Integrated control method, device and equipment of inertial measurement unit, and medium

Abstract

The invention relates to the technical field of passenger vehicles, and discloses an integrated control method, device and equipment of an inertial measurement unit, and a medium, which are applied to a safety airbag control module, and the inertial measurement unit is integrated in the safety airbag control module. The method comprises the following steps: after electrifying and completing initialization, acquiring an original inertial measurement signal through an inertial measurement unit; determining a first precision inertial measurement signal corresponding to the original inertial measurement signal, and transmitting the first precision inertial measurement signal to a domain control host module and an electric drive control module through a special communication link; determining a second-precision inertial measurement signal corresponding to the original inertial measurement signal, and transmitting the second-precision inertial measurement signal to a system-level chip in a safety airbag control module through an internal communication link for airbag algorithm calibration; and transmitting the second precision inertial measurement signal to the stability control module through the general communication link. According to the technical scheme provided by the invention, high integration of signal resources can be realized.

Description

Technical Field

[0001] This application relates to the technical field of passenger vehicles, and particularly to an integrated control method, device, equipment and medium for an inertial measurement unit. Background Art

[0002] With the improvement of the safety and intelligent system functions of passenger vehicles, multiple inertial measurement units (IMUs) are required inside the vehicle to meet different needs. For example, the airbag controller (ACU) needs a low-precision IMU to monitor rollover, the electronic stability program (ESC) needs a medium-precision IMU, and the intelligent driving system needs a high-precision IMU to support the autonomous driving function. The low integration degree of these IMU modules results in high costs and insufficient resource utilization.

[0003] Therefore, how to meet all requirements through a single IMU module, achieve a high degree of integration of signal resources, and reduce costs and weight has become a technical problem to be solved urgently. Summary of the Invention

[0004] This application provides an integrated control method, device, equipment and medium for an inertial measurement unit, which realizes the technical effects of highly integrating signal resources, reducing costs and weight.

[0005] To achieve the above object, the main technical solutions adopted in this application include: In a first aspect, an embodiment of this application provides an integrated control method for an inertial measurement unit, which is applied to an airbag control module, and an inertial measurement unit is integrated in the airbag control module; the method includes: After power-on and completion of initialization, collect original inertial measurement signals through the inertial measurement unit; In response to the received original inertial measurement signals, determine first-precision inertial measurement signals corresponding to the original inertial measurement signals, and transmit the first-precision inertial measurement signals to a domain control host module and an electric drive control module through a dedicated communication link; In response to the received original inertial measurement signals, determine second-precision inertial measurement signals corresponding to the original inertial measurement signals, and transmit the second-precision inertial measurement signals to a system-on-chip in the airbag control module for airbag algorithm calibration through an internal communication link; and transmit the second-precision inertial measurement signals to a stability control module through a general communication link.

[0006] An integrated control method for an inertial measurement unit provided in this embodiment uses the first-precision inertial measurement signals collected and processed by a single inertial measurement unit to support the domain control host module and the electric drive control module to achieve precise monitoring and control of vehicle dynamic changes, ensuring real-time response. The second-precision inertial measurement signals are used for the airbag and the stability control module to quickly respond to vehicle collisions and dynamic stability, improving safety. Through different transmission methods of dedicated and general communication links, the data transmission delay is optimized, ensuring a balance between high-precision control during driving and low-latency response in emergency situations. Further reducing redundant hardware also achieves the effects of cost reduction and weight reduction while ensuring accuracy and response speed. Therefore, the use of a single inertial measurement unit and the integration of signal resources achieve the efficiency and safety of vehicle control, while promoting the optimization of cost and weight.

[0007] In one embodiment, determining the first-precision inertial measurement signal corresponding to the received raw inertial measurement signal includes: In response to the received raw inertial measurement signal, perform low-pass filtering on the raw inertial measurement signal to obtain a filtered inertial measurement signal; Determine the compensation value corresponding to the filtered inertial measurement signal; Use the compensation value to compensate the filtered inertial measurement signal to obtain the first-precision inertial measurement signal.

[0008] This embodiment effectively removes high-frequency noise through low-pass filtering, retains low-frequency signals, ensures the quality of the measurement signal, and provides a basis for subsequent compensation. By analyzing the filtered inertial measurement signal, the compensation value is determined to ensure dynamic adjustment according to real-time situations. Finally, signal compensation is performed to further improve the accuracy and reliability of the measurement. Throughout the process, through built-in compensation and low-pass filtering, there is no need to rely on additional hardware or complex equipment, thus reducing costs. At the same time, not only the accuracy of the signal is improved, but also a high degree of integration of signal resources is achieved.

[0009] In one embodiment, determining the compensation value corresponding to the filtered inertial measurement signal includes: Obtain the current working temperature of the inertial measurement unit; Determine the compensation value according to the current working temperature and the pre-configured temperature compensation coefficient.

[0010] In this embodiment, the working temperature of the inertial measurement unit is monitored in real time, and the measurement accuracy is automatically adjusted according to the temperature change. First, by obtaining the current working temperature, the inertial measurement unit can grasp the state of the device in real time without the need for an additional external temperature sensor. Second, the inertial measurement unit automatically compensates using a preset temperature compensation coefficient, thereby eliminating the influence of temperature on the measurement result. Through this design, not only the measurement accuracy and stability are improved, but also the requirement for external components is significantly reduced, thereby reducing the cost and weight. In addition, this highly integrated design makes the inertial measurement unit more compact, effectively reducing the weight of the entire vehicle, thus achieving the goal of cost reduction and weight reduction.

[0011] In one embodiment, the temperature compensation coefficient is obtained in the following manner: Calibrate the inertial measurement unit at multiple preset temperature points to obtain the acceleration zero bias and gyroscope angular velocity zero bias at each temperature point; The temperature compensation coefficient is obtained by fitting according to the acceleration zero bias and gyroscope angular velocity zero bias.

