An inertial measurement device, control system and terminal

Abstract

An inertial measurement device, control system, and terminal are disclosed, relating to the automotive field. The device includes: an inertial measurement unit (IMU), a controller, a first set of interfaces, and a second set of interfaces. The IMU is used to acquire a set of inertial measurement information from the terminal based on control by the controller. The controller is used to transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and / or the second set of interfaces, wherein the inertial measurement information is obtained based on the set of inertial measurement information. The first set of interfaces is used to transmit first inertial measurement information to a first functional module among the multiple functional modules. The second set of interfaces is used to transmit second inertial measurement information to a second functional module among the multiple functional modules.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to an inertial measurement device, control system, and terminal. Background Technology

[0002] An 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 a vehicle, and multiple modules of the vehicle need to use the acceleration and angular velocity collected by the IMU, such as the intelligent driving module, the intelligent cockpit module, and the chassis air suspension module.

[0003] How to deploy IMUs effectively has become a pressing technical problem that needs to be solved. Summary of the Invention

[0004] This application provides an inertial measurement device, a control system, and a terminal, with the aim of reducing the overall cost of the terminal.

[0005] In a first aspect, this application provides an inertial measurement device, which includes: an inertial measurement unit (IMU), a controller, a first set of interfaces, and a second set of interfaces; the IMU is used to acquire a set of inertial measurement information 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 set of interfaces and / or the second set of interfaces, wherein the inertial measurement information is obtained based on the set of inertial measurement information; wherein the first set of interfaces is used to transmit first inertial measurement information to a first functional module; and the second set of interfaces is used to transmit second inertial measurement information to a second functional module.

[0006] Based on the above scheme, 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 functional modules, thereby reducing the overall cost of the terminal. Furthermore, since 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 set. Moreover, even when transmitting data collected by the IMU to multiple functional modules through multiple sets of interfaces, transmission link separation can be achieved, reducing the data traffic pressure on each link.

[0007] As an example and not a limitation, in the vehicle domain, the aforementioned multiple functional modules may include at least two of the following: an integrated chassis braking and vehicle stability module, a chassis air suspension module, a telematics box (T-BOX) module, an intelligent driving module, and an intelligent cockpit module.

[0008] In conjunction with the first aspect, in some possible designs, the first functional module includes one or more of a chassis braking and vehicle 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.

[0009] In conjunction with the first aspect, in some possible designs, the transmission channel between the first set of interfaces and the first functional module includes the chassis vehicle control bus; the transmission channel between the second set of interfaces and the second functional module includes either a controller area network (CAN) bus or a CAN-flexible data-rate (FD) bus, and / or Ethernet.

[0010] In conjunction with the first aspect, in some possible designs, the first functional module includes an integrated chassis braking and vehicle stability 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.

[0011] Optionally, the first set of interfaces includes a first interface, and the transmission channel between the first interface and the integrated chassis braking and vehicle stability module and the chassis air suspension module is the chassis vehicle control bus; the second set 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.

[0012] Optionally, the first set of interfaces includes a first interface, and the transmission channel between the first interface and the integrated chassis braking and vehicle stability module and the chassis air suspension module is a chassis vehicle control bus; the second set of interfaces includes a second interface, and the transmission channel between the second interface and the T-BOX, intelligent driving module and intelligent cockpit module is an Ethernet.

[0013] Optionally, the first set of interfaces includes a first interface, and the transmission channel between the first interface and the integrated chassis braking and vehicle stability module and the chassis air suspension module is a chassis vehicle control bus; the second set 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, and the transmission channel between the third interface and the T-BOX, are both CAN bus or CAN-FD bus.

[0014] Optionally, the chassis vehicle control bus includes a CAN bus or a CAN-FD bus.

[0015] In conjunction with the first aspect, in some possible designs, the first inertial measurement information is the same as the second inertial measurement information.

[0016] For example, the first inertial measurement information and the second inertial information are six-axis IMU data. The six-axis IMU data includes the terminal's acceleration in the forward and backward direction, acceleration in the left and right direction, and acceleration in the up and down direction, as well as the terminal's angular velocity in the forward and backward direction, angular velocity in the left and right direction, and angular velocity in the up and down direction.

[0017] In conjunction with the first aspect, in some possible designs, the first inertial measurement information is different from the second inertial measurement information.

[0018] 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 acceleration in the forward / backward direction, acceleration in the left / right direction, and acceleration in the up / down direction, as well as the terminal's angular velocity in the forward / backward direction, angular velocity in the left / right direction, and angular velocity in the up / down direction; the three-axis IMU data includes the terminal's acceleration in the forward / backward direction, acceleration in the left / right direction, and angular velocity in the up / down direction.

[0019] In conjunction with the first aspect, in some possible designs, the inertial measurement device also includes a positioning unit for positioning the terminal.

[0020] In this design approach, the inertial measurement device is an improvement upon a currently known integrated positioning module. More specifically, the improvements to the currently known integrated positioning module are not only at the hardware level—for example, the improved integrated positioning module may include 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 integrated positioning module can be used to transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and / or the second set of interfaces.

[0021] Optionally, the positioning unit includes a global navigation satellite system (GNSS).

[0022] In conjunction with the first aspect, in some possible designs, the inertial measurement device is coupled to the airbag module, and the aforementioned controller is the controller within the airbag module.

[0023] In this design approach, the aforementioned inertial measurement device is an improvement upon the existing airbag module. More specifically, the existing airbag module is improved not only at the hardware level—for example, the improved airbag module may include 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 through the first set of interfaces and / or the second set of interfaces.

[0024] Optionally, the controller in the aforementioned inertial measurement device is also used to receive a wake-up command and control the IMU to acquire the terminal's inertial measurement information set according to the wake-up command.

