Automobile cabin air pressure adjusting system, method and program product

Abstract

The invention discloses an automobile cabin air pressure adjusting system and method and a program product, and relates to the technical field of automobiles, and the system comprises a control module which is used for sending a driving signal to a motor when the air pressure in a cabin rises or drops; the motor is used for driving the air bag supporting rod to do telescopic motion when receiving the driving signal; the air bag supporting rod is used for expanding the adjusting air bag or retracting the adjusting air bag through the telescopic movement of the air bag supporting rod under the driving of the motor; and the adjusting air bag is used for expanding the adjusting air bag to inflate or retracting the adjusting air bag to deflate under the action of the telescopic motion of the air bag supporting rod. According to the automobile cabin air pressure adjusting system and method and the program product, the situation that passengers feel uncomfortable due to the fact that the instantaneous peak value of the air pressure in the automobile is too large can be avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to an automobile cabin air pressure adjusting system, method and program product. BACKGROUND

[0002] The air pressure in the automobile cabin is an important indicator affecting the comfort of passengers, and in some scenarios, the air pressure in the automobile cabin will increase rapidly, and then stimulate the eardrum of the passenger, causing discomfort. For example, during the closing process of the door, the door compresses the air in the car, the air pressure increases, and the peak value of the instantaneously increased air pressure destroys the ear pressure comfort of the passengers in the car; for example, during the process of entering the tunnel, the air in the tunnel is rapidly compressed at the moment of entering, the air pressure instantaneously increases a lot, and then affects the car, the passengers will feel the sudden air pressure impact, and the eardrum is stimulated by the air pressure impact.

[0003] In addition, there is another situation, during the opening process of the door, the air pressure in the vehicle cabin will instantaneously decrease. This situation will also cause the discomfort of the passengers' ears in the cabin. SUMMARY

[0004] The purpose of the present application is to provide an automobile cabin air pressure adjusting system, method and program product, which can avoid the discomfort of the passengers' ear pressure caused by the instantaneous change of the air pressure in the car.

[0005] The present application provides the following solutions:

[0006] According to one aspect of the present application, an automobile cabin air pressure adjusting system is provided, comprising:

[0007] A control module for sending a driving signal to the motor when the air pressure in the cabin increases or decreases;

[0008] A motor for driving the air bag support rod to perform extension and retraction movement when receiving the driving signal;

[0009] An air bag support rod for supporting the adjusting air bag or folding the adjusting air bag by its extension and retraction movement under the driving of the motor;

[0010] An adjusting air bag for supporting the adjusting air bag to inflate or folding the adjusting air bag to deflate under the extension and retraction movement of the air bag support rod.

[0011] Optionally, it further comprises:

[0012] An in-car film sensor for determining the deformation amount L1 of the in-car strain gauge;

[0013] An out-of-car film sensor for determining the deformation amount L2 of the out-of-car strain gauge;

[0014] The control module is further configured to calculate a deformation ratio coefficient a according to the deformation amount L1 of the in-vehicle strain gauge and the deformation amount L2 of the out-vehicle strain gauge.

[0015] The control module is further configured to determine when to send the driving signal to the motor and the direction signal of the motor according to the obtained deformation ratio coefficient a.

[0016] Optionally, the method further comprises:

[0017] The vehicle door angular velocity sensor is configured to acquire the angular velocity of the vehicle door.

[0018] The vehicle door angular velocity sensor is configured to acquire the angular velocity of the vehicle door.

[0019] The control module is further configured to determine whether the angular velocity of the vehicle door is greater than 0.

[0020] The control module is further configured to determine whether the angular velocity of the vehicle door is greater than 0.

[0021] When the two conditions are met, the control module sends the driving signal to the motor.

[0022] Optionally, the airbag air hole is arranged through the opening on the inner panel of the vehicle door to realize the gas exchange between the airbag and the cabin space.

[0023] According to the two aspects of the present application, a method for adjusting the air pressure in the cabin of a vehicle is provided, and the method comprises:

[0024] When the air pressure in the cabin is increased, the control module sends the driving signal to the motor.

[0025] When the driving signal is received, the motor drives the airbag support rod to perform the extension and retraction movement.

[0026] The airbag support rod is driven by the motor to perform the extension and retraction movement, thereby supporting or retracting the adjusting airbag.

[0027] Under the action of the extension and retraction movement of the airbag support rod, the adjusting airbag is inflated or deflated.

