Airbag control method and vehicle

Abstract

The present application provides an airbag control method and a vehicle, which relate to the field of vehicle safety technology and can improve the accuracy and flexibility of airbag control and enhance passenger safety. The method comprises: acquiring data from an acceleration sensor on a vehicle body; determining a vehicle collision type based on the data from the acceleration sensor; determining an airbag control scheme based on data from each acceleration sensor in an acceleration sensor group corresponding to the 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.

Description

Technical Field

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

[0002] The control of vehicle airbags is related to the safety of the passengers. During driving, it is necessary to accurately detect changes in the external environment in order to accurately control the airbags. However, in related technologies, the settings of relevant parameters for judging airbag ignition tend to be rigid. Once the vehicle collides, it may cause the airbag control to be misoperated, and the airbag may not ignite and deploy normally or deploy prematurely, posing a serious threat to the life safety of the passengers. Summary of the Invention

[0003] The purpose of this 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 comprising: acquiring data from an acceleration sensor on a vehicle body; determining a vehicle collision type based on the acceleration sensor data; and determining an airbag control scheme based on data from each acceleration sensor in an acceleration sensor group corresponding to the 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.

[0005] The airbag control method provided in the embodiment of the present application can be determined based on the collision time parameter or the collision acceleration parameter, so that the airbag ignition threshold can be dynamically changed, which increases the flexibility of the analysis and can determine the corresponding airbag ignition threshold based on actual conditions, thereby enabling more accurate control of the airbag.

[0006] One possible implementation method is to determine the type of vehicle collision based on the data of the acceleration sensor, including: performing a small window integration operation on the data of the acceleration sensor to obtain a first velocity change corresponding to the acceleration sensor; and determining the type of vehicle collision based on the first velocity change corresponding to the acceleration sensor.

[0007] In one possible implementation, 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 longitudinal acceleration; the second acceleration sensor is located on the front longitudinal beam on the left side of the vehicle body and is used to measure longitudinal acceleration; the third acceleration sensor is located on the front longitudinal beam on the right side of the vehicle body and is used to measure longitudinal acceleration; based on the first velocity change corresponding to the acceleration sensor, the vehicle collision type is determined, including: when the first velocity change corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor meets the forward collision threshold, determining the vehicle collision type as a forward collision.

[0008] In one possible implementation, 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 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 lateral acceleration; based on the first velocity change corresponding to the acceleration sensor, the vehicle collision type is determined, including: when the first velocity change corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor meets the left collision threshold, determining that the vehicle collision type is a left collision.

[0009] In one possible implementation, 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 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 lateral acceleration; based on the first velocity change corresponding to the acceleration sensor, the vehicle collision type is determined, including: when the first velocity change corresponding to at least one of the fourth acceleration sensor and the sixth acceleration sensor meets the right collision threshold, determining that the vehicle collision type is a right collision.

[0010] In one possible implementation, 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 longitudinal acceleration; the second acceleration sensor is located on the front longitudinal beam on the left side of the vehicle body and is used to measure longitudinal acceleration; the third acceleration sensor is located on the front longitudinal beam on the right side of the vehicle body and is used to measure longitudinal acceleration; based on the first velocity change corresponding to the acceleration sensor, the vehicle collision type is determined, including: when the first velocity change corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor meets the rear collision threshold, determining that the vehicle collision type is a rear collision.

[0011] One possible implementation method determines an airbag control scheme based on data from 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, including: performing a window integration operation on the data from each acceleration sensor in the acceleration sensor group to obtain a second velocity change corresponding to each acceleration sensor; and determining the airbag control scheme based on the second velocity change 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 is to determine an 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, including: determining 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.

[0013] In one possible implementation, 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; wherein the first acceleration sensor is located on the central channel of the vehicle body and is used to measure longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure longitudinal acceleration; and the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure longitudinal acceleration.

[0014] A possible implementation method determines an 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. The method includes: when at least one of the second acceleration sensor and the three acceleration sensors has not failed, determining the airbag control scheme 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.

[0015] In one possible implementation, an airbag activation threshold corresponding to a forward collision includes a first activation threshold and a second activation threshold; the first activation threshold is determined based on a first time parameter and a first preset functional relationship, where the first time parameter is the time length between the collision occurrence time and a target time, where the target time is the time when vehicle collision type analysis begins, and the first preset functional relationship is used to reflect the functional relationship between time and acceleration; the second activation threshold is determined based on a second velocity change corresponding to the first acceleration sensor and a second preset functional relationship, where the second preset functional relationship is used to reflect the functional relationship between velocity change and speed change; and determining an airbag control scheme based on at least one of the second velocity change corresponding to the second acceleration sensor and the second velocity change corresponding to the third acceleration sensor, the second velocity change corresponding to the first acceleration sensor, and the airbag activation threshold corresponding to the forward collision, including: determining the airbag control scheme to activate the frontal airbag if the second velocity change corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the second activation threshold and the second velocity change corresponding to the first acceleration sensor is less than the first activation threshold.

[0016] In one possible implementation, the airbag activation threshold corresponding to a forward collision includes a third activation threshold and a fourth activation threshold. The third activation 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 collision occurrence time and a target time, where the target time is the time when vehicle collision type analysis begins. The third preset functional relationship is used to reflect the functional relationship between time and acceleration. The fourth activation threshold is determined based on a maximum value of a second velocity change corresponding to the second acceleration sensor and a second velocity change 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 velocity changes. Based on at least one of the second velocity change corresponding to the second acceleration sensor and the second velocity change corresponding to the third acceleration sensor, the second velocity change corresponding to the first acceleration sensor, and the airbag activation threshold corresponding to the forward collision, an airbag control scheme is determined, including: if the second velocity change corresponding to at least one of the second acceleration sensor and the third acceleration sensor is greater than the third activation threshold, and the second velocity change corresponding to the first acceleration sensor is less than the fourth activation threshold, determining the airbag control scheme to activate the frontal airbag.

[0017] A possible implementation method is to determine an 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, including: when both the second acceleration sensor and the third acceleration sensor fail, determining 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.

[0018] One possible implementation method is to determine an airbag control scheme based on a second speed change corresponding to the first acceleration sensor and an airbag ignition threshold corresponding to a forward collision, including: when the second speed change corresponding to the first acceleration sensor is less than the airbag ignition threshold corresponding to the forward collision, determining that the airbag control scheme is to control the ignition of the front airbag.

[0019] In a possible implementation, the method further includes: determining a vehicle collision event based on data from each acceleration sensor in an acceleration sensor group corresponding to the vehicle collision type; and determining a safety curtain airbag control scheme based on the vehicle collision event.

[0020] A possible implementation method determines a vehicle collision event based on data from each acceleration sensor in an acceleration sensor group corresponding to a vehicle collision type, including: performing a time integration operation on the data from each acceleration sensor in the acceleration sensor group based on a first time parameter to obtain time-integrated data of each acceleration sensor; wherein the first time parameter is the length of time between the time of collision occurrence and a target time, and the target time is the time when vehicle collision type analysis begins; and determining the vehicle collision event based on the time-integrated data of each acceleration sensor in the acceleration sensor group.

[0021] A possible implementation method is that, when 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 longitudinal acceleration; the vehicle collision event is determined based on the time-integrated data of each acceleration sensor in the acceleration sensor group, including: when the time-integrated data of the first acceleration sensor is less than a high-speed collision threshold, determining that the vehicle collision event is a high-speed collision event.

[0022] A possible implementation method is that, 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 central channel of the vehicle body and is used to measure 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 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 lateral acceleration; the vehicle collision event is determined based on the time integration data of each acceleration sensor in the acceleration sensor group, including: when the time integration data of the fourth acceleration sensor is greater than the first bias collision threshold and the time integration data of the fifth acceleration sensor is less than the second preset bias collision threshold, determining that the vehicle collision event is a bias collision event; or, when the time integration data of the fourth acceleration sensor is less than the first bias collision threshold and the time integration data of the sixth acceleration sensor is less than the second preset bias collision threshold, determining that the vehicle collision event is a bias collision event.

[0023] One possible implementation method is to determine a safety curtain airbag control scheme based on a vehicle collision event, including: when the vehicle collision event is a high-speed collision event or an offset collision event, determining the safety curtain airbag control scheme to control the ignition of safety curtain airbags on both sides.

[0024] In one possible implementation, 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 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 lateral acceleration.

[0025] One possible implementation method is to determine an 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, including: when the fifth acceleration sensor has not failed, determining the airbag control scheme 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.

[0026] In one possible implementation, the airbag ignition threshold corresponding to a 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 being the time length between the time the collision occurs and the target time, the target time being the time when the vehicle collision type analysis is started, and the fifth preset functional relationship being used to reflect the functional relationship between time and acceleration; the sixth ignition threshold is determined based on a second speed change corresponding to a fourth acceleration sensor and a sixth preset functional relationship, the sixth preset functional relationship being used to reflect the functional relationship between speed change and speed change; 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-side collision, an airbag control scheme is determined, including: 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, determining that the airbag control scheme is to control the ignition of the left airbag.