[0012] In this embodiment, the inertial measurement unit is calibrated at multiple preset temperature points to obtain the acceleration zero bias and gyroscope angular velocity zero bias data at each temperature point. According to the obtained acceleration zero bias and gyroscope angular velocity zero bias data, the temperature compensation coefficient is obtained through a fitting algorithm. This compensation coefficient can reflect the influence of different temperature changes on the signals collected by the inertial measurement unit, providing a scientific basis for temperature compensation. Finally, by using the temperature compensation coefficient, the output signal of the inertial measurement unit can be accurately corrected, thereby effectively improving the measurement accuracy of the inertial measurement unit in different working environments. Therefore, a single inertial measurement unit can not only meet the control requirements of the inertial measurement unit signals of the entire vehicle, but also achieve a high degree of integration of signal resources, thereby improving the overall performance and reliability while reducing costs and weights.

[0013] In one embodiment, the dedicated communication link uses a private CANFD bus, and the transmission of the first-precision inertial measurement signal to the domain control host module and the electric drive control module includes: Transmit the first-precision inertial measurement signal to the domain control host module and the electric drive control module through the private CANFD bus at a transmission period of a first specified time; The general communication link uses a shared CANFD bus, and the transmission of the second-precision inertial measurement signal to the stability control module includes: Transmit the second-precision inertial measurement signal to the stability control module through the shared CANFD bus at a transmission period of a second specified time; Wherein, the first specified time is less than the second specified time.

[0014] In one embodiment, determining the second-precision inertial measurement signal corresponding to the received original inertial measurement signal includes: In response to the received original inertial measurement signal, moving a sliding window for the original inertial measurement signal and determining an average value within the sliding window in the current time series; Determining the average value as the second-precision inertial measurement signal corresponding to the current time series.

[0015] In this embodiment, by responding to the received original inertial measurement signal and performing basic filtering processing on the signal, a second-precision inertial measurement signal is obtained. It can effectively remove noise and unnecessary high-frequency components in the original signal, reduce measurement errors, and thus provide a more stable basic signal for subsequent signal processing.

[0016] In one embodiment, moving the sliding window for the original inertial measurement signal and determining the average value within the sliding window in the current time series includes: Determining the length of the sliding window; In the current time series, adding up the values of all the original inertial measurement signals within the sliding window and dividing by the length to obtain the average value.

[0017] In this embodiment, by selecting an appropriate sliding window length, a balance is achieved between the real-time performance and accuracy of the original inertial measurement signal. The sliding window average value processing can effectively remove noise in the signal, thereby improving the quality and reliability of the signal. It is suitable for airbag control modules and stability control modules with relatively high real-time requirements but relatively low accuracy requirements.

[0018] In a second aspect, an integrated control device for an inertial measurement unit provided by an embodiment of the present application is applied to an airbag control module, and an inertial measurement unit is integrated in the airbag control module; the device includes: A signal acquisition component, configured to collect an original inertial measurement signal through the inertial measurement unit after power-on and completion of initialization; a first-precision processing component, configured to determine a first-precision inertial measurement signal corresponding to the received original inertial measurement signal and transmit the first-precision inertial measurement signal to a domain control host module and an electric drive control module through a dedicated communication link; A second precision processing component, configured to determine a second precision inertial measurement signal corresponding to the received original inertial measurement signal in response to the received original inertial measurement signal, and transmit the second precision inertial measurement signal to a system-on-chip in the airbag control module through an internal communication link for airbag algorithm calibration; and transmit the second precision inertial measurement signal to a stability control module through a general communication link.

[0019] In a third aspect, an embodiment of the present application provides a computer device, including: A memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to execute the integrated control method of the inertial measurement unit described above.

[0020] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which computer instructions are stored, and the computer instructions are used to cause a computer to execute the integrated control method of the inertial measurement unit described above. Description of the Drawings

[0021] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0022] Figure 1 It is a flowchart of an integrated control method of an inertial measurement unit provided by an embodiment of the present application; Figure 2 It is a flowchart of step S3 provided by an embodiment of the present application; Figure 3 It is a flowchart of step S33 provided by an embodiment of the present application; Figure 4 It is a flowchart of a method for obtaining a temperature compensation coefficient provided by an embodiment of the present application; Figure 5 It is a flowchart of step S5 provided by an embodiment of the present application; Figure 6 It is a flowchart of step S51 provided by an embodiment of the present application; Figure 7 It is a block diagram of an integrated control system of an inertial measurement unit provided by an embodiment of the present application; Figure 8 It is a block diagram of an integrated control device of an inertial measurement unit provided by an embodiment of the present application; Figure 9 A structural schematic diagram of a computer device provided by an embodiment of the present application. Detailed implementation manners

[0023] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are some, rather than all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0024] With the gradual improvement of the functions of passenger cars, various advanced safety and intelligent systems have gradually become standard configurations. To support these functions, multiple inertial measurement unit (IMU) signals are required inside the vehicle to ensure that the system can make timely and accurate responses in different scenarios. The requirements for IMU signals vary depending on the functions, resulting in multiple IMU modules inside the vehicle, each serving a specific requirement. For example, the airbag controller (ACU) is mainly used to monitor working conditions such as rollover and collision to activate the airbag system. The ACU integrates a 5-axis low-precision IMU module, which meets the requirements for IMU signals in the rollover condition. Although the accuracy of this IMU module is low, the requirement for latency is extremely high, and it is necessary to ensure that the delay of the signal link does not exceed 1 millisecond to ensure the timely triggering of the airbag. The function of the electronic stability program (ESC) is to ensure the stability of the vehicle during driving, especially in emergency maneuvers or skidding situations. The ESC system requires at least 3-axis IMU signals, and the requirements for signal accuracy and latency are relatively low. For intelligent driving and intelligent cockpit hosts, to support functions such as automatic parking and assisted driving, the intelligent driving system requires 6-axis high-precision IMU signals. Such signals need to provide extremely high accuracy (such as the orthogonal coupling error requirement ≤ 0.1%), and have relatively high requirements for signal latency. Usually, the full-link latency should be less than 10 milliseconds. To meet these requirements, high-precision IMU modules are integrated into the intelligent driving system and temperature calibration is performed. The motor vehicle control unit (MVCU) is used to control the operation of the motor and closely cooperates with the intelligent driving system. Therefore, high-precision IMU signals are also required to provide accurate positioning and stability support.

