] Third, in the embodiments of the present application, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units that are not explicitly listed or are inherent to these processes, methods, products or apparatuses.

[0044] First, a brief explanation of the terms involved in this application is given.

[0045] 1. T-BOX: Also known as a telematics module or in-vehicle wireless communication terminal, it serves as the vehicle's external communication interface, providing services such as remote control, remote query, and security. T-BOX hardware includes: a T-BOX housing, an internal wireless fidelity (Wi-Fi) module, an RF inductor, a power inductor, a crystal resonator, a ceramic resonator, a thermistor, and a battery.

[0046] 2. CAN bus: An example of an in-vehicle communication link. The CAN bus is a serial communication network that effectively supports distributed control or real-time control. The CAN bus is used to connect components in a vehicle. For example, the CAN bus can connect components such as CAN controller chips, data receivers, and data transmitters.

[0047] 3. Vehicle Gateway (VGW): Serving as the data exchange hub for the entire vehicle network, the VGW enables secure and reliable data transmission across multiple internal vehicle networks (such as CAN, local interconnect network (LIN), media-oriented system transport (MOST), and FlexRay). VGW hardware includes switches, transceivers for various network types (such as CAN, LIN, MOST, and FlexRay), and system-on-chips.

[0048] 4. Vehicle Control Unit (VCU): This is the core electronic control unit that implements vehicle control decisions, acting as the vehicle's brain. As the vehicle's command and management center, the VCU's primary functions include driving torque control, optimized braking energy control, vehicle energy management, CAN maintenance and management, fault diagnosis and handling, and vehicle status monitoring. It controls vehicle operation.

[0049] 5. Chassis Vehicle Control Bus: This refers to the control bus for the by-wire chassis electronic control unit (ECU). Currently, it primarily supports the CAN / CAN-FD bus interface. These typically include the by-wire steering ECU, by-wire brake ECU, and by-wire shift ECU.

[0050] 6. GNSS: It is an air-based radio navigation and positioning system that can provide users with all-weather three-dimensional coordinates, speed, and time information at any location on the Earth's surface or in near-Earth space.

[0051] 7. Intelligent Driving: Intelligent driving uses artificial intelligence to assist or replace human driving. This document does not specify the level or function of intelligent driving, which is subject to the understanding of those skilled in the art.

[0052] For example, in the field of intelligent driving, the classification standard for autonomous driving, SAE J3016, a standard developed by the Society of Automotive Engineers (SAE), is widely used. According to the SAE classification, autonomous driving technology is divided into six levels, from L0 to L5, from low to high. L0 is the lowest level of automation, while L5 represents fully autonomous driving (i.e., no driver intervention is required under all conditions). SAE names L0 to L2 as "driver support features" and L3 to L5 as "automated driving features."

[0053] At Level 0, the driver is the sole operator of the vehicle and is required to control all controls, including the steering wheel, accelerator, and brakes. However, active safety features such as autonomous emergency breaking (AEB) are available.

[0054] For L1 and L2 levels, the driver is still the sole driver of the vehicle and needs to control all controls such as the steering wheel, accelerator, and brake. However, there can be more auxiliary / support functions, such as adaptive cruise control or lane keeping.

[0055] For L3 level, the vehicle's autonomous driving system can drive the vehicle in certain situations. For example, when there is traffic congestion, the vehicle can use the traffic jam chauffeur function to automatically drive the vehicle, and the driver does not need to drive the vehicle at this time; when necessary, the driver must take over the vehicle.

[0056] For the L4 level, the driver is generally not required to take over. Regional driverless taxis are a typical L4 level autonomous driving scenario.

[0057] Level 5 represents fully autonomous driving under all conditions and is the ultimate ideal level of autonomous driving. Currently, only some vehicles can achieve Level 2 autonomous driving technology, and it is still under continuous improvement.

[0058] It should be noted that the intelligent driving module involved in the embodiments of the present application may be, for example, a module that provides driver support functions and / or autonomous driving functions for the vehicle. The embodiments of the present application are not limited to this.

[0059] 8. Smart cockpit: The smart cockpit can realize intelligent interaction between people, roads, vehicles and clouds by equipping them with intelligent / networked on-board equipment or services. It is a human-computer interaction system built from the perspective of consumer application scenarios.

[0060] By way of example and not limitation, the smart cockpit module involved in the embodiments of this application may primarily include an in-vehicle infotainment submodule, a streaming media rearview mirror, a visual perception submodule, a voice interaction submodule, smart seats, and a rear-seat display screen, etc., providing consumers with comprehensive navigation information, surrounding environment information, and entertainment information; and further incorporating human-computer interaction technologies such as voice recognition, facial recognition, touch control, gesture recognition, and iris recognition. This embodiment of this application is not limited to this.

[0061] 9. Chassis Braking Module and Electronic Stability Module: The chassis braking module, also known as the braking module, is a module that can slow down, stop, or apply parking brakes as needed to ensure vehicle safety. The electronic stability module is designed to improve vehicle handling performance while effectively preventing loss of control when the vehicle reaches its dynamic limits.

[0062] The chassis braking and body stabilization integrated module involved in the embodiment of the present application is a module formed by integrating the above-mentioned chassis braking module and body electronic stabilization module in physical structure. The chassis braking and body stabilization integrated module has the functions of the above-mentioned chassis braking module and body electronic stabilization module.