[0027] In one possible implementation, the airbag ignition threshold corresponding to a 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 being the length of time between the time the collision occurs and the target time, the target time being the time when the vehicle collision type analysis is started, and the seventh preset functional relationship being used to reflect the functional relationship between time and acceleration; the eighth ignition threshold is determined based on a second speed change corresponding to the fifth acceleration sensor and an eighth preset functional relationship, the eighth preset functional relationship being used to reflect the functional relationship between speed change and speed change; 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-side collision, an airbag control scheme is determined, including: when the second speed change corresponding to the fifth acceleration sensor is less than the seventh ignition threshold and the second speed change corresponding to the fourth acceleration sensor is greater than the eighth ignition threshold, determining that the airbag control scheme is to control the ignition of the left airbag.

[0028] One possible implementation method is to determine an 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, including: in the event of failure of the fifth acceleration sensor, determining 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.

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

[0030] In one possible implementation, 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 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 lateral acceleration.

[0031] One possible implementation method is to determine an 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, including: when the sixth acceleration sensor has not failed, determining the airbag control scheme 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.

[0032] In one possible implementation, 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, the third time parameter being the time length between the collision occurrence time and the target time, the target time being the time when the vehicle collision type analysis is started, and the ninth preset functional relationship being 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, the tenth preset functional relationship being used to reflect the functional relationship between the speed change and the speed change; 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 left-side collision, an airbag control scheme is determined, including: 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, determining that the airbag control scheme is to control the ignition of the right-side airbag.

[0033] In one possible implementation, 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 is started, 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 the twelfth preset functional relationship, and the twelfth preset functional relationship is used to reflect the functional relationship between the speed change and the speed change; 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 left-side collision, an airbag control scheme is determined, including: 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, determining that the airbag control scheme is to control the ignition of the right airbag.

[0034] One possible implementation method is to determine an 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, including: in the event of failure of the sixth acceleration sensor, determining 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-side collision.

[0035] One possible implementation method is to determine an airbag control scheme based on a second speed change corresponding to a fourth acceleration sensor and an airbag ignition threshold corresponding to a right-side collision, including: when the second speed change corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to a right-side collision, determining that the airbag control scheme is to control the ignition of the right-side airbag.

[0036] In one possible implementation, 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; wherein the first acceleration sensor is located on the central channel of the vehicle body and is used to measure longitudinal acceleration; the second acceleration sensor is located on the front longitudinal beam on the left side of the vehicle body and is used to measure longitudinal acceleration; and the third acceleration sensor is located on the front longitudinal beam on the right side of the vehicle body and is used to measure longitudinal acceleration.

[0037] A possible implementation method is to determine an 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, including: determining the airbag control scheme 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 rear collision.

[0038] In one possible implementation, the airbag activation threshold for a rearward collision includes a thirteenth activation threshold and a fourteenth activation threshold, the thirteenth activation threshold being determined based on a fourth time parameter and a thirteenth preset functional relationship, the fourth time parameter being the time length between the collision occurrence time and a target time, the target time being the time when vehicle collision type analysis is initiated, and the thirteenth preset functional relationship being used to reflect the functional relationship between time and acceleration; the fourteenth activation threshold being determined based on a second velocity change corresponding to the first acceleration sensor and a fourteenth preset functional relationship, the fourteenth preset functional relationship being used to reflect the functional relationship between velocity changes and speed changes; and determining an airbag control scheme based on at least one of the second velocity change corresponding to the second acceleration sensor and the second velocity change corresponding to the third acceleration sensor, the second velocity change corresponding to the first acceleration sensor, and the airbag activation threshold for the rearward collision, including: determining the airbag control scheme to deactivate the airbag if the second velocity change corresponding to at least one of the second acceleration sensor and the third acceleration sensor is less than the fourteenth activation threshold and the second velocity change corresponding to the first acceleration sensor is greater than the thirteenth activation threshold.

[0039] In a possible implementation, when it is determined that the airbag control scheme is to control the airbag not to fire, 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 comprising: a communication module and a processing module; the communication module is used to obtain data from an acceleration sensor on a vehicle body; the processing module is used to determine a vehicle collision type based on the data from the acceleration sensor; the processing module is also used to determine an airbag control scheme based on data from each acceleration sensor in an acceleration sensor group corresponding to the 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.

[0041] In some embodiments, the processing module is specifically configured to perform a small window integration operation on the acceleration sensor data to obtain a first velocity change corresponding to the acceleration sensor; and determine the vehicle collision type based on the first velocity change 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 central channel of the vehicle body and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the front longitudinal beam on the left side of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the front longitudinal beam on the right side of the vehicle body and is used to measure the longitudinal acceleration; the processing module is specifically used to determine that the vehicle collision type is a forward collision when the first velocity change corresponding to at least one of the first acceleration sensor, the second acceleration sensor and the third acceleration sensor meets 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 central channel of the vehicle body and is used to measure 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 lateral acceleration; the processing module is specifically used to determine that the vehicle collision type is a left-side collision when the first velocity change corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor meets 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 central channel of the vehicle body and is used to measure 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 lateral acceleration; the processing module is specifically used to determine that the vehicle collision type is a right-side collision when the first velocity change corresponding to at least one of the fourth acceleration sensor and the sixth acceleration sensor meets 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 central channel of the vehicle body and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the front longitudinal beam on the left side of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the front longitudinal beam on the right side of the vehicle body and is used to measure the longitudinal acceleration; the processing module is specifically used to determine that the vehicle collision type is a rear collision when the first velocity change corresponding to at least one of the first acceleration sensor, the second acceleration sensor and the third acceleration sensor meets the rear collision threshold.

[0046] In some embodiments, the processing module is specifically used to perform 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; and determine an airbag control scheme based on the second velocity change corresponding to each acceleration sensor 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 used to determine 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.

[0048] 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; wherein the first acceleration sensor is located on the central channel of the vehicle body, for measuring longitudinal acceleration; the second acceleration sensor is located on the front longitudinal beam on the left side of the vehicle body, for measuring longitudinal acceleration; the third acceleration sensor is located on the front longitudinal beam on the right side of the vehicle body, for measuring longitudinal acceleration.

[0049] In some embodiments, the processing module is specifically used to determine an airbag control scheme 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, when at least one of the second acceleration sensor and the third acceleration sensor is not failed.

[0050] In some embodiments, the airbag ignition threshold corresponding to a 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 time the collision occurs 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 the second speed change 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 acceleration and acceleration; the processing module is specifically used to determine that the airbag control scheme is to control the ignition of the front airbag when the second speed change corresponding to at least one acceleration sensor among 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.

[0051] In some embodiments, the airbag ignition threshold corresponding to a 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 time the collision occurs 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 the fourth preset functional relationship, and the fourth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module is specifically used to determine that the airbag control scheme is to control the ignition of the front airbag when the second speed change corresponding to at least one acceleration sensor 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.

[0052] In some embodiments, the processing module is specifically configured to determine an airbag control scheme based on a second speed change corresponding to the first acceleration sensor and an airbag ignition threshold corresponding to a forward 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 front airbag to be ignited when the second speed change corresponding to the first acceleration sensor is less than the airbag ignition threshold corresponding to the forward collision.

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

[0055] In some embodiments, the processing module is specifically used 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 time integration data of each acceleration sensor; wherein the first time parameter is the time length between the time when the collision occurs and the target time, and the target time is the time when the vehicle collision type analysis is started; and determine the 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 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 longitudinal acceleration; a processing module, specifically used 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.

[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 central channel of the vehicle body and is used to measure 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 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 lateral acceleration; the processing module is specifically used to determine that the vehicle collision event is an offset collision event 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; 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, determine that the vehicle collision event is an offset collision event.

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

[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 central channel of the vehicle body and is used to measure 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 lateral acceleration.

[0060] In some embodiments, the processing module is specifically used to determine the airbag control scheme 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 when the fifth acceleration sensor is not failed.

[0061] In some embodiments, 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 time the collision occurs and the target time, the target time is the time when the vehicle collision type analysis is started, 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 the 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 used to determine that the airbag control scheme is to control the ignition of the left airbag 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.

[0062] In some embodiments, 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 time the collision occurs and the target time, the target time is the time when the vehicle collision type analysis is started, 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 the 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 used to determine that the airbag control scheme is to control the ignition of the left airbag when the second speed change corresponding to the fifth acceleration sensor is less than the seventh ignition threshold and the second speed change 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 an airbag control scheme based on a second speed change corresponding to the fourth acceleration sensor and an airbag firing threshold corresponding to a left-side collision when 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 ignition of the left airbag when the second speed change corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to the left collision.

[0065] In some embodiments, 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 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 lateral acceleration.

[0066] In some embodiments, the processing module is specifically used to determine the airbag control scheme 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 when the sixth acceleration sensor is not failed.

[0067] 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, the third time parameter is the time length between the time of the collision and the target time, the target time is the time when the vehicle collision type analysis is started, 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 processing module is specifically used to determine that the airbag control scheme is to control the ignition of the right-side airbag 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.