[0025] However, due to the presence of multiple IMU modules in the vehicle, the overall cost is relatively high. There are differences in the IMU signal requirements between different functional modules, resulting in a low integration level of the IMU modules and the inability to fully utilize existing resources. For example, the IMU signal of the ACU is only used during roll calibration, and there is little or almost no demand in other cases, or it is only used as a redundant backup; the IMU signal of the ESC system mainly comes from the ACU, and if roll calibration is not performed, resources may be wasted.

[0026] Therefore, how to use a single inertial measurement unit (IMU) to meet the control of all IMU signals in the whole vehicle and achieve a high degree of integration of signal resources, so as to achieve the goal of cost reduction and weight reduction, is a technical problem that urgently needs to be solved at present.

[0027] To solve the above technical problems, according to the embodiments of the present application, an embodiment of an integrated control method for an inertial measurement unit is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0028] In this embodiment, an integrated control method for an inertial measurement unit is provided. Figure 1 The following is a flowchart of an integrated control method for an inertial measurement unit provided by an embodiment of the present application, which is applied to an airbag control module, and an inertial measurement unit is integrated in the airbag control module; as Figure 1 shown, the process includes the following steps: Step S1, after power-on and completion of initialization, collect raw inertial measurement signals through the inertial measurement unit.

[0029] The airbag control module (ACU) is the core component of the vehicle airbag system, mainly responsible for receiving and processing collision signals, determining whether to trigger the airbag, and issuing an ignition command when necessary. The inertial measurement unit (IMU) is a device that measures the three-axis attitude angle (or angular rate) and acceleration of an object. Generally, an IMU includes three single-axis accelerometers and three single-axis gyroscopes. The accelerometers detect the acceleration signals of the object on the three independent axes of the carrier coordinate system, while the gyroscopes detect the angular velocity signals of the carrier relative to the navigation coordinate system, measure the angular velocity and acceleration of the object in three-dimensional space, and calculate the attitude of the object based on this. Specifically, in order to avoid the influence of high-temperature welding process on the performance of the inertial measurement unit, integrating the inertial measurement unit in the airbag control module is to encapsulate the IMU chip in the airbag control module and connect it to the PCB (Printed Circuit Board) of the airbag control module through bolts, rather than by welding. The inertial measurement unit here includes acceleration sensors in three directions and angular velocity gyroscope sensors in three directions, with an orthogonal coupling error ≤ ±0.3% and a full-temperature scale error ≤ 0.15%, and a sampling rate of at least 1 kHz to meet the requirements of the airbag calibration algorithm of the airbag control module.

[0030] When the airbag control module is powered on and the initialization is completed, the inertial measurement unit starts to work. The initialization process includes calibrating the internal parameters of the inertial measurement unit to ensure that it can output accurate signals under the current working conditions. The inertial measurement unit collects the original inertial measurement signals at a sampling rate of at least 1 kHz, including the acceleration signals in three directions and the gyroscope angular velocity signals in three directions.

[0031] Step S3, in response to the received original inertial measurement signal, determine the first-precision inertial measurement signal corresponding to the original inertial measurement signal, and transmit the first-precision inertial measurement signal to the domain control host module and the electric drive control module through a dedicated communication link.

[0032] Specifically, the collected raw inertial measurement signals are transmitted to the micro-control unit MCU (Micro Control Unit) inside the airbag control module through the SPI (Serial Peripheral Interface) bus. The SPI bus is a high-speed synchronous serial communication protocol, suitable for transmitting high-precision sensor data. The micro-control unit performs preliminary processing on the raw inertial measurement signals, such as filtering, calibration, etc., to remove noise and correct biases. The domain control host module integrates the intelligent driving SOC and the intelligent cockpit SOC, which can efficiently process and interact with signals. Through the internal bus IPC (Inter Process Communication), the intelligent driving SOC and the intelligent cockpit SOC cooperate with each other to provide real-time data processing and response. Among them, the intelligent driving SOC is responsible for advanced driving assistance functions such as fully automatic parking and urban intelligent navigation; the intelligent cockpit SOC processes functions such as driver fatigue detection and face recognition to ensure the safety and driving experience of the driver. The processing and transmission delay of the first-precision inertial measurement signal here are strictly controlled to ensure completion within 6.5 ms, thus meeting the high requirement that the full-link delay is less than 10 ms.

[0033] Step S5, in response to the received raw inertial measurement signal, determine the second-precision inertial measurement signal corresponding to the raw inertial measurement signal, and transmit the second-precision inertial measurement signal to the system-on-chip inside the airbag control module through the internal communication link for airbag algorithm calibration; and transmit the second-precision inertial measurement signal to the stability control module through the general communication link.

[0034] Specifically, the collected raw inertial measurement signals are transmitted to the micro-control unit (MCU) inside the airbag control module through the SPI bus. The airbag control module and the stability control module require low-latency IMU signals to ensure fast response. Although the accuracy requirement is not as high as that of intelligent driving, the signals must be accurate enough to support airbag algorithm calibration and dynamic stability detection. Therefore, the micro-control unit will perform the most basic filtering operation on the raw inertial measurement signals to remove high-frequency noise. The processed second-precision inertial measurement signals are transmitted to the system-on-chip SOC inside the airbag control module through the SPI bus. The system-on-chip SOC inside the airbag control module is responsible for airbag algorithm calibration, including the determination of the reasonable detonation time of the airbag and whether to detonate the airbag. Among them, the system-on-chip SOC is a highly integrated chip that integrates multiple functional modules on a single chip. In the airbag control module (ACU), the SOC is responsible for processing and managing various signals and algorithms related to the airbag to ensure that the airbag detonates reasonably within the appropriate time.