[0063] 10. Chassis air suspension module: It can also be called an air suspension module. It can judge the changes in vehicle height based on different road conditions and signals from the distance sensor, and then control the air compressor and exhaust valve to automatically compress or extend the spring, thereby lowering or raising the chassis ground clearance to increase high-speed vehicle stability or passability in complex road conditions.

[0064] Figure 1 is a schematic block diagram of a control system. The control system shown in Figure 1 is a currently known vehicle control system. It includes a T-BOX, an intelligent driving module, an intelligent cockpit module, an integrated chassis braking and body stabilization module, a chassis air suspension module, a vehicle gateway (VGW), and a vehicle control unit (VCU). The T-BOX, intelligent driving module, intelligent cockpit module, and VCU can communicate with the VGW via Ethernet, while the integrated chassis braking and body stabilization module and the chassis air suspension module can communicate with the VCU via a CAN bus or CAN-FD bus.

[0065] It should be noted that in currently known control systems, each of the aforementioned functional modules exists physically as a separate module. However, this does not affect the possibility that two or more of the aforementioned functional modules may be integrated into a single processing module in future designs. This embodiment of the present application does not impose any limitation on this.

[0066] The T-BOX, intelligent driving module, intelligent cockpit module, chassis braking and body stability integrated module, and chassis air suspension module all require data on vehicle acceleration and angular velocity collected by the IMU. For example, the T-BOX uses the acceleration and angular velocity data collected by the IMU to determine vehicle positioning and emergency calls (eCalls). The intelligent driving module uses the acceleration and angular velocity data collected by the IMU to determine vehicle positioning, determine vehicle posture, and support sentry mode. The intelligent cockpit module uses the acceleration and angular velocity data collected by the IMU to determine vehicle positioning and map navigation. The electronic stability module in the chassis braking and body stability integrated module uses the acceleration and angular velocity data collected by the IMU to determine vehicle posture for stability control. The chassis air suspension module uses the acceleration and angular velocity data collected by the IMU to determine vehicle posture. However, a currently known design scheme deploys an IMU in each of the modules on the vehicle that require data collected by the IMU. As shown in Figure 1, the control system includes the T-BOX, intelligent driving module, intelligent cockpit module, chassis braking and body stability integrated module, and chassis air suspension module. In this design scheme, multiple IMUs are deployed on the entire vehicle, which is costly. The requirements for IMU data collection and subsequent processing for each of the above modules are merely illustrative and do not constitute a specific limitation.

[0067] In response to the above problems, an embodiment of the present application provides an inertial measurement device, a control system and a terminal. Multiple functional modules that need to use the data collected by the IMU can share the data collected by one or more IMUs. There is no need to configure an IMU in each of these multiple functional modules, thereby reducing the cost of the entire terminal.

[0068] In order to better understand the inertial measurement device, control system and terminal proposed in the embodiments of the present application, the technical solutions in the present application will be described below in conjunction with the accompanying drawings.

[0069] An embodiment of the present application provides an inertial measurement device, which includes: an IMU, a controller, a first group of interfaces, and a second group of interfaces; wherein the IMU is used to obtain an inertial measurement information set of a terminal based on the control of the controller; the controller is used to transmit the inertial measurement information to multiple functional modules of the terminal through the first group of interfaces and / or the second group of interfaces, and the inertial measurement information is obtained based on the inertial measurement information set; wherein the first group of interfaces is used to transmit first inertial measurement information to a first functional module among the multiple functional modules; and the second group of interfaces is used to transmit second inertial measurement information to a second functional module among the multiple functional modules.

[0070] It is understandable that, based on this solution, each of the multiple functional modules may not include an IMU, which allows multiple functional modules to share an IMU and reduce system costs. However, in actual product design, there may be a situation where one of the multiple functional modules includes its own inertial measurement unit; then, based on the solution design of this application, this functional module can still obtain inertial measurement information from the above-mentioned inertial measurement device through the above-mentioned interface for its own use or reference, and this application does not exclude this situation.

[0071] Specifically, the inertial measurement device may include one or more IMUs, not limited to only one IMU. In this way, multiple functional modules on the terminal that need to use the data collected by the IMU can share the data collected by one or more IMUs. Therefore, there is no need to configure an IMU in each of these multiple functional modules, which can reduce the cost of the entire terminal to a certain extent. Furthermore, in actual application scenarios, the inertial measurement device may include multiple groups of interfaces, not limited to only the first group of interfaces and the second group of interfaces. Since the inertial measurement device is configured with at least two groups of interfaces, the data collected by the IMU can be transmitted to multiple functional modules through at least one group thereof. In addition, when transmitting the data collected by the IMU to multiple functional modules through multiple groups of interfaces, the transmission link separation can be achieved, reducing the pressure of data traffic on each link.

[0072] It is understandable that the inertial measurement device can be deployed on the terminal, and the inertial measurement information set can be a set of inertial measurement information of the terminal obtained by IMU measurement, and the inertial measurement information transmitted by the inertial measurement device to the functional module of the terminal can be a subset of the set. For example, the inertial measurement information set can include the acceleration in the front-to-back direction, the acceleration in the left-to-right direction, and the acceleration in the up-to-down direction of the terminal, as well as the angular velocity in the front-to-back direction, the angular velocity in the left-to-right direction, and the angular velocity in the up-to-down direction of the terminal. These six items of data can be referred to as six-axis IMU data. Among them, the three items of data of the acceleration in the front-to-back direction, the acceleration in the left-to-right direction, and the angular velocity in the up-to-down direction of the terminal can be referred to as three-axis IMU data.