[0025] In a second aspect, this application provides a control system that includes an inertial measurement device and a plurality of functional modules as described in the first aspect and any one of the first aspects.

[0026] 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, the first functional module among multiple functional modules determines a portion of the inertial measurement information from the first inertial measurement information.

[0027] Optionally, the first inertial measurement information and the second inertial information are six-axis IMU data. The six-axis IMU data includes the terminal's acceleration in the forward and backward direction, acceleration in the left and right direction, and acceleration in the up and down direction, as well as the terminal's angular velocity in the forward and backward direction, angular velocity in the left and right direction, and angular velocity in the up and down direction.

[0028] In conjunction with the second aspect, in some possible designs, the first inertial measurement information and the second inertial measurement information are not the same.

[0029] Optionally, the first inertial measurement information is triaxial IMU data, and the second inertial measurement information is six-axis IMU data. The six-axis IMU data includes the terminal's acceleration in the forward and backward direction, acceleration in the left and right direction, and acceleration in the up and down direction, as well as the terminal's angular velocity in the forward and backward direction, angular velocity in the left and right direction, and angular velocity in the up and down direction. The triaxial IMU data includes the terminal's acceleration in the forward and backward direction, acceleration in the left and right direction, and angular velocity in the up and down direction.

[0030] Based on the above solution, multiple functional modules that need to use 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 overall cost of the terminal.

[0031] Thirdly, this application provides a terminal that includes a control system as described in the second aspect or any one of the second aspects.

[0032] Optionally, the terminal may include a vehicle.

[0033] Optionally, at least one of the multiple functional modules determines a portion of the inertial measurement information from the inertial measurement information it acquires.

[0034] It should be understood that the third aspect of this application corresponds to the technical solutions of the first and second aspects of this application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation are similar, so they will not be repeated here. Attached Figure Description

[0035] Figure 1 It is a schematic block diagram of a control system;

[0036] Figure 2 This is a schematic block diagram of an inertial measurement device provided in an embodiment of this application;

[0037] Figures 3 to 14 These are various exemplary block diagrams of the control system provided in the embodiments of this application. Detailed Implementation

[0038] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0039] To facilitate a clear description of the technical solutions in the embodiments of this application, the following explanation is provided first.

[0040] First, in the embodiments of this application, the terms "first" and "second" are used to distinguish identical or similar items with essentially the same function and purpose. For example, "first group of interfaces" and "second group of interfaces" are used to distinguish interfaces from different groups; "first interface," "second group of interfaces," and "third interface" are used to distinguish different interfaces; "first functional module" and "second functional module" are used to distinguish different functional modules; "first inertial measurement information" and "second inertial measurement information" are used to distinguish different inertial measurement information, without limiting their order. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that "first" and "second" do not necessarily imply that they are different.

[0041] Second, in the embodiments of this application, "at least one" refers to one or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates an "or" relationship between the preceding and following related objects, but it does not exclude the possibility of indicating an "and" relationship. The specific meaning can be understood in conjunction with the context.

[0042] Third, in the embodiments of this application, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product or device.

[0043] First, a brief explanation of the terminology used in this application will be provided.

[0044] 1. T-BOX: Also known as a telematics module or vehicle wireless communication terminal, it serves as the vehicle's external communication interface, providing services such as remote control, remote querying, and security. T-BOX hardware may include: T-BOX casing, internal wireless fidelity (Wi-Fi) module, RF inductor, power inductor, crystal resonator, ceramic resonator, thermistor, battery, etc.

[0045] 2. CAN Bus: An example of an in-vehicle communication link. The CAN bus is a serial communication network that effectively supports distributed or real-time control. The CAN bus is used for connections between vehicle components; for example, it can connect components including a CAN controller chip, a data receiver, and a data transmitter.

[0046] 3. Vehicle Gateway (VGW): As the data exchange hub of the entire vehicle network, the VGW enables secure and reliable data transmission across multiple networks within the vehicle (such as CAN, local interconnect network (LIN), media-oriented system transport (MOST), FlexRay, etc.). VGW hardware may include switches, transceivers for various network types (CAN, LIN, MOST, FlexRay, etc.), and system chips.

[0047] 4. Vehicle Control Unit (VCU): This is the core electronic control unit that realizes vehicle control decisions, equivalent to the brain of the car. As the command and management center of the vehicle, the VCU's main functions include drive torque control, optimized control of braking energy, vehicle energy management, CAN maintenance and management, fault diagnosis and handling, and vehicle status monitoring. It plays a role in controlling vehicle operation.

[0048] 5. Chassis Vehicle Control Bus: This refers to the control bus of the steer-by-wire electronic control unit (ECU), currently primarily supporting CAN / CAN-FD bus interfaces. Steer-by-wire ECUs generally include steer-by-wire ECUs, brake-by-wire ECUs, and gear-shift ECUs.

[0049] 6. GNSS: A space-based radio navigation and positioning system that can provide users with all-weather three-dimensional coordinates, velocity, and time information at any location on the Earth's surface or in near-Earth space.

[0050] 7. Intelligent Driving: Intelligent driving refers to the use of artificial intelligence to assist or replace human drivers in driving. This document does not specifically define the level and function of intelligent driving, but rather allows for understanding by those skilled in the art.

[0051] For example, in the field of intelligent driving, the classification standard for autonomous driving, widely adopted by the Society of Automotive Engineers (SAE), is SAE J3016. According to SAE's classification, autonomous driving technology is divided into six levels from L0 to L5, with L0 being the lowest level of automation, and L5 representing fully autonomous driving (i.e., requiring no driver intervention under all conditions). SAE names levels L0 to L2 as "driver support features" and levels L3 to L5 as "automated driving features."