[0035] In addition, the processed second-precision inertial measurement signal is transmitted to the Electronic Stability Control (ESC) module via a general communication link. Among them, the Electronic Stability Control (ESC) is a key component in the automotive electronic system, used to monitor and control the dynamic stability of the vehicle. It automatically adjusts the braking force and power output by real-time monitoring of the vehicle's motion state, that is, receiving the second-precision inertial measurement signal, to prevent the vehicle from losing control or skidding.

[0036] In one embodiment, the dedicated communication link uses a private CANFD bus to transmit the first-precision inertial measurement signal to the domain control host module and the electric drive control module, including: transmitting the first-precision inertial measurement signal to the domain control host module and the electric drive control module via the private CANFD bus at a transmission cycle of the first specified time. The general communication link uses a shared CANFD bus to transmit the second-precision inertial measurement signal to the Electronic Stability Control (ESC) module, including: transmitting the second-precision inertial measurement signal to the Electronic Stability Control (ESC) module via the shared CANFD bus at a transmission cycle of the second specified time. Among them, the first specified time is less than the second specified time.

[0037] Specifically, the first-precision inertial measurement signal is transmitted via a private Controller Area Network flexible data (CANFD) bus at a transmission cycle of the first specified time (such as 1 ms) to ensure low latency. The High Performance Computing (HPC) domain control host module receives the first-precision inertial measurement signal for intelligent driving functions such as fully automatic parking and urban intelligent piloting. Among them, the High Performance Computing (HPC) domain control host module is a high-performance computing platform in the modern automotive electronic architecture, used to centrally process and manage various advanced functions of the vehicle, such as intelligent driving and intelligent cockpit. It usually integrates multiple high-performance system-on-chip (SOC) and complex software systems to achieve efficient data processing and function coordination. In the embodiment of the present application, the High Performance Computing (HPC) domain control host module integrates an intelligent driving SOC (System on Chip) and an intelligent cockpit SOC (System on Chip), capable of efficiently processing and interacting signals. Through the internal Inter-Process Communication (IPC) bus, the intelligent driving SOC and the intelligent cockpit SOC cooperate with each other to provide real-time data processing and response.

[0038] The electric drive control module (MVCU) receives inertial measurement signals with the first precision for electric drive control functions such as motor control and energy management. Among them, the electric drive control module (MVCU) is used to manage and control the electric drive system of the vehicle. It is responsible for regulating the rotational speed and torque output of the motor, as well as the recovery and management of energy to achieve efficient drive and energy utilization of the vehicle.

[0039] The stability control module requires inertial measurement signals with the second precision, and the full-link delay requirement is about 20 ms. To avoid excessive load on the private CANFD bus and reduce the probability of bus crashes and signal transmission errors. The common CANFD bus is used to transmit the inertial measurement signals with the second precision, and with a transmission period of the second specified time (20 ms), while meeting the real-time requirement, the usage efficiency of the common CANFD bus is optimized.

[0040] The first specified time here is usually used for tasks with higher precision requirements. The extension of the second specified time can reduce the pressure on the system load. By allocating data with different precision and real-time requirements to different time intervals, the system can avoid bus congestion or data loss. The shorter first specified time is mainly used for tasks with higher precision, while the longer second specified time is used for data transmission with lower precision, thus ensuring the effective utilization and efficient operation of system resources.

[0041] An integrated control method for an inertial measurement unit provided in this embodiment, by using the inertial measurement signals with the first precision collected and processed by a single inertial measurement unit, supports the domain control host module and the electric drive control module to achieve precise monitoring and control of the dynamic changes of the vehicle, ensuring real-time response. The inertial measurement signals with the second precision are used for the airbag and the stability control module to quickly respond to vehicle collisions and dynamic stability, improving safety. Through different transmission methods of dedicated and general communication links, the data transmission delay is optimized, ensuring the balance between high-precision control during driving and low-delay response in emergency situations. Further reducing redundant hardware, while ensuring precision and response speed, achieves the effect of cost reduction and weight reduction. Therefore, the use of a single inertial measurement unit and the integration of signal resources achieve the efficiency and safety of vehicle control, while promoting the optimization of cost and weight.

[0042] Figure 2 This is the flowchart of step S3 provided in the embodiment of the present application, and this process may include the following steps: Step S31, in response to the received raw inertial measurement signal, perform low-pass filtering on the raw inertial measurement signal to obtain the filtered inertial measurement signal.

[0043] Specifically, the purpose of low-pass filtering (LPF, Low Pass Filter) is to remove high-frequency noise and interference signals in the original inertial measurement signal and retain the low-frequency components. During operation, the inertial measurement unit is subject to various interferences from the external environment (such as electromagnetic interference, vibration interference, etc.), which will introduce high-frequency noise. After low-pass filtering, the obtained signal removes the high-frequency noise and is smoother, making it suitable for subsequent high-precision processing.

[0044] Step S33: Determine the compensation value corresponding to the filtered inertial measurement signal.

[0045] Specifically, the current operating temperature of the inertial measurement signal is obtained through the built-in temperature sensor. Since temperature changes will affect the output signal of the inertial measurement signal, resulting in changes in parameters such as zero bias. Then, based on the temperature compensation coefficients obtained through pre-experimental calibration and combined with the current operating temperature, the compensation value is calculated. These compensation coefficients are usually expressed in polynomial form. For example, the linear compensation model Comp(T) = a0 + a1T, where T is the current operating temperature, and a0 and a1 are fitting coefficients. The compensation value calculated by substituting the current operating temperature into the model is then applied to the filtered inertial measurement signal to correct the deviation caused by temperature changes, thereby ensuring that the signal can maintain high precision under different temperature conditions and meet the requirements of high-precision application scenarios such as intelligent driving.

[0046] Step S35: Compensate the filtered inertial measurement signal using the compensation value to obtain the first-precision inertial measurement signal.