[0073] The inertial measurement information is obtained based on the inertial measurement information set. It can be understood that the inertial measurement information belongs to the inertial measurement information set, or the inertial measurement information is obtained by processing the inertial measurement information set.

[0074] In Example 1, inertial measurement information is obtained by processing an inertial measurement information set. In actual application scenarios, after receiving the inertial measurement information set from the IMU, the controller can perform simple processing on the data in the inertial measurement information set, such as converting the data format.

[0075] Of course, the controller may not process the data in the inertial measurement information set, and this embodiment of the present application does not impose any limitation on this.

[0076] Example 2: The inertial measurement information belongs to an inertial measurement information set. That is, the inertial measurement information may include part of or all of the data in the inertial measurement information set.

[0077] The first inertial measurement information may include part of or all of the data in the inertial measurement information set, and the second inertial measurement information may include part of or all of the data in the inertial measurement information set.

[0078] Optionally, the first inertial measurement information is the same as the second inertial measurement information.

[0079] That is, the first inertial measurement information and the second inertial measurement information may both include all data in the inertial measurement information set. Alternatively, the first inertial measurement information and the second inertial measurement information may both include partial data in the inertial measurement information set, and the first inertial measurement information is the same as the second inertial measurement information.

[0080] Optionally, the first inertial measurement information is different from the second inertial measurement information.

[0081] That is, the first inertial measurement information and the second inertial measurement information may both include partial data from the inertial measurement information set, but the first inertial measurement information and the second inertial measurement information may be different. Alternatively, the first inertial measurement information may include partial data from the inertial measurement information set, and the second inertial measurement information may include all data from the inertial measurement information set. Alternatively, the first inertial measurement information may include all data from the inertial measurement information set, and the second inertial measurement information may include partial data from the inertial measurement information set.

[0082] It should be noted that the controller is configured to transmit inertial measurement information to multiple functional modules of the terminal through the first group of interfaces and / or the second group of interfaces. The transmission here may be direct transmission of the inertial measurement information to the multiple functional modules of the terminal through the first group of interfaces and / or the second group of interfaces, or indirect transmission of the inertial measurement information to the multiple functional modules of the terminal through the first group of interfaces and / or the second group of interfaces. This embodiment of the present application does not impose any limitation on this.

[0083] In one possible design, the controller can transmit inertial measurement information to multiple functional modules of the terminal via a first set of interfaces. In other words, the controller can send first inertial measurement information obtained based on the inertial measurement information set to at least two functional modules via the first set of interfaces. For ease of description, this design is referred to as Design A in the embodiments of this application.

[0084] In another possible design, the controller can transmit inertial measurement information to multiple functional modules of the terminal via a second set of interfaces. In other words, the controller can send second inertial measurement information obtained based on the inertial measurement information set to at least two functional modules via the second set of interfaces. For ease of description, this design is referred to as Design B in the present embodiment.

[0085] In another possible design, the controller can transmit inertial measurement information to multiple functional modules of the terminal via the first set of interfaces and the second set of interfaces. That is, the controller can send first inertial measurement information obtained based on the inertial measurement information set to at least one functional module via the first set of interfaces, and can send second inertial measurement information obtained based on the inertial measurement information set to at least one functional module via the second set of interfaces. For ease of description, this design is referred to as Design C in the embodiments of this application.

[0086] It is understandable that the first group of interfaces may include one or more interfaces, and the second group of interfaces may also include one or more interfaces, which is not limited in the present embodiment.

[0087] FIG2 is a schematic block diagram of an inertial measurement device provided in an embodiment of the present application.

[0088] For example, as shown in Figure 2, the inertial measurement unit may include an IMU, a controller, a first set of interfaces, and a second set of interfaces. As mentioned above, the IMU can be used to obtain a set of inertial measurement information of the terminal under the control of the controller; the controller can be used to transmit the inertial measurement information to multiple functional modules of the terminal via the first set of interfaces and / or the second set of interfaces. The first set of interfaces can be connected to the first functional module and can be used to transmit first inertial measurement information to the first functional module; the second set of interfaces can be connected to the second functional module and can be used to transmit second inertial measurement information to the second functional module.

[0089] The following describes in detail the inertial measurement device provided by the embodiment of the present application in conjunction with actual application scenarios. The actual application scenario may be, for example, a vehicle scenario, that is, a vehicle is an example of the above-mentioned terminal.

[0090] In one possible design, the transmission channel between the first group of interfaces and the first functional module includes a chassis vehicle control bus; the transmission channel between the second group of interfaces and the second functional module includes one of a CAN bus or a CAN-FD bus, and / or Ethernet.

[0091] That is, the first group of interfaces and the first functional module may be communicatively connected via a chassis vehicle control bus. As an example and not a limitation, the chassis vehicle control bus may include a CAN bus or a CAN-FD bus.

[0092] The second group of interfaces and the second functional module may be connected in various ways. The following are examples of various connection ways as examples and not as limitations.

[0093] In the first connection example, the second group of interfaces and the second functional module can be connected to each other through a CAN bus.

[0094] In the second connection example, the second group of interfaces and the second functional module can be connected to each other through the CAN-FD bus.