[0068] 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, the eleventh time parameter is the time length between the time the collision occurs and the target time, the target time is the time when the vehicle collision type analysis is started, 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 the 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 used to determine that the airbag control scheme is to control the ignition of the right-side airbag 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.

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

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

[0071] 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; wherein the first acceleration sensor is located on the central channel of the vehicle body, for measuring longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body, for measuring longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body, for measuring longitudinal acceleration.

[0072] In some embodiments, the processing module is specifically used to determine an airbag control scheme 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 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 time of collision and the target time, the target time is the time when the vehicle collision type analysis is started, 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 the fourteenth preset functional relationship, and the fourteenth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module is specifically used to determine that the airbag control scheme is to control the airbag not to ignite when the second speed change corresponding to at least one acceleration sensor among 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.

[0074] In some embodiments, when it is determined that the airbag control scheme is to control the airbag not to fire, the communication module is further used to send a vehicle power-off signal to the vehicle controller.

[0075] In a third aspect, the present application provides a vehicle comprising: a processor and a memory; the memory stores instructions executable by the processor; and 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 are executed in an electronic device, the electronic device implements the above-mentioned first aspect method.

[0077] In a 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 implements the method of the first aspect above.

[0078] The beneficial effects of the second to fifth aspects mentioned above refer to the corresponding description of the first aspect and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0079] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0080] Figure 1 A schematic structural diagram of an airbag control system provided in an embodiment of the present application;

[0081] Figure 2 A distribution diagram of a vehicle body acceleration sensor provided in an embodiment of the present application;

[0082] Figure 3 A flowchart of an airbag control method provided in an embodiment of the present application;

[0083] Figure 4 A flowchart of another airbag control method provided in an embodiment of the present application;

[0084] Figure 5 A flowchart of another airbag control method provided in an embodiment of the present application;

[0085] Figure 6 A flowchart of another airbag control method provided in an embodiment of the present application;

[0086] Figure 7 A flowchart of another airbag control method provided in an embodiment of the present application;

[0087] Figure 8 A flowchart of another airbag control method provided in an embodiment of the present application;

[0088] Figure 9 A flowchart of another airbag control method provided in an embodiment of the present application;

[0089] Figure 10 A flowchart of another airbag control method provided in an embodiment of the present application;

[0090] Figure 11A schematic structural diagram of an airbag control device provided in an embodiment of the present application;

[0091] Figure 12 A schematic structural diagram of a vehicle provided in an embodiment of the present application.

[0092] Reference numerals:

[0093] The airbag group 100 , the acceleration sensor group 200 , the airbag controller 300 , the first acceleration sensor 201 , the second acceleration sensor 202 , the third acceleration sensor 203 , the fourth acceleration sensor 204 , the fifth acceleration sensor 205 and the sixth acceleration sensor 206 . DETAILED DESCRIPTION

[0094] In the embodiments of the present application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, a feature specified as "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of the features.

[0095] In the embodiments of the present application, the terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0096] “A and / or B” includes the following three combinations: A only, B only, and a combination of A and B.

[0097] As discussed in the background technology above, the current development process for vehicle airbag control systems, driven by feasibility and R&D costs, only collects data related to typical crash conditions specified or recommended by crash safety regulations and certification bodies. This data is then used to calibrate the airbag controller's firing parameters. By extracting and analyzing the features of these data curves, fixed airbag firing parameters are calibrated to meet the target firing requirements for each condition in experimental verification.

[0098] However, based on feedback from vehicle collision accidents, these typical collision conditions are not sufficient to fully cover real-world collision scenarios. Real-world vehicle collisions are extremely complex, and factors such as the vehicle's collision speed, collision object, collision location, and collision angle may differ significantly from typical experimental conditions. In such cases, the curve characteristics of the collision data obtained from the actual vehicle may not fully match the characteristics of the collision data curve used for ignition parameter calibration, resulting in the aforementioned solidified airbag ignition parameters being unable to achieve the ignition requirements expected by customers.

[0099] To address the above-mentioned issues, embodiments of the present application provide an airbag control method, comprising: obtaining data from an accelerometer on a vehicle body; determining a vehicle collision type based on the accelerometer data; and determining an airbag control scheme based on data from each accelerometer in an accelerometer group corresponding to the vehicle collision type and an airbag firing threshold corresponding to the vehicle collision type. The airbag firing threshold is determined based on a collision time parameter or a collision acceleration parameter. This method allows the airbag firing threshold to be dynamically adjusted based on the collision time parameter or the collision acceleration parameter, increasing analysis flexibility and enabling the determination of the appropriate airbag firing threshold based on actual conditions, thereby enabling more accurate airbag control.

[0100] Figure 1 A schematic diagram of the structure of an airbag control system provided in an embodiment of the present application is shown in FIG. Figure 1 As 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 .

[0101] The airbag assembly 100 is configured to ignite and deploy airbags according to control instructions from the airbag controller 300 .

[0102] In some embodiments, the airbag assembly 100 includes airbags and curtain airbags (not shown).

[0103] Exemplarily, the airbags include front airbags, left side airbags, and right side airbags, and the curtain airbags include double-sided curtain airbags.

[0104] The acceleration sensor group 200 is used to measure the acceleration data of the vehicle in real time.

[0105] For example, Figure 2 A distribution diagram of a vehicle body acceleration sensor provided in an embodiment of the present application, such as Figure 2As shown, the X-axis is the length direction of the vehicle body (or called the longitudinal direction), the Y-axis is the width direction of the vehicle body (or called 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.

[0106] Among them, the first acceleration sensor 201 is located on the central channel of the vehicle body and is used to measure longitudinal acceleration; the second acceleration sensor 202 is located on the front longitudinal beam on the left side of the vehicle body and is used to measure longitudinal acceleration; the third acceleration sensor 203 is located on the front longitudinal beam on the right side of the vehicle body and is used to measure longitudinal acceleration; the fourth acceleration sensor 204 is located on the central channel of the vehicle body (approximately the same position as 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 front door and the rear door on the left side 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 front door and the rear door on the left side of the vehicle body and is used to measure lateral acceleration.

[0107] 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 contents of this application are understood based on the content of this paragraph and will not be repeated in the following text.

[0108] The airbag controller 300 is configured to obtain acceleration data of the vehicle measured by the acceleration sensor group 200 and determine whether the vehicle has collided based on the acceleration data of the vehicle measured by the acceleration sensor group 200 .

[0109] In some embodiments, the airbag controller 300 is further configured to determine an airbag control scheme based on the acceleration data of the vehicle in the event of a vehicle collision, and then control the firing of the airbag group 100 according to the airbag control scheme.

[0110] Figure 3 A flowchart of an airbag control method provided in an embodiment of the present application, which is applied to Figure 1 The airbag controller 300 shown in FIG. Figure 3 As shown, the following steps are included:

[0111] S100: Acquire data from an acceleration sensor on a vehicle body.

[0112] In some embodiments, after the vehicle is powered on, the airbag controller immediately enters a normal operating state. Thereafter, the controller continuously collects data output by each acceleration sensor at a fixed sampling frequency (eg, 2 kHz).

[0113] S200: Determine the type of vehicle collision based on data from the acceleration sensor.

[0114] In some embodiments, the airbag control method provided herein may be applied to a vehicle collision type including at least one of the following: a frontal collision, a left-side collision, a right-side collision, and a rear-side collision. The process of determining each vehicle collision type based on acceleration sensor data is described in detail below.

[0115] In some embodiments, before determining the type of vehicle collision based on the data from the acceleration sensor, the above method further includes: using a filtering algorithm to process the collected raw data to remove noise in the raw data, thereby providing an accurate and reliable data basis for subsequent methods.

[0116] S300: Determine an airbag control scheme based on data from each acceleration sensor in an acceleration sensor group corresponding to a vehicle collision type and an airbag firing threshold corresponding to the vehicle collision type.

[0117] The airbag ignition threshold is determined based on a collision time parameter or a collision acceleration parameter.

[0118] It should be noted that after determining the vehicle collision type, the airbag control scheme for the vehicle collision type is further determined 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.

[0119] In some embodiments, the airbags involved in the embodiments of the present application include at least: a front airbag, a left airbag, a right airbag, and two side air curtains (left air curtain and right air curtain).

[0120] It can be understood that the airbag control scheme provided in the embodiment of the present application determines the vehicle collision type and the airbag control scheme corresponding to the vehicle collision type by integrating data from multiple vehicle body acceleration sensors. It can be analyzed through multiple channels to improve the stability and accuracy of controlling the airbag.

[0121] In some embodiments, the type of vehicle collision is determined based on the amount of change in speed of the vehicle and the vehicle.

[0122] Specifically, if Figure 4 As shown, the above S200 can be specifically implemented as S210-S220:

[0123] S210 , performing a small window integration operation on the data of the acceleration sensor to obtain a first velocity change corresponding to the acceleration sensor.

[0124] In some embodiments, the first speed change obtained by performing the small window integral operation is the speed change of the vehicle between the collision occurrence time and the target time, and the target time is the time when the vehicle collision type analysis is started.