[0047] Specifically, by applying the compensation value to the filtered inertial measurement signal, the temperature influence can be effectively eliminated, thereby obtaining the first-precision inertial measurement signal. This improvement in precision is crucial for ensuring that the inertial measurement signal can provide high-precision data under different temperature conditions. Especially in application fields with extremely high precision requirements such as autonomous driving and aerospace, this compensation mechanism can significantly improve the reliability and performance of the system. For example, assume that the current operating temperature of the inertial measurement unit is 30 °C. The temperature compensation coefficients pre-configured in the microcontroller unit within the airbag control module include the temperature compensation coefficient a0 = 1.5, a1 = 0.05 corresponding to the acceleration zero offset, and the temperature compensation coefficient a0 = 0.02, a1 = 0.001 corresponding to the gyroscope angular velocity zero offset. Then, according to these parameters, the compensation value corresponding to the acceleration zero offset is calculated as a0 + a1T = 1.5 + 0.05 × 30 = 3.0 mg, and the compensation value corresponding to the gyroscope angular velocity zero offset is a0 + a1T = 0.02 + 0.001 × 30 = 0.05 ° / s. The inertial measurement signals including the accelerometer and gyroscope have been filtered by a low-pass filter, and the obtained filtered inertial measurement signals are as follows: the output of the accelerometer on the X-axis is 2 mg, and the output of the gyroscope on the X-axis is 0.02 ° / s. Then, for the accelerometer, the first-precision inertial measurement signal after compensation is 2 - 3 = -1 mg; for the gyroscope, the first-precision inertial measurement signal after compensation is 0.02 - 0.05 = -0.03 ° / s.

[0048] In this embodiment, high-frequency noise is effectively removed through low-pass filtering, and low-frequency signals are retained, ensuring the quality of the measurement signal and providing a basis for subsequent compensation. By analyzing the filtered inertial measurement signal, the compensation value is determined to ensure dynamic adjustment according to real-time conditions. Finally, signal compensation is performed to further improve the precision and reliability of the measurement. Throughout the process, through built-in compensation and low-pass filtering, there is no need to rely on additional hardware or complex equipment, thus reducing costs. At the same time, not only is the precision of the signal improved, but also a high degree of integration of signal resources is achieved.

[0049] Figure 3 It is a flowchart of step S33 provided by the embodiment of the present application, and this process may include the following steps: Step S331, obtain the current operating temperature of the inertial measurement unit.

[0050] Step S333, determine the compensation value according to the current operating temperature and the pre-configured temperature compensation coefficients.

[0051] Specifically, first, it is necessary to measure the operating temperature of the inertial measurement unit through a temperature sensor. The performance of the inertial measurement unit will deviate under temperature changes, so the current operating temperature must be monitored in real time. Assume that during operation, the current operating temperature of the inertial measurement unit is 30 °C. Temperature changes will affect the zero offsets of the accelerometer and gyroscope. Therefore, it is necessary to calculate the compensation value based on the current operating temperature and the pre-configured temperature compensation coefficients.

[0052] Assume that the temperature compensation coefficients pre-configured in the microcontroller unit within the airbag control module include the temperature compensation coefficient a0 = 1.5, a1 = 0.05 corresponding to the accelerometer zero offset, and the temperature compensation coefficient a0 = 0.02, a1 = 0.001 corresponding to the gyroscope angular velocity zero offset. Then, based on these parameters, the compensation value corresponding to the accelerometer zero offset is calculated as a0 + a1T = 1.5 + 0.05 × 30 = 3.0 mg, and the compensation value corresponding to the gyroscope angular velocity zero offset is a0 + a1T = 0.02 + 0.001 × 30 = 0.05 ° / s.

[0053] In this embodiment, by monitoring the operating temperature of the inertial measurement unit in real time and automatically adjusting the measurement accuracy according to temperature changes. First, the inertial measurement unit can grasp the state of the device in real time by obtaining the current operating temperature without the need for an additional external temperature sensor. Second, the inertial measurement unit automatically performs compensation using the pre-set temperature compensation coefficients, thereby eliminating the influence of temperature on the measurement results. Through this design, not only the measurement accuracy and stability are improved, but also the requirements for external components are significantly reduced, thereby reducing costs and weight. In addition, this highly integrated design makes the inertial measurement unit more compact, effectively reducing the weight of the entire vehicle, thus achieving the goal of cost reduction and weight reduction.

[0054] Figure 4 It is a flowchart of the acquisition method of the temperature compensation coefficient provided by the embodiment of the present application. This process may include the following steps: Step S3331, calibrate the inertial measurement unit at multiple preset temperature points to obtain the accelerometer zero offset and gyroscope angular velocity zero offset at each temperature point.

[0055] Specifically, place the inertial measurement unit in an environment chamber with controllable temperature, and prepare a high-precision reference temperature sensor. Collect the output signals of the inertial measurement unit at different temperature points (such as -40 °C, 0 °C, 25 °C, 85 °C, etc.), and record the temperature values of the reference temperature sensor at the same time. Conduct deviation statistics on the output signals of the inertial measurement unit at each temperature point, and calculate the accelerometer zero offset and gyroscope angular velocity zero offset at each temperature point.

[0056] Step S3333, fit the temperature compensation coefficients based on the accelerometer zero offset and gyroscope angular velocity zero offset.

[0057] Specifically, using the polynomial fitting method, according to the statistically deviated data, the temperature compensation coefficient is obtained. For example, assume the temperature compensation model is: Comp(T) = a0 + a1T + a2T 2 + … + a n T n , where T is the temperature, and a0, a1, …, a n are polynomial coefficients, which are obtained by least squares fitting of the calibration data.

[0058] For example, assume that in the stationary state, the X-axis output of the accelerometer should be 0 (ignoring the influence of gravity), and the X-axis output of the gyroscope should be 0 (no rotation). The output signals of the inertial measurement unit are collected at different temperature points (such as -40°C, 0°C, 25°C, 85°C, etc.) for deviation statistics, and the following data are obtained: the acceleration zero bias at -40°C is 5mg, and the gyroscope angular velocity zero bias is 0.05° / s; the acceleration zero bias at 0°C is 3mg, and the gyroscope angular velocity zero bias is 0.03° / s; the acceleration zero bias at 25°C is 1mg, and the gyroscope angular velocity zero bias is 0.01° / s; the acceleration zero bias at 85°C is 7mg, and the gyroscope angular velocity zero bias is 0.07° / s. The linear model is Comp(T) = a0 + a1T, where T is the temperature, a0 is the constant term, and a1 is the temperature coefficient.

