Air bag restraint system control method and vehicle

Abstract

The invention provides an air bag restraint system control method and a vehicle, relates to the technical field of vehicle safety, and can improve the accuracy and flexibility of air bag restraint system control and improve the riding safety. Determining a vehicle collision type based on the data of the acceleration sensor; determining a safety air bag control scheme based on data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type and a safety air bag ignition threshold value corresponding to the vehicle collision type; wherein the airbag ignition threshold is determined based on a collision time parameter or a collision acceleration parameter.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle safety, and particularly to an airbag control method and a vehicle. Background Art

[0002] The control of vehicle airbags is related to the safety of passengers. During driving, it is necessary to accurately detect changes in the external environment to accurately control the airbags. However, in related technologies, the setting of relevant parameters for judging airbag ignition tends to be fixed. Once a vehicle collision occurs, it may cause problems of misoperation in airbag control, and the airbag cannot be normally ignited and deployed or deployed in advance, thus posing a serious threat to the lives of passengers. Summary of the Invention

[0003] The purpose of the present application is to provide an airbag control method and a vehicle, which can improve the flexibility and accuracy of airbag control.

[0004] In a first aspect, an airbag control method is provided. The method includes: obtaining data of an acceleration sensor on the vehicle body; determining a vehicle collision type based on the data of the acceleration sensor; determining an airbag control scheme based on the data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type and the airbag ignition threshold corresponding to the vehicle collision type; wherein the airbag ignition threshold is determined based on a collision time parameter or a collision acceleration parameter.

[0005] The airbag control method provided by the embodiments of the present application can be determined according to a collision time parameter or a collision acceleration parameter, so that the airbag ignition threshold can be dynamically changed, increasing the flexibility of analysis, and being able to determine the corresponding airbag ignition threshold according to the actual situation, thereby being able to control the airbag more accurately.

[0006] A possible implementation manner, determining a vehicle collision type based on the data of the acceleration sensor includes: performing a small window integration operation on the data of the acceleration sensor to obtain a first speed change amount corresponding to the acceleration sensor; determining a vehicle collision type based on the first speed change amount corresponding to the acceleration sensor.

[0007] A possible implementation is that the acceleration sensors include a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the vehicle body's central tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; based on the first speed change amount corresponding to the acceleration sensors, determine the vehicle collision type, including: when the first speed change amount corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor meets the forward collision threshold, determine that the vehicle collision type is a forward collision.

[0008] A possible implementation is that the acceleration sensors include a fourth acceleration sensor and a fifth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body's central tunnel and is used to measure the lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the left front door and the rear door of the vehicle body and is used to measure the lateral acceleration; based on the first speed change amount corresponding to the acceleration sensors, determine the vehicle collision type, including: when the first speed change amount corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor meets the left collision threshold, determine that the vehicle collision type is a left collision.

[0009] A possible implementation is that the acceleration sensors include a fourth acceleration sensor and a sixth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body's central tunnel and is used to measure the lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the left front door and the rear door of the vehicle body and is used to measure the lateral acceleration; based on the first speed change amount corresponding to the acceleration sensors, determine the vehicle collision type, including: when the first speed change amount corresponding to at least one of the fourth acceleration sensor and the sixth acceleration sensor meets the right collision threshold, determine that the vehicle collision type is a right collision.

[0010] A possible implementation is that the acceleration sensors include a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the vehicle body's central tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; based on the first speed change amount corresponding to the acceleration sensors, determine the vehicle collision type, including: when the first speed change amount corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor meets the rearward collision threshold, determine that the vehicle collision type is a rearward collision.

[0011] A possible implementation method determines an airbag control scheme based on the data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type and the airbag ignition threshold corresponding to the vehicle collision type, including: performing window integration operations on the data of each acceleration sensor in the acceleration sensor group to obtain the second velocity change amount corresponding to each acceleration sensor; determining the airbag control scheme based on the second velocity change amount corresponding to each acceleration sensor in the acceleration sensor group and the airbag ignition threshold corresponding to the vehicle collision type.

[0012] A possible implementation method determines an airbag control scheme based on the second velocity change amount corresponding to each acceleration sensor in the acceleration sensor group and the airbag ignition threshold corresponding to the vehicle collision type, including: determining the airbag control scheme based on the failure conditions of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second velocity change amount corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type.

[0013] A possible implementation method, in the case where the vehicle collision type is a frontal collision, the acceleration sensor group corresponding to the frontal collision includes at least one of the following: a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the body center tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the body and is used to measure the longitudinal acceleration.

[0014] A possible implementation method determines an airbag control scheme based on the failure conditions of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second velocity change amount corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type, including: in the case where at least one of the second acceleration sensor and the third acceleration sensor is not failed, determining the airbag control scheme based on at least one of the second velocity change amount corresponding to the second acceleration sensor and the second velocity change amount corresponding to the third acceleration sensor, the second velocity change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to the frontal collision.

[0015] A possible implementation is that the airbag ignition thresholds corresponding to the forward collision include a first ignition threshold and a second ignition threshold; the first ignition threshold is determined based on a first time parameter and a first preset functional relationship, the first time parameter is the time length between the collision occurrence moment and the target moment, the target moment is the moment when the vehicle collision type analysis starts, and the first preset functional relationship is used to reflect the functional relationship between time and acceleration; the second ignition threshold is determined based on the second speed change amount corresponding to the first acceleration sensor and a second preset functional relationship, and the second preset functional relationship is used to reflect the functional relationship between speed change amounts; based on at least one of the second speed change amounts corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, the second speed change amount corresponding to the first acceleration sensor, and the airbag ignition thresholds corresponding to the forward collision, an airbag control scheme is determined, including: when the second speed change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the second ignition threshold, and the second speed change amount corresponding to the first acceleration sensor is less than the first ignition threshold, determining the airbag control scheme as controlling the frontal airbag to ignite.

[0016] A possible implementation is that the airbag ignition thresholds corresponding to the forward collision include a third ignition threshold and a fourth ignition threshold; the third ignition threshold is determined based on a first time parameter and a third preset functional relationship, the first time parameter is the time length between the collision occurrence moment and the target moment, the target moment is the moment when the vehicle collision type analysis starts, and the third preset functional relationship is used to reflect the functional relationship between time and acceleration; the fourth ignition threshold is determined based on the maximum value of the second speed change amounts corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, and a fourth preset functional relationship, and the fourth preset functional relationship is used to reflect the functional relationship between speed change amounts; based on at least one of the second speed change amounts corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, the second speed change amount corresponding to the first acceleration sensor, and the airbag ignition thresholds corresponding to the forward collision, an airbag control scheme is determined, including: when the second speed change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the third ignition threshold, and the second speed change amount corresponding to the first acceleration sensor is less than the fourth ignition threshold, determining the airbag control scheme as controlling the frontal airbag to ignite.

[0017] A possible implementation method determines an airbag control scheme based on the failure conditions of the acceleration sensors in the acceleration sensor group corresponding to the vehicle collision type, the second speed change amount corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type, including: in the case where both the second acceleration sensor and the third acceleration sensor fail, determining the airbag control scheme based on the second speed change amount corresponding to the first acceleration sensor and the airbag ignition threshold corresponding to the frontal collision.

[0018] A possible implementation method determines an airbag control scheme based on the second speed change amount corresponding to the first acceleration sensor and the airbag ignition threshold corresponding to the frontal collision, including: in the case where the second speed change amount corresponding to the first acceleration sensor is less than the airbag ignition threshold corresponding to the frontal collision, determining the airbag control scheme as controlling the ignition of the frontal airbag.

[0019] A possible implementation method further includes: determining a vehicle collision event based on the data of the acceleration sensors in the acceleration sensor group corresponding to the vehicle collision type; and determining an air curtain control scheme based on the vehicle collision event.

[0020] A possible implementation method for determining a vehicle collision event based on the data of the acceleration sensors in the acceleration sensor group corresponding to the vehicle collision type includes: performing a time integration operation on the data of the acceleration sensors in the acceleration sensor group based on a first time parameter to obtain the time integration data of each acceleration sensor; wherein, the first time parameter is the time length between the collision occurrence moment and the target moment, and the target moment is the moment when the vehicle collision type analysis starts; and determining the vehicle collision event based on the time integration data of the acceleration sensors in the acceleration sensor group.

[0021] In the case where the vehicle collision type is a frontal collision, the acceleration sensor group corresponding to the frontal collision includes a first acceleration sensor, and the first acceleration sensor is located on the body center tunnel and is used to measure the longitudinal acceleration. A method for determining a vehicle collision event based on the time integration data of the acceleration sensors in the acceleration sensor group includes: in the case where the time integration data of the first acceleration sensor is less than the high-speed collision threshold, determining the vehicle collision event as a high-speed collision event.

[0022] A possible implementation. In the case where the vehicle collision type is a frontal collision, the acceleration sensor group corresponding to the frontal collision includes a fourth acceleration sensor, a fifth acceleration sensor, and a sixth acceleration sensor. Among them, the fourth acceleration sensor is located on the vehicle body center tunnel and is used to measure the lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the left front door and the rear door of the vehicle body and is used to measure the lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the left front door and the rear door of the vehicle body and is used to measure the lateral acceleration. Determining a vehicle collision event based on the time integration data of each acceleration sensor in the acceleration sensor group includes: when the time integration data of the fourth acceleration sensor is greater than a first offset collision threshold and the time integration data of the fifth acceleration sensor is less than a second preset offset collision threshold, determining that the vehicle collision event is an offset collision event; or, when the time integration data of the fourth acceleration sensor is less than the first offset collision threshold and the time integration data of the sixth acceleration sensor is less than the second preset offset collision threshold, determining that the vehicle collision event is an offset collision event.

[0023] A possible implementation. Based on the vehicle collision event, determining an airbag control scheme includes: when the vehicle collision event is a high-speed collision event or an offset collision event, determining that the airbag control scheme is to control the ignition of the airbags on both sides.

[0024] A possible implementation. In the case where the vehicle collision type is a left-side collision, the acceleration sensor group corresponding to the left-side collision includes at least one of the following: a fourth acceleration sensor and a fifth acceleration sensor. Among them, the fourth acceleration sensor is located on the vehicle body center tunnel and is used to measure the lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the left front door and the rear door of the vehicle body and is used to measure the lateral acceleration.

[0025] A possible implementation. Based on the failure conditions of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second speed change amount corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type, determining an airbag control scheme includes: when the fifth acceleration sensor is not failed, determining the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the fifth acceleration sensor, and the airbag ignition threshold corresponding to the left-side collision.

[0026] A possible implementation, the airbag ignition thresholds corresponding to the left - hand collision include a fifth ignition threshold and a sixth ignition threshold; the fifth ignition threshold is determined based on a second time parameter and a fifth preset functional relationship. The second time parameter is the time length between the collision occurrence moment and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The fifth preset functional relationship is used to reflect the functional relationship between time and acceleration; the sixth ignition threshold is determined based on the second speed change amount corresponding to the fourth acceleration sensor and a sixth preset functional relationship. The sixth preset functional relationship is used to reflect the functional relationship between the speed change amount and the speed change amount; based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the fifth acceleration sensor, and the airbag ignition thresholds corresponding to the left - hand collision, an airbag control scheme is determined, including: when the second speed change amount corresponding to the fourth acceleration sensor is greater than the fifth ignition threshold and the second speed change amount corresponding to the fifth acceleration sensor is less than the sixth ignition threshold, determining the airbag control scheme as controlling the left - hand airbag to ignite.

[0027] A possible implementation, the airbag ignition thresholds corresponding to the left - hand collision include a seventh ignition threshold and an eighth ignition threshold; the seventh ignition threshold is determined based on a second time parameter and a seventh preset functional relationship. The second time parameter is the time length between the collision occurrence moment and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The seventh preset functional relationship is used to reflect the functional relationship between time and acceleration; the eighth ignition threshold is determined based on the second speed change amount corresponding to the fifth acceleration sensor and an eighth preset functional relationship. The eighth preset functional relationship is used to reflect the functional relationship between the speed change amount and the speed change amount; based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the fifth acceleration sensor, and the airbag ignition thresholds corresponding to the left - hand collision, an airbag control scheme is determined, including: when the second speed change amount corresponding to the fifth acceleration sensor is less than the seventh ignition threshold and the second speed change amount corresponding to the fourth acceleration sensor is greater than the eighth ignition threshold, determining the airbag control scheme as controlling the left - hand airbag to ignite.

[0028] A possible implementation, based on the failure conditions of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second speed change amount corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition thresholds corresponding to the vehicle collision type, an airbag control scheme is determined, including: when the fifth acceleration sensor fails, determining the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor and the airbag ignition thresholds corresponding to the left - hand collision.

[0029] A possible implementation method determines an airbag control scheme based on a second speed change amount corresponding to a fourth acceleration sensor and an airbag ignition threshold corresponding to a left collision, including: when the second speed change amount corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to the left collision, determining that the airbag control scheme is to control the ignition of the left airbag.

[0030] A possible implementation method, when the vehicle collision type is a right collision, the acceleration sensor group corresponding to the right collision includes at least one of the following: a fourth acceleration sensor and a sixth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body center tunnel and is used to measure the lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the front door and the rear door on the right side of the vehicle body and is used to measure the lateral acceleration.

[0031] A possible implementation method determines an airbag control scheme based on the failure conditions of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second speed change amount corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type, including: when the sixth acceleration sensor is not failed, determining the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the sixth acceleration sensor, and the airbag ignition threshold corresponding to the right collision.