[0125] S220: Determine a vehicle collision type based on a first velocity change corresponding to the acceleration sensor.

[0126] In some embodiments, due to differences in collision location, direction, etc., the acceleration sensors used to determine the collision type may also be different. Therefore, there are multiple possible ways to determine the type of vehicle collision.

[0127] Specifically, the embodiments of the present application provide judgment processes for front collision, left collision, right collision and rear collision. The judgment processes of the above-mentioned vehicle collision types are introduced below.

[0128] In a possible implementation, the acceleration sensor for determining the type of vehicle collision includes: Figure 2 The first acceleration sensor 201, the second acceleration sensor 202 and the third acceleration sensor 203 in the embodiment.

[0129] Accordingly, the above S220 can be specifically implemented as follows: when the first speed change corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor meets the forward collision threshold, determining that the vehicle collision type is a forward collision.

[0130] In another possible implementation, the acceleration sensor for determining the type of vehicle collision includes: Figure 2 The fourth acceleration sensor 204 and the fifth acceleration sensor 205 in.

[0131] Accordingly, the above S220 may be specifically implemented as follows: when the first speed change corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor meets the left collision threshold, determining that the vehicle collision type is a left collision.

[0132] In another possible implementation, the acceleration sensor for determining the type of vehicle collision includes: Figure 2 The fourth acceleration sensor 204 and the sixth acceleration sensor 206 in.

[0133] Accordingly, the above S220 may be specifically implemented as follows: when the first speed change corresponding to at least one of the fourth acceleration sensor and the sixth acceleration sensor meets the right collision threshold, determining that the vehicle collision type is a right collision.

[0134] In another possible implementation, the acceleration sensor for determining the type of vehicle collision includes: Figure 2 The first acceleration sensor 201, the second acceleration sensor 202 and the third acceleration sensor 203 in the embodiment.

[0135] Accordingly, the above S220 can be specifically implemented as follows: when the first speed change corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor meets the rear collision threshold, determining that the vehicle collision type is a rear collision.

[0136] This application does not specifically limit the above-mentioned front collision threshold, left collision threshold, right collision threshold and rear collision threshold. In actual application, they can be determined according to different working conditions of different vehicles.

[0137] See also Figure 5 , which is the process of determining the vehicle collision type by the airbag control method provided in the embodiment of the present application.

[0138] a1. Obtain data from the acceleration sensor on the vehicle body.

[0139] The 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.

[0140] a2. Filter the data from the acceleration sensor.

[0141] a3. Perform a small window integration operation on the data of the acceleration sensor to obtain a first velocity change corresponding to the acceleration sensor.

[0142] Next, based on the first speed change corresponding to the acceleration sensor and the collision threshold corresponding to the vehicle collision type, the collision type of the vehicle is determined (specifically including the following steps a4, a5, a6, and a7).

[0143] a4. When a first velocity 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, determine that the vehicle collision type is a forward collision.

[0144] a5. When the first speed change corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor meets the left-side collision threshold, determine that the vehicle collision type is a left-side collision.

[0145] a6. When the first speed change corresponding to at least one of the fourth acceleration sensor and the sixth acceleration sensor meets the right-side collision threshold, determine that the vehicle collision type is a right-side collision.

[0146] a7. When a first velocity change corresponding to at least one of the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor meets a rear-end collision threshold, determine that the vehicle collision type is a rear-end collision.

[0147] It is understandable that through multi-sensor data collection, the same collision type can be judged based on multiple acceleration sensor data, which can reduce misjudgments caused by single sensor failure, data anomalies or errors, and improve the accuracy and stability of collision type judgment.

[0148] In some embodiments, an airbag control scheme is determined based on an airbag firing threshold corresponding to a speed change and a vehicle collision type.

[0149] Specifically, if Figure 6 , the above S300 can be specifically implemented as S310-S320:

[0150] S310 , 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.

[0151] In some embodiments, the second speed change obtained by performing the window integration operation is the speed change of the vehicle between the collision occurrence time and the target time (starting the vehicle collision type analysis).

[0152] S320: Determine an 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.

[0153] It is understandable that it is necessary to obtain the vehicle speed change between the collision occurrence time and the target time (when the vehicle collision type analysis begins) and determine the airbag control plan based on this speed change. This can reduce the delay caused by the algorithm and thus improve the accuracy of the judgment.

[0154] In some embodiments, the acceleration sensor may fail due to a collision during actual use, so the acceleration sensor failure situation needs to be included in the judgment factor for determining the airbag control scheme.

[0155] Specifically, the above S320 may be implemented as S320a:

[0156] S320a. Determine an 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.

[0157] It is understandable 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 airbag ignition misoperation due to acceleration sensor failure and improve reliability and safety.

[0158] Similarly, embodiments of the present application provide possible processes for determining airbag control schemes in front collisions, left collisions, right collisions, and rear collisions, taking into account possible acceleration sensor failures, which are introduced below.

[0159] 1. Forward collision.

[0160] 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.

[0161] In one possible implementation, when the vehicle collision type is a forward collision, the above S320a may be specifically implemented as S410:

[0162] S410. In the case that 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 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.

[0163] In some embodiments, due to the different collision positions when a collision occurs, when the distance between the collision position and the first acceleration is smaller 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 corresponding to the first acceleration sensor is used as the main judgment data, and the second speed change corresponding to the second acceleration sensor and the second speed change corresponding to the third acceleration sensor are used as verification data.

[0164] In this case, the airbag ignition threshold corresponding to the forward collision includes a first ignition threshold and a second ignition threshold.

[0165] 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 moment of collision and the target moment. The target moment is the moment when the vehicle collision type analysis begins. The first preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0166] It should be noted that the first preset functional relationship is a functional relationship between time and speed change in a preset forward collision situation in which the second speed change corresponding to the first acceleration sensor is used as the main judgment data.

[0167] 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 a functional relationship between accelerations.

[0168] It should be noted that the second preset functional relationship is a functional relationship between speed changes in a preset forward collision situation, with the second speed change corresponding to the second acceleration sensor and the second speed change corresponding to the third acceleration sensor as verification data.

[0169] Furthermore, 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, the airbag control scheme is determined to control the ignition of the front airbag.

[0170] In other embodiments, due to the different collision positions when the 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 are more accurate than the data of the first acceleration sensor. Therefore, the second speed change corresponding to the second acceleration sensor and the second speed change corresponding to the third acceleration sensor are used as the main judgment data, and the second speed change corresponding to the first acceleration sensor is used as the verification data.

[0171] In this case, the airbag ignition threshold corresponding to the forward collision includes a third ignition threshold and a fourth ignition threshold.

[0172] Among them, the above-mentioned third ignition threshold is determined based on a first time parameter and a third preset functional relationship. The first time parameter is the length of time between the moment of collision occurrence and the target moment, the target moment is the moment when the vehicle collision type analysis begins, and the third preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0173] It should be noted that the third preset functional relationship is a preset functional relationship between time and speed change, with the second speed change corresponding to the second acceleration sensor and the second speed change corresponding to the third acceleration sensor as main judgment data.

[0174] The fourth ignition threshold is determined based on a maximum value of a second speed change corresponding to the second acceleration sensor and a second speed change corresponding to the third acceleration sensor, and a fourth preset functional relationship, wherein the fourth preset functional relationship is used to reflect a functional relationship between accelerations.

[0175] It should be noted that the fourth preset functional relationship is a preset functional relationship between speed changes when the second speed change corresponding to the first acceleration sensor is used as verification data.

[0176] Furthermore, 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, the airbag control scheme is determined to control the ignition of the front airbag.

[0177] In some embodiments, the above-mentioned judgment process of using the second speed change corresponding to the first acceleration sensor as the main judgment data and using the second acceleration sensor and the second speed change corresponding to the second acceleration sensor as the main judgment data can be executed simultaneously, or only one of them can be executed. This application does not limit this.

[0178] In another possible implementation, when the vehicle collision type is a forward collision, the above S320a may also be specifically implemented as S420:

[0179] S420: When both the second acceleration sensor and the third acceleration sensor fail, determine an airbag control scheme based on a second speed change corresponding to the first acceleration sensor and an airbag ignition threshold corresponding to a forward collision.

[0180] Specifically, 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 to ignite.

[0181] The airbag ignition threshold is a preset threshold of a second speed change corresponding to the first acceleration sensor that needs to be met to determine an airbag control scheme for controlling the ignition of the front airbag when both the second acceleration sensor and the third acceleration sensor fail.

[0182] In some embodiments, the airbag group of the vehicle includes curtain airbags. Since the vehicle may roll over in the event of a collision, it is necessary to analyze whether to control the ignition of the curtain airbags.

[0183] Specifically, the analysis process of whether to control the ignition of the safety curtain airbag includes the following steps S501-S502:

[0184] S501 : Determine a vehicle collision event based on data from each acceleration sensor in an acceleration sensor group corresponding to a vehicle collision type.

[0185] One possible implementation method is 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, and determine the vehicle collision event based on the time integration data of each acceleration sensor in the acceleration sensor group.