[0059] Using the least squares method to fit the temperature compensation coefficient corresponding to the acceleration zero bias, a0 = 1.5 and a1 = 0.05 are obtained. Using the least squares method to fit the temperature compensation coefficient corresponding to the gyroscope angular velocity zero bias, a0 = 0.02 and a1 = 0.001 are obtained. These temperature compensation coefficients are stored in the microcontroller inside the airbag control module.

[0060] In this embodiment, by calibrating the inertial measurement unit at multiple preset temperature points, the acceleration zero bias and gyroscope angular velocity zero bias data at each temperature point are obtained. According to the obtained acceleration zero bias and gyroscope angular velocity zero bias data, the temperature compensation coefficient is obtained through a fitting algorithm. This compensation coefficient can reflect the influence of different temperature changes on the signals collected by the inertial measurement unit, providing a scientific basis for temperature compensation. Finally, by using the temperature compensation coefficient, the output signals of the inertial measurement unit can be accurately corrected, thereby effectively improving the measurement accuracy of the inertial measurement unit in different working environments. Therefore, a single inertial measurement unit can not only meet the control requirements of the vehicle's inertial measurement unit signals, but also achieve a high degree of integration of signal resources, thereby reducing costs and weights while improving the overall performance and reliability.

[0061] Figure 5 It is a flowchart of step S5 provided by the embodiment of the present application, and this process may include the following steps: Step S51: In response to the received raw inertial measurement signal, move a sliding window for the raw inertial measurement signal to determine the average value within the sliding window in the current time series.

[0062] Step S53: Determine the average value as the second-precision inertial measurement signal corresponding to the current time series.

[0063] Specifically, although the calibration signals of the airbag control module and the stability control module do not require as high precision as intelligent driving, they have extremely high requirements for signal delay, with a requirement within 1 ms. To meet this requirement, it is necessary to quickly process the raw inertial measurement signal to ensure the real-time nature of the signal. Therefore, the signal is smoothed by calculating the average value of the raw inertial measurement signal x[n] within a specific sliding window to remove high-frequency noise. Select a sliding window length N, which represents the number of data points used when calculating the average value. The choice of window size depends on the characteristics of the signal and the required degree of smoothing. Collect the first N data points from the signal sequence to initialize the window. The initial data points within the window are x[0], x[1], …, x[N - 1]. Calculate the average value of the data points within the window: Determine the calculated average value y[n] as the second-precision inertial measurement signal corresponding to the current time series.

[0064] In this embodiment, by responding to the received raw inertial measurement signal and performing basic filtering processing on the signal, a second-precision inertial measurement signal is obtained. It can effectively remove the noise and unnecessary high-frequency components in the raw signal, reduce the measurement error, and thus provide a more stable basic signal for subsequent signal processing.

[0065] Figure 6 The flowchart of step S51 provided by the embodiment of the present application may include the following steps: Step S511: Determine the length of the sliding window; Step S513: In the current time series, add up the values of all the raw inertial measurement signals within the sliding window and divide by the length to obtain the average value.

[0066] Specifically, determine the length N of the sliding window for calculating the moving average. Collect the first N data points of the original inertial measurement signal sequence, initialize the window, calculate the average value of the data points within the window, and obtain the first filtering result y[N - 1]. As time goes by, new data points (x[n]) will continuously enter the signal sequence. When a new data point enters, the window slides, removing the earliest data point (x[n - N]) and adding the new data point (x[n]). Recalculate the new average value within the sliding window. For example, the data points from (x[n - N + 1]) to (x[n]) in the window will generate a new average value (y[n]), ensuring the real-time smoothing of the signal. Therefore, the corresponding average value under the current time series can be calculated in real time in this way, and then smoothed data can be obtained.

[0067] In this embodiment, by selecting an appropriate sliding window length, a balance is achieved between the real-time performance and accuracy of the original inertial measurement signal. The processing of the sliding window average value can effectively remove the noise in the signal, thereby improving the quality and reliability of the signal. It is suitable for the airbag control module and the stability control module with relatively high real-time requirements but relatively low accuracy requirements.

[0068] The following describes the specific implementation of the present invention in combination with a specific application scenario. Refer to Figure 7 The block diagram of the integrated control system of the inertial measurement unit provided by the embodiment of the present application. In this specific application scenario, it includes: A power supply module for supplying power to the domain control host module, the airbag control module, the electric drive control module, and the stability control module.

[0069] An airbag control module for receiving the original inertial measurement signal collected by the inertial measurement unit through the SPI bus. The inertial measurement unit collects the original inertial measurement signal at a sampling rate of at least 1 kHz, including acceleration signals in 3 directions and gyroscope angular velocity signals in 3 directions. The micro-control unit processes the original inertial measurement signal in a first manner (including low-pass filtering and temperature compensation) to obtain the first-precision inertial measurement signal, and transmits the first-precision inertial measurement signal to the domain control host module and the electric drive control module through the private CANFD bus to meet the high-precision requirements of intelligent driving and electric drive control. The micro-control unit processes the original inertial measurement signal in a second manner (including filtering through a sliding window) to obtain the second-precision inertial measurement signal, and transmits the second-precision inertial measurement signal to the system-on-chip (SOC) through the SPI bus for airbag algorithm calibration to meet the low-latency requirements of airbag control; and transmits the second-precision inertial measurement signal to the stability control module through the common CANFD bus to meet the low-latency requirements of vehicle dynamic stability detection.