[0032] The airbag ignition threshold corresponding to the right collision includes a ninth ignition threshold and a tenth ignition threshold; the ninth ignition threshold is determined based on a third time parameter and a ninth preset function relationship, the third time parameter is the time length between the collision occurrence moment and the target moment, the target moment is the moment when the vehicle collision type analysis starts, and the ninth preset function relationship is used to reflect the function relationship between time and acceleration; the tenth ignition threshold is determined based on the second speed change amount corresponding to the fourth acceleration sensor and a tenth preset function relationship, and the tenth preset function relationship is used to reflect the function relationship between speed change amounts; determining the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the sixth acceleration sensor, and the airbag ignition threshold corresponding to the left collision, including: when the second speed change amount corresponding to the fourth acceleration sensor is less than the ninth ignition threshold and the second speed change amount corresponding to the sixth acceleration sensor is less than the tenth ignition threshold, determining that the airbag control scheme is to control the ignition of the right airbag.

[0033] A possible implementation manner, the airbag ignition thresholds corresponding to the right-side collision include an eleventh ignition threshold and a twelfth ignition threshold; the eleventh ignition threshold is determined based on a third time parameter and an eleventh preset functional relationship, where the eleventh time parameter is the time length between the moment of collision occurrence and the target moment, and the target moment is the moment when the vehicle collision type analysis starts, and the eleventh preset functional relationship is used to reflect the functional relationship between time and acceleration; the twelfth ignition threshold is determined based on the second speed change amount corresponding to the sixth acceleration sensor and a twelfth preset functional relationship, and the twelfth preset functional relationship is used to reflect the functional relationship between the speed change amount and the speed change amount; based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the sixth acceleration sensor, and the airbag ignition thresholds corresponding to the left-side collision, determine the airbag control scheme, including: when the second speed change amount corresponding to the sixth acceleration sensor is less than the eleventh ignition threshold and the second speed change amount corresponding to the fourth acceleration sensor is less than the twelfth ignition threshold, determine the airbag control scheme as controlling the right-side airbag to ignite.

[0034] A possible implementation manner, based on the failure conditions of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second speed change amount corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition thresholds corresponding to the vehicle collision type, determine the airbag control scheme, including: when the sixth acceleration sensor fails, based on the second speed change amount corresponding to the fourth acceleration sensor and the airbag ignition thresholds corresponding to the right-side collision, determine the airbag control scheme.

[0035] A possible implementation manner, based on the second speed change amount corresponding to the fourth acceleration sensor and the airbag ignition thresholds corresponding to the right-side collision, determine the airbag control scheme, including: when the second speed change amount corresponding to the fourth acceleration sensor is greater than the airbag ignition thresholds corresponding to the right-side collision, determine the airbag control scheme as controlling the right-side airbag to ignite.

[0036] A possible implementation manner, when the vehicle collision type is a rearward collision, the acceleration sensor group corresponding to the rearward collision includes at least one of the following: a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the vehicle body center tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration.

[0037] A possible implementation method is to determine an airbag control scheme based on the second velocity change amount corresponding to each acceleration sensor in the acceleration sensor group and the airbag ignition threshold corresponding to the vehicle collision type, including: determining the airbag control scheme based on at least one of the second velocity change amount corresponding to the second acceleration sensor and the second velocity change amount corresponding to the third acceleration sensor, the second velocity change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to a rear collision.

[0038] A possible implementation method is that the airbag ignition threshold corresponding to a rear collision includes a thirteenth ignition threshold and a fourteenth ignition threshold. The thirteenth ignition threshold is determined based on a fourth time parameter and a thirteenth preset functional relationship. The fourth time parameter is the time length between the collision occurrence moment and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The thirteenth preset functional relationship is used to reflect the functional relationship between time and acceleration. The fourteenth ignition threshold is determined based on the second velocity change amount corresponding to the first acceleration sensor and a fourteenth preset functional relationship. The fourteenth preset functional relationship is used to reflect the functional relationship between velocity change amounts. Determining the airbag control scheme based on at least one of the second velocity change amount corresponding to the second acceleration sensor and the second velocity change amount corresponding to the third acceleration sensor, the second velocity change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to a rear collision includes: when the second velocity change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is less than the fourteenth ignition threshold, and the second velocity change amount corresponding to the first acceleration sensor is greater than the thirteenth ignition threshold, determining that the airbag control scheme is to control the airbag not to ignite.

[0039] A possible implementation method is that when it is determined that the airbag control scheme is to control the airbag not to ignite, the method further includes: sending a vehicle power-off signal to the vehicle controller.

[0040] In a second aspect, an airbag control device is provided for implementing the airbag control method provided in the first aspect above. The airbag control device includes: a communication module and a processing module. The communication module is used to obtain data of the acceleration sensors on the vehicle body. The processing module is used to determine the vehicle collision type based on the data of the acceleration sensors. The processing module is further used to determine an airbag control scheme based on the data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type and the airbag ignition threshold corresponding to the vehicle collision type. Among them, the airbag ignition threshold is determined based on a collision time parameter or a collision acceleration parameter.

[0041] In some embodiments, the processing module is specifically configured to perform a small-window integration operation on the data of the acceleration sensor to obtain a first velocity change amount corresponding to the acceleration sensor; and determine the vehicle collision type based on the first velocity change amount corresponding to the acceleration sensor.

[0042] In some embodiments, the acceleration sensor includes a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the vehicle body's central tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the processing module is specifically configured to determine that the vehicle collision type is a forward collision when the first velocity change amount corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor satisfies the forward collision threshold.

[0043] In some embodiments, the acceleration sensor includes a fourth acceleration sensor and a fifth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body's central tunnel and is used to measure the lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the left front door and the left rear door of the vehicle body and is used to measure the lateral acceleration; the processing module is specifically configured to determine that the vehicle collision type is a left-side collision when the first velocity change amount corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor satisfies the left-side collision threshold.

[0044] In some embodiments, the acceleration sensor includes a fourth acceleration sensor and a sixth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body's central tunnel and is used to measure the lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the left front door and the left rear door of the vehicle body and is used to measure the lateral acceleration; the processing module is specifically configured to determine that the vehicle collision type is a right-side collision when the first velocity change amount corresponding to at least one of the fourth acceleration sensor and the sixth acceleration sensor satisfies the right-side collision threshold.

[0045] In some embodiments, the acceleration sensor includes a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the vehicle body's central tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the processing module is specifically configured to determine that the vehicle collision type is a rearward collision when the first velocity change amount corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor satisfies the rearward collision threshold.

[0046] In some embodiments, the processing module is specifically configured to perform window integration operations on the data of each acceleration sensor in the acceleration sensor group to obtain the second velocity change amount corresponding to each acceleration sensor; and determine the airbag control scheme based on the second velocity change amounts corresponding to the acceleration sensors in the acceleration sensor group and the airbag ignition threshold corresponding to the vehicle collision type.

[0047] In some embodiments, the processing module is specifically configured to determine the airbag control scheme based on the failure conditions of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second velocity change amounts corresponding to the acceleration sensors in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type.

[0048] In some embodiments, when the vehicle collision type is a frontal collision, the acceleration sensor group corresponding to the frontal collision includes at least one of the following: a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the body center tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the body and is used to measure the longitudinal acceleration.

[0049] In some embodiments, the processing module is specifically configured to, when at least one of the second acceleration sensor and the third acceleration sensor is not failed, determine the airbag control scheme based on at least one of the second velocity change amount corresponding to the second acceleration sensor and the second velocity change amount corresponding to the third acceleration sensor, the second velocity change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to the frontal collision.

[0050] In some embodiments, the airbag ignition threshold corresponding to the frontal collision includes a first ignition threshold and a second ignition threshold; the first ignition threshold is determined based on a first time parameter and a first preset functional relationship, the first time parameter is the time length between the collision occurrence moment and the target moment, the target moment is the moment when the vehicle collision type analysis starts, and the first preset functional relationship is used to reflect the functional relationship between time and acceleration; the second ignition threshold is determined based on the second velocity change amount corresponding to the first acceleration sensor and a second preset functional relationship, and the second preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module is specifically configured to, when the second velocity change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the second ignition threshold, and the second velocity change amount corresponding to the first acceleration sensor is less than the first ignition threshold, determine that the airbag control scheme is to control the frontal airbag to ignite.

[0051] In some embodiments, the airbag ignition thresholds corresponding to a frontal collision include a third ignition threshold and a fourth ignition threshold; the third ignition threshold is determined based on a first time parameter and a third preset functional relationship, the first time parameter being the time length between the moment of collision occurrence and the target moment, the target moment being the moment when vehicle collision type analysis starts, and the third preset functional relationship being used to reflect the functional relationship between time and acceleration; the fourth ignition threshold is determined based on the maximum value of the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, and a fourth preset functional relationship, the fourth preset functional relationship being used to reflect the functional relationship between acceleration and acceleration; the processing module is specifically configured to determine that the airbag control scheme is to control the frontal airbag to ignite when the second speed change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the third ignition threshold, and the second speed change amount corresponding to the first acceleration sensor is less than the fourth ignition threshold.

[0052] In some embodiments, the processing module is specifically configured to determine the airbag control scheme based on the second speed change amount corresponding to the first acceleration sensor and the airbag ignition thresholds corresponding to a frontal collision when both the second acceleration sensor and the third acceleration sensor fail.

[0053] In some embodiments, the processing module is specifically configured to determine that the airbag control scheme is to control the frontal airbag to ignite when the second speed change amount corresponding to the first acceleration sensor is less than the airbag ignition thresholds corresponding to a frontal collision.

[0054] In some embodiments, the processing module is further configured to determine a vehicle collision event based on the data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type; and determine an air curtain control scheme based on the vehicle collision event.

[0055] In some embodiments, the processing module is specifically configured to perform a time integration operation on the data of each acceleration sensor in the acceleration sensor group based on the first time parameter to obtain the time integration data of each acceleration sensor; wherein, the first time parameter is the time length between the moment of collision occurrence and the target moment, the target moment being the moment when vehicle collision type analysis starts; and determine a vehicle collision event based on the time integration data of each acceleration sensor in the acceleration sensor group.

[0056] In some embodiments, when the vehicle collision type is a frontal collision, the acceleration sensor group corresponding to the frontal collision includes a first acceleration sensor, and the first acceleration sensor is located on the vehicle body center tunnel and is used to measure the longitudinal acceleration; the processing module is specifically configured to determine that the vehicle collision event is a high-speed collision event when the time integration data of the first acceleration sensor is less than the high-speed collision threshold.

[0057] In some embodiments, when the vehicle collision type is a forward collision, the acceleration sensor group corresponding to the forward collision includes a fourth acceleration sensor, a fifth acceleration sensor, and a sixth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body center tunnel and is used to measure the lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the left front door and the left rear door of the vehicle body and is used to measure the lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the left front door and the left rear door of the vehicle body and is used to measure the lateral acceleration; the processing module is specifically configured to determine that the vehicle collision event is an offset collision event when the time integral data of the fourth acceleration sensor is greater than the first offset collision threshold and the time integral data of the fifth acceleration sensor is less than the second preset offset collision threshold; or, determine that the vehicle collision event is an offset collision event when the time integral data of the fourth acceleration sensor is less than the first offset collision threshold and the time integral data of the sixth acceleration sensor is less than the second preset offset collision threshold.

[0058] In some embodiments, the processing module is specifically configured to determine the airbag control scheme as controlling the ignition of the airbags on both sides when the vehicle collision event is a high-speed collision event or an offset collision event.

[0059] In some embodiments, when the vehicle collision type is a left-side collision, the acceleration sensor group corresponding to the left-side collision includes at least one of the following: a fourth acceleration sensor and a fifth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body center tunnel and is used to measure the lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the left front door and the left rear door of the vehicle body and is used to measure the lateral acceleration.

[0060] In some embodiments, the processing module is specifically configured to determine the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the fifth acceleration sensor, and the airbag ignition threshold corresponding to the left-side collision when the fifth acceleration sensor is not faulty.

[0061] In some embodiments, the airbag ignition thresholds corresponding to a left collision include a fifth ignition threshold and a sixth ignition threshold; the fifth ignition threshold is determined based on a second time parameter and a fifth preset functional relationship, the second time parameter is the time length between the moment of collision occurrence and the target moment, the target moment is the moment when vehicle collision type analysis starts, and the fifth preset functional relationship is used to reflect the functional relationship between time and acceleration; the sixth ignition threshold is determined based on the second speed change amount corresponding to the fourth acceleration sensor and a sixth preset functional relationship, and the sixth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module is specifically configured to determine that the airbag control scheme is to control the left airbag to ignite when the second speed change amount corresponding to the fourth acceleration sensor is greater than the fifth ignition threshold and the second speed change amount corresponding to the fifth acceleration sensor is less than the sixth ignition threshold.

[0062] In some embodiments, the airbag ignition thresholds corresponding to a left collision include a seventh ignition threshold and an eighth ignition threshold; the seventh ignition threshold is determined based on a second time parameter and a seventh preset functional relationship, the second time parameter is the time length between the moment of collision occurrence and the target moment, the target moment is the moment when vehicle collision type analysis starts, and the seventh preset functional relationship is used to reflect the functional relationship between time and acceleration; the eighth ignition threshold is determined based on the second speed change amount corresponding to the fifth acceleration sensor and an eighth preset functional relationship, and the eighth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module is specifically configured to determine that the airbag control scheme is to control the left airbag to ignite when the second speed change amount corresponding to the fifth acceleration sensor is less than the seventh ignition threshold and the second speed change amount corresponding to the fourth acceleration sensor is greater than the eighth ignition threshold.