[0052] For Level 0, the driver is the sole occupant of the vehicle and is responsible for controlling all controls, including the steering wheel, accelerator, and brakes. However, it may have active safety features such as automatic emergency braking (AEB).

[0053] For Level 1 and Level 2 vehicles, the driver remains the sole occupant and is responsible for controlling all controls, including the steering wheel, accelerator, and brakes. However, additional assistance / support functions are possible, such as adaptive cruise control or lane keeping assist.

[0054] At Level 3, the vehicle's autonomous driving system can drive the vehicle in certain situations, such as when there is traffic congestion. In such cases, the vehicle can use the Traffic Jam Assist function to drive automatically without the driver needing to drive the vehicle. When necessary, the driver must take over the vehicle.

[0055] For Level 4 autonomous driving, driver intervention is generally not required. Driverless taxis are a typical example of Level 4 autonomous driving.

[0056] Level 5 represents fully autonomous driving under any conditions and is the ultimate ideal level of autonomous driving. Currently, only some vehicles can achieve Level 2 autonomous driving technology, and this is still under continuous improvement.

[0057] It should be noted that the intelligent driving module involved in the embodiments of this application may be, for example, a module that provides driver support functions and / or autonomous driving functions for the vehicle. This application embodiment does not limit this to any particular module.

[0058] 8. Intelligent Cockpit: Intelligent cockpits, by being equipped with intelligent / connected in-vehicle devices or services, can realize intelligent interaction between people, roads, vehicles, and the cloud. It is a human-machine interaction system built from the perspective of consumer application scenarios.

[0059] By way of example and not limitation, the intelligent cockpit module involved in the embodiments of this application may mainly include an in-vehicle infotainment submodule, a streaming rearview mirror, a visual perception submodule, a voice interaction submodule, intelligent seats, and a rear-seat display screen, etc., which can provide consumers with comprehensive navigation information, surrounding environment information, and entertainment information; and further integrate human-computer interaction technologies such as voice recognition, facial recognition, touch control, gesture recognition, and iris recognition. The embodiments of this application do not limit this aspect.

[0060] 9. Chassis Braking Module and Electronic Stability Control Module: The chassis braking module, often simply referred to as the braking module, is a module that, based on needs, enables the vehicle to decelerate, stop, or apply parking brakes to ensure driving safety. The electronic stability control module aims to improve vehicle handling performance while effectively preventing loss of control when the vehicle reaches its dynamic limits.

[0061] The integrated chassis braking and vehicle stability module involved in this application embodiment is a module formed by integrating the aforementioned chassis braking module and vehicle electronic stability module in terms of physical structure. The integrated chassis braking and vehicle stability module has the functions of the aforementioned chassis braking module and vehicle electronic stability module.

[0062] 10. Chassis Air Suspension Module: Also known as an air suspension module, it can determine changes in vehicle height based on different road conditions and signals from distance sensors. Then, it controls the air compressor and exhaust valve to automatically compress or extend the springs, thereby lowering or raising the chassis ground clearance to increase high-speed vehicle stability or passability in complex road conditions.

[0063] Figure 1 It is a schematic block diagram of a control system. For example... Figure 1The control system shown is a known vehicle-mounted control system that includes a T-BOX, an intelligent driving module, an intelligent cockpit module, an integrated chassis braking and vehicle stability module, a chassis air suspension module, a vehicle gate control unit (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 vehicle stability module and chassis air suspension module can communicate with the VCU via CAN bus or CAN-FD bus.

[0064] It should be noted that in currently known control systems, the aforementioned functional modules exist as separate physical modules. However, this does not preclude the possibility of integrating two or more of these functional modules into a single processing module in future designs. This application's embodiments do not impose any limitations on this.

[0065] The T-BOX, intelligent driving module, intelligent cockpit module, integrated chassis braking and vehicle stability module, and chassis air suspension module all utilize data such as vehicle acceleration and angular velocity collected by the IMU. For example, the T-BOX needs this data for vehicle positioning and emergency call (eCall); the intelligent driving module needs it for vehicle positioning, determining vehicle attitude, and supporting sentry mode; the intelligent cockpit module needs it for positioning and navigation; the electronic stability module in the integrated chassis braking and vehicle stability module needs it to determine vehicle attitude for stability control; and the chassis air suspension module also needs it to determine vehicle attitude. However, in one known design, each of the modules in the vehicle that require data collected by the IMU has an IMU deployed within it. For example... Figure 1 The control system shown in the diagram has its own IMU deployed in the T-BOX, intelligent driving module, intelligent cockpit module, integrated chassis braking and vehicle stability module, and chassis air suspension module. This design involves multiple IMUs deployed throughout the vehicle, resulting in higher costs. The description of the IMU data acquisition requirements and subsequent processing for each module is merely illustrative and does not constitute a specific limitation.

[0066] To address the aforementioned issues, embodiments of this application provide an inertial measurement device, a control system, and a terminal. Multiple functional modules that require data acquired by an IMU can share data acquired by one or more IMUs, eliminating the need to configure an IMU in each of these multiple functional modules, thereby reducing the overall cost of the terminal.

[0067] To better understand the inertial measurement device, control system, and terminal proposed in the embodiments of this application, the technical solutions in this application will be described below in conjunction with the accompanying drawings.

[0068] This application provides an inertial measurement unit (IMU), comprising: an IMU, a controller, a first set of interfaces, and a second set of interfaces. The IMU is used to acquire a set of inertial measurement information from a terminal based on the controller's control. The controller is 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. The inertial measurement information is obtained based on the set of inertial measurement information. The first set of interfaces is used to transmit first inertial measurement information to a first functional module among the multiple functional modules. The second set of interfaces is used to transmit second inertial measurement information to a second functional module among the multiple functional modules.