[0186] 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.

[0187] In some embodiments, the vehicle collision event includes a high-speed collision and / or an offset collision.

[0188] In some embodiments, when the vehicle collision type is a forward collision, the acceleration sensor group corresponding to the forward collision includes the first acceleration sensor.

[0189] In this case, when the time-integrated data of the first acceleration sensor is less than the high-speed collision threshold value, the vehicle collision event is determined to be a high-speed collision event.

[0190] 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.

[0191] In this case, when the time-integrated data of the fourth acceleration sensor is greater than the first biased collision threshold and the time-integrated data of the fifth acceleration sensor is less than the second preset biased collision threshold, the vehicle collision event is determined to be a biased collision event; or, when the time-integrated data of the fourth acceleration sensor is less than the first biased collision threshold and the time-integrated data of the sixth acceleration sensor is less than the second preset biased collision threshold, the vehicle collision event is determined to be a biased collision event.

[0192] S502: Determine a curtain airbag control plan based on a vehicle collision event.

[0193] In some embodiments, when the vehicle collision event is a high-speed collision event or an offset collision event, the curtain airbag control scheme is determined to control ignition of the curtain airbags on both sides.

[0194] It can be understood that the embodiment of the present application considers the ignition control of the airbag curtains on both sides, which can improve vehicle safety. At the same time, judgments are made through multiple channels based on multiple sensor data, which reduces the possibility of misjudgment and improves control accuracy.

[0195] In some embodiments, the embodiment of the present application can perform the ignition control of the safety airbag curtains on both sides when it is determined that the vehicle collision type is a forward collision, or it can be performed without relying on the judgment of the vehicle collision type. This application does not limit this.

[0196] The following describes an airbag control solution that takes into account sensor failure and ignition of air curtains on both sides when the vehicle collision type is a forward collision, using an embodiment.

[0197] Assume that the second velocity changes corresponding to the first acceleration sensor, the second acceleration sensor, and the third acceleration sensor are n1, n2, and n3 respectively, the first ignition threshold, the second ignition threshold, the third ignition threshold, and the fourth ignition threshold are m1, m2, m3, and m4 respectively, and 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.

[0198] like Figure 7 As shown, the process starts with the analysis of the airbag control scheme for a forward collision, and then executes b210-b240 and b310-b330 respectively:

[0199] b210 . Perform a window integration operation on the data of the acceleration sensor group corresponding to the forward collision to obtain a second velocity change corresponding to each acceleration sensor.

[0200] The acceleration sensor group includes a first acceleration sensor, a second acceleration sensor and a third acceleration sensor.

[0201] b220. Determine whether both the second acceleration sensor and the third acceleration point sensor are invalid.

[0202] If the result of b220 is yes (i.e., both the second acceleration sensor and the third acceleration sensor are faulty), execute step b240; otherwise, execute b230:

[0203] b230. Determine whether the following conditions are satisfied: at least one of n2 and n3 is greater than m2, and n1 is less than m1; or, determine whether the following conditions are satisfied: at least one of n2 and n3 is greater than m3, and n1 is less than m4.

[0204] b240. Determine whether the following condition is met: n1 is less than the airbag ignition threshold corresponding to a forward collision.

[0205] If the judgment results of b230 and b240 are yes, it is determined that the airbag control scheme is to control the ignition of the front airbag; if the judgment results of b230 and b240 are no, return to step b210.

[0206] b310. Perform a time integration operation on the data of each acceleration sensor in the forward collision acceleration sensor group to obtain time integration data of each acceleration sensor.

[0207] The acceleration sensor group includes a first acceleration sensor, a fourth acceleration sensor, a fifth acceleration sensor, and a sixth acceleration sensor.

[0208] Next, execute b320 and b330 respectively:

[0209] b320. Determine whether the following condition is satisfied: t1 is less than the high-speed collision threshold.

[0210] If the determination result of b320 is yes, it is determined that the vehicle collision event is a high-speed collision event, otherwise the process returns to b310 .

[0211] b330. Determine whether the following conditions are met: 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.

[0212] If the judgment result of b330 is yes, it is determined that the vehicle collision event is an offset collision event, otherwise the process returns to b310.

[0213] 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 airbag control scheme also includes controlling the ignition of the airbag curtains on both sides.

[0214] 2. Left side collision.

[0215] 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.

[0216] In one possible implementation, when the vehicle collision type is a left-side collision, the above S320a may be specifically implemented as S610:

[0217] S610: If the fifth acceleration sensor is not failed, determine an airbag control scheme 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.

[0218] In some embodiments, due to the different collision positions when the collision occurs, when the distance between the collision position and the fourth acceleration is smaller 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 speed change corresponding to the fourth acceleration sensor is used as the main judgment data, and the second speed change corresponding to the fifth acceleration sensor is used as the verification data.

[0219] In this case, the airbag ignition threshold corresponding to the left-side collision includes a fifth ignition threshold and a sixth ignition threshold.

[0220] 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 length of time between the moment of collision occurrence and the target moment, the target moment is the moment when the vehicle collision type analysis begins, and the fifth preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0221] It should be noted that the fifth preset functional relationship is a functional relationship between time and speed change in a preset left-side collision situation in which the second speed change corresponding to the fourth acceleration sensor is used as the main judgment data.

[0222] 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 accelerations.

[0223] It should be noted that the sixth preset functional relationship is a functional relationship between speed changes and speed changes in a preset left-side collision situation in which the second speed change corresponding to the fifth acceleration sensor is used as verification data.

[0224] Furthermore, 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, the airbag control scheme is determined to control the ignition of the left airbag.

[0225] In other embodiments, due to the different collision positions when the 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 speed change corresponding to the fifth acceleration sensor is used as the main judgment data, and the second speed change corresponding to the fourth acceleration sensor is used as the verification data.

[0226] In this case, the airbag ignition threshold corresponding to the left-side collision includes the seventh ignition threshold and the eighth ignition threshold.

[0227] 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 length of time between the moment of collision occurrence and the target moment, the target moment is the moment when the vehicle collision type analysis is started, and the seventh preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0228] It should be noted that the seventh preset functional relationship is a functional relationship between time and speed change, using the second speed change corresponding to the fifth acceleration sensor as the main judgment data in a preset left-side collision situation.

[0229] 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 accelerations.

[0230] It should be noted that the eighth preset functional relationship is a functional relationship between speed changes and speed changes in a preset left-side collision situation in which the second speed change corresponding to the fourth acceleration sensor is used as verification data.

[0231] Furthermore, when the second speed change corresponding to the fifth acceleration sensor is less than the seventh ignition threshold and the second speed change corresponding to the fourth acceleration sensor is greater than the eighth ignition threshold, the airbag control scheme is determined to control the ignition of the left airbag.

[0232] In some embodiments, the above-mentioned judgment process of using the second speed change corresponding to the fourth acceleration sensor as the main judgment data and using the second speed change corresponding to the fifth acceleration sensor as the main judgment data can be executed simultaneously, or only one of them can be executed. This application does not limit this.

[0233] In another possible implementation, when the vehicle collision type is a left-side collision, the above S320a may also be specifically implemented as S620:

[0234] S620: When the fifth acceleration sensor fails, determine an 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.

[0235] Specifically, when the second speed change corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to the left collision, the airbag control scheme is determined to control the ignition of the left airbag.

[0236] The airbag ignition threshold is a preset threshold of a second speed change corresponding to the fourth acceleration sensor that needs to be met to determine the airbag control scheme for controlling the ignition of the left airbag when the fifth acceleration sensor fails.

[0237] The following describes the analysis process of determining the airbag control plan in the case of a left-side collision with reference to the accompanying drawings.

[0238] Assume that the second speed changes 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.

[0239] like Figure 8 As shown, the process starts with the analysis of the airbag control scheme for left-side collision, and then executes c210-c240:

[0240] c210 . Perform a window integration operation on the data of the acceleration sensor group corresponding to the left-side collision to obtain a second velocity change corresponding to each acceleration sensor.

[0241] The acceleration sensor group corresponding to the left-side collision includes a fourth acceleration sensor and a fifth acceleration sensor.

[0242] c220. Determine whether all fifth acceleration sensors are faulty.

[0243] If the result of determination in step c220 is yes (i.e., the fifth acceleration sensor fails), execute step c240; otherwise, execute step c230:

[0244] c230. Determine whether the following conditions are satisfied: n4 is greater than m5 and n5 is less than m6; or, determine whether the following conditions are satisfied: n5 is less than m7 and n4 is greater than m8.

[0245] C240: Determine whether the following is true: n4 is greater than the airbag ignition threshold corresponding to a left-side collision.

[0246] If the judgment results of c230 and c240 are yes, it is determined 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 step c210.

[0247] 3. Right side collision.

[0248] In some embodiments, 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.

[0249] In one possible implementation, when the vehicle collision type is a right-side collision, the above S320a may be specifically implemented as S710:

[0250] S710: If the sixth acceleration sensor is not failed, determine an airbag control scheme 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 left collision.