[0095] In a third connection example, the second group of interfaces and the second functional module can be connected to each other via Ethernet.

[0096] In the fourth connection example, the second group of interfaces and the second functional module can be connected to each other through the CAN bus and Ethernet.

[0097] In connection method example five, the second group of interfaces and the second functional module can be connected to each other via the CAN-FD bus and Ethernet.

[0098] In one possible design, the first functional module includes one or more of a chassis braking and body stability integrated module or a chassis air suspension module; the second functional module includes one or more of a telematics module T-BOX, an intelligent driving module or an intelligent cockpit module.

[0099] As shown in Figure 1, some vehicles may include a T-BOX, an intelligent driving module, an intelligent cockpit module, a chassis braking and body stability integrated module, and a chassis air suspension module. The T-BOX, intelligent driving module, and intelligent cockpit module require the six-axis IMU data described above, while the chassis braking and body stability integrated module and chassis air suspension module require the three-axis IMU data described above.

[0100] In one example, in conjunction with Design A, the first functional module includes a chassis brake and body stabilization integrated module or a chassis air suspension module. The controller can transmit first inertial measurement information obtained based on the inertial measurement information set to the chassis brake and body stabilization integrated module or the chassis air suspension module via a first set of interfaces. The first inertial measurement information can be three-axis IMU data or six-axis IMU data.

[0101] In another example, in conjunction with Design B above, the second functional module includes at least two functional modules among the T-BOX, the intelligent driving module, and the intelligent cockpit module. The controller can send second inertial measurement information obtained based on the inertial measurement information set to the at least two functional modules via the second set of interfaces. The second inertial measurement information can be six-axis IMU data.

[0102] In another example, in combination with the above-mentioned design C, the first functional module includes at least one functional module selected from the chassis braking and body stabilization integrated module or the chassis air suspension module, and the control can send first inertial measurement information obtained based on the inertial measurement information set to the at least one functional module through a first set of interfaces; and the second functional module includes at least one functional module selected from the T-BOX, the intelligent driving module, and the intelligent cockpit module, and the control can send second inertial measurement information obtained based on the inertial measurement information set to the at least one functional module through a second set of interfaces. The first inertial measurement information can be three-axis IMU data or six-axis IMU data, and the second inertial measurement information can be six-axis IMU data.

[0103] In one possible design, the first functional module includes a chassis braking and body stability integrated module and a chassis air suspension module; the second functional module includes a telematics T-BOX, an intelligent driving module and an intelligent cockpit module.

[0104] 3 to 14 are various exemplary block diagrams of the control system provided in embodiments of the present application.

[0105] The following first describes in detail the connection relationship between the first group of interfaces and the first functional module of the inertial measurement device, and the connection relationship between the second group of interfaces and the second functional module of the inertial measurement device, with reference to FIG. 3 to FIG. 6 .

[0106] Optionally, the first group of interfaces includes a first interface, and the transmission channel between the first interface and the chassis braking and body stability integrated module and the chassis air suspension module is a chassis vehicle control bus; the second group of interfaces includes a second interface, and the transmission channel between the second interface and the T-BOX, the intelligent driving module and the intelligent cockpit module is a CAN bus or a CAN-FD bus, or, the transmission channel between the second interface and the intelligent driving module and the intelligent cockpit module is a CAN bus or a CAN-FD bus, and the intelligent driving module or the intelligent cockpit module forwards the first inertial measurement information to the T-BOX via Ethernet.

[0107] In Example 1, the control system shown in Figure 3 has a first set of interfaces for the inertial measurement unit (IMU) including a first interface. The first interface can communicate with the chassis brake and body stability integrated module and the chassis air suspension module via a chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second set of interfaces for the IMU includes a second interface. The second interface can communicate with the T-BOX, the intelligent driving module, and the intelligent cockpit module via a CAN bus or a CAN-FD bus.

[0108] It is understandable that in this design, if the first interface is communicatively connected to the chassis brake and body stabilization integrated module and the chassis air suspension module via the CAN bus, then the second interface is communicatively connected to the T-BOX, the intelligent driving module and the intelligent cockpit module via the CAN bus; if the first interface is communicatively connected to the chassis brake and body stabilization integrated module and the chassis air suspension module via the CAN-FD bus, then the second interface is communicatively connected to the T-BOX, the intelligent driving module and the intelligent cockpit module via the CAN-FD bus.

[0109] It can also be understood that in this design, the controller can directly transmit the first inertial measurement information to the chassis braking and body stability integrated module and the chassis air suspension module through the first interface, and the controller can directly transmit the second inertial measurement information to the T-BOX, the intelligent driving module and the intelligent cockpit module through the second interface.

[0110] In Example 2, the control system shown in Figure 4 , the first set of interfaces of the inertial measurement device includes a first interface. The first interface can communicate with the chassis brake and body stability integrated module and the chassis air suspension module via a chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface. The second interface can communicate with the intelligent driving module and the intelligent cockpit module via a CAN bus or a CAN-FD bus. The intelligent driving module or the intelligent cockpit module can forward the second inertial measurement information to the T-BOX via Ethernet.

[0111] It can be understood that in this design, if the first interface is communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module via the CAN bus, then the second interface is communicatively connected to the intelligent driving module and the intelligent cockpit module via the CAN bus; if the first interface is communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module via the CAN-FD bus, then the second interface is communicatively connected to the intelligent driving module and the intelligent cockpit module via the CAN-FD bus.