[0069] It is understood that, based on this scheme, each of the multiple functional modules may not contain an IMU, thus enabling multiple functional modules to share an IMU and reducing system costs. However, in actual product design, there may be a situation where one of the multiple functional modules contains its own inertial measurement unit. In this case, based on the scheme design of this application, this functional module can still obtain inertial measurement information from the aforementioned inertial measurement device through the above-mentioned interface for its own use or reference. This application does not exclude this situation.

[0070] Specifically, the inertial measurement device (IMU) can include one or more IMUs, but is not limited to just one. This allows multiple functional modules on the terminal that require data acquired by the IMUs to share the data from one or more IMUs. Therefore, it is unnecessary to configure an IMU in each of these functional modules, thereby reducing the overall cost of the terminal to some extent. Furthermore, in practical applications, the IMU can include multiple sets of interfaces, not just a first set and a second set. Since the IMU is configured with at least two sets of interfaces, the data acquired by the IMU can be transmitted to multiple functional modules through at least one set. Moreover, when transmitting data acquired by the IMU to multiple functional modules through multiple sets of interfaces, transmission link separation can be achieved, reducing the data traffic pressure on each link.

[0071] Understandably, the inertial measurement unit (IMU) can be deployed on the terminal, and the inertial measurement information set can be a collection of inertial measurement information obtained from the terminal by the IMU. The inertial measurement information transmitted by the IMU to the functional modules of the terminal can be a subset of this set. For example, the inertial measurement information set may include the terminal's acceleration in the forward / backward direction, acceleration in the left / right direction, and acceleration in the up / down direction, as well as the terminal's angular velocity in the forward / backward direction, angular velocity in the left / right direction, and angular velocity in the up / down direction. These six data items can be referred to as six-axis IMU data. Among them, the terminal's acceleration in the forward / backward direction, acceleration in the left / right direction, and angular velocity in the up / down direction can be referred to as three-axis IMU data.

[0072] Inertial measurement information is obtained based on a set of inertial measurement information. This can be understood as either inertial measurement information belonging to the set of inertial measurement information, or inertial measurement information being obtained by processing the set of inertial measurement information.

[0073] Example 1: Inertial measurement information is obtained through processing of an inertial measurement information set. In practical applications, 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 data format conversion.

[0074] Of course, the controller may also choose not to process the data in the inertial measurement information set, and this application embodiment does not impose any limitations on this.

[0075] Example 2: Inertial measurement information belongs to the inertial measurement information set. That is to say, inertial measurement information may include some or all of the data in the inertial measurement information set.

[0076] The first inertial measurement information may include some or all of the data in the inertial measurement information set, and the second inertial measurement information may include some or all of the data in the inertial measurement information set.

[0077] Optionally, the first inertial measurement information is the same as the second inertial measurement information.

[0078] In other words, both the first inertial measurement information and the second inertial measurement information can include all the data in the inertial measurement information set. Alternatively, both the first inertial measurement information and the second inertial measurement information can include partial data in the inertial measurement information set, and the first inertial measurement information and the second inertial measurement information are the same.

[0079] Optionally, the first inertial measurement information and the second inertial measurement information are different.

[0080] In other words, both the first and second inertial measurement information can include partial data from the inertial measurement information set, but the first and second inertial measurement information are not the same. Alternatively, the first inertial measurement information can include partial data from the inertial measurement information set, and the second inertial measurement information can include all data from the inertial measurement information set. Or, the first inertial measurement information can include all data from the inertial measurement information set, and the second inertial measurement information can include partial data from the inertial measurement information set.

[0081] It should be noted that the controller is used to transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and / or the second set of interfaces. This transmission can be direct, or indirect, transmission of inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and / or the second set of interfaces. This application embodiment does not impose any limitations on this.

[0082] In one possible design, the controller can transmit inertial measurement information to multiple functional modules of the terminal through a first set of interfaces. That is, the controller can send first inertial measurement information, obtained based on the set of inertial measurement information, to at least two functional modules through the first set of interfaces. For ease of description, this design is referred to as Design A in this embodiment.

[0083] In another possible design, the controller can transmit inertial measurement information to multiple functional modules of the terminal through a second set of interfaces. That is, the controller can send second inertial measurement information, obtained based on the set of inertial measurement information, to at least two functional modules through the second set of interfaces. For ease of description, this design is referred to as Design B in this embodiment.

[0084] In another possible design, the controller can transmit inertial measurement information to multiple functional modules of the terminal through a first set of interfaces and a second set of interfaces. That is, the controller can send first inertial measurement information, obtained from the set of inertial measurement information, to at least one functional module through the first set of interfaces, and can send second inertial measurement information, obtained from the set of inertial measurement information, to at least one functional module through the second set of interfaces. For ease of description, this design is referred to as Design C in this embodiment.

[0085] It is understood 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. This application does not impose any limitations on this.

[0086] Figure 2 This is a schematic block diagram of an inertial measurement device provided in an embodiment of this application.

[0087] For example, such as Figure 2 As shown, the inertial measurement device 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 acquire a set of inertial measurement information from the terminal based on the controller's control; the controller can be used to transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and / or the second set of interfaces. The first set of interfaces can connect to a first functional module and can be used to transmit first inertial measurement information to the first functional module; the second set of interfaces can connect to a second functional module and can be used to transmit second inertial measurement information to the second functional module.

[0088] The inertial measurement device provided in this application embodiment will be described in detail below with reference to a practical application scenario. A practical application scenario could be, for example, a vehicle scenario, where a vehicle is an example of the aforementioned terminal.