[0028] Optionally, the method further comprises:

[0029] The deformation amount L1 of the in-vehicle strain gauge is determined by the in-vehicle film sensor.

[0030] The deformation amount L2 of the out-vehicle strain gauge is determined by the out-vehicle film sensor.

[0031] The control module is further configured to calculate a deformation ratio coefficient a according to the deformation amount L1 of the in-vehicle strain gauge and the deformation amount L2 of the out-vehicle strain gauge.

[0032] The control module is further configured to determine when to send the driving signal to the motor according to the obtained deformation ratio coefficient a.

[0033] Optionally, further comprising:

[0034] Obtaining the door angular velocity through the door angular velocity sensor;

[0035] Obtaining the door angle through the door angle sensor;

[0036] Judging whether the door angular velocity is greater than 0 through the control module;

[0037] Judging whether the door angle is equal to θ and is decreasing through the control module;

[0038] When the above two conditions are met, sending the driving signal to the motor through the control module.

[0039] Optionally, further comprising:

[0040] After the adjusting air bag is fully inflated for a set time or after the adjusting air bag is fully deflated for a set time, the motor reverses rotation;

[0041] After the motor reverses rotation, the air bag strut releases the gas in the adjusting air bag or inflates the adjusting air bag.

[0042] Optionally, the air bag air hole realizes the gas exchange between the air bag and the cabin space through the opening on the door inner plate.

[0043] According to the three aspects of the present application, a computer program product is provided, comprising a computer program which, when executed by a processor, implements the automobile cabin air pressure adjusting method described above.

[0044] Through the above scheme, the following beneficial technical effects are obtained:

[0045] In the technical scheme of the present application, the control module controls the movement of the air bag strut, drives the opening and closing of the air bag, realizes the expansion and reduction of the gas volume of the air bag, and thus realizes the purpose of adjusting the air pressure in the vehicle, avoiding the discomfort of the passenger's ear pressure caused by the instantaneous change of the air pressure in the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0046] Figure 1 is a structural diagram of an automobile cabin air pressure adjusting system provided by one or more embodiments of the present application;

[0047] Figure 2 is a side view of a whole vehicle provided by one or more embodiments of the present application;

[0048] Figure 3 is a top view of a whole vehicle provided by one or more embodiments of the present application;

[0049] Figure 4 is a schematic diagram of an air bag unit provided by one or more embodiments of the present application;

[0050] Figure 5 This is a schematic diagram of deformation detection of a thin-film sensor provided in one or more embodiments of the present invention;

[0051] Figure 6 This is a structural diagram of an automotive cabin air pressure regulation system provided in one or more embodiments of the present invention;

[0052] Figure 7 This is a structural diagram of an automotive cabin air pressure regulation system provided in one or more embodiments of the present invention;

[0053] Figure 8 This is a flowchart of a method for regulating cabin air pressure in an automobile provided by one or more embodiments of the present invention;

[0054] Figure 9 This is a flowchart of a method for regulating cabin air pressure in an automobile provided by one or more embodiments of the present invention;

[0055] Figure 10 This is a flowchart of a method for regulating cabin air pressure in an automobile provided by one or more embodiments of the present invention;

[0056] Figure 11 This is a flowchart of a method for regulating cabin air pressure in an automobile provided by one or more embodiments of the present invention.

[0057] Explanation of reference numerals in the attached figures:

[0058] 1-Airbag unit, 2-Right front door, 3-Left front door, 4-Right rear door, 5-Left rear door, 6-Tailgate, 7-Side panel, 8-Hood, 9-Thin film sensor;

[0059] 101-Rigid panel, 102-Soft sidewall, 103-Airbag strut, 104-Drive motor, 105-Screw, 106-Slider;

[0060] 201 - Outer door panel, 202 - Inner door panel, 203 - Interior trim panel, 204 - Door inner cavity;

[0061] 701 - Left B-pillar, 702 - Right B-pillar, 703 - Front panel;

[0062] 801 - Control module, 802 - Door angle sensor, 803 - Door angular velocity sensor;

[0063] 901 - Thin film, 902 - External strain gauge of thin film, 903 - Internal strain gauge of thin film. Detailed Implementation

[0064] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0065] Figure 1 This is a structural diagram of an automotive cabin air pressure regulation system provided in one or more embodiments of the present invention. See also... Figure 1 The automotive cabin air pressure regulation system includes:

[0066] The door angular velocity sensor 803 is used to obtain the door angular velocity.