[0112] It is also understood that in this design, the controller can directly transmit the first inertial measurement information to the chassis brake and body stability integrated module and the chassis air suspension module via the first interface, and directly transmit the second inertial measurement information to the intelligent driving module and the intelligent cockpit module via the second interface. Furthermore, the intelligent driving module or the intelligent cockpit module can forward the second inertial measurement information to the T-BOX via Ethernet. This means that the controller can indirectly transmit the second inertial measurement information to the T-BOX via the second interface.

[0113] Optionally, the first group of interfaces includes a first interface, and the transmission channel between the first interface and the chassis braking and body stability integrated module and the chassis air suspension module is a chassis vehicle control bus; the second group of interfaces includes a second interface, and the transmission channel between the second interface and the T-BOX, the intelligent driving module and the intelligent cockpit module is Ethernet.

[0114] For example, in the control system shown in FIG5 , the first group of interfaces of the inertial measurement device includes a first interface, and the first interface can be communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module via a chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second group of interfaces of the inertial measurement device includes a second interface, and the second interface can be communicatively connected to the T-BOX, the intelligent driving module, and the intelligent cockpit module via Ethernet. More specifically, the second interface and the T-BOX, the intelligent driving module, and the intelligent cockpit module can all be connected to the VGW via a network cable. Therefore, the second interface and the T-BOX, the intelligent driving module, and the intelligent cockpit module can be communicatively connected via Ethernet.

[0115] It can be understood that in this design, the controller can directly transmit the first inertial measurement information to the chassis braking and body stability integrated module and the chassis air suspension module through the first interface, and the controller can directly transmit the second inertial measurement information to the T-BOX, the intelligent driving module and the intelligent cockpit module through the second interface.

[0116] Optionally, the first group of interfaces includes a first interface, and the transmission channel between the first interface and the chassis braking and body stability integrated module and the chassis air suspension module is a chassis vehicle control bus; the second group of interfaces includes a second interface and a third interface, and the transmission channel between the second interface and the intelligent driving module and the intelligent cockpit module, as well as the transmission channel between the third interface and the T-BOX, are all CAN buses or CAN-FD buses.

[0117] For example, in the control system shown in Figure 6, the first set of interfaces of the inertial measurement unit includes a first interface. The first interface can communicate with the chassis brake and body stability integrated module and the chassis air suspension module via a chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second set of interfaces of the inertial measurement unit includes a second interface and a third interface. The second interface can communicate with the intelligent driving module and the intelligent cockpit module, and the third interface can communicate with the T-BOX via a CAN bus or a CAN-FD bus.

[0118] It can be understood that in this design, if the first interface is communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module via the CAN bus, then the second interface and the intelligent driving module and the intelligent cockpit module, as well as the third interface and the T-BOX, are also communicatively connected via the CAN bus; if the first interface and the chassis brake and body stability integrated module and the chassis air suspension module are communicatively connected via the CAN-FD bus, then the second interface and the intelligent driving module and the intelligent cockpit module, as well as the third interface and the T-BOX, are also communicatively connected via the CAN-FD bus.

[0119] It can also be understood that in this design, the controller can directly transmit the first inertial measurement information to the chassis braking and body stability integrated module and the chassis air suspension module through the first interface, the controller can directly transmit the second inertial measurement information to the intelligent driving module and the intelligent cockpit module through the second interface, and the controller can directly transmit the second inertial measurement information to the T-BOX through the second interface.

[0120] In a possible implementation design, the inertial measurement device further includes a positioning unit, which is used to position the terminal.

[0121] In this design, the inertial measurement unit (IMU) is an improvement on the currently known combined positioning module. More specifically, the IMU not only improves on the hardware level—for example, the improved combined positioning module now includes two sets of interfaces (a first set of interfaces and a second set of interfaces)—but also on the software level. For example, the controller in the improved combined positioning module can be used to transmit inertial measurement information to multiple functional modules of the terminal via the first set of interfaces and / or the second set of interfaces.

[0122] Optionally, the positioning unit includes a GNSS.

[0123] The inertial measurement device may be a combined positioning module as shown in FIG1 . GNSS is an example of a positioning unit, and GNSS may be used to position a terminal (eg, a vehicle).

[0124] The following first describes in detail the connection relationship between the first group of interfaces of the inertial measurement device (i.e., the above-mentioned combined positioning module) and the first functional module, as well as the connection relationship between the second group of interfaces of the inertial measurement device (i.e., the above-mentioned combined positioning module) and the second functional module in conjunction with Figures 7 to 10.

[0125] Example 1, the control system shown in Figure 7, the first group of interfaces of the inertial measurement device includes a first interface, and the first interface can be communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module through the chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second group of interfaces of the inertial measurement device includes a second interface, and the second interface can be communicatively connected to the T-BOX, the intelligent driving module and the intelligent cockpit module through the CAN bus or the CAN-FD bus. For a more detailed description, please refer to the relevant description of Figure 3 above. For the sake of brevity, it will not be repeated here.