[0089] In one possible design, 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 set of interfaces and the second functional module includes either a CAN bus or a CAN-FD bus, and / or Ethernet.

[0090] In other words, the first set of interfaces and the first functional module can communicate via the 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.

[0091] The connection between the second set of interfaces and the second functional module can take many forms. The following examples, rather than limitations, illustrate various connection methods.

[0092] Example of connection method 1: The second set of interfaces and the second functional module can communicate via CAN bus.

[0093] Example of connection method 2: The second set of interfaces and the second functional module can communicate via the CAN-FD bus.

[0094] Example of connection method 3: The second set of interfaces and the second functional module can communicate via Ethernet.

[0095] Example of connection method four: The second set of interfaces and the second functional module can communicate via CAN bus and Ethernet.

[0096] Example of connection method 5: The second set of interfaces and the second functional module can communicate via CAN-FD bus and Ethernet.

[0097] In one possible design, the first functional module includes one or more of a chassis braking and vehicle 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.

[0098] Depend on Figure 1 It is understood that some vehicles may include a T-BOX, an intelligent driving module, an intelligent cockpit module, an integrated chassis braking and vehicle stability module, and a chassis air suspension module. The T-BOX, intelligent driving module, and intelligent cockpit module require the six-axis IMU data mentioned above, while the integrated chassis braking and vehicle stability module and chassis air suspension module require the three-axis IMU data mentioned above.

[0099] As an example, in conjunction with the above design A, the first functional module includes an integrated chassis braking and vehicle stability module or a chassis air suspension module. The control can send first inertial measurement information obtained based on the inertial measurement information set to the integrated chassis braking and vehicle stability module or the chassis air suspension module through the first set of interfaces. The first inertial measurement information can be three-axis IMU data or six-axis IMU data.

[0100] In another example, combining with design B above, the second functional module includes at least two functional modules selected from the T-BOX, intelligent driving module, and intelligent cockpit module. Control can send second inertial measurement information, obtained based on the inertial measurement information set, to these at least two functional modules via a second set of interfaces. The second inertial measurement information can be six-axis IMU data.

[0101] In another example, combining with the above design C, the first functional module includes at least one of a chassis braking and vehicle stability integrated module or a chassis air suspension module. The control can send first inertial measurement information obtained based on the inertial measurement information set to this at least one functional module through a first set of interfaces. Furthermore, the second functional module includes at least one of a T-BOX, an intelligent driving module, and an intelligent cockpit module. The control can send second inertial measurement information obtained based on the inertial measurement information set to this 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.

[0102] In one possible design, the first functional module includes an integrated chassis braking and vehicle stability 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.

[0103] Figures 3 to 14These are various exemplary block diagrams of the control system provided in the embodiments of this application.

[0104] The following first combines Figures 3 to 6 The connection relationship between the first set of interfaces of the inertial measurement device and the first functional module, and the connection relationship between the second set of interfaces of the inertial measurement device and the second functional module are described in detail.

[0105] Optionally, the first set of interfaces includes a first interface, and the transmission channel between the first interface and the integrated chassis braking and vehicle stability module and the chassis air suspension module is a chassis vehicle control bus; the second set 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.

[0106] Example 1, such as Figure 3 The control system shown includes a first set of interfaces for the inertial measurement unit (IMU), which communicates with the integrated chassis braking and vehicle stability 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, which communicates with the T-BOX, the intelligent driving module, and the intelligent cockpit module via a CAN bus or a CAN-FD bus.

[0107] Understandably, in this design, if the first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a CAN bus, then the second interface also communicates with the T-BOX, intelligent driving module, and intelligent cockpit module via a CAN bus; if the first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a CAN-FD bus, then the second interface also communicates with the T-BOX, intelligent driving module, and intelligent cockpit module via a CAN-FD bus.

[0108] It is also understandable that in this design, the controller can directly transmit the first inertial measurement information to the integrated chassis braking and vehicle stability 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, intelligent driving module and intelligent cockpit module through the second interface.

[0109] Example 2, such as Figure 4The control system shown includes a first set of interfaces for the inertial measurement unit (IMU). This first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a chassis vehicle control bus, as mentioned above. This 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. This second interface communicates 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 second inertial measurement information to the T-BOX via Ethernet.

[0110] Understandably, in this design, if the first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a CAN bus, then the second interface also communicates with the intelligent driving module and the intelligent cockpit module via a CAN bus; if the first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a CAN-FD bus, then the second interface also communicates with the intelligent driving module and the intelligent cockpit module via a CAN-FD bus.

[0111] It is also understandable that in this design, the controller can directly transmit first inertial measurement information to the integrated chassis braking and vehicle stability module and the chassis air suspension module via the first interface, and the controller can directly transmit second inertial measurement information to the intelligent driving module and the intelligent cockpit module via the second interface. Additionally, the intelligent driving module or the intelligent cockpit module can forward the second inertial measurement information to the T-BOX via Ethernet; this can be understood as the controller indirectly transmitting the second inertial measurement information to the T-BOX via the second interface.

[0112] Optionally, the first set of interfaces includes a first interface, and the transmission channel between the first interface and the integrated chassis braking and vehicle stability module and the chassis air suspension module is a chassis vehicle control bus; the second set of interfaces includes a second interface, and the transmission channel between the second interface and the T-BOX, intelligent driving module and intelligent cockpit module is an Ethernet.

[0113] For example, such as Figure 5The control system shown includes a first set of interfaces for the inertial measurement unit (IMU). This first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a chassis vehicle control bus, as mentioned above. This 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. This second interface communicates with the T-BOX, the intelligent driving module, and the intelligent cockpit module via Ethernet. More specifically, the second interface can be connected to the VGW via a network cable, thus enabling communication between the second interface and these modules via Ethernet.