[0063] In some embodiments, the processing module is specifically configured to determine the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor and the airbag ignition thresholds corresponding to a left collision in the case where the fifth acceleration sensor fails.

[0064] In some embodiments, the processing module is specifically configured to determine that the airbag control scheme is to control the left airbag to ignite when the second speed change amount corresponding to the fourth acceleration sensor is greater than the airbag ignition thresholds corresponding to a left collision.

[0065] In some embodiments, in the case where the vehicle collision type is a right collision, the acceleration sensor group corresponding to the right collision includes at least one of the following: a fourth acceleration sensor and a sixth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body center tunnel and is used to measure the lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the front and rear doors on the right side of the vehicle body and is used to measure the lateral acceleration.

[0066] In some embodiments, the processing module is specifically configured to determine an airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the sixth acceleration sensor, and the airbag ignition threshold corresponding to a right-side collision when the sixth acceleration sensor is not failed.

[0067] In some embodiments, the airbag ignition threshold corresponding to a right-side collision includes a ninth ignition threshold and a tenth ignition threshold; the ninth ignition threshold is determined based on a third time parameter and a ninth preset functional relationship, where the third time parameter is the time length between the collision occurrence moment and the target moment, the target moment is the moment when vehicle collision type analysis starts, and the ninth preset functional relationship is used to reflect the functional relationship between time and acceleration; the tenth ignition threshold is determined based on the second speed change amount corresponding to the fourth acceleration sensor and a tenth preset functional relationship, and the tenth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module is specifically configured to determine that the airbag control scheme is to control the right-side airbag to ignite when the second speed change amount corresponding to the fourth acceleration sensor is less than the ninth ignition threshold and the second speed change amount corresponding to the sixth acceleration sensor is less than the tenth ignition threshold.

[0068] In some embodiments, the airbag ignition threshold corresponding to a right-side collision includes an eleventh ignition threshold and a twelfth ignition threshold; the eleventh ignition threshold is determined based on a third time parameter and an eleventh preset functional relationship, where the third time parameter is the time length between the collision occurrence moment and the target moment, the target moment is the moment when vehicle collision type analysis starts, and the eleventh preset functional relationship is used to reflect the functional relationship between time and acceleration; the twelfth ignition threshold is determined based on the second speed change amount corresponding to the sixth acceleration sensor and a twelfth preset functional relationship, and the twelfth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module is specifically configured to determine that the airbag control scheme is to control the right-side airbag to ignite when the second speed change amount corresponding to the sixth acceleration sensor is less than the eleventh ignition threshold and the second speed change amount corresponding to the fourth acceleration sensor is less than the twelfth ignition threshold.

[0069] In some embodiments, the processing module is specifically configured to determine an airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor and the airbag ignition threshold corresponding to a right-side collision when the sixth acceleration sensor is failed.

[0070] In some embodiments, the processing module is specifically configured to determine that the airbag control scheme is to control the right-side airbag to ignite when the second speed change amount corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to a right-side collision.

[0071] In some embodiments, in the case where the vehicle collision type is a rear collision, the acceleration sensor group corresponding to the rear collision includes at least one of the following: a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the vehicle body's central tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration.

[0072] In some embodiments, the processing module is specifically configured to determine an airbag control scheme based on at least one of the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, the second speed change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to the rear collision.

[0073] In some embodiments, the airbag ignition threshold corresponding to the rear collision includes a thirteenth ignition threshold and a fourteenth ignition threshold. The thirteenth ignition threshold is determined based on a fourth time parameter and a thirteenth preset functional relationship. The fourth time parameter is the time length between the collision occurrence moment and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The thirteenth preset functional relationship is used to reflect the functional relationship between time and acceleration. The fourteenth ignition threshold is determined based on the second speed change amount corresponding to the first acceleration sensor and a fourteenth preset functional relationship. The fourteenth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration. The processing module is specifically configured to determine that the airbag control scheme is to control the airbag not to ignite when the second speed change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is less than the fourteenth ignition threshold, and the second speed change amount corresponding to the first acceleration sensor is greater than the thirteenth ignition threshold.

[0074] In some embodiments, in the case where the airbag control scheme is determined to be controlling the airbag not to ignite, the communication module is further configured to send a vehicle power-off signal to the vehicle controller.

[0075] In a third aspect, the present application provides a vehicle, which includes: a processor and a memory; the memory stores instructions executable by the processor; when the processor is configured to execute the instructions, the electronic device implements the method of the first aspect above.

[0076] In a fourth aspect, the present application provides a computer-readable storage medium, which includes: computer software instructions; when the computer software instructions run in an electronic device, the electronic device implements the method of the first aspect above.

[0077] Fifth aspect, the present application provides a computer program product, which includes a computer program; when the computer program runs in an electronic device, the electronic device is enabled to implement the method of the first aspect above.

[0078] For the beneficial effects of the second aspect to the fifth aspect above, reference may be made to the corresponding descriptions of the first aspect, which will not be elaborated here. Description of the Drawings

[0079] To more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0080] Figure 1 Structural schematic diagram of a safety airbag control system provided by an embodiment of the present application; Figure 2 Distribution diagram of a vehicle body acceleration sensor provided by an embodiment of the present application; Figure 3 Flowchart of a safety airbag control method provided by an embodiment of the present application; Figure 4 Flowchart of another safety airbag control method provided by an embodiment of the present application; Figure 5 Flowchart of yet another safety airbag control method provided by an embodiment of the present application; Figure 6 Flowchart of yet another safety airbag control method provided by an embodiment of the present application; Figure 7 Flowchart of yet another safety airbag control method provided by an embodiment of the present application; Figure 8 Flowchart of yet another safety airbag control method provided by an embodiment of the present application; Figure 9 Flowchart of yet another safety airbag control method provided by an embodiment of the present application; Figure 10 Flowchart of yet another safety airbag control method provided by an embodiment of the present application; Figure 11 Structural schematic diagram of a safety airbag control device provided by an embodiment of the present application; Figure 12 Structural schematic diagram of a vehicle provided by an embodiment of the present application.

[0081] Reference Signs: Airbag group 100, acceleration sensor group 200, airbag controller 300, first acceleration sensor 201, second acceleration sensor 202, third acceleration sensor 203, fourth acceleration sensor 204, fifth acceleration sensor 205, and sixth acceleration sensor 206. Detailed implementation mode

[0082] In the embodiments of the present application, the terms "first", "second", "third", "fourth", "fifth", and "sixth" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first", "second", "third", "fourth", "fifth", or "sixth" may explicitly or implicitly include one or more of such features.

[0083] In the embodiments of the present application, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, method, article or device comprising such element.

[0084] "A and / or B" includes the following three combinations: only A, only B, and the combination of A and B.

[0085] As described in the background art above, currently in the development process of the vehicle airbag control system, based on considerations such as implementation feasibility and R & D costs, only relevant data of typical collision conditions specified or recommended by collision safety regulations and certification bodies are collected for the matching calibration of airbag ignition parameters of the airbag controller. Based on the feature extraction and comparative analysis of these condition data curves, the fixed airbag ignition parameters can be calibrated to meet the target ignition requirements of each condition in experimental verification.

[0086] However, according to vehicle collision accident feedback events, these typical collision conditions are not sufficient to fully cover the collision event scenarios in reality. The situations when a vehicle collides in reality are very complex, and relevant factors such as the collision speed of the vehicle, the collision object, the collision position and angle may vary greatly from the typical experimental conditions. In this case, the curve characteristics of the collision data obtained from the actual vehicle may be difficult to fully conform to the characteristics of the collision data curves used during the calibration of the ignition parameters, resulting in the inability of the above fixed airbag ignition parameters to achieve the ignition requirements expected by the customer.

[0087] In view of the above problems, an embodiment of the present application provides an airbag control method, including: obtaining data of an acceleration sensor on the vehicle body; determining a vehicle collision type based on the data of the acceleration sensor; determining an airbag control scheme based on the data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type and the airbag ignition threshold corresponding to the vehicle collision type; wherein, the airbag ignition threshold is determined based on a collision time parameter or a collision acceleration parameter. This method can be determined according to the collision time parameter or the collision acceleration parameter, so that the airbag ignition threshold can be dynamically changed, increasing the flexibility of analysis, and can determine the corresponding airbag ignition threshold according to the actual situation, so as to be able to control the airbag more accurately.

[0088] Figure 1 FIG. is a schematic structural diagram of an airbag control system provided by an embodiment of the present application, as Figure 1 shown, the airbag control system includes: an airbag group 100, an acceleration sensor group 200, and an airbag controller 300, wherein the airbag group 100 and the acceleration sensor group 200 are respectively connected to the airbag controller 300.

[0089] The airbag group 100 is configured to perform ignition deployment according to a control instruction of the airbag controller 300.

[0090] In some embodiments, the airbag group 100 includes airbags and air curtains (not shown in the figure).

[0091] Exemplarily, the airbags include a front airbag, a left airbag, and a right airbag, and the air curtains include side air curtains on both sides.

[0092] The acceleration sensor group 200 is configured to measure the acceleration data of the vehicle in real time.

[0093] Exemplarily, as Figure 2 FIG. is a distribution diagram of vehicle body acceleration sensors provided by an embodiment of the present application, as Figure 2 shown, the X-axis is the vehicle body length direction (or referred to as the longitudinal direction), the Y-axis is the vehicle body width direction (or referred to as the transverse direction), the arrow direction represents the positive direction of the output data of each acceleration sensor, and the acceleration sensor group includes a first acceleration sensor 201, a second acceleration sensor 202, a third acceleration sensor 203, a fourth acceleration sensor 204, a fifth acceleration sensor 205, and a sixth acceleration sensor 206.

[0094] Among them, the first acceleration sensor 201 is located on the vehicle body's central tunnel and is used to measure longitudinal acceleration; the second acceleration sensor 202 is located on the left front longitudinal beam of the vehicle body and is used to measure longitudinal acceleration; the third acceleration sensor 203 is located on the right front longitudinal beam of the vehicle body and is used to measure longitudinal acceleration; the fourth acceleration sensor 204 is located on the vehicle body's central tunnel (with a position approximately the same as that of the first acceleration sensor 201) and is used to measure lateral acceleration; the fifth acceleration sensor 205 is located on the longitudinal support column between the left front door and the left rear door of the vehicle body and is used to measure lateral acceleration; the sixth acceleration sensor 206 is located on the longitudinal support column between the left front door and the left rear door of the vehicle body and is used to measure lateral acceleration.

[0095] The descriptions of the first acceleration sensor, the second acceleration sensor, the third acceleration sensor, the fourth acceleration sensor, the fifth acceleration sensor, and the sixth acceleration sensor involved in other parts of this application are understood based on the content of this paragraph and will not be elaborated further hereinafter.

[0096] The airbag controller 300 is used to obtain the acceleration data of the vehicle measured by the acceleration sensor group 200, and based on the acceleration data of the vehicle measured by the acceleration sensor group 200, determine whether the vehicle has collided.

[0097] In some embodiments, the airbag controller 300 is further used to, in the case of a vehicle collision, determine an airbag control scheme based on the acceleration data of the vehicle, and then control the ignition of the airbag group 100 according to the airbag control scheme.

[0098] Figure 3 The flowchart of an airbag control method provided by an embodiment of this application is applied to Figure 1 the airbag controller 300 shown in Figure 3 as shown, and includes the following steps: S100. Obtain the data of the acceleration sensors on the vehicle body.

[0099] In some embodiments, after the vehicle completes the power-on operation, the airbag controller immediately enters the normal working state. After that, the controller continuously collects the data output by each acceleration sensor at a fixed sampling frequency (such as 2 kHz).

[0100] S200. Based on the data of the acceleration sensors, determine the vehicle collision type.

[0101] In some embodiments, the vehicle collision types involved in the airbag control method provided by an embodiment of this application include at least one of the following: forward collision, left collision, right collision, and rear collision. The process of determining each vehicle collision type based on the data of the acceleration sensors will be described in detail hereinafter.

[0102] In some embodiments, before determining the vehicle collision type based on the data of the acceleration sensors, the above method further includes: processing the collected original data using a filtering algorithm to remove the noise in the original data, providing a primary accurate and reliable data basis for subsequent methods.

[0103] S300. Determine an airbag control scheme based on the data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type and the airbag ignition threshold corresponding to the vehicle collision type.

[0104] Wherein, the airbag ignition threshold is determined based on a collision time parameter or a collision acceleration parameter.

[0105] It should be noted that after determining the vehicle collision type, further determine the airbag control scheme in the case of this vehicle collision type based on the data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type and the airbag ignition threshold corresponding to the vehicle collision type.

[0106] In some embodiments, the airbags involved in the embodiments of the present application at least include: a front airbag, a left airbag, a right airbag, and two side air curtains (a left air curtain and a right air curtain).

[0107] It can be understood that the airbag control scheme provided by the embodiments of the present application can determine the vehicle collision type and the airbag control scheme corresponding to the vehicle collision type by comprehensively analyzing the data of multiple body acceleration sensors, and can be analyzed through multiple channels, thereby improving the stability and accuracy of controlling the airbag.

[0108] In some embodiments, the vehicle collision type is determined based on the vehicle's speed change amount and the vehicle.

[0109] Specifically, as Figure 4 shown, the above S200 can be specifically implemented as S210 - S220: S210. Perform a small window integration operation on the data of the acceleration sensor to obtain a first speed change amount corresponding to the acceleration sensor.