[0126] Example 2, a control system as shown in FIG8 , wherein the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module via a chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface, and the second interface can be communicatively connected to the intelligent driving module and the intelligent cockpit module via a CAN bus or a CAN-FD bus. The intelligent driving module or the intelligent cockpit module can forward the second inertial measurement information to the T-BOX via Ethernet. For a more detailed description, please refer to the relevant description of FIG4 above. For the sake of brevity, it will not be repeated here.

[0127] Example three, the control system shown in Figure 9, the first group of interfaces of the inertial measurement device includes a first interface, and the first interface can be communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module through the chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second group of interfaces of the inertial measurement device includes a second interface, and the second interface can be communicatively connected to the T-BOX, the intelligent driving module and the intelligent cockpit module through Ethernet. For a more detailed description, please refer to the relevant description of Figure 5 above. For the sake of brevity, it will not be repeated here.

[0128] Example 4, the control system shown in Figure 10, the first group of interfaces of the inertial measurement device includes a first interface, and the first interface can be communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module through the chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second group of interfaces of the inertial measurement device includes a second interface and a third interface. The second interface and the intelligent driving module and the intelligent cockpit module, as well as the third interface and the T-BOX, can be communicatively connected through the CAN bus or the CAN-FD bus. For a more detailed description, please refer to the relevant description of Figure 6 above. For the sake of brevity, it will not be repeated here.

[0129] In a possible implementation design, the inertial measurement device is coupled to an airbag module, and the controller is a controller in the airbag module.

[0130] In this design, the inertial measurement unit (IMU) is an improvement on the currently known airbag module. More specifically, the IMU not only improves the existing airbag module at the hardware level—for example, the improved airbag module includes two sets of interfaces (a first set of interfaces and a second set of interfaces)—but also at the software level. For example, the controller in the improved airbag module can be used to transmit inertial measurement information to multiple functional modules of the terminal via the first set of interfaces and / or the second set of interfaces.

[0131] The following first describes in detail the connection relationship between the first set of interfaces of the inertial measurement device (i.e., the airbag module) and the first functional module, and the connection relationship between the second set of interfaces of the inertial measurement device (i.e., the airbag module) and the second functional module with reference to Figures 11 to 14.

[0132] Example 1, the control system shown in Figure 11, the first group of interfaces of the inertial measurement device includes a first interface, and the first interface can be communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module through the chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second group of interfaces of the inertial measurement device includes a second interface, and the second interface can be communicatively connected to the T-BOX, the intelligent driving module and the intelligent cockpit module through the CAN bus or the CAN-FD bus. For a more detailed description, please refer to the relevant description of Figure 3 above. For the sake of brevity, it will not be repeated here.

[0133] Example 2, a control system as shown in FIG12, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module through the chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface, and the second interface can be communicatively connected to the intelligent driving module and the intelligent cockpit module through the CAN bus or the CAN-FD bus. The intelligent driving module or the intelligent cockpit module can forward the second inertial measurement information to the T-BOX through Ethernet. For a more detailed description, please refer to the relevant description of FIG4 above. For the sake of brevity, it will not be repeated here.

[0134] Example three, the control system shown in Figure 13, the first group of interfaces of the inertial measurement device includes a first interface, and the first interface can be communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module through the chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second group of interfaces of the inertial measurement device includes a second interface, and the second interface can be communicatively connected to the T-BOX, the intelligent driving module and the intelligent cockpit module through Ethernet. For a more detailed description, please refer to the relevant description of Figure 5 above. For the sake of brevity, it will not be repeated here.

[0135] Example 4, the control system shown in Figure 14, the first group of interfaces of the inertial measurement device includes a first interface, and the first interface can be communicatively connected to the chassis brake and body stability integrated module and the chassis air suspension module through the chassis vehicle control bus. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second group of interfaces of the inertial measurement device includes a second interface and a third interface. The second interface and the intelligent driving module and the intelligent cockpit module, as well as the third interface and the T-BOX, can be communicatively connected through the CAN bus or the CAN-FD bus. For a more detailed description, please refer to the relevant description of Figure 6 above. For the sake of brevity, it will not be repeated here.

[0136] Optionally, the controller in the above-mentioned inertial measurement device is further used to receive a wake-up instruction, and control the IMU to obtain the inertial measurement information set of the terminal according to the wake-up instruction.

[0137] In the embodiments of this application, there is no limitation on the source of the wake-up command. For example, in the automotive field, the wake-up command can be issued by the VGW, the VCU, the T-BOX, the intelligent driving module, the intelligent cockpit module, the chassis brake and body stability integrated module, or the chassis air suspension module.

[0138] In addition, after being awakened, the IMU can maintain the working state of collecting the inertial measurement information of the terminal in real time, and can enter the sleep state after receiving the sleep command. Alternatively, after being awakened, the IMU can maintain the working state of collecting the inertial measurement information of the terminal in real time for a predetermined period of time, that is, automatically enter the sleep state after the continuous working time reaches a predetermined time threshold. This is not limited in the embodiments of the present application.

[0139] Based on the above solution, multiple functional modules that need to use the data collected by the IMU can share the data collected by one or more IMUs. Since the device is configured with two sets of interfaces, the data collected by the IMU can be transmitted to multiple functional modules through at least one set. Therefore, there is no need to configure the IMU in each of these multiple functional modules, thereby reducing the cost of the entire terminal.

[0140] An embodiment of the present application further provides a control system, which includes the inertial measurement device described above and multiple functional modules.