[0114] Understandably, in this design, the controller can directly transmit first inertial measurement information to the integrated chassis braking and vehicle stability module and the chassis air suspension module through the first interface, and the controller can directly transmit second inertial measurement information to the T-BOX, intelligent driving module and intelligent cockpit module through the second interface.

[0115] Optionally, the first set of interfaces includes a first interface, and the transmission channel between the first interface and the integrated chassis braking and vehicle stability module and the chassis air suspension module is a chassis vehicle control bus; the second set 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, and the transmission channel between the third interface and the T-BOX, are both CAN bus or CAN-FD bus.

[0116] For example, such as Figure 6 The control system shown includes a first set of interfaces for the inertial measurement unit (IMU). The first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a chassis vehicle control bus, as mentioned above. This 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 and a third interface. The second interface communicates with the intelligent driving module and the intelligent cockpit module, and the third interface communicates with the T-BOX via a CAN bus or a CAN-FD bus.

[0117] Understandably, in this design, if the first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a CAN bus, then the second interface also communicates with the intelligent driving module and the intelligent cockpit module, as well as the third interface with the T-BOX, via a CAN bus. If the first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a CAN-FD bus, then the second interface also communicates with the intelligent driving module and the intelligent cockpit module, as well as the third interface with the T-BOX, via a CAN-FD bus.

[0118] It is also understandable that in this design, the controller can directly transmit the first inertial measurement information to the integrated chassis braking and vehicle stability 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.

[0119] In one possible implementation design, the aforementioned inertial measurement device further includes a positioning unit for positioning the terminal.

[0120] In this design approach, the aforementioned inertial measurement device is an improvement upon the currently known combined positioning module. More specifically, the improvements to the currently known combined positioning module are not only at the hardware level—for example, the improved combined positioning module may include 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 combined positioning module can be used to transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and / or the second set of interfaces.

[0121] Optionally, the positioning unit includes GNSS.

[0122] This inertial measurement device can, as Figure 1 The combined positioning module shown is an example of a positioning unit, where GNSS can be used to locate a terminal (e.g., a vehicle).

[0123] The following first combines Figures 7 to 10 The connection relationship between the first set of interfaces of the inertial measurement device (i.e., the above-mentioned combined positioning module) and the first functional module, and the connection relationship between the second set of interfaces of the inertial measurement device (i.e., the above-mentioned combined positioning module) and the second functional module are described in detail.

[0124] Example 1, such as Figure 7The control system shown includes a first set of interfaces for the inertial measurement unit (IMU). This first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a chassis vehicle control bus, as mentioned above. This 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. This second interface communicates with the T-BOX, the intelligent driving module, and the intelligent cockpit module via a CAN bus or a CAN-FD bus. For a more detailed description, please refer to the above section regarding... Figure 3 For the sake of brevity, the relevant descriptions will not be repeated here.

[0125] Example 2, such as Figure 8 The control system shown includes a first set of interfaces for the inertial measurement unit (IMU). This first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a chassis vehicle control bus, as mentioned above. This 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. This second interface communicates 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 second inertial measurement information to the T-BOX via Ethernet. For a more detailed description, please refer to the above section regarding... Figure 4 For the sake of brevity, the relevant descriptions will not be repeated here.

[0126] Example 3, such as Figure 9 The control system shown includes a first set of interfaces for the inertial measurement unit (IMU). This first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a chassis vehicle control bus, as mentioned above. This 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. This second interface communicates with the T-BOX, intelligent driving module, and intelligent cockpit module via Ethernet. For a more detailed description, please refer to the above section regarding... Figure 5 For the sake of brevity, the relevant descriptions will not be repeated here.

[0127] Example 4, such as Figure 10The control system shown includes a first set of interfaces for the inertial measurement unit (IMU). This first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a chassis vehicle control bus, as mentioned above. This 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 and a third interface. The second interface communicates with the intelligent driving module and the intelligent cockpit module, and the third interface communicates with the T-BOX via a CAN bus or a CAN-FD bus. For a more detailed description, please refer to the above section regarding... Figure 6 For the sake of brevity, the relevant descriptions will not be repeated here.

[0128] In one possible implementation design, the aforementioned inertial measurement device is coupled to the airbag module, and the aforementioned controller is the controller within the airbag module.

[0129] In this design approach, the aforementioned inertial measurement device is an improvement upon the existing airbag module. More specifically, the existing airbag module is improved not only at the hardware level—for example, the improved airbag module may include 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 through the first set of interfaces and / or the second set of interfaces.

[0130] The following first combines Figures 11 to 14 The connection relationship between the first set of interfaces of the inertial measurement unit (i.e., the airbag module) and the first functional module, as well as the connection relationship between the second set of interfaces of the inertial measurement unit (i.e., the airbag module) and the second functional module, are described in detail.

[0131] Example 1, such as Figure 11 The control system shown includes a first set of interfaces for the inertial measurement unit (IMU). This first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a chassis vehicle control bus, as mentioned above. This 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. This second interface communicates with the T-BOX, the intelligent driving module, and the intelligent cockpit module via a CAN bus or a CAN-FD bus. For a more detailed description, please refer to the above section regarding... Figure 3 For the sake of brevity, the relevant descriptions will not be repeated here.

[0132] Example 2, such as Figure 12The control system shown includes a first set of interfaces for the inertial measurement unit (IMU). This first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a chassis vehicle control bus, as mentioned above. This 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. This second interface communicates 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 second inertial measurement information to the T-BOX via Ethernet. For a more detailed description, please refer to the above section regarding... Figure 4 For the sake of brevity, the relevant descriptions will not be repeated here.