[0110] In some embodiments, the first speed change amount obtained by performing the small window integration operation is the speed change amount of the vehicle between the collision occurrence moment and the target moment, and the target moment is the moment when the vehicle collision type analysis starts.

[0111] S220. Determine the vehicle collision type based on the first speed change amount corresponding to the acceleration sensor.

[0112] In some embodiments, due to differences in factors such as the collision position and direction, the acceleration sensors for determining the collision type may also vary. Therefore, there are multiple possible ways to determine the vehicle collision type.

[0113] Specifically, the embodiments of the present application provide the judgment processes for frontal collision, left-side collision, right-side collision, and rear collision. The judgment processes for the above several vehicle collision types will be introduced below.

[0114] A possible implementation manner is that the acceleration sensors for determining the vehicle collision type include Figure 2 the first acceleration sensor 201, the second acceleration sensor 202, and the third acceleration sensor 203 in

[0115] Correspondingly, the above S220 may be specifically implemented as: when the first speed change amount corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor satisfies the frontal collision threshold, determining that the vehicle collision type is a frontal collision.

[0116] Another possible implementation manner is that the acceleration sensors for determining the vehicle collision type include Figure 2 the fourth acceleration sensor 204 and the fifth acceleration sensor 205 in

[0117] Correspondingly, the above S220 may be specifically implemented as: when the first speed change amount corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor satisfies the left-side collision threshold, determining that the vehicle collision type is a left-side collision.

[0118] Yet another possible implementation manner is that the acceleration sensors for determining the vehicle collision type include Figure 2 the fourth acceleration sensor 204 and the sixth acceleration sensor 206 in

[0119] Correspondingly, the above S220 may be specifically implemented as: when the first speed change amount corresponding to at least one of the fourth acceleration sensor and the sixth acceleration sensor satisfies the right-side collision threshold, determining that the vehicle collision type is a right-side collision.

[0120] Yet another possible implementation manner is that the acceleration sensors for determining the vehicle collision type include Figure 2 the first acceleration sensor 201, the second acceleration sensor 202, and the third acceleration sensor 203 in

[0121] Correspondingly, the above S220 can be specifically implemented as follows: when the first speed change amount corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor meets the backward collision threshold, it is determined that the vehicle collision type is a backward collision.

[0122] This application does not specifically limit the above forward collision threshold, left collision threshold, right collision threshold, and backward collision threshold. In actual applications, they can be determined according to different working conditions of different vehicles.

[0123] See Figure 5 , which is the process of determining the vehicle collision type for the airbag control method provided in the embodiment of this application.

[0124] a1. Obtain the data of the acceleration sensors on the vehicle body.

[0125] Among them, the above acceleration sensors include a first acceleration sensor, a second acceleration sensor, a third acceleration sensor, a fourth acceleration sensor, a fifth acceleration sensor, and a sixth acceleration sensor.

[0126] a2. Perform filtering processing on the data of the acceleration sensors.

[0127] a3. Perform a small window integration operation on the data of the acceleration sensors to obtain the first speed change amount corresponding to the acceleration sensors.

[0128] Next, based on the first speed change amount corresponding to the acceleration sensors and the collision thresholds corresponding to the vehicle collision types, determine the collision type of the vehicle (specifically including the following steps a4, a5, a6, and a7).

[0129] a4. When the first speed change amount corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor meets the forward collision threshold, it is determined that the vehicle collision type is a forward collision.

[0130] a5. When the first speed change amount corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor meets the left collision threshold, it is determined that the vehicle collision type is a left collision.

[0131] a6. When the first speed change amount corresponding to at least one of the fourth acceleration sensor and the sixth acceleration sensor meets the right collision threshold, it is determined that the vehicle collision type is a right collision.

[0132] a7. When the first velocity change amount corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor satisfies the rear collision threshold, determine that the vehicle collision type is a rear collision.

[0133] It can be understood that through multi-sensor data acquisition, the same collision type can be judged based on the data of multiple acceleration sensors, which can reduce misjudgment caused by single sensor failure, data abnormality or error, and improve the accuracy and stability of collision type judgment.

[0134] In some embodiments, the airbag control scheme is determined based on the velocity change amount and the airbag ignition threshold corresponding to the vehicle collision type.

[0135] Specifically, as Figure 6 , the above S300 can be specifically implemented as S310 - S320: S310. Perform window integration operation on the data of each acceleration sensor in the acceleration sensor group to obtain the second velocity change amount corresponding to each acceleration sensor.

[0136] In some embodiments, the second velocity change amount obtained by the above window integration operation is the velocity change amount of the vehicle between the collision occurrence moment and the target moment (when starting the vehicle collision type analysis).

[0137] S320. Determine the airbag control scheme based on the second velocity change amount corresponding to each acceleration sensor in the acceleration sensor group and the airbag ignition threshold corresponding to the vehicle collision type.

[0138] It can be understood that it is necessary to obtain the velocity change amount of the vehicle between the collision occurrence moment and the target moment (when starting the vehicle collision type analysis), and determine the airbag control scheme based on this velocity change amount, which can reduce the impact caused by algorithm delay. Thus, the judgment accuracy is improved.

[0139] In some embodiments, the acceleration sensor may fail due to collision during actual use. Therefore, the acceleration sensor failure situation needs to be incorporated into the judgment factors for determining the airbag control scheme.

[0140] Specifically, the above S320 can be specifically implemented as S320a: S320a. Determine the airbag control scheme based on the failure situation of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second velocity change amount corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type.

[0141] It can be understood that adding the failure conditions of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type to the original judgment factors can reduce the problem of misoperation of the airbag ignition caused by the failure of the acceleration sensor, and improve the reliability and safety.

[0142] Similarly, the embodiments of the present application provide possible processes for determining the airbag control scheme in the case of forward collision, left collision, right collision, and rear collision considering the possible failure of the acceleration sensor, which will be introduced separately below.

[0143] I. Forward collision.

[0144] In some embodiments, when the vehicle collision type is a forward collision, the acceleration sensor group corresponding to the forward collision includes at least one of the following: a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor.

[0145] A possible implementation manner is that when the vehicle collision type is a forward collision, the above S320a can be specifically implemented as S410: S410. When at least one of the second acceleration sensor and the third acceleration sensor is not failed, based on at least one of the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, the second speed change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to the forward collision, determine the airbag control scheme.

[0146] In some embodiments, due to the different collision positions when the collision occurs, when the distance between the collision position and the first acceleration is less than the distance between the collision position and the second acceleration sensor and the third acceleration sensor, the data collected by the first acceleration sensor is more accurate than the data of the second acceleration sensor and the third acceleration sensor. Therefore, the second speed change amount corresponding to the first acceleration sensor is used as the main judgment data, and the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor are used as verification data.

[0147] In this case, the airbag ignition threshold corresponding to the forward collision includes a first ignition threshold and a second ignition threshold.

[0148] Among them, the above first ignition threshold is determined based on a first time parameter and a first preset function relationship. The first time parameter is the time length between the collision occurrence moment and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The first preset function relationship is used to reflect the function relationship between time and acceleration.

[0149] It should be noted that the first preset functional relationship is the functional relationship between time and the change in speed in the case of a preset forward collision, with the change in the second speed corresponding to the first acceleration sensor as the main judgment data.

[0150] Among them, the above-mentioned second ignition threshold is determined based on the change in the second speed corresponding to the first acceleration sensor and the second preset functional relationship, and the second preset functional relationship is used to reflect the functional relationship between accelerations.

[0151] It should be noted that the second preset functional relationship is the functional relationship between the change in speed and the change in speed in the case of a preset forward collision, with the change in the second speed corresponding to the second acceleration sensor and the change in the second speed corresponding to the third acceleration sensor as verification data.

[0152] Furthermore, when the change in the second speed corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the second ignition threshold, and the change in the second speed corresponding to the first acceleration sensor is less than the first ignition threshold, it is determined that the airbag control scheme is to control the front airbag to ignite.

[0153] In some other embodiments, due to different collision positions when a collision occurs, when the distance between the collision position and the first acceleration is greater than the distance between the collision position and the second acceleration sensor and the third acceleration sensor, the data collected by the second acceleration sensor and the third acceleration sensor is more accurate than the data of the first acceleration sensor. Therefore, the change in the second speed corresponding to the second acceleration sensor and the change in the second speed corresponding to the third acceleration sensor are used as the main judgment data, and the change in the second speed corresponding to the first acceleration sensor is used as verification data.

[0154] In this case, the airbag ignition thresholds corresponding to the forward collision include a third ignition threshold and a fourth ignition threshold.

[0155] Among them, the above-mentioned third ignition threshold is determined based on the first time parameter and the third preset functional relationship. The first time parameter is the time length between the moment when the collision occurs and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The third preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0156] It should be noted that the third preset functional relationship is the functional relationship between time and the change in speed in the case of presetting the change in the second speed corresponding to the second acceleration sensor and the change in the second speed corresponding to the third acceleration sensor as the main judgment data.

[0157] Wherein, the above fourth ignition threshold is determined based on the maximum value of the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, and a fourth preset functional relationship, and the fourth preset functional relationship is used to reflect the functional relationship between accelerations; It should be noted that the fourth preset functional relationship is the functional relationship between speed change amounts when the second speed change amount corresponding to the first acceleration sensor is used as verification data preset.

[0158] Furthermore, when the second speed change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the third ignition threshold, and the second speed change amount corresponding to the first acceleration sensor is less than the fourth ignition threshold, the airbag control scheme is determined to be controlling the frontal airbag to ignite.

[0159] In some embodiments, the judgment processes of using the second speed change amount corresponding to the first acceleration sensor as the main judgment data and using the second acceleration sensor and the second speed change amount corresponding to the second acceleration sensor as the main judgment data can be executed simultaneously, or only one of them can be executed, and the present application does not limit this.

[0160] Another possible implementation manner is that when the vehicle collision type is a frontal collision, the above S320a can be specifically implemented as S420: S420. When both the second acceleration sensor and the third acceleration sensor fail, based on the second speed change amount corresponding to the first acceleration sensor and the airbag ignition threshold corresponding to the frontal collision, determine the airbag control scheme.

[0161] Specifically, when the second speed change amount corresponding to the first acceleration sensor is less than the airbag ignition threshold corresponding to the frontal collision, the airbag control scheme is determined to be controlling the frontal airbag to ignite.

[0162] Wherein, the airbag ignition threshold is the threshold of the second speed change amount corresponding to the first acceleration sensor that needs to be satisfied for determining that the airbag control scheme is to control the frontal airbag to ignite when both the second acceleration sensor and the third acceleration sensor fail preset.

[0163] In some embodiments, the airbag group of the vehicle includes an air curtain. Since the vehicle may roll over during a collision, it is necessary to analyze whether to control the air curtain to ignite.

[0164] Specifically, the analysis process of whether to control the air curtain to ignite includes the following steps S501 - S502: S501. Determine a vehicle collision event based on the data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type.

[0165] A possible implementation is to perform a time integration operation on the data of each acceleration sensor in the acceleration sensor group based on a first time parameter to obtain the time integration data of each acceleration sensor, and determine the vehicle collision event based on the time integration data of each acceleration sensor in the acceleration sensor group.

[0166] Wherein, the first time parameter is the time length between the collision occurrence time and the target time, and the target time is the time when the vehicle collision type analysis starts.

[0167] In some embodiments, the vehicle collision event includes a high-speed collision and / or an offset collision.

[0168] In some embodiments, when the vehicle collision type is a frontal collision, the acceleration sensor group corresponding to the frontal collision includes a first acceleration sensor.

[0169] In this case, when the time integration data of the first acceleration sensor is less than the high-speed collision threshold, it is determined that the vehicle collision event is a high-speed collision event.

[0170] In some embodiments, when the vehicle collision type is a frontal collision, the acceleration sensor group corresponding to the frontal collision includes a fourth acceleration sensor, a fifth acceleration sensor, and a sixth acceleration sensor.

[0171] In this case, when the time integration data of the fourth acceleration sensor is greater than the first offset collision threshold and the time integration data of the fifth acceleration sensor is less than the second preset offset collision threshold, it is determined that the vehicle collision event is an offset collision event; or, when the time integration data of the fourth acceleration sensor is less than the first offset collision threshold and the time integration data of the sixth acceleration sensor is less than the second preset offset collision threshold, it is determined that the vehicle collision event is an offset collision event.

[0172] S502. Determine an airbag control scheme based on the vehicle collision event.

[0173] In some embodiments, when the vehicle collision event is a high-speed collision event or an offset collision event, it is determined that the airbag control scheme is to control the ignition of the side airbags.

[0174] It can be understood that the embodiments of the present application consider the ignition control of the side airbags, which can improve the vehicle safety. At the same time, the judgment is made through multiple channels based on the data of multiple sensors, reducing the possibility of misjudgment and improving the control accuracy.

[0175] In some embodiments, the implementation of the present application for the ignition control of the side air curtains on both sides can be executed when it is determined that the vehicle collision type is a frontal collision, or it can be executed without relying on the determination of the vehicle collision type. The present application does not make any limitations in this regard.

[0176] The following introduces a safety airbag control scheme for considering sensor failure and the ignition of the side air curtains on both sides in the case of a frontal collision through an embodiment.

[0177] Assume that the second speed change amounts corresponding to the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor are n1, n2, and n3 respectively, and the first ignition threshold, the second ignition threshold, the third ignition threshold, and the fourth ignition threshold are m1, m2, m3, and m4 respectively. The time integral data of the first acceleration sensor, the fourth acceleration sensor, the fifth acceleration sensor, and the sixth acceleration sensor are t1, t4, t5, and t6 respectively.