[0070] The domain control host module is used to receive and process the first-precision inertial measurement signals through the private CANFD bus. The domain control host module includes the intelligent driving SOC and the intelligent cockpit SOC of the vehicle. Data interaction is carried out between the intelligent driving SOC and the intelligent cockpit SOC through the IPC bus, and the first-precision inertial measurement signals are processed to meet the high requirements of intelligent driving for signal accuracy and latency.

[0071] The electric drive control module is used to receive and process the first-precision inertial measurement signals through the private CANFD bus, and control the vehicle's motor according to the signals to achieve efficient driving and energy management of the vehicle.

[0072] The stability control module is used to receive the second-precision inertial measurement signals through the common CANFD bus, and perform real-time monitoring and adjustment of the vehicle's driving stability according to the signals to improve the vehicle's handling performance and safety.

[0073] Correspondingly, please refer to Figure 8 FIG. The signal acquisition component 101 is used to collect the original inertial measurement signals through the inertial measurement unit after power-on and completion of initialization; the first-precision processing component 103 is used to determine the first-precision inertial measurement signals corresponding to the original inertial measurement signals in response to the received original inertial measurement signals, and transmit the first-precision inertial measurement signals to the domain control host module and the electric drive control module through a dedicated communication link. The second-precision processing component 105 is used to determine the second-precision inertial measurement signals corresponding to the original inertial measurement signals in response to the received original inertial measurement signals, and transmit the second-precision inertial measurement signals to the system-level chip in the airbag control module for airbag algorithm calibration through an internal communication link; and transmit the second-precision inertial measurement signals to the stability control module through a general communication link.

[0074] In some alternative embodiments, determining the first-precision inertial measurement signals corresponding to the original inertial measurement signals in response to the received original inertial measurement signals includes: In response to the received original inertial measurement signals, performing low-pass filtering processing on the original inertial measurement signals to obtain the filtered inertial measurement signals; Determining the compensation values corresponding to the filtered inertial measurement signals; Using the compensation values to compensate the filtered inertial measurement signals to obtain the first-precision inertial measurement signals.

[0075] In some alternative embodiments, determining a compensation value corresponding to the filtered inertial measurement signal includes: Obtaining the current operating temperature of the inertial measurement unit; Determining the compensation value according to the current operating temperature and a pre-configured temperature compensation coefficient.

[0076] In some alternative embodiments, the temperature compensation coefficient is obtained by the following method: Calibrating the inertial measurement unit at multiple preset temperature points to obtain the acceleration zero bias and gyroscope angular velocity zero bias at each temperature point; Fitting the acceleration zero bias and gyroscope angular velocity zero bias to obtain the temperature compensation coefficient.

[0077] In some alternative embodiments, the dedicated communication link uses a private CANFD bus to transmit the first-precision inertial measurement signal to the domain control host module and the electric drive control module, including: Transmitting the first-precision inertial measurement signal to the domain control host module and the electric drive control module through the private CANFD bus at a transmission period of a first specified time; The general communication link uses a common CANFD bus to transmit the second-precision inertial measurement signal to the stability control module, including: Transmitting the second-precision inertial measurement signal to the stability control module through the common CANFD bus at a transmission period of a second specified time; Wherein, the first specified time is less than the second specified time.

[0078] In some alternative embodiments, in response to the received raw inertial measurement signal, determining a second-precision inertial measurement signal corresponding to the raw inertial measurement signal includes: In response to the received raw inertial measurement signal, moving a sliding window for the raw inertial measurement signal to determine the average value within the sliding window in the current time series; Determining the average value as the second-precision inertial measurement signal corresponding to the current time series.

[0079] In some alternative embodiments, moving a sliding window for the raw inertial measurement signal to determine the average value within the sliding window in the current time series includes: Determining the length of the sliding window; In the current time series, adding up the values of all the raw inertial measurement signals within the sliding window and dividing by the length to obtain the average value.

[0080] The further function descriptions of the above-mentioned various modules and units are the same as those in the corresponding above embodiments, and will not be elaborated here.

[0081] An integrated control device for an inertial measurement unit in this embodiment is presented in the form of functional units. Here, the unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and a memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0082] Please refer to Figure 9 , Figure 9 which is a schematic structural diagram of a computer device provided by an embodiment of the present application. As Figure 9 shown, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. Each component communicates with each other using different buses and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed within the computer device, including instructions stored in the memory or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some alternative embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (for example, as a server array, a set of blade servers, or a multi-processor system). Figure 9 In

[0083] which, one processor 10 is taken as an example.

[0084] The processor 10 can be a central processing unit, a network processor, or a combination thereof. Among them, the processor 10 can further include a hardware chip. The above hardware chip can be an application specific integrated circuit, a programmable logic device, or a combination thereof. The above programmable logic device can be a complex programmable logic device, a field programmable gate array, a general array logic, or any combination thereof.

[0085] The memory 20 may include a program storage area and a data storage area. The program storage area may store an operating system and application programs required for at least one function. The data storage area may store data created according to the use of the computer device, etc. In addition, the memory 20 may include a high-speed random access memory and may also include a non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some alternative embodiments, the memory 20 may optionally include a memory remotely disposed relative to the processor 10, and these remote memories may be connected to the computer device through a network. Examples of the above-mentioned network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0086] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk, or a solid-state drive; the memory 20 may further include a combination of the above types of memories.

[0087] The computer device further includes a communication interface 30 for the computer device to communicate with other devices or communication networks.

[0088] The embodiments of the present application further provide a computer-readable storage medium. The methods according to the embodiments of the present application may be implemented in hardware, firmware, or may be implemented as computer code that can be recorded on a storage medium, or may be implemented as computer code originally stored in a remote storage medium or a non-transitory machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the methods described herein may be stored in such software processed on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium may be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid-state drive, etc.; further, the storage medium may further include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code, and when the software or computer code is accessed and executed by the computer, the processor, or the hardware, the methods shown in the above embodiments are implemented.

[0089] The devices, modules, or units illustrated in the above embodiments may be specifically implemented by a computer chip or an entity, or may be implemented by a product having a certain function. A typical implementation device is a computer. Specifically, the computer may be, for example, a personal computer, a laptop computer, a cellular phone, a camera phone, a smart phone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or any combination of these devices.