[0141] For example, Figures 3 to 14 are various exemplary block diagrams of the control system provided in the embodiments of the present application. For detailed descriptions, please refer to the relevant descriptions of Figures 3 to 14 above. For the sake of brevity, they will not be repeated here.

[0142] Optionally, the first inertial measurement information is the same as the second inertial measurement information; wherein a first functional module among the plurality of functional modules determines part of the inertial measurement information from the first inertial measurement information.

[0143] As mentioned above, the first inertial measurement information and the second inertial measurement information can be the same. For example, the first inertial measurement information and the second inertial measurement information may include all data in the inertial measurement information set, but the first functional module may only require a portion of the data in the inertial measurement information set. In this case, the first functional module can determine the required data from the first inertial measurement information, that is, it can determine the partial inertial measurement information from the first inertial measurement information.

[0144] Optionally, the first inertial measurement information and the second inertial information are six-axis IMU data. As mentioned above, the six-axis IMU data includes the front-to-back acceleration, left-to-right acceleration, and up-to-down acceleration of the terminal, as well as the front-to-back angular velocity, left-to-right angular velocity, and up-to-down angular velocity of the terminal.

[0145] For example, in the control system shown in Figures 3 to 14, the first functional module includes the chassis braking and body stabilization integrated module and the chassis air suspension module; the second functional module includes the T-BOX, the intelligent driving module, and the intelligent cockpit module. As mentioned above, the chassis braking and body stabilization integrated module and the chassis air suspension module require three-axis IMU data. Therefore, the first functional module determines the three-axis IMU data from the first inertial measurement information (i.e., the six-axis IMU data).

[0146] Optionally, the first inertial measurement information is different from the second inertial measurement information.

[0147] As mentioned above, the first inertial measurement information and the second inertial measurement information may be different. For example, the first inertial measurement information may include part of the data in the inertial measurement information set, and the second inertial measurement information may include all of the data in the inertial measurement information set.

[0148] Optionally, the first inertial measurement information is three-axis IMU data, and the second inertial measurement information is six-axis IMU data. As mentioned above, the six-axis IMU data includes the terminal's front-to-back acceleration, left-to-right acceleration, and up-to-down acceleration, as well as the terminal's front-to-back angular velocity, left-to-right angular velocity, and up-to-down angular velocity; the three-axis IMU data includes the terminal's front-to-back acceleration, left-to-right acceleration, and up-to-down angular velocity.

[0149] For example, in the control system shown in Figures 3 to 14, the first functional module includes the chassis braking and body stabilization integrated module and the chassis air suspension module; the second functional module includes the T-BOX, the intelligent driving module, and the intelligent cockpit module. As mentioned above, the controller in the inertial measurement unit can transmit three-axis IMU data to the chassis braking and body stabilization integrated module and the chassis air suspension module via the first set of interfaces, and the controller in the inertial measurement unit can transmit six-axis IMU data to the T-BOX, the intelligent driving module, and the intelligent cockpit module via the second set of interfaces.

[0150] Based on the above solution, multiple functional modules that require data collected by the IMU can share data collected by one or more IMUs. Therefore, there is no need to configure an IMU in each of these multiple functional modules, thereby reducing the cost of the entire terminal. Furthermore, because the device is equipped with multiple sets of interfaces, the data collected by the IMU can be transmitted to multiple functional modules through at least one of them. When transmitting the data collected by the IMU to multiple functional modules through multiple sets of interfaces, the transmission links can be separated, reducing the pressure on the data traffic on each link.

[0151] An embodiment of the present application further provides a terminal, which includes the control system described above.

[0152] Optionally, the terminal may comprise a vehicle.

[0153] As mentioned above, a vehicle may be an example of a terminal. As an example and not a limitation, a vehicle may include a control system as shown in any one of FIG. 3 to FIG. 14 .

[0154] Optionally, at least one module among the multiple functional modules determines partial inertial measurement information from the acquired inertial measurement information.

[0155] That is, after obtaining inertial measurement information from the IMU, at least one of the multiple functional modules can determine the portion of inertial measurement information it needs from the obtained inertial measurement information based on its own needs for subsequent processing and control. A detailed description can be found in the relevant description above and will not be repeated here for the sake of brevity.

[0156] It should be understood that the module division in Figures 3 to 14 is only exemplary. In actual applications, different functional modules can be divided according to different functional requirements. This application does not impose any restrictions on the division form and number of functional modules in actual applications, and Figures 3 and 14 cannot impose any restrictions on this application.

[0157] The terms "unit", "module", "module" and the like used in this application may be used to represent circuit-related entities, hardware, firmware, or a combination of hardware and software.

[0158] Those skilled in the art will appreciate that the various illustrative logical blocks and circuits described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application. In the several embodiments provided in this application, it should be understood that the disclosed devices, equipment and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not performed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0159] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0160] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0161] In the above embodiments, the functions of each functional unit can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions (programs). When the computer program instructions (program) are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server or data center to another website, computer, server or data center via wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that includes one or more available media integrated therein. The available medium may be a magnetic medium (eg, a floppy disk, a hard disk, a magnetic tape), an optical medium (eg, a digital versatile disc (DVD)), or a semiconductor medium (eg, a solid state disk (SSD)).

[0162] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a ROM, a RAM, a magnetic disk, or an optical disk.