[0178] As Figure 7 shown, the process starts, enters the analysis of the safety airbag control scheme for frontal collision, and then, steps b210 - b240 and b310 - b330 are executed respectively: b210. Perform window integration operation on the data of the acceleration sensor group corresponding to the frontal collision to obtain the second speed change amount corresponding to each acceleration sensor.

[0179] Among them, the acceleration sensor group includes the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor.

[0180] b220. Determine whether both the second acceleration sensor and the third acceleration sensor fail.

[0181] If the judgment result in b220 is yes (that is, both the second acceleration sensor and the third acceleration sensor fail), execute step b240; otherwise, execute b230: b230. Determine whether it satisfies: at least one of n2 and n3 is greater than m2, and n1 is less than m1; or, determine whether it satisfies: at least one of n2 and n3 is greater than m3, and n1 is less than m4.

[0182] b240. Determine whether it satisfies: n1 is less than the safety airbag ignition threshold corresponding to the frontal collision.

[0183] If the judgment results of b230 and b240 are yes, determine that the safety airbag control scheme is to control the ignition of the front airbag; if the judgment results of b230 and b240 are no, return to execute step b210 respectively.

[0184] b310. Perform time integration operations on the data of each acceleration sensor in the forward collision acceleration sensor group to obtain the time integration data of each acceleration sensor.

[0185] Among them, the acceleration sensor group includes a first acceleration sensor, a fourth acceleration sensor, a fifth acceleration sensor, and a sixth acceleration sensor.

[0186] Next, perform b320 and b330 respectively: b320. Determine whether the following condition is satisfied: t1 is less than the high-speed collision threshold.

[0187] If the judgment result of b320 is yes, determine that the vehicle collision event is a high-speed collision event; otherwise, return to b310.

[0188] b330. Determine whether the following condition is satisfied: t4 is greater than the first offset collision threshold and t5 is less than the second preset offset collision threshold; or, t4 is less than the first offset collision threshold and t6 is less than the second preset offset collision threshold.

[0189] If the judgment result of b330 is yes, determine that the vehicle collision event is an offset collision event; otherwise, return to b310.

[0190] b400. When the airbag control scheme is to control the ignition of the front airbag and the vehicle collision event includes at least one of a high-speed collision event and an offset collision event, determine that the air curtain control scheme further includes controlling the ignition of the side air curtains.

[0191] II. Left-side collision.

[0192] In some embodiments, when the vehicle collision type is a left-side collision, the acceleration sensor group corresponding to the left-side collision includes at least one of the following: a fourth acceleration sensor and a fifth acceleration sensor.

[0193] A possible implementation. When the vehicle collision type is a left-side collision, the above S320a can be specifically implemented as S610: S610. When the fifth acceleration sensor is not faulty, determine the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the fifth acceleration sensor, and the airbag ignition threshold corresponding to the left-side collision.

[0194] In some embodiments, due to different collision positions when a collision occurs, when the distance between the collision position and the fourth acceleration is less than the distance between the collision position and the fifth acceleration sensor and the third acceleration sensor, the data collected by the fourth acceleration sensor is more accurate than the data collected by the fifth acceleration sensor. Therefore, the second velocity change amount corresponding to the fourth acceleration sensor is used as the main judgment data, and the second velocity change amount corresponding to the fifth acceleration sensor is used as verification data.

[0195] In this case, the airbag ignition thresholds corresponding to a left-side collision include a fifth ignition threshold and a sixth ignition threshold.

[0196] Among them, the above-mentioned fifth ignition threshold is determined based on a second time parameter and a fifth preset functional relationship. The second time parameter is the time length between the moment when the collision occurs and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The fifth preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0197] It should be noted that the fifth preset functional relationship is the functional relationship between time and velocity change amount under the condition that the second velocity change amount corresponding to the fourth acceleration sensor is used as the main judgment data in the preset left-side collision case.

[0198] Among them, the above-mentioned sixth ignition threshold is determined based on the second velocity change amount corresponding to the fourth acceleration sensor and a sixth preset functional relationship. The sixth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration.

[0199] It should be noted that the sixth preset functional relationship is the functional relationship between velocity change amounts under the condition that the second velocity change amount corresponding to the fifth acceleration sensor is used as verification data in the preset left-side collision case.

[0200] Furthermore, when the second velocity change amount corresponding to the fourth acceleration sensor is greater than the fifth ignition threshold and the second velocity change amount corresponding to the fifth acceleration sensor is less than the sixth ignition threshold, it is determined that the airbag control scheme is to control the left-side airbag to ignite.

[0201] In other embodiments, due to different collision positions when a collision occurs, when the distance between the collision position and the fourth acceleration is greater than the distance between the collision position and the fifth acceleration sensor and the third acceleration sensor, the data collected by the fifth acceleration sensor is more accurate than the data collected by the fourth acceleration sensor. Therefore, the second velocity change amount corresponding to the fifth acceleration sensor is used as the main judgment data, and the second velocity change amount corresponding to the fourth acceleration sensor is used as verification data.

[0202] In this case, the airbag ignition thresholds corresponding to a left collision include a seventh ignition threshold and an eighth ignition threshold.

[0203] Among them, the above-mentioned seventh ignition threshold is determined based on a second time parameter and a seventh preset functional relationship. The second time parameter is the time length between the moment of collision and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The seventh preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0204] It should be noted that the seventh preset functional relationship is a functional relationship between time and the change in the second speed corresponding to the fifth acceleration sensor as the main judgment data under the preset left collision condition.

[0205] Among them, the above-mentioned eighth ignition threshold is determined based on the change in the second speed corresponding to the fifth acceleration sensor and an eighth preset functional relationship. The eighth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration.

[0206] It should be noted that the eighth preset functional relationship is a functional relationship between the change in speed and the change in speed under the condition that the change in the second speed corresponding to the fourth acceleration sensor is used as the verification data under the preset left collision condition.

[0207] Furthermore, when the change in the second speed corresponding to the fifth acceleration sensor is less than the seventh ignition threshold and the change in the second speed corresponding to the fourth acceleration sensor is greater than the eighth ignition threshold, it is determined that the airbag control scheme is to control the ignition of the left airbag.

[0208] In some embodiments, the judgment processes of using the change in the second speed corresponding to the fourth acceleration sensor as the main judgment data and using the change in the second speed corresponding to the fifth acceleration sensor as the main judgment data can be executed simultaneously or only one of them is executed. This application does not make a limitation on this.

[0209] Another possible implementation manner is that when the vehicle collision type is a left collision, the above S320a can also be specifically implemented as S620: S620. When the fifth acceleration sensor fails, based on the change in the second speed corresponding to the fourth acceleration sensor and the airbag ignition thresholds corresponding to the left collision, determine the airbag control scheme.

[0210] Specifically, when the change in the second speed corresponding to the fourth acceleration sensor is greater than the airbag ignition thresholds corresponding to the left collision, it is determined that the airbag control scheme is to control the ignition of the left airbag.

[0211] Among them, the airbag ignition threshold is a threshold of the second speed change amount corresponding to the fourth acceleration sensor that is preset to determine that the airbag control scheme is to control the ignition of the left airbag in the case of the failure of the fifth acceleration sensor.

[0212] The following introduces the analysis process of determining the airbag control scheme in the case of a left collision in conjunction with the accompanying drawings.

[0213] Assume that the second speed change amounts corresponding to the fourth acceleration sensor and the fifth acceleration sensor are n4 and n5 respectively, and the fifth ignition threshold, the sixth ignition threshold, the seventh ignition threshold, and the eighth ignition threshold are m5, m6, m7, and m8 respectively.

[0214] As Figure 8 shown, the process starts, enters the analysis of the airbag control scheme for a left collision, and then, steps c210 - c240 are executed: c210. Perform window integration operation on the data of the acceleration sensor group corresponding to the left collision to obtain the second speed change amount corresponding to each acceleration sensor.

[0215] Among them, the acceleration sensor group corresponding to the left collision includes the fourth acceleration sensor and the fifth acceleration sensor.

[0216] c220. Determine whether the fifth acceleration sensor fails.

[0217] If the judgment result in c220 is yes (i.e., the fifth acceleration sensor fails), step c240 is executed; otherwise, c230 is executed: c230. Determine whether it satisfies: n4 is greater than m5 and n5 is less than m6; or, determine whether it satisfies: n5 is less than m7 and n4 is greater than m8.

[0218] c240. Determine whether it satisfies: n4 is greater than the airbag ignition threshold corresponding to the left collision.

[0219] If the judgment results of c230 and c240 are yes, determine that the airbag control scheme is to control the ignition of the left airbag; if the judgment results of c230 and c240 are no, return to execute step c210 respectively.

[0220] III. Right collision.

[0221] In some embodiments, in the case where the vehicle collision type is a right collision, the acceleration sensor group corresponding to the right collision includes at least one of the following: the fourth acceleration sensor and the sixth acceleration sensor.

[0222] A possible implementation manner, in the case where the vehicle collision type is a right collision, the above S320a can be specifically implemented as S710: S710. When the sixth acceleration sensor is not failed, determine the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the sixth acceleration sensor, and the airbag ignition threshold corresponding to the left collision.

[0223] In some embodiments, since the collision positions are different when a collision occurs, when the distance between the collision position and the fourth acceleration is less than the distance between the collision position and the sixth acceleration sensor and the third acceleration sensor, the data collected by the fourth acceleration sensor is more accurate than the data collected by the sixth acceleration sensor. Therefore, the second speed change amount corresponding to the fourth acceleration sensor is used as the main judgment data, and the second speed change amount corresponding to the sixth acceleration sensor is used as the verification data.

[0224] In this case, the airbag ignition thresholds corresponding to the right collision include the ninth ignition threshold and the tenth ignition threshold.

[0225] Among them, the above-mentioned ninth ignition threshold is determined based on the third time parameter and the ninth preset function relationship. The third time parameter is the time length between the moment when the collision occurs and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The ninth preset function relationship is used to reflect the functional relationship between time and acceleration.

[0226] It should be noted that the ninth preset function relationship is preset for the functional relationship between time and speed change amount in the case of a right collision with the second speed change amount corresponding to the fourth acceleration sensor as the main judgment data.

[0227] Among them, the above-mentioned tenth ignition threshold is determined based on the second speed change amount corresponding to the fourth acceleration sensor and the tenth preset function relationship. The tenth preset function relationship is used to reflect the functional relationship between acceleration and acceleration.

[0228] It should be noted that the tenth preset function relationship is the functional relationship between speed change amount and speed change amount in the case of a right collision with the second speed change amount corresponding to the sixth acceleration sensor as the verification data.

[0229] Further, when the second speed change amount corresponding to the fourth acceleration sensor is less than the ninth ignition threshold and the second speed change amount corresponding to the sixth acceleration sensor is less than the tenth ignition threshold, determine that the airbag control scheme is to control the right airbag to ignite.

[0230] In some other embodiments, due to the different collision positions when a collision occurs, when the distance between the collision position and the fourth acceleration is greater than the distance between the collision position and the sixth acceleration sensor and the third acceleration sensor, the data collected by the sixth acceleration sensor is more accurate than the data collected by the fourth acceleration sensor. Therefore, the second velocity change amount corresponding to the sixth acceleration sensor is used as the main judgment data, and the second velocity change amount corresponding to the fourth acceleration sensor is used as verification data.

[0231] In this case, the airbag ignition thresholds corresponding to a right-side collision include an eleventh ignition threshold and a twelfth ignition threshold.

[0232] Among them, the above-mentioned eleventh ignition threshold is determined based on a third time parameter and an eleventh preset functional relationship. The eleventh time parameter is the time length between the moment when the collision occurs and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The eleventh preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0233] It should be noted that the eleventh preset functional relationship is the functional relationship between time and velocity change amount in the case of a preset right-side collision with the second velocity change amount corresponding to the sixth acceleration sensor as the main judgment data.

[0234] Among them, the above-mentioned twelfth ignition threshold is determined based on the second velocity change amount corresponding to the sixth acceleration sensor and a twelfth preset functional relationship. The twelfth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration.

[0235] It should be noted that the twelfth preset functional relationship is the functional relationship between velocity change amounts in the case of a preset right-side collision with the second velocity change amount corresponding to the fourth acceleration sensor as verification data.

[0236] Furthermore, when the second velocity change amount corresponding to the sixth acceleration sensor is less than the eleventh ignition threshold and the second velocity change amount corresponding to the fourth acceleration sensor is less than the twelfth ignition threshold, it is determined that the airbag control scheme is to control the ignition of the right-side airbag.

[0237] In some embodiments, the judgment processes of using the second velocity change amount corresponding to the fourth acceleration sensor as the main judgment data and using the second velocity change amount corresponding to the sixth acceleration sensor as the main judgment data can be executed simultaneously or only one of them is executed. The present application does not limit this.

[0238] Another possible implementation manner is that when the vehicle collision type is a right-side collision, the above S320a can also be specifically implemented as S720: S720. When the sixth acceleration sensor fails, determine the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor and the airbag ignition threshold corresponding to the left collision.

[0239] Specifically, when the second speed change amount corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to the right collision, determine that the airbag control scheme is to control the ignition of the left airbag.

[0240] Among them, the airbag ignition threshold is a preset threshold of the second speed change amount corresponding to the fourth acceleration sensor that needs to be satisfied when determining that the airbag control scheme is to control the ignition of the right airbag in the case of the failure of the sixth acceleration sensor.

[0241] The following introduces the analysis process of determining the airbag control scheme in the case of a right collision in combination with the accompanying drawings.