[0090] For convenience of description, when describing the above device, various units are described separately according to their functions. Of course, when implementing the present application, the functions of each unit can be implemented in the same or multiple software and / or hardware.

[0091] Those skilled in the art should understand that the embodiments of the present application can be provided as methods and devices. Therefore, the present application can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk memory, CD-ROM, optical memory, etc.) containing computer-usable program code.

[0092] The present application is described with reference to the flowcharts and / or block diagrams of methods, devices, and apparatuses according to the embodiments of the present application. It should be understood that each flow and / or block in the flowchart and / or block diagram, as well as the combination of flows and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing devices generate a device for implementing the functions specified in Figure 1 one or more of the flows Figure 1 or a plurality of flows and / or blocks

[0093] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer-readable memory generate a manufactured article including an instruction device, and the instruction device implements the functions specified in Figure 1 one or more of the flows Figure 1 or a plurality of flows and / or blocks

[0094] These computer program instructions can also be loaded onto a computer or other programmable data processing device, so that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process, and thus the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in Figure 1 one or more of the flows Figure 1 or a plurality of flows and / or blocks

[0095] It should also be noted that the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, commodity or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent in such process, method, commodity or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, commodity or device comprising the said element.

[0096] Each embodiment in this specification is described in a progressive manner. For the same or similar parts among the embodiments, reference can be made to each other, and the differences between each embodiment and other embodiments are emphasized. In particular, for the device embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and for the relevant parts, reference can be made to the description of the method embodiments.

[0097] The above are only the embodiments of the present application and are not intended to limit the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the scope of the claims of the present application.

[0098] Although the embodiments of the present application are described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations fall within the scope defined by the appended claims.

Claims

1. An integrated control method for an inertial measurement unit, characterized in that Applied to an airbag control module, an inertial measurement unit is integrated in the airbag control module; the method includes: After power-on and completion of initialization, collect original inertial measurement signals through the inertial measurement unit; In response to the received original inertial measurement signals, determine first-precision inertial measurement signals corresponding to the original inertial measurement signals, and transmit the first-precision inertial measurement signals to a domain control host module and an electric drive control module through a dedicated communication link; In response to the received original inertial measurement signals, determine second-precision inertial measurement signals corresponding to the original inertial measurement signals, and transmit the second-precision inertial measurement signals to a system-on-chip in the airbag control module through an internal communication link for airbag algorithm calibration; and transmit the second-precision inertial measurement signals to a stability control module through a general communication link.

2. The method according to claim 1, characterized in that, The determining the first-precision inertial measurement signals corresponding to the original inertial measurement signals in response to the received original inertial measurement signals includes: In response to the received original inertial measurement signals, perform low-pass filtering on the original inertial measurement signals to obtain filtered inertial measurement signals; Determine a compensation value corresponding to the filtered inertial measurement signals; Use the compensation value to compensate the filtered inertial measurement signals to obtain the first-precision inertial measurement signals.

3. The method according to claim 2, wherein The determining the compensation value corresponding to the filtered inertial measurement signals includes: Obtain the current operating temperature of the inertial measurement unit; Determine a compensation value according to the current operating temperature and a pre-configured temperature compensation coefficient.

4. The method according to claim 3, characterized in that, The temperature compensation coefficient is obtained by the following method: Calibrate the inertial measurement unit at multiple preset temperature points, and obtain the acceleration zero bias and the gyroscope angular velocity zero bias at each temperature point; Fit the temperature compensation coefficient according to the acceleration zero bias and the gyroscope angular velocity zero bias.

5. The method according to claim 1, wherein The dedicated communication link uses a private CANFD bus, and the transmitting the first-precision inertial measurement signals to the domain control host module and the electric drive control module includes: Transmit the first-precision inertial measurement signals to the domain control host module and the electric drive control module through the private CANFD bus at a transmission period of a first specified time; The general communication link uses a common CANFD bus, and the transmitting the second-precision inertial measurement signals to the stability control module includes: Transmit the second-precision inertial measurement signals to the stability control module through the common CANFD bus at a transmission period of a second specified time; Wherein, the first specified time is less than the second specified time.

6. The method according to claim 1, wherein The determining the second-precision inertial measurement signals corresponding to the original inertial measurement signals in response to the received original inertial measurement signals includes: In response to the received original inertial measurement signals, move a sliding window for the original inertial measurement signals, and determine the average value within the sliding window in the current time series; Determine the average value as the second-precision inertial measurement signals corresponding to the current time series.

7. The method according to claim 6, characterized in that, Moving a sliding window for the original inertial measurement signal and determining an average value within the sliding window under the current time series includes: Determining the length of the sliding window; Under the current time series, adding up the values of all the original inertial measurement signals within the sliding window and dividing by the length to obtain the average value.

8. An integrated control device for an inertial measurement unit, characterized in that, Applied to an airbag control module with an inertial measurement unit integrated therein; the device includes: A signal acquisition component, configured to collect original inertial measurement signals through the inertial measurement unit after power-on and completion of initialization; A first precision processing component, configured to determine a first-precision inertial measurement signal corresponding to the original inertial measurement signal in response to receiving the original inertial measurement signal, and transmit the first-precision inertial measurement signal to a domain control host module and an electric drive control module through a dedicated communication link; A second precision processing component, configured to determine a second-precision inertial measurement signal corresponding to the original inertial measurement signal in response to receiving the original inertial measurement signal, and transmit the second-precision inertial measurement signal to a system-on-chip within the airbag control module for airbag algorithm calibration through an internal communication link; and transmit the second-precision inertial measurement signal to a stability control module through a general communication link.

9. A computer device, characterized in that, Including: A memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to execute the integrated control method of the inertial measurement unit according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, Computer instructions are stored on the computer-readable storage medium, and the computer instructions are used to cause a computer to execute the integrated control method of the inertial measurement unit according to any one of claims 1 to 7.

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