[0133] Example 3, such as Figure 13 The control system shown includes a first set of interfaces for the inertial measurement unit (IMU). This first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a chassis vehicle control bus, as mentioned above. This 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. This second interface communicates with the T-BOX, intelligent driving module, and intelligent cockpit module via Ethernet. For a more detailed description, please refer to the above section regarding... Figure 5 For the sake of brevity, the relevant descriptions will not be repeated here.

[0134] Example 4, such as Figure 14 The control system shown includes a first set of interfaces for the inertial measurement unit (IMU). This first interface communicates with the integrated chassis braking and vehicle stability module and the chassis air suspension module via a chassis vehicle control bus, as mentioned above. This 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 and a third interface. The second interface communicates with the intelligent driving module and the intelligent cockpit module, and the third interface communicates with the T-BOX via a CAN bus or a CAN-FD bus. For a more detailed description, please refer to the above section regarding... Figure 6 For the sake of brevity, the relevant descriptions will not be repeated here.

[0135] Optionally, the controller in the aforementioned inertial measurement device is also used to receive a wake-up command and control the IMU to acquire the terminal's inertial measurement information set according to the wake-up command.

[0136] In this embodiment, the source of the wake-up command is not limited. For example, in the automotive field, the wake-up command can be issued by the VGW, the VCU, or by the aforementioned T-BOX, intelligent driving module, intelligent cockpit module, integrated chassis braking and vehicle stability module, or chassis air suspension module.

[0137] Furthermore, after being woken up, the IMU can maintain the working state of the inertial measurement information set of the real-time acquisition terminal, and can enter a sleep state upon receiving a sleep command. Alternatively, after being woken up, the IMU can maintain the working state of the inertial measurement information set of the real-time acquisition terminal for a preset period of time; that is, it automatically enters a sleep state after the continuous working time reaches a preset time threshold. This embodiment of the application does not impose any limitations on this.

[0138] Based on the above scheme, 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 of them. Therefore, it is not necessary to configure an IMU in each of these multiple functional modules, thereby reducing the cost of the entire terminal.

[0139] This application also provides a control system, which includes the inertial measurement device described above and multiple functional modules.

[0140] For example, Figures 3 to 14 These are various exemplary block diagrams of the control system provided in the embodiments of this application. For a detailed description, please refer to the above description. Figures 3 to 14 For the sake of brevity, the relevant descriptions will not be repeated here.

[0141] Optionally, the first inertial measurement information is the same as the second inertial measurement information; wherein, the first functional module among the multiple functional modules determines a portion of the inertial measurement information from the first inertial measurement information.

[0142] 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 can include all the data in the inertial measurement information set, but the first functional module may only need a portion of the data in the inertial measurement information set. In this case, the first functional module can determine the data it needs from the first inertial measurement information, that is, it can determine a portion of the inertial measurement information from the first inertial measurement information.

[0143] 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 terminal's acceleration in the forward and backward direction, acceleration in the left and right direction, and acceleration in the up and down direction, as well as the terminal's angular velocity in the forward and backward direction, angular velocity in the left and right direction, and angular velocity in the up and down direction.

[0144] For example, such as Figures 3 to 14 The control system shown includes a first functional module comprising an integrated chassis braking and vehicle stability module and a chassis air suspension module; and a second functional module comprising a T-BOX, an intelligent driving module, and an intelligent cockpit module. As mentioned above, the integrated chassis braking and vehicle stability 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., six-axis IMU data).

[0145] Optionally, the first inertial measurement information is different from the second inertial measurement information.

[0146] 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 some data from the inertial measurement information set, while the second inertial measurement information may include all data from the inertial measurement information set.

[0147] Optionally, the first inertial measurement information is triaxial 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 acceleration in the forward and backward direction, acceleration in the left and right direction, and acceleration in the up and down direction, as well as the terminal's angular velocity in the forward and backward direction, angular velocity in the left and right direction, and angular velocity in the up and down direction; the triaxial IMU data includes the terminal's acceleration in the forward and backward direction, acceleration in the left and right direction, and angular velocity in the up and down direction.

[0148] For example, such as Figures 3 to 14 The control system shown has a first functional module comprising an integrated chassis braking and vehicle stability module and a chassis air suspension module; and a second functional module comprising a T-BOX, an intelligent driving module, and an intelligent cockpit module. As mentioned above, the controller in the inertial measurement unit (IMU) can transmit three-axis IMU data to the integrated chassis braking and vehicle stability module and the chassis air suspension module via the first set of interfaces, and the controller in the IMU 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.

[0149] Based on the above scheme, multiple functional modules that require data collected by the IMU can share data collected by one or more IMUs. Therefore, it is not necessary to configure an IMU in each of these multiple functional modules, thereby reducing the overall cost of the terminal. Furthermore, since 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 set. Moreover, when transmitting data collected by the IMU to multiple functional modules through multiple sets of interfaces, transmission link separation can be achieved, reducing the data traffic pressure on each link.

[0150] This application also provides a terminal, which includes the control system described above.

[0151] Optionally, the terminal may include a vehicle.

[0152] As mentioned above, a vehicle can be one example of a terminal. As an example and not a limitation, a vehicle can include, for example... Figures 3 to 14 The control system shown in any one of the above.

[0153] Optionally, at least one of the multiple functional modules determines a portion of the inertial measurement information from the inertial measurement information it acquires.

[0154] In other words, after acquiring 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 acquired information for subsequent processing and control, based on its own requirements. A detailed description can be found in the relevant description above; for brevity, it will not be repeated here.