[0242] Assume that the second speed change amounts corresponding to the fourth acceleration sensor and the sixth acceleration sensor are n4 and n6 respectively, and the ninth ignition threshold, tenth ignition threshold, eleventh ignition threshold, and twelfth ignition threshold are m9, m10, m11, and m12 respectively.

[0243] As Figure 9 shown, the process starts, enters the analysis of the airbag control scheme for the right collision, and then, execute d210 - d240: d210. Perform window integration operation on the data of the acceleration sensor group corresponding to the right collision to obtain the second speed change amount corresponding to each acceleration sensor.

[0244] Among them, the acceleration sensor group corresponding to the right collision includes the fourth acceleration sensor and the sixth acceleration sensor.

[0245] d220. Determine whether the sixth acceleration sensor fails.

[0246] If the judgment result in d220 is yes (that is, the sixth acceleration sensor fails), execute step d240, otherwise execute d230: d230. Determine whether it satisfies: n4 is less than m9, and n6 is less than m10; or, determine whether it satisfies: n6 is less than m11, and n4 is less than m12.

[0247] d240. Determine whether it satisfies: n4 is greater than the airbag ignition threshold corresponding to the right collision.

[0248] If the judgment results of d230 and d240 are yes, determine that the airbag control scheme is to control the ignition of the right airbag; if the judgment results of d230 and d240 are no, return to execute step d210 respectively.

[0249] IV. Rear collision.

[0250] In some embodiments, when the vehicle collision type is a rear collision, the acceleration sensor group corresponding to the rear collision includes at least one of the following: a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor.

[0251] A possible implementation is that when the vehicle collision type is a rear collision, the above S320 can be specifically implemented as S320b: S320b. Determine the airbag control scheme based on at least one of the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, the second speed change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to the rear collision.

[0252] In some embodiments, in a rear collision, the distance between the collision position and the first acceleration sensor is farther than the distance between the second acceleration sensor and the third acceleration sensor. Therefore, the second speed change amount corresponding to the first acceleration sensor is used as the main judgment data, and the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor are used as verification data.

[0253] In some embodiments, the airbag ignition thresholds corresponding to the rear collision include a thirteenth ignition threshold and a fourteenth ignition threshold.

[0254] Among them, the above thirteenth ignition threshold is determined based on a fourth time parameter and a thirteenth preset functional relationship. The fourth time parameter is the time length between the moment of collision and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The thirteenth preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0255] It should be noted that the thirteenth preset functional relationship is the functional relationship between time and speed change amount in the case of a preset rear collision with the second speed change amount corresponding to the first acceleration sensor as the main judgment data.

[0256] Among them, the above fourteenth ignition threshold is determined based on the second speed change amount corresponding to the first acceleration sensor and a fourteenth preset functional relationship. The fourteenth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration.

[0257] It should be noted that the fourteenth preset functional relationship is the functional relationship between speed change amounts in the case of a preset rear collision with the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor as verification data.

[0258] Further, when the second velocity change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is less than the fourteenth ignition threshold, and the second velocity change amount corresponding to the first acceleration sensor is greater than the thirteenth ignition threshold, it is determined that the airbag control scheme is to control the airbag not to ignite.

[0259] In some embodiments, to further avoid safety problems caused by vehicle collisions, when it is determined that the airbag control scheme is to control the airbag not to ignite, a vehicle power-off signal is sent to the vehicle controller, and then the vehicle is powered off.

[0260] The embodiments of the present application do not limit the specific content of the above first preset functional relationship, second preset functional relationship, third preset functional relationship, fourth preset functional relationship, fifth preset functional relationship, sixth preset functional relationship, seventh preset functional relationship, eighth preset functional relationship, ninth preset functional relationship, tenth preset functional relationship, eleventh preset functional relationship, twelfth preset functional relationship, thirteenth preset functional relationship, and fourteenth preset functional relationship. In actual applications, it can be determined through actual collision tests according to different working conditions of the vehicle.

[0261] The process of determining the airbag control scheme in the case of a rear collision will be introduced below with reference to the accompanying drawings.

[0262] As Figure 10 shown, the process starts, enters the analysis of the airbag control scheme for a right collision, e1. Perform window integration operation on the data of the acceleration sensor group corresponding to the rear collision to obtain the second velocity change amount corresponding to each acceleration sensor.

[0263] Among them, the acceleration sensor group corresponding to the rear collision includes a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor.

[0264] e2. When the second velocity change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is less than the fourteenth ignition threshold, and the second velocity change amount corresponding to the first acceleration sensor is greater than the thirteenth ignition threshold, it is determined that the airbag control scheme is to control the airbag not to ignite.

[0265] e3. When it is determined that the airbag control scheme is to control the airbag not to ignite, a vehicle power-off signal is sent to the vehicle controller, and then the vehicle is powered off.

[0266] It can be understood that the airbag control method provided by the embodiments of the present application obtains data from multiple vehicle sensors, and based on the data of multiple sensors, through multiple channels, determines the collision type of the vehicle and the corresponding airbag control scheme. When making the determination, it determines whether the acceleration data reaches the ignition threshold of the airbag based on a functional relationship, which can improve the accuracy of analysis from multiple perspectives, avoid misjudgment caused by the failure of the acceleration sensor and the complexity of the actual situation, improve the flexibility and accuracy of the determination, and thus improve the riding safety.

[0267] As can be seen, the above mainly introduces the solutions provided by the embodiments of the present application from the perspective of the method. To implement the above functions, the embodiments of the present application provide the corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should easily realize that, in combination with the modules and algorithm steps of each example described in the embodiments disclosed herein, the embodiments of the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is executed in the form of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present invention.

[0268] The embodiments of the present application can divide the functional modules of the airbag control device according to the above method examples. For example, each functional module can be divided corresponding to each function, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. Optionally, the division of modules in the embodiments of the present application is illustrative, only a logical function division, and there can be other division methods in actual implementation.

[0269] Figure 11 FIG. is a schematic structural diagram of an airbag control device provided by an embodiment of the present application, as Figure 11 shown, the airbag control device 400 includes a communication module 401 and a processing module 402.

[0270] The communication module 401 is used to obtain the data of the acceleration sensor on the vehicle body; The processing module 402 is used to determine the vehicle collision type based on the data of the acceleration sensor; The processing module 402 is further used to determine the airbag control scheme based on the data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type and the airbag ignition threshold corresponding to the vehicle collision type; wherein, the airbag ignition threshold is determined based on the collision time parameter or the collision acceleration parameter.

[0271] In some embodiments, the processing module 402 is specifically configured to perform a small-window integration operation on the data of the acceleration sensor to obtain a first velocity change amount corresponding to the acceleration sensor; and determine the vehicle collision type based on the first velocity change amount corresponding to the acceleration sensor.

[0272] In some embodiments, the acceleration sensor includes a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the vehicle body's central tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the processing module 402 is specifically configured to determine that the vehicle collision type is a forward collision when the first velocity change amount corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor satisfies the forward collision threshold.

[0273] In some embodiments, the acceleration sensor includes a fourth acceleration sensor and a fifth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body's central tunnel and is used to measure the lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the left front door and the rear door of the vehicle body and is used to measure the lateral acceleration; the processing module 402 is specifically configured to determine that the vehicle collision type is a left collision when the first velocity change amount corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor satisfies the left collision threshold.

[0274] In some embodiments, the acceleration sensor includes a fourth acceleration sensor and a sixth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body's central tunnel and is used to measure the lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the left front door and the rear door of the vehicle body and is used to measure the lateral acceleration; the processing module 402 is specifically configured to determine that the vehicle collision type is a right collision when the first velocity change amount corresponding to at least one of the fourth acceleration sensor and the sixth acceleration sensor satisfies the right collision threshold.

[0275] In some embodiments, the acceleration sensor includes a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the vehicle body's central tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the processing module 402 is specifically configured to determine that the vehicle collision type is a rearward collision when the first velocity change amount corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor satisfies the rearward collision threshold.

[0276] In some embodiments, the processing module 402 is specifically configured to perform window integration operations on the data of each acceleration sensor in the acceleration sensor group to obtain the second velocity change amount corresponding to each acceleration sensor; and determine the airbag control scheme based on the second velocity change amount corresponding to each acceleration sensor in the acceleration sensor group and the airbag ignition threshold corresponding to the vehicle collision type.

[0277] In some embodiments, the processing module 402 is specifically configured to determine the airbag control scheme based on the failure conditions of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second velocity change amount corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type.

[0278] In some embodiments, when the vehicle collision type is a frontal collision, the acceleration sensor group corresponding to the frontal collision includes at least one of the following: a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the vehicle body center tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration.

[0279] In some embodiments, the processing module 402 is specifically configured to, when at least one of the second acceleration sensor and the third acceleration sensor is not failed, determine the airbag control scheme based on at least one of the second velocity change amount corresponding to the second acceleration sensor and the second velocity change amount corresponding to the third acceleration sensor, the second velocity change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to the frontal collision.

[0280] In some embodiments, the airbag ignition threshold corresponding to the frontal collision includes a first ignition threshold and a second ignition threshold; the first ignition threshold is determined based on a first time parameter and a first preset functional relationship, the first time parameter is the time length between the collision occurrence moment and the target moment, the target moment is the moment when the vehicle collision type analysis starts, and the first preset functional relationship is used to reflect the functional relationship between time and acceleration; the second ignition threshold is determined based on the second velocity change amount corresponding to the first acceleration sensor and a second preset functional relationship, and the second preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module 402 is specifically configured to, when the second velocity change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the second ignition threshold, and the second velocity change amount corresponding to the first acceleration sensor is less than the first ignition threshold, determine that the airbag control scheme is to control the frontal airbag to ignite.

[0281] In some embodiments, the airbag ignition thresholds corresponding to a forward collision include a third ignition threshold and a fourth ignition threshold; the third ignition threshold is determined based on a first time parameter and a third preset functional relationship, where the first time parameter is the time length between the moment of collision occurrence and a target moment, the target moment is the moment when vehicle collision type analysis starts, and the third preset functional relationship is used to reflect the functional relationship between time and acceleration; the fourth ignition threshold is determined based on the maximum value of the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, and a fourth preset functional relationship, where the fourth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module 402 is specifically configured to determine that the airbag control scheme is to control the frontal airbag to ignite when the second speed change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the third ignition threshold, and the second speed change amount corresponding to the first acceleration sensor is less than the fourth ignition threshold.

[0282] In some embodiments, the processing module 402 is specifically configured to determine the airbag control scheme based on the second speed change amount corresponding to the first acceleration sensor and the airbag ignition thresholds corresponding to the forward collision when both the second acceleration sensor and the third acceleration sensor fail.

[0283] In some embodiments, the processing module 402 is specifically configured to determine that the airbag control scheme is to control the frontal airbag to ignite when the second speed change amount corresponding to the first acceleration sensor is less than the airbag ignition thresholds corresponding to the forward collision.

[0284] In some embodiments, the processing module 402 is further configured to determine a vehicle collision event based on the data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type; and determine an air curtain control scheme based on the vehicle collision event.

[0285] In some embodiments, the processing module 402 is specifically configured to perform a time integration operation on the data of each acceleration sensor in the acceleration sensor group based on the first time parameter to obtain the time integration data of each acceleration sensor; where the first time parameter is the time length between the moment of collision occurrence and the target moment, and the target moment is the moment when vehicle collision type analysis starts; and determine a vehicle collision event based on the time integration data of each acceleration sensor in the acceleration sensor group.

[0286] In some embodiments, in the case where the vehicle collision type is a frontal collision, the acceleration sensor group corresponding to the frontal collision includes a first acceleration sensor located on the vehicle body's central tunnel for measuring longitudinal acceleration; a processing module 402, specifically configured to determine that the vehicle collision event is a high-speed collision event when the time integral data of the first acceleration sensor is less than the high-speed collision threshold.

[0287] In some embodiments, in the case where the vehicle collision type is a frontal collision, the acceleration sensor group corresponding to the frontal collision includes a fourth acceleration sensor, a fifth acceleration sensor, and a sixth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body's central tunnel for measuring lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the left front door and the left rear door of the vehicle body for measuring lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the left front door and the left rear door of the vehicle body for measuring lateral acceleration; a processing module 402, specifically configured to determine that the vehicle collision event is an offset collision event when the time integral data of the fourth acceleration sensor is greater than the first offset collision threshold and the time integral data of the fifth acceleration sensor is less than the second preset offset collision threshold; or, determine that the vehicle collision event is an offset collision event when the time integral data of the fourth acceleration sensor is less than the first offset collision threshold and the time integral data of the sixth acceleration sensor is less than the second preset offset collision threshold.

[0288] In some embodiments, the processing module 402 is specifically configured to determine that the air curtain control scheme is to control the ignition of the air curtains on both sides when the vehicle collision event is a high-speed collision event or an offset collision event.

[0289] In some embodiments, in the case where the vehicle collision type is a left-side collision, the acceleration sensor group corresponding to the left-side collision includes at least one of the following: a fourth acceleration sensor and a fifth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body's central tunnel for measuring lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the left front door and the left rear door of the vehicle body for measuring lateral acceleration.

[0290] In some embodiments, the processing module 402 is specifically configured to determine the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the fifth acceleration sensor, and the airbag ignition threshold corresponding to the left-side collision when the fifth acceleration sensor is not failed.