[0251] In some embodiments, due to the different collision positions when the collision occurs, when the distance between the collision position and the fourth acceleration is smaller 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 corresponding to the fourth acceleration sensor is used as the main judgment data, and the second speed change corresponding to the sixth acceleration sensor is used as the verification data.

[0252] In this case, the airbag ignition threshold corresponding to the right collision includes a ninth ignition threshold and a tenth ignition threshold.

[0253] Among them, the above-mentioned ninth ignition threshold is determined based on a third time parameter and a ninth preset functional relationship. The third time parameter is the length of time between the moment of collision occurrence and the target moment. The target moment is the moment when the vehicle collision type analysis begins. The ninth preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0254] It should be noted that the ninth preset functional relationship is a functional relationship between time and speed change in the case of a right-side collision, with the second speed change corresponding to the fourth acceleration sensor being used as the main judgment data.

[0255] The tenth ignition threshold is determined based on the second speed change 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 accelerations.

[0256] It should be noted that the tenth preset functional relationship is a functional relationship between speed changes and speed changes in a preset right-side collision situation in which the second speed change corresponding to the sixth acceleration sensor is used as verification data.

[0257] Furthermore, 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, the airbag control scheme is determined to control the ignition of the right airbag.

[0258] In other embodiments, due to the different collision positions when the 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 speed change corresponding to the sixth acceleration sensor is used as the main judgment data, and the second speed change corresponding to the fourth acceleration sensor is used as the verification data.

[0259] In this case, the airbag ignition threshold corresponding to the right collision includes an eleventh ignition threshold and a twelfth ignition threshold.

[0260] Among them, the above-mentioned eleventh ignition threshold is determined based on the third time parameter and the eleventh preset functional relationship. The eleventh time parameter is the length of time between the moment of collision occurrence and the target moment. The target moment is the moment when the vehicle collision type analysis is started. The eleventh preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0261] It should be noted that the eleventh preset functional relationship is a functional relationship between time and speed change in a preset right-side collision situation in which the second speed change corresponding to the sixth acceleration sensor is used as the main judgment data.

[0262] 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 accelerations.

[0263] It should be noted that the twelfth preset functional relationship is a functional relationship between speed changes and speed changes in a preset right-side collision situation in which the second speed change corresponding to the fourth acceleration sensor is used as verification data.

[0264] Furthermore, 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, the airbag control scheme is determined to control the ignition of the right airbag.

[0265] In some embodiments, the above-mentioned judgment process of using the second speed change corresponding to the fourth acceleration sensor as the main judgment data and using the second speed change corresponding to the sixth acceleration sensor as the main judgment data can be executed simultaneously, or only one of them can be executed. This application does not limit this.

[0266] In another possible implementation, when the vehicle collision type is a right-side collision, the above S320a may also be specifically implemented as S720:

[0267] S720: When the sixth acceleration sensor fails, determine an airbag control scheme based on a second speed change corresponding to the fourth acceleration sensor and an airbag firing threshold corresponding to a left-side collision.

[0268] Specifically, when the second speed change corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to the right-side collision, the airbag control scheme is determined to control the ignition of the left airbag.

[0269] The airbag ignition threshold is a preset threshold of a second speed change corresponding to the fourth acceleration sensor that needs to be met to determine the airbag control scheme for controlling the ignition of the right airbag when the sixth acceleration sensor fails.

[0270] The following describes the analysis process for determining the airbag control scheme in the event of a right-side collision with reference to the accompanying drawings.

[0271] Assume that the second speed changes corresponding to the fourth acceleration sensor and the sixth acceleration sensor are n4 and n6 respectively, and the ninth ignition threshold, the tenth ignition threshold, the eleventh ignition threshold and the twelfth ignition threshold are m9, m10, m11 and m12 respectively.

[0272] like Figure 9 As shown, the process starts with the analysis of the airbag control scheme for right-side collision, and then executes d210-d240:

[0273] d210 . Perform a window integration operation on the data of the acceleration sensor group corresponding to the right collision to obtain a second velocity change corresponding to each acceleration sensor.

[0274] The acceleration sensor group corresponding to the right-side collision includes a fourth acceleration sensor and a sixth acceleration sensor.

[0275] d220. Determine whether all sixth acceleration sensors have failed.

[0276] If the result of determination in step d220 is yes (i.e., the sixth acceleration sensor fails), execute step d240; otherwise, execute step d230:

[0277] d230. Determine whether the following conditions are satisfied: n4 is less than m9, and n6 is less than m10; or, determine whether the following conditions are satisfied: n6 is less than m11, and n4 is less than m12.

[0278] d240. Determine whether: n4 is greater than the airbag ignition threshold corresponding to a right-side collision.

[0279] If the judgment results of d230 and d240 are yes, it is determined 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 step d210.

[0280] 4. Rear collision.

[0281] In some embodiments, 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.

[0282] In one possible implementation, when the vehicle collision type is a rear-end collision, the above S320 may be specifically implemented as S320b:

[0283] S320b. Determine an airbag control scheme 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 rear collision.

[0284] In some embodiments, since in a rear-end 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, the second speed change corresponding to the first acceleration sensor is used as the main judgment data, and the second speed change corresponding to the second acceleration sensor and the second speed change corresponding to the third acceleration sensor are used as verification data.

[0285] In some embodiments, the airbag firing threshold corresponding to a rear collision includes a thirteenth firing threshold and a fourteenth firing threshold.

[0286] Among them, the above-mentioned thirteenth ignition threshold is determined based on a fourth time parameter and a thirteenth preset functional relationship. The fourth time parameter is the length of time between the moment of collision occurrence and the target moment, the target moment is the moment when the vehicle collision type analysis is started, and the thirteenth preset functional relationship is used to reflect the functional relationship between time and acceleration.

[0287] It should be noted that the thirteenth preset functional relationship is a functional relationship between time and speed change in a preset rearward collision situation in which the second speed change corresponding to the first acceleration sensor is used as the main judgment data.

[0288] 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 accelerations.

[0289] It should be noted that the fourteenth preset functional relationship is a functional relationship between speed changes in a preset rearward collision situation with the second speed change corresponding to the second acceleration sensor and the second speed change corresponding to the third acceleration sensor as verification data.

[0290] Furthermore, 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, the airbag control scheme is determined to control the airbag not to ignite.

[0291] In some embodiments, in order to further avoid safety issues 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 to complete the vehicle power-off.

[0292] The embodiments of the present application do not limit the specific contents of the above-mentioned 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, they can be determined through actual collision tests according to different working conditions of the vehicle.

[0293] The following describes the process of determining the airbag control plan in the case of a rear-end collision with reference to the accompanying drawings.

[0294] like Figure 10 As shown, the process begins and enters the analysis of the airbag control solution for right-side collision.

[0295] e1. Perform a window integration operation on the data of the acceleration sensor group corresponding to the rear-end collision to obtain a second velocity change corresponding to each acceleration sensor.

[0296] The acceleration sensor group corresponding to the rear-end collision includes a first acceleration sensor, a second acceleration sensor, and a third acceleration sensor.

[0297] e2. 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, determine that the airbag control scheme is to control the airbag not to ignite.

[0298] e3. When it is determined that the airbag control scheme is to control the airbag not to fire, a vehicle power-off signal is sent to the vehicle controller to thereby complete the vehicle power-off.

[0299] It can be understood that the airbag control method provided in the embodiment of the present application obtains data from multiple sensors on the vehicle body, and based on the multiple sensor data, determines the vehicle collision type and the corresponding airbag control scheme through multiple channels. When making the judgment, it determines whether the acceleration data reaches the ignition threshold of the airbag based on the functional relationship. This can improve the accuracy of the analysis from multiple angles, avoid misjudgment caused by failure of the acceleration sensor and complex actual conditions, improve the flexibility and accuracy of the judgment, and thus improve the safety of the vehicle.

[0300] It can be seen that the above mainly introduces the solution provided by the embodiment of the present application from the perspective of the method. In order to achieve the above functions, the embodiment of the present application provides hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should easily appreciate that, in combination with the modules and algorithm steps of each example described in the embodiment disclosed herein, the embodiment of the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in a hardware or computer software driven hardware manner depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present invention.

[0301] In the embodiments of the present application, the airbag control device can be divided into functional modules according to the above-mentioned method examples. For example, each functional module can be divided according to each function, or two or more functions can be integrated into a single processing module. The above-mentioned integrated modules can be implemented in the form of hardware or software functional modules. Optionally, the module division in the embodiments of the present application is illustrative and only represents a logical functional division. In actual implementation, other division methods may be used.

[0302] Figure 11 A schematic diagram of the structure of an airbag control device provided in an embodiment of the present application is shown in FIG. Figure 11 As shown, the airbag control device 400 includes a communication module 401 and a processing module 402 .

[0303] Communication module 401, used to obtain data from the acceleration sensor on the vehicle body;

[0304] The processing module 402 is configured to determine a vehicle collision type based on data from an acceleration sensor;

[0305] The processing module 402 is further configured to determine an airbag control scheme based on data from each acceleration sensor in the acceleration sensor group corresponding to the 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.