[0155] It should be understood that Figures 3 to 14 The module division described herein is merely exemplary. In practical applications, different functional modules can be divided according to different functional requirements. This application does not impose any limitations on the form or number of functional modules in practical applications. Figure 3 and Figure 14 This application cannot impose any limitations.

[0156] The terms “unit,” “module,” “group,” etc., used in this application may be used to refer to circuit-related entities, hardware, firmware, and combinations of hardware and software.

[0157] Those skilled in the art will recognize 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 implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application. In the several embodiments provided in this application, it should be understood that the disclosed apparatus, devices, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative, and in actual implementation, there may be other divisions, such as multiple units or components being combined or integrated into another system, or some features being ignored or not performed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interface, and the indirect coupling or communication connection of apparatus or units may be electrical, mechanical, or other forms.

[0158] The units described as separate components may or may not be physically separate. 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 can be selected to achieve the purpose of this embodiment according to actual needs.

[0159] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0160] In the above embodiments, the functions of each functional unit can be implemented entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions (programs). When the computer program instructions (programs) are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. 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. 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 a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., digital video discs, DVDs), or semiconductor media (e.g., solid-state disks, SSDs), etc.

[0161] If the aforementioned functions are implemented as 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 this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0162] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An inertial measurement device, characterized by, The device includes: an inertial measurement unit (IMU), a controller, a first set of interfaces, and a second set of interfaces; The IMU is used to acquire a set of inertial measurement information of the 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 set of interfaces and / or the second set of interfaces, wherein the inertial measurement information is obtained based on the set of inertial measurement information. Wherein, the first set of interfaces is used to transmit first inertial measurement information to the first functional module among the plurality of functional modules; the second set of interfaces is used to transmit second inertial measurement information to the second functional module among the plurality of functional modules; the number of IMUs is less than the number of the plurality of functional modules; the first inertial measurement information includes part or all of the data in the inertial measurement information set, and the second inertial measurement information includes part or all of the data in the inertial measurement information set.

2. The apparatus as claimed in claim 1, characterized in that, The first functional module includes one or more of a chassis braking and vehicle stability integrated module or a chassis air suspension module; The second functional module includes one or more of the following: a telematics module T-BOX, an intelligent driving module, or an intelligent cockpit module.

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

4. The apparatus of claim 1 or 2, wherein, The first functional module includes an integrated chassis braking and vehicle stability module and a chassis air suspension module; the second functional module includes a remote information processing T-BOX, an intelligent driving module, and an intelligent cockpit module.

5. The apparatus of claim 4, wherein, The first set of interfaces includes a first interface, and the transmission channel between the first interface and the integrated chassis braking and vehicle stability module and the chassis air suspension module is a chassis vehicle control bus. The second set 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. The intelligent driving module or the intelligent cockpit module forwards the second inertial measurement information to the T-BOX via Ethernet.

6. The apparatus of claim 4, wherein, The first set of interfaces includes a first interface, and the transmission channel between the first interface and the integrated chassis braking and vehicle stability module and the chassis air suspension module is a chassis vehicle control bus. The second set 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 apparatus of claim 4, wherein, The first set of interfaces includes a first interface, and the transmission channel between the first interface and the integrated chassis braking and vehicle stability module and the chassis air suspension module is a chassis vehicle control bus. The second set of interfaces includes a second interface and a third interface. The transmission channel 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 both CAN bus or CAN-FD bus.

8. The apparatus of any one of claims 2, 5-7, wherein, The transmission channel between the first set of interfaces and the first functional module includes a chassis vehicle control bus, which includes a CAN bus or a CAN-FD bus.

9. The apparatus of any one of claims 1-2, 5-7, wherein, 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 apparatus of any one of claims 1-2, 5-7, wherein, The device further includes a positioning unit for locating the terminal.

11. The apparatus of claim 10, wherein, The positioning unit includes a Global Navigation Satellite System (GNSS).

12. The apparatus of any one of claims 1-2, 5-7, wherein, The device is coupled to the airbag module, and the controller is the controller in the airbag module.

13. The apparatus of any one of claims 1-2, 5-7, 11, wherein, The controller is also used to receive a wake-up command and control the IMU to acquire the inertial measurement information set of the terminal according to the wake-up command.

14. A control system characterized by, The system includes an inertial measurement unit as described in any one of claims 1 to 13 and a plurality of functional modules.

15. The system of claim 14, wherein, The first inertial measurement information is the same as the second inertial measurement information; Among them, the first functional module of the plurality of functional modules determines a portion of the inertial measurement information from the first inertial measurement information.

16. The system of claim 15, wherein, The first inertial measurement information and the second inertial measurement information are six-axis IMU data. The six-axis IMU data includes the acceleration of the terminal in the forward and backward direction, the acceleration in the left and right direction, and the acceleration in the up and down direction, as well as the angular velocity of the terminal in the forward and backward direction, the angular velocity in the left and right direction, and the angular velocity in the up and 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 of claim 17, wherein, The first inertial measurement information is triaxial IMU data, and the second inertial measurement information is six-axis IMU data; The six-axis IMU data includes the terminal's acceleration in the forward / backward direction, acceleration in the left / right direction, and acceleration in the up / down direction, as well as the terminal's angular velocity in the forward / backward direction, angular velocity in the left / right direction, and angular velocity in the up / down direction; the three-axis IMU data includes the terminal's acceleration in the forward / backward direction, acceleration in the left / right direction, and angular velocity in the up / down direction.

19. A terminal, characterized by The terminal includes a control system as described in any one of claims 14 to 18.

20. The terminal of claim 19, wherein, The terminal includes a vehicle.

21. A terminal according to claim 19 or 20, characterised in that, At least one of the multiple functional modules determines a portion of the inertial measurement information from the inertial measurement information it acquires.

Images