[0291] In some embodiments, the airbag ignition thresholds corresponding to a left collision include a fifth ignition threshold and a sixth ignition threshold; the fifth ignition threshold is determined based on a second time parameter and a fifth preset functional relationship, where the second time parameter is the time length between the moment of collision occurrence and a target moment, the target moment is the moment when vehicle collision type analysis starts, and the fifth preset functional relationship is used to reflect the functional relationship between time and acceleration; the sixth ignition threshold is determined based on a second speed change amount corresponding to a fourth acceleration sensor and a sixth preset functional relationship, and the sixth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module 402 is specifically configured to determine that the airbag control scheme is to control the left airbag to ignite when the second speed change amount corresponding to the fourth acceleration sensor is greater than the fifth ignition threshold and the second speed change amount corresponding to a fifth acceleration sensor is less than the sixth ignition threshold.

[0292] In some embodiments, the airbag ignition thresholds corresponding to a left collision include a seventh ignition threshold and an eighth ignition threshold; the seventh ignition threshold is determined based on a second time parameter and a seventh preset functional relationship, where the second time parameter is the time length between the moment of collision occurrence and a target moment, the target moment is the moment when vehicle collision type analysis starts, and the seventh preset functional relationship is used to reflect the functional relationship between time and acceleration; the eighth ignition threshold is determined based on a second speed change amount corresponding to a fifth acceleration sensor and an eighth preset functional relationship, and the eighth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module 402 is specifically configured to determine that the airbag control scheme is to control the left airbag to ignite when the second speed change amount corresponding to the fifth acceleration sensor is less than the seventh ignition threshold and the second speed change amount corresponding to the fourth acceleration sensor is greater than the eighth ignition threshold.

[0293] In some embodiments, the processing module 402 is specifically configured to determine the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor and the airbag ignition thresholds corresponding to a left collision when the fifth acceleration sensor fails.

[0294] In some embodiments, the processing module 402 is specifically configured to determine that the airbag control scheme is to control the left airbag to ignite when the second speed change amount corresponding to the fourth acceleration sensor is greater than the airbag ignition thresholds corresponding to a left collision.

[0295] In some embodiments, in the case where the vehicle collision type is a right collision, the acceleration sensor group corresponding to the right collision includes at least one of the following: a fourth acceleration sensor and a sixth acceleration sensor; wherein, the fourth acceleration sensor is located on the vehicle body center tunnel and is used to measure the lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the front and rear doors on the right side of the vehicle body and is used to measure the lateral acceleration.

[0296] In some embodiments, the processing module 402 is specifically configured to determine an airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the sixth acceleration sensor, and the airbag ignition threshold corresponding to the right-side collision when the sixth acceleration sensor is not failed.

[0297] In some embodiments, the airbag ignition threshold corresponding to the right-side collision includes a ninth ignition threshold and a tenth ignition threshold; the ninth ignition threshold is determined based on a third time parameter and a ninth preset functional relationship, where the third time parameter is the time length between the collision occurrence moment and the target moment, the target moment is the moment when the vehicle collision type analysis starts, and the ninth preset functional relationship is used to reflect the functional relationship between time and acceleration; the tenth ignition threshold is determined based on the second speed change amount corresponding to the fourth acceleration sensor and a tenth preset functional relationship, and the tenth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module 402 is specifically configured to determine that the airbag control scheme is to control the ignition of the right-side airbag when the second speed change amount corresponding to the fourth acceleration sensor is less than the ninth ignition threshold and the second speed change amount corresponding to the sixth acceleration sensor is less than the tenth ignition threshold.

[0298] In some embodiments, the airbag ignition threshold corresponding to the right-side collision includes an eleventh ignition threshold and a twelfth ignition threshold; the eleventh ignition threshold is determined based on a third time parameter and an eleventh preset functional relationship, where the third time parameter is the time length between the collision occurrence moment and the target moment, the target moment is the moment when the vehicle collision type analysis starts, and the eleventh preset functional relationship is used to reflect the functional relationship between time and acceleration; the twelfth ignition threshold is determined based on the second speed change amount corresponding to the sixth acceleration sensor and a twelfth preset functional relationship, and the twelfth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module 402 is specifically configured to determine that the airbag control scheme is to control the ignition of the right-side airbag when the second speed change amount corresponding to the sixth acceleration sensor is less than the eleventh ignition threshold and the second speed change amount corresponding to the fourth acceleration sensor is less than the twelfth ignition threshold.

[0299] In some embodiments, the processing module 402 is specifically configured to determine an airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor and the airbag ignition threshold corresponding to the right-side collision when the sixth acceleration sensor fails.

[0300] In some embodiments, the processing module 402 is specifically configured to determine that the airbag control scheme is to control the ignition of the right-side airbag when the second speed change amount corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to the right-side collision.

[0301] In some embodiments, in the case where the vehicle collision type is a rear collision, the acceleration sensor group corresponding to the rear collision includes at least one of the following: a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor; wherein, the first acceleration sensor is located on the vehicle body center tunnel and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration.

[0302] In some embodiments, the processing module 402 is specifically configured to determine an airbag control scheme based on at least one of the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, the second speed change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to the rear collision.

[0303] In some embodiments, the airbag ignition threshold corresponding to the rear collision includes a thirteenth ignition threshold and a fourteenth ignition threshold. The thirteenth ignition threshold is determined based on a fourth time parameter and a thirteenth preset functional relationship. The fourth time parameter is the time length between the collision occurrence moment and the target moment, and the target moment is the moment when the vehicle collision type analysis starts. The thirteenth preset functional relationship is used to reflect the functional relationship between time and acceleration. The fourteenth ignition threshold is determined based on the second speed change amount corresponding to the first acceleration sensor and a fourteenth preset functional relationship. The fourteenth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration. The processing module 402 is specifically configured to determine that the airbag control scheme is to control the airbag not to ignite when the second speed change amount corresponding to at least one of the second acceleration sensor and the third acceleration sensor is less than the fourteenth ignition threshold, and the second speed change amount corresponding to the first acceleration sensor is greater than the thirteenth ignition threshold.

[0304] In some embodiments, when it is determined that the airbag control scheme is to control the airbag not to ignite, the communication module 401 is further configured to send a vehicle power-off signal to the vehicle controller.

[0305] In the case where the above integrated module functions are implemented in the form of hardware, an embodiment of the present application provides a structural schematic diagram of a vehicle. As Figure 12 shown, the vehicle 500 includes: a processor 502, a communication interface 503, and a bus 504. Optionally, the vehicle 500 may further include a memory 501.

[0306] The processor 502 can be a device that implements or executes various exemplary logic blocks, modules, and circuits described in connection with the disclosure of this application. The processor 502 can be a central processing unit, a general-purpose processor, a digital signal processor, an application-specific integrated circuit, a field-programmable gate array, or other programmable logic device, transistor logic device, hardware component, or any combination thereof. It can implement or execute various exemplary logic blocks, modules, and circuits described in connection with the disclosure of this application. The processor 502 can also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0307] The communication interface 503 is used to connect to other devices through a communication network. The communication network can be an Ethernet, a radio access network, a wireless local area network (WLAN), etc.

[0308] The memory 501 can be a read-only memory (ROM) or other type of static storage device that can store static information and instructions, a random access memory (RAM), or other type of dynamic storage device that can store information and instructions. It can also be an electrically erasable programmable read-only memory (EEPROM), a magnetic disk storage medium, or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto.

[0309] As a possible implementation, the memory 501 can exist independently of the processor 502. The memory 501 can be connected to the processor 502 through the bus 504 for storing instructions or program code. When the processor 502 calls and executes the instructions or program code stored in the memory 501, it can implement the airbag control method provided by the embodiments of the present invention.

[0310] In another possible implementation, the memory 501 can also be integrated with the processor 502.

[0311] The bus 504 can be an extended industry standard architecture (EISA) bus, etc. The bus 504 can be divided into an address bus, a data bus, a control bus, etc. For the sake of representation, Figure 12 only a thick line is used to represent it in the figure, but it does not mean that there is only one bus or one type of bus.

[0312] Through the description of the above embodiments, those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above functional modules is used as an example. In actual applications, the above functions can be allocated to different functional modules as needed, that is, the internal structure of the service call device is divided into different functional modules to complete all or part of the functions described above.

[0313] In the description of the embodiments of the present application, specific features, structures, materials, or characteristics may be combined in a suitable manner in any one or more embodiments or examples.

[0314] The embodiments of the present application also provide a computer-readable storage medium. All or part of the processes in the above method embodiments can be instructed by computer program instructions to be completed by relevant hardware. The program can be stored in the above computer-readable storage medium. When the computer program instructions are executed on the computer, the computer is caused to execute the airbag control method in any one of the above embodiments.

[0315] Exemplarily, the above computer-readable storage medium may include, but is not limited to: magnetic storage devices (such as hard disks, floppy disks, or magnetic tapes, etc.), optical discs (such as Compact Disks (CDs), Digital Versatile Disks (DVDs), etc.), smart cards, and flash memory devices (such as Erasable Programmable Read-Only Memories (EPROMs), cards, sticks, or key drives, etc.). The various computer-readable storage media described in this disclosure may represent one or more devices and / or other machine-readable storage media for storing information. The term "machine-readable storage medium" may include, but is not limited to, wireless channels and various other media capable of storing, containing, and / or carrying instructions and / or data.

[0316] The embodiments of the present application also provide a computer program product. The computer product includes a computer program. When the computer program product runs on the computer, the computer is caused to execute any one of the airbag control methods provided in the above embodiments.

[0317] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present application, and all of them should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A safety airbag control method, characterized in that: The method comprises: Get the data of the acceleration sensor on the vehicle body; Determining a vehicle collision type based on data from the acceleration sensor; An airbag control scheme is determined based on data of each acceleration sensor in an acceleration sensor group corresponding to a vehicle collision type and an airbag ignition threshold corresponding to the vehicle collision type; wherein the airbag ignition threshold is determined based on a collision time parameter or a collision acceleration parameter.

2. The method according to claim 1, characterized in that: The determining the vehicle collision type based on the data of the acceleration sensor includes: Performing a small window integration operation on the data of the acceleration sensor to obtain a first speed change corresponding to the acceleration sensor; The vehicle collision type is determined based on the first speed change corresponding to the acceleration sensor.

3. The method according to claim 2, characterized in that The acceleration sensor includes a first acceleration sensor, a second acceleration sensor and a third acceleration sensor; wherein the first acceleration sensor is located on the central channel of the vehicle body and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; The determining the vehicle collision type based on the first speed change amount corresponding to the acceleration sensor includes: When a first speed change corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor meets a forward collision threshold, it is determined that the vehicle collision type is a forward collision.

4. The method according to claim 2, characterized in that The acceleration sensor includes a fourth acceleration sensor and a fifth acceleration sensor; wherein the fourth acceleration sensor is located on the central channel of the vehicle body and is used to measure the lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the left front door and the rear door of the vehicle body and is used to measure the lateral acceleration; The determining the vehicle collision type based on the first speed change amount corresponding to the acceleration sensor includes: When a first speed change amount corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor satisfies a left-side collision threshold, it is determined that the vehicle collision type is a left-side collision.

5. The method according to claim 2, characterized in that: The acceleration sensor includes a fourth acceleration sensor and a sixth acceleration sensor; wherein the fourth acceleration sensor is located on the central channel of the vehicle body and is used to measure the lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the front door and the rear door on the left side of the vehicle body and is used to measure the lateral acceleration; The determining the vehicle collision type based on the first speed change amount corresponding to the acceleration sensor includes: When a first speed change amount corresponding to at least one of the fourth acceleration sensor and the sixth acceleration sensor meets a right-side collision threshold, it is determined that the vehicle collision type is a right-side collision.

6. The method according to claim 2, characterized in that The acceleration sensor includes a first acceleration sensor, a second acceleration sensor and a third acceleration sensor; wherein the first acceleration sensor is located on the central channel of the vehicle body and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; The determining the vehicle collision type based on the first speed change amount corresponding to the acceleration sensor includes: When a first speed change corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor meets a rearward collision threshold, it is determined that the vehicle collision type is a rearward collision.

7. The method according to claim 1, characterized in that The method of determining the airbag control scheme based on data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type and the airbag ignition threshold corresponding to the vehicle collision type includes: Performing a window integration operation on the data of each acceleration sensor in the acceleration sensor group to obtain a second velocity change corresponding to each acceleration sensor; The airbag control scheme is determined based on the second speed change corresponding to each acceleration sensor in the acceleration sensor group and the airbag ignition threshold corresponding to the vehicle collision type.

8. The method according to claim 7, characterized in that The determining of the airbag control scheme based on the second speed change corresponding to each acceleration sensor in the acceleration sensor group and the airbag ignition threshold corresponding to the vehicle collision type includes: The airbag control scheme is determined based on the failure status of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second speed change corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type.

9. The method according to claim 8, characterized in that In the case where the vehicle collision type is a forward collision, the acceleration sensor group corresponding to the forward collision includes at least one of the following: a first acceleration sensor, a second acceleration sensor and a third acceleration sensor; wherein the first acceleration sensor is located on the central channel of the vehicle body and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration.

10. The method according to claim 9, characterized in that The determining of the airbag control scheme based on the failure status of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second speed change corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type includes: In the case that at least one of the second acceleration sensor and the third acceleration sensor is not failed, an airbag control scheme is determined based on at least one of the second speed change corresponding to the second acceleration sensor and the second speed change corresponding to the third acceleration sensor, the second speed change corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to the forward collision.