[0306] In some embodiments, the processing module 402 is specifically configured to perform a small window integration operation on the acceleration sensor data to obtain a first velocity change corresponding to the acceleration sensor; and determine the vehicle collision type based on the first velocity change corresponding to the acceleration sensor.

[0307] 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 central channel of the vehicle body and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the front longitudinal beam on the left side of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the front longitudinal beam on the right side of the vehicle body and is used to measure the longitudinal acceleration; the processing module 402 is specifically used to determine that the vehicle collision type is a forward collision when the first velocity change corresponding to at least one of the first acceleration sensor, the second acceleration sensor and the third acceleration sensor meets the forward collision threshold.

[0308] 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 central channel of the vehicle body and is used to measure 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 lateral acceleration; the processing module 402 is specifically used to determine that the vehicle collision type is a left-side collision when the first velocity change corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor meets the left-side collision threshold.

[0309] 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 central channel of the vehicle body and is used to measure 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 lateral acceleration; the processing module 402 is specifically used to determine that the vehicle collision type is a right-side collision when the first velocity change corresponding to at least one of the fourth acceleration sensor and the sixth acceleration sensor meets the right-side collision threshold.

[0310] 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 central channel of the vehicle body and is used to measure the longitudinal acceleration; the second acceleration sensor is located on the front longitudinal beam on the left side of the vehicle body and is used to measure the longitudinal acceleration; the third acceleration sensor is located on the front longitudinal beam on the right side of the vehicle body and is used to measure the longitudinal acceleration; the processing module 402 is specifically used to determine that the vehicle collision type is a rear collision when the first velocity change corresponding to at least one acceleration sensor among the first acceleration sensor, the second acceleration sensor and the third acceleration sensor meets the rear collision threshold.

[0311] In some embodiments, the processing module 402 is specifically used to perform 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; and determine an airbag control scheme based on the second velocity change corresponding to each acceleration sensor in the acceleration sensor group and the airbag ignition threshold corresponding to the vehicle collision type.

[0312] In some embodiments, the processing module 402 is specifically used to determine 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.

[0313] 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; wherein the first acceleration sensor is located on the central channel of the vehicle body, for measuring longitudinal acceleration; the second acceleration sensor is located on the front longitudinal beam on the left side of the vehicle body, for measuring longitudinal acceleration; the third acceleration sensor is located on the front longitudinal beam on the right side of the vehicle body, for measuring longitudinal acceleration.

[0314] In some embodiments, the processing module 402 is specifically used to determine an airbag control scheme 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, when at least one of the second acceleration sensor and the third acceleration sensor is not failed.

[0315] In some embodiments, the airbag ignition threshold corresponding to a 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 length of time between the time the collision occurs 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 the second speed change 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 acceleration and acceleration; the processing module 402 is specifically used to determine that the airbag control scheme is to control the ignition of the front airbag 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.

[0316] In some embodiments, the airbag ignition threshold corresponding to a 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 time the collision occurs 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 the fourth preset functional relationship, and the fourth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module 402 is specifically used to determine that the airbag control scheme is to control the ignition of the front airbag 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.

[0317] In some embodiments, the processing module 402 is specifically configured to determine an airbag control scheme based on a second speed change corresponding to the first acceleration sensor and an airbag firing threshold corresponding to a forward collision when both the second acceleration sensor and the third acceleration sensor fail.

[0318] In some embodiments, the processing module 402 is specifically configured to determine that the airbag control scheme is to control the front airbag to be fired when the second speed change corresponding to the first acceleration sensor is less than the airbag firing threshold corresponding to the forward collision.

[0319] In some embodiments, the processing module 402 is further configured to determine a vehicle collision event based on data from each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type; and determine a safety curtain airbag control scheme based on the vehicle collision event.

[0320] In some embodiments, the processing module 402 is specifically used 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 time integration data of each acceleration sensor; wherein the first time parameter is the time length between the time when the collision occurs and the target time, and the target time is the time when the vehicle collision type analysis is started; and determine the vehicle collision event based on the time integration data of each acceleration sensor in the acceleration sensor group.

[0321] In some embodiments, when 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 longitudinal acceleration; the processing module 402 is specifically used 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.

[0322] 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 central channel of the vehicle body and is used to measure 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 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 lateral acceleration; the processing module 402 is specifically used to determine that the vehicle collision event is an offset collision event 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; 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, determine that the vehicle collision event is an offset collision event.

[0323] In some embodiments, the processing module 402 is specifically configured to determine that the safety curtain airbag control scheme is to control the ignition of safety curtain airbags on both sides when the vehicle collision event is a high-speed collision event or an offset collision event.

[0324] 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 central channel of the vehicle body and is used to measure 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 lateral acceleration.

[0325] In some embodiments, the processing module 402 is specifically used to determine an airbag control scheme 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 when the fifth acceleration sensor is not failed.

[0326] In some embodiments, 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 length of time between the time the collision occurs and the target time, the target time is the time when the vehicle collision type analysis is started, 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 the 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 used to determine that the airbag control scheme is to control the ignition of the left airbag 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.

[0327] In some embodiments, 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 length of time between the time of collision and the target time, the target time is the time when the vehicle collision type analysis is started, 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 the 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 used to determine that the airbag control scheme is to control the ignition of the left airbag when the second speed change corresponding to the fifth acceleration sensor is less than the seventh ignition threshold and the second speed change corresponding to the fourth acceleration sensor is greater than the eighth ignition threshold.

[0328] In some embodiments, the processing module 402 is specifically configured to determine an airbag control scheme based on the second speed change corresponding to the fourth acceleration sensor and the airbag firing threshold corresponding to the left collision when the fifth acceleration sensor fails.

[0329] In some embodiments, the processing module 402 is specifically configured to determine that the airbag control scheme is to control the ignition of the left airbag when the second speed change corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to the left collision.

[0330] In some embodiments, 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 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 lateral acceleration.

[0331] In some embodiments, the processing module 402 is specifically used to determine an airbag control scheme 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 when the sixth acceleration sensor is not failed.

[0332] 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, the third time parameter is the time length between the time of the collision and the target time, the target time is the time when the vehicle collision type analysis is started, 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 processing module 402 is specifically used to determine that the airbag control scheme is to control the ignition of the right-side airbag 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.

[0333] 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, the eleventh time parameter is the time length between the time the collision occurs and the target time, the target time is the time when the vehicle collision type analysis is started, 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 the 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 used to determine that the airbag control scheme is to control the ignition of the right-side airbag 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.

[0334] In some embodiments, the processing module 402 is specifically configured to determine an airbag control scheme based on the second speed change corresponding to the fourth acceleration sensor and the airbag firing threshold corresponding to the right collision when the sixth acceleration sensor fails.

[0335] 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 airbag when the second speed change corresponding to the fourth acceleration sensor is greater than the airbag ignition threshold corresponding to the right collision.

[0336] 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; wherein the first acceleration sensor is located on the central channel of the vehicle body, for measuring longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body, for measuring longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body, for measuring longitudinal acceleration.

[0337] In some embodiments, the processing module 402 is specifically used to determine an airbag control scheme 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 rear collision.

[0338] 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 time of collision and the target time, the target time is the time when the vehicle collision type analysis is started, 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 the fourteenth preset functional relationship, and the fourteenth preset functional relationship is used to reflect the functional relationship between acceleration and acceleration; the processing module 402 is specifically used to determine that the airbag control scheme is to control the airbag not to ignite 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.

[0339] In some embodiments, when it is determined that the airbag control scheme is to control the airbag not to fire, the communication module 401 is further configured to send a vehicle power-off signal to the vehicle controller.

[0340] In the case of implementing the functions of the above-mentioned integrated modules in the form of hardware, the embodiment of the present application provides a structural diagram of a vehicle. Figure 12 As 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 .

[0341] Processor 502 may implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 502 may 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, a transistor logic device, a hardware component, or any combination thereof. It may implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 502 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, or a combination of a DSP and a microprocessor.

[0342] The communication interface 503 is used to connect to other devices via a communication network, such as Ethernet, wireless access network, or wireless local area network (WLAN).

[0343] The memory 501 may 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, 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.

[0344] As a possible implementation, memory 501 may exist independently of processor 502 and may be connected to processor 502 via bus 504 to store instructions or program codes. When processor 502 calls and executes the instructions or program codes stored in memory 501, the airbag control method provided in the embodiment of the present invention can be implemented.

[0345] In another possible implementation, the memory 501 may also be integrated with the processor 502 .

[0346] The bus 504 may be an extended industry standard architecture (EISA) bus, etc. The bus 504 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 12 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0347] Through the description of the above implementation methods, technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the service calling device can be divided into different functional modules to complete all or part of the functions described above.

[0348] In the description of the embodiments of the present application, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0349] The present application also provides a computer-readable storage medium. All or part of the processes in the above-described method embodiments may be performed by computer program instructions directed to the relevant hardware. The program may be stored in the computer-readable storage medium. When the computer program instructions are executed on a computer, the computer executes the airbag control method described in any of the above-described embodiments.