[0163] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. An inertial measurement device, characterized in that: The device includes: an inertial measurement unit IMU, a controller, a first group of interfaces and a second group of interfaces; The IMU is used to obtain an inertial measurement information set of the terminal based on the control of the controller; The controller is configured to transmit inertial measurement information to multiple functional modules of the terminal through the first group of interfaces and / or the second group of interfaces, where the inertial measurement information is obtained based on the inertial measurement information set; The first group of interfaces is used to transmit first inertial measurement information to a first functional module among the multiple functional modules; and the second group of interfaces is used to transmit second inertial measurement information to a second functional module among the multiple functional modules.

2. The device according to claim 1, wherein The first functional module includes one or more of a chassis braking and body stabilization integrated module or a chassis air suspension module; The second functional module includes one or more of a telematics module T-BOX, an intelligent driving module or an intelligent cockpit module.

3. The device according to claim 1 or 2, characterized in that The transmission channel between the first set of interfaces and the first functional module includes a chassis vehicle control bus; The transmission channel between the second group of interfaces and the second functional module includes one of a Controller Area Network (CAN) bus or a Controller Area Network-Flexible Data Rate (CAN-FD) bus, and / or Ethernet.

4. The device according to any one of claims 1 to 3, characterized in that The first functional module includes a chassis braking and body stabilization integrated module and a chassis air suspension module; the second functional module includes a telematics T-BOX, an intelligent driving module and an intelligent cockpit module.

5. The device according to claim 4, characterized in that The first group of interfaces includes a first interface, and a transmission channel between the first interface and the chassis brake and body stabilization integrated module and the chassis air suspension module is the chassis vehicle control bus; The second group of interfaces includes a second interface, and the transmission channel between the second interface and the T-BOX, the intelligent driving module and the intelligent cockpit module is a CAN bus or a CAN-FD bus, or, The transmission channel between the second interface and the intelligent driving module and the intelligent cockpit module is a CAN bus or a CAN-FD bus, and the intelligent driving module or the intelligent cockpit module forwards the second inertial measurement information to the T-BOX via Ethernet.

6. The device according to claim 4, characterized in that The first group of interfaces includes a first interface, and a transmission channel between the first interface and the chassis brake and body stabilization integrated module and the chassis air suspension module is the chassis vehicle control bus; The second group of interfaces includes a second interface, and the transmission channel between the second interface and the T-BOX, the intelligent driving module and the intelligent cockpit module is Ethernet.

7. The device according to claim 4, wherein The first group of interfaces includes a first interface, and a transmission channel between the first interface and the chassis brake and body stabilization integrated module and the chassis air suspension module is the chassis vehicle control bus; The second group of interfaces includes a second interface and a third interface. The transmission channels between the second interface and the intelligent driving module and the intelligent cockpit module, and the transmission channel between the third interface and the T-BOX are all CAN buses or CAN-FD buses.

8. The device according to any one of claims 2 to 7, characterized in that The chassis vehicle control bus includes a CAN bus or a CAN-FD bus.

9. The device according to any one of claims 1 to 8, characterized in that The first inertial measurement information is the same as the second inertial measurement information, or the first inertial measurement information is different from the second inertial measurement information.

10. The device according to any one of claims 1 to 9, characterized in that The device further includes a positioning unit, which is used to locate the terminal.

11. The device according to claim 10, wherein The positioning unit includes a global navigation satellite system GNSS.

12. The device according to any one of claims 1 to 9, characterized in that The device is coupled to an airbag module, and the controller is a controller in the airbag module.

13. The device according to any one of claims 1 to 12, characterized in that The controller is further configured to receive a wake-up instruction and control the IMU to obtain an inertial measurement information set of the terminal according to the wake-up instruction.

14. A control system, characterized in that: The system comprises the inertial measurement device according to any one of claims 1 to 13 and a plurality of functional modules.

15. The system according to claim 14, wherein: The first inertial measurement information is the same as the second inertial measurement information; The first functional module among the plurality of functional modules determines part of the inertial measurement information from the first inertial measurement information.

16. The system according to claim 15, wherein: The first inertial measurement information and the second inertial information are six-axis IMU data, and the six-axis IMU data includes the acceleration of the terminal in the front-to-back direction, the acceleration in the left-to-right direction, and the acceleration in the up-to-down direction, as well as the angular velocity of the terminal in the front-to-back direction, the angular velocity in the left-to-right direction, and the angular velocity in the up-to-down direction.

17. The system of claim 14, wherein: The first inertial measurement information is different from the second inertial measurement information.

18. The system according to claim 17, wherein: The first inertial measurement information is three-axis IMU data, and the second inertial measurement information is six-axis IMU data; Among them, the six-axis IMU data includes the acceleration of the terminal in the front-to-back direction, the acceleration in the left-to-right direction, and the acceleration in the up-down direction, as well as the angular velocity of the terminal in the front-to-back direction, the angular velocity in the left-to-right direction, and the angular velocity in the up-down direction; the three-axis IMU data includes the acceleration of the terminal in the front-to-back direction, the acceleration in the left-to-right direction, and the angular velocity in the up-down direction.

19. A terminal, characterized in that: The terminal comprises a control system according to any one of claims 14 to 18.

20. The terminal according to claim 19, wherein The terminal includes a vehicle.

21. The terminal according to claim 19 or 20, characterized in that At least one module among the plurality of functional modules determines partial inertial measurement information from the acquired inertial measurement information.

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