11. The method according to claim 10, characterized in that The airbag ignition threshold corresponding to the forward collision includes a first ignition threshold and a second ignition threshold; the first ignition threshold is determined based on a first time parameter and a first preset functional relationship, the first time parameter is the time length between the collision occurrence time and the target time, the target time is the time when the vehicle collision type analysis starts, and the first preset functional relationship is used to reflect the functional relationship between time and acceleration; the second ignition threshold is determined based on a second speed change corresponding to the first acceleration sensor and a second preset functional relationship, and the second preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; The determining of the airbag control scheme based on at least one of the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, the second speed change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to the forward collision comprises: When the second speed change corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the second ignition threshold, and the second speed change corresponding to the first acceleration sensor is less than the first ignition threshold, it is determined that the airbag control scheme is to control the ignition of the front airbag.

12. The method according to claim 10, characterized in that The airbag ignition threshold corresponding to the forward collision includes a third ignition threshold and a fourth ignition threshold; the third ignition threshold is determined based on a first time parameter and a third preset functional relationship, the first time parameter is the time length between the collision occurrence time and the target time, the target time is the time when the vehicle collision type analysis starts, and the third preset functional relationship is used to reflect the functional relationship between time and acceleration; the fourth ignition threshold is determined based on the maximum value of the second speed change corresponding to the second acceleration sensor and the second speed change corresponding to the third acceleration sensor, and a fourth preset functional relationship, and the fourth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; The determining of the airbag control scheme based on at least one of the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, the second speed change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to the forward collision comprises: When the second speed change corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the third ignition threshold, and the second speed change corresponding to the first acceleration sensor is less than the fourth ignition threshold, it is determined that the airbag control scheme is to control the ignition of the front airbag.

13. The method according to claim 9, characterized in that The determining of the airbag control scheme based on the failure status of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second speed change corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type includes: In the case that both the second acceleration sensor and the third acceleration sensor fail, an airbag control scheme is determined based on a second speed change corresponding to the first acceleration sensor and an airbag ignition threshold corresponding to a forward collision.

14. The method according to claim 13, characterized in that The determining of the airbag control scheme based on the second speed change corresponding to the first acceleration sensor and the airbag ignition threshold corresponding to the forward collision includes: When the second speed change corresponding to the first acceleration sensor is less than the airbag ignition threshold corresponding to the forward collision, the airbag control scheme is determined to control the front airbag ignition.

15. The method according to claim 1, characterized in that The method further comprises: Determining a vehicle collision event based on data from each acceleration sensor in an acceleration sensor group corresponding to the vehicle collision type; Based on the vehicle collision event, a safety curtain airbag control scheme is determined.

16. The method according to claim 15, characterized in that The determining of the vehicle collision event based on data of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type includes: Based on a first time parameter, a time integration operation is performed on the data of each acceleration sensor in the acceleration sensor group to obtain time integration data of each acceleration sensor; wherein the first time parameter is the time length between the collision occurrence time and the target time, and the target time is the time when the vehicle collision type analysis starts; A vehicle collision event is determined based on time-integrated data of each acceleration sensor in the acceleration sensor group.

17. The method according to claim 16, characterized in that In the case where the vehicle collision type is a forward collision, the acceleration sensor group corresponding to the forward collision includes a first acceleration sensor, which is located on the central channel of the vehicle body and is used to measure the longitudinal acceleration; The determining of the vehicle collision event based on the time-integrated data of each acceleration sensor in the acceleration sensor group includes: When the time-integrated data of the first acceleration sensor is less than a high-speed collision threshold, the vehicle collision event is determined to be a high-speed collision event.

18. The method according to claim 16, characterized in that In the case where the vehicle collision type is a forward collision, the acceleration sensor group corresponding to the forward collision includes a fourth acceleration sensor, a fifth acceleration sensor and a sixth acceleration sensor; wherein the fourth acceleration sensor is located on the central channel of the vehicle body and is used to measure the lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the left front door and the rear door of the vehicle body and is used to measure the lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the left front door and the rear door of the vehicle body and is used to measure the lateral acceleration; The determining of the vehicle collision event based on the time-integrated data of each acceleration sensor in the acceleration sensor group includes: When the time-integrated data of the fourth acceleration sensor is greater than a first offset collision threshold, and the time-integrated data of the fifth acceleration sensor is less than a second preset offset collision threshold, determining that the vehicle collision event is an offset collision event; Alternatively, when the time-integrated data of the fourth acceleration sensor is less than the first offset collision threshold, and the time-integrated data of the sixth acceleration sensor is less than the second preset offset collision threshold, the vehicle collision event is determined to be an offset collision event.

19. The method according to claim 15, characterized in that The determining of a safety curtain airbag control scheme based on the vehicle collision event includes: In the case that the vehicle collision event is a high-speed collision event or an offset collision event, the safety curtain airbag control scheme is determined to control the ignition of the safety curtain airbags on both sides.

20. The method according to claim 8, characterized in that When the vehicle collision type is a left-side collision, the acceleration sensor group corresponding to the left-side collision includes at least one of the following: a fourth acceleration sensor and a fifth acceleration sensor; wherein the fourth acceleration sensor is located on the central channel of the vehicle body and is used to measure the lateral acceleration; the fifth acceleration sensor is located on the longitudinal support column between the front door and the rear door on the left side of the vehicle body and is used to measure the lateral acceleration.

21. The method according to claim 20, characterized in that The determining of the airbag control scheme based on the failure status of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second speed change corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type includes: When the fifth acceleration sensor is not failed, an airbag control scheme is determined based on the second speed change corresponding to the fourth acceleration sensor, the second speed change corresponding to the fifth acceleration sensor, and the airbag ignition threshold corresponding to the left collision.

22. The method according to claim 21, characterized in that The airbag ignition threshold corresponding to the left-side collision includes a fifth ignition threshold and a sixth ignition threshold; the fifth ignition threshold is determined based on a second time parameter and a fifth preset functional relationship, the second time parameter is the time length between the collision occurrence time and the target time, the target time is the time when the vehicle collision type analysis starts, and the fifth preset functional relationship is used to reflect the functional relationship between time and acceleration; the sixth ignition threshold is determined based on the second speed change corresponding to the fourth acceleration sensor and a sixth preset functional relationship, and the sixth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; The determining of the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the fifth acceleration sensor, and the airbag ignition threshold corresponding to the left collision includes: When the second speed change corresponding to the fourth acceleration sensor is greater than the fifth ignition threshold, and the second speed change corresponding to the fifth acceleration sensor is less than the sixth ignition threshold, it is determined that the airbag control scheme is to control the ignition of the left airbag.

23. The method according to claim 21, characterized in that The airbag ignition threshold corresponding to the left-side collision includes a seventh ignition threshold and an eighth ignition threshold; the seventh ignition threshold is determined based on a second time parameter and a seventh preset functional relationship, the second time parameter is the time length between the collision occurrence time and the target time, the target time is the time when the vehicle collision type analysis starts, and the seventh preset functional relationship is used to reflect the functional relationship between time and acceleration; the eighth ignition threshold is determined based on the second speed change corresponding to the fifth acceleration sensor and an eighth preset functional relationship, and the eighth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; The determining of the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the fifth acceleration sensor, and the airbag ignition threshold corresponding to the left collision includes: When the second speed change corresponding to the fifth acceleration sensor is smaller than the seventh ignition threshold, and the second speed change corresponding to the fourth acceleration sensor is larger than the eighth ignition threshold, it is determined that the airbag control scheme is to control the ignition of the left airbag.

24. The method according to claim 20, characterized in that The determining of the airbag control scheme based on the failure status of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second speed change corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type includes: In the case that the fifth acceleration sensor fails, an airbag control scheme is determined based on the second speed change corresponding to the fourth acceleration sensor and the airbag ignition threshold corresponding to the left-side collision.

25. The method according to claim 24, characterized in that The determining of the airbag control scheme based on the second speed change corresponding to the fourth acceleration sensor and the airbag ignition threshold corresponding to the left collision includes: When the second speed change corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to the left-side collision, the airbag control scheme is determined to control the ignition of the left-side airbag.

26. The method according to claim 8, characterized in that When the vehicle collision type is a right-side collision, the acceleration sensor group corresponding to the right-side collision includes at least one of the following: a fourth acceleration sensor and a sixth acceleration sensor; wherein the fourth acceleration sensor is located on the central channel of the vehicle body and is used to measure the lateral acceleration; the sixth acceleration sensor is located on the longitudinal support column between the front door and the rear door on the right side of the vehicle body and is used to measure the lateral acceleration.

27. The method according to claim 26, characterized in that The determining of the airbag control scheme based on the failure status of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second speed change corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type includes: When the sixth acceleration sensor is not failed, an airbag control scheme is determined based on the second speed change corresponding to the fourth acceleration sensor, the second speed change corresponding to the sixth acceleration sensor, and the airbag ignition threshold corresponding to the right collision.

28. The method according to claim 27, characterized in that The airbag ignition threshold corresponding to the right collision includes a ninth ignition threshold and a tenth ignition threshold; the ninth ignition threshold is determined based on a third time parameter and a ninth preset functional relationship, the third time parameter is the time length between the collision occurrence time and the target time, the target time is the time when the vehicle collision type analysis starts, and the ninth preset functional relationship is used to reflect the functional relationship between time and acceleration; the tenth ignition threshold is determined based on the second speed change corresponding to the fourth acceleration sensor and the tenth preset functional relationship, and the tenth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; The determining of the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the sixth acceleration sensor, and the airbag ignition threshold corresponding to the left collision includes: When the second speed change corresponding to the fourth acceleration sensor is less than the ninth ignition threshold, and the second speed change corresponding to the sixth acceleration sensor is less than the tenth ignition threshold, it is determined that the airbag control scheme is to control the ignition of the right airbag.

29. The method according to claim 27, characterized in that The airbag ignition threshold corresponding to the right-side collision includes an eleventh ignition threshold and a twelfth ignition threshold; the eleventh ignition threshold is determined based on a third time parameter and an eleventh preset functional relationship, the eleventh time parameter is the time length between the collision occurrence time and the target time, the target time is the time when the vehicle collision type analysis starts, and the eleventh preset functional relationship is used to reflect the functional relationship between time and acceleration; the twelfth ignition threshold is determined based on the second speed change corresponding to the sixth acceleration sensor and a twelfth preset functional relationship, and the twelfth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; The determining of the airbag control scheme based on the second speed change amount corresponding to the fourth acceleration sensor, the second speed change amount corresponding to the sixth acceleration sensor, and the airbag ignition threshold corresponding to the left collision includes: When the second speed change corresponding to the sixth acceleration sensor is less than the eleventh ignition threshold, and the second speed change corresponding to the fourth acceleration sensor is less than the twelfth ignition threshold, it is determined that the airbag control scheme is to control the ignition of the right airbag.

30. The method according to claim 26, characterized in that The determining of the airbag control scheme based on the failure status of each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type, the second speed change corresponding to each acceleration sensor in the acceleration sensor group, and the airbag ignition threshold corresponding to the vehicle collision type includes: In the case that the sixth acceleration sensor fails, an airbag control scheme is determined based on the second speed change corresponding to the fourth acceleration sensor and the airbag ignition threshold corresponding to the right-side collision.

31. The method according to claim 30, characterized in that The determining of the airbag control scheme based on the second speed change corresponding to the fourth acceleration sensor and the airbag ignition threshold corresponding to the right collision includes: When the second speed change corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to the right collision, the airbag control scheme is determined to control the right airbag to ignite.

32. The method according to claim 7, characterized in that In the case where the vehicle collision type is a rearward collision, the acceleration sensor group corresponding to the rearward collision includes at least one of the following: a first acceleration sensor, a second acceleration sensor and a third acceleration sensor; wherein the first acceleration sensor is located on the central channel of the vehicle body and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure the longitudinal acceleration.

33. The method according to claim 32, characterized in that The determining of the airbag control scheme based on the second speed change corresponding to each acceleration sensor in the acceleration sensor group and the airbag ignition threshold corresponding to the vehicle collision type includes: An airbag control scheme is determined based on at least one of a second speed change corresponding to the second acceleration sensor and a second speed change corresponding to the third acceleration sensor, the second speed change corresponding to the first acceleration sensor, and an airbag ignition threshold corresponding to a rear collision.

34. The method according to claim 33, characterized in that The airbag ignition threshold corresponding to the rear collision includes a thirteenth ignition threshold and a fourteenth ignition threshold, the thirteenth ignition threshold is determined based on a fourth time parameter and a thirteenth preset functional relationship, the fourth time parameter is the time length between the collision occurrence time and the target time, the target time is the time when the vehicle collision type analysis starts, and the thirteenth preset functional relationship is used to reflect the functional relationship between time and acceleration; the fourteenth ignition threshold is determined based on the second speed change corresponding to the first acceleration sensor and a fourteenth preset functional relationship, and the fourteenth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; The determining of the airbag control scheme based on at least one of the second speed change amount corresponding to the second acceleration sensor and the second speed change amount corresponding to the third acceleration sensor, the second speed change amount corresponding to the first acceleration sensor, and the airbag ignition threshold corresponding to the rear collision includes: When the second speed change corresponding to at least one of the second acceleration sensor and the third acceleration sensor is less than the fourteenth ignition threshold, and the second speed change corresponding to the first acceleration sensor is greater than the thirteenth ignition threshold, it is determined that the airbag control scheme is to control the airbag not to ignite.

35. The method according to claim 34, characterized in that In the case where it is determined that the airbag control scheme is to control the airbag not to fire, the method further includes: Send a vehicle power-off signal to the vehicle controller.

36. A vehicle, characterized in that: include: processor; A memory for storing instructions executable by the processor; wherein the processor is configured to execute the instructions to implement the airbag control method according to any one of claims 1 to 35.

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