[0350] Exemplary computer-readable storage media may include, but are not limited to, magnetic storage devices (e.g., hard disks, floppy disks, or magnetic tapes), optical disks (e.g., compact disks (CDs), digital versatile disks (DVDs), etc.), smart cards, and flash memory devices (e.g., erasable programmable read-only memories (EPROMs), cards, sticks, or key drives). The various computer-readable storage media described herein 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.

[0351] An embodiment of the present application further provides a computer program product, which includes a computer program. When the computer program product is run on a computer, the computer is enabled to execute any one of the airbag control methods provided in the above embodiments.

[0352] The above are only specific embodiments of the present application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A method for controlling an airbag, characterized in that: The method comprises: Obtain data from the acceleration sensor on the vehicle body; determining a vehicle collision type based on data from the acceleration sensor; Determining an airbag control scheme based on data from each acceleration sensor in an acceleration sensor group corresponding to a vehicle collision type and an airbag firing threshold corresponding to the vehicle collision type; wherein the airbag firing threshold is determined based on a collision time parameter or a collision acceleration parameter; determining a vehicle collision event based on data from each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type; Determining a safety curtain airbag control scheme based on the vehicle collision event; The determining of the vehicle collision event based on data from each acceleration sensor in the acceleration sensor group corresponding to the vehicle collision type includes: performing a time integration operation on data from each acceleration sensor in the acceleration sensor group based on a first time parameter to obtain time integration data of each acceleration sensor; wherein the first time parameter is the length of time between the collision occurrence time and the target time, and the target time is the time when the vehicle collision type analysis is started; determining a vehicle collision event based on time-integrated data of each acceleration sensor in the acceleration sensor group; In a case where the vehicle collision type is a forward collision, the acceleration sensor group corresponding to the forward collision includes a first acceleration sensor, the first acceleration sensor being located on a central channel of the vehicle body and configured to measure longitudinal acceleration; and determining a vehicle collision event based on 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.

2. The method according to claim 1, characterized in that The determining the vehicle collision type based on the data from the acceleration sensor includes: Performing a small window integration operation on the data of the acceleration sensor to obtain a first velocity change corresponding to the acceleration sensor; A vehicle collision type is determined based on a first velocity 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 longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure longitudinal acceleration; the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure longitudinal acceleration; The determining the vehicle collision type based on the first speed change 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, the vehicle collision type is determined to be 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 lateral acceleration; the fifth acceleration sensor is located on the longitudinal support pillar between the front door and the rear door on the left side of the vehicle body and is used to measure lateral acceleration; The determining the vehicle collision type based on the first speed change corresponding to the acceleration sensor includes: When a first speed change corresponding to at least one of the fourth acceleration sensor and the fifth acceleration sensor meets a left-side collision threshold, the vehicle collision type is determined to be a left-side collision.

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

7. The method according to claim 1, characterized in that The determining of 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 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; 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; and 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 event 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 an airbag ignition threshold corresponding to a forward collision.

11. The method according to claim 10, characterized in that The airbag firing threshold corresponding to a forward collision includes a first firing threshold and a second firing threshold; the first firing threshold is determined based on a first time parameter and a first preset functional relationship, the first time parameter being the length of time between the collision occurrence time and a target time, the target time being the time when vehicle collision type analysis is initiated, and the first preset functional relationship being used to reflect a functional relationship between time and acceleration; the second firing threshold is determined based on a second velocity change corresponding to the first acceleration sensor and a second preset functional relationship, the second preset functional relationship being used to reflect a functional relationship between accelerations; The determining of an airbag control scheme 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 firing threshold corresponding to a forward collision includes: 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 firing threshold corresponding to the forward collision includes a third firing threshold and a fourth firing threshold; the third firing threshold is determined based on a first time parameter and a third preset functional relationship, the first time parameter being the length of time between the collision occurrence time and the target time, the target time being the time when the vehicle collision type analysis is started, and the third preset functional relationship being used to reflect the functional relationship between time and acceleration; the fourth firing threshold is determined based on the maximum value of the second velocity change corresponding to the second acceleration sensor and the second velocity change 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 accelerations; The determining of an airbag control scheme 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 firing threshold corresponding to a forward collision includes: 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 firing 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, wherein 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 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 lateral acceleration; and 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 lateral acceleration; The determining of a vehicle collision event based on 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.

16. The method according to claim 1 or 15, characterized in that The determining of a safety curtain airbag control scheme based on the vehicle collision event includes: When 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.

17. 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 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 lateral acceleration.

18. The method according to claim 17, 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.

19. The method according to claim 18, characterized in that The airbag activation threshold corresponding to the left-side collision includes a fifth activation threshold and a sixth activation threshold; the fifth activation threshold is determined based on a second time parameter and a fifth preset functional relationship, the second time parameter being the length of time between the collision occurrence time and a target time, the target time being the time at which vehicle collision type analysis is initiated, and the fifth preset functional relationship being used to reflect a functional relationship between time and acceleration; the sixth activation threshold is determined based on a second velocity change corresponding to the fourth acceleration sensor and a sixth preset functional relationship, the sixth preset functional relationship being used to reflect a functional relationship between accelerations; The determining of the airbag control scheme 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 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, the airbag control scheme is determined to control the ignition of the left airbag.

20. The method according to claim 18, wherein The airbag activation threshold corresponding to the left-side collision includes a seventh activation threshold and an eighth activation threshold; the seventh activation threshold is determined based on a second time parameter and a seventh preset functional relationship, the second time parameter being the time length between the collision occurrence time and a target time, the target time being the time when vehicle collision type analysis is initiated, and the seventh preset functional relationship being used to reflect a functional relationship between time and acceleration; the eighth activation threshold is determined based on a second velocity change corresponding to the fifth acceleration sensor and an eighth preset functional relationship, the eighth preset functional relationship being used to reflect a functional relationship between accelerations; The determining of the airbag control scheme 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 includes: When the second speed change corresponding to the fifth acceleration sensor is less than the seventh ignition threshold and the second speed change corresponding to the fourth acceleration sensor is greater than the eighth ignition threshold, the airbag control scheme is determined to control the ignition of the left airbag.

21. The method according to claim 17, wherein 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 event 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 an airbag firing threshold corresponding to a left-side collision.

22. The method according to claim 21, 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 collision, the airbag control scheme is determined to control the ignition of the left airbag.

23. 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 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 lateral acceleration.

24. The method according to claim 23, wherein 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.

25. The method according to claim 24, characterized in that The airbag activation threshold corresponding to the right-side collision includes a ninth activation threshold and a tenth activation threshold; the ninth activation threshold is determined based on a third time parameter and a ninth preset functional relationship, the third time parameter being the time length between the collision occurrence time and a target time, the target time being the time at which vehicle collision type analysis is initiated; the ninth preset functional relationship is used to reflect a functional relationship between time and acceleration; the tenth activation threshold is determined based on a second velocity change corresponding to the fourth acceleration sensor and a tenth preset functional relationship, the tenth preset functional relationship being used to reflect a functional relationship between accelerations; The determining of the airbag control scheme 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 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, the airbag control scheme is determined to control the ignition of the right airbag.

26. The method according to claim 24, 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 third time parameter being the length of time between the collision occurrence time and a target time, the target time being the time when the vehicle collision type analysis is initiated, and the eleventh preset functional relationship being used to reflect a functional relationship between time and acceleration; the twelfth ignition threshold is determined based on a second velocity change corresponding to the sixth acceleration sensor and a twelfth preset functional relationship, the twelfth preset functional relationship being used to reflect a functional relationship between accelerations; The determining of the airbag control scheme 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 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, the airbag control scheme is determined to control the ignition of the right airbag.

27. The method according to claim 23, 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 event 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 an airbag firing threshold corresponding to a right-side collision.

28. The method according to claim 27, 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.

29. The method according to claim 7, characterized in that 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 central channel of the vehicle body and is used to measure longitudinal acceleration; the second acceleration sensor is located on the left front longitudinal beam of the vehicle body and is used to measure longitudinal acceleration; and the third acceleration sensor is located on the right front longitudinal beam of the vehicle body and is used to measure longitudinal acceleration.

30. The method according to claim 29, wherein 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 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 an airbag firing threshold corresponding to a rear collision.

31. The method according to claim 30, wherein The airbag firing threshold corresponding to a rear collision includes a thirteenth firing threshold and a fourteenth firing threshold, the thirteenth firing threshold being determined based on a fourth time parameter and a thirteenth preset functional relationship, the fourth time parameter being the length of time between the collision occurrence time and a target time, the target time being the time at which vehicle collision type analysis is initiated, the thirteenth preset functional relationship being used to reflect a functional relationship between time and acceleration; the fourteenth firing threshold being determined based on a second velocity change corresponding to the first acceleration sensor and a fourteenth preset functional relationship being used to reflect a functional relationship between accelerations; The determining of an airbag control scheme 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 firing threshold corresponding to a rearward 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.

32. The method according to claim 30, wherein When 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.

33. 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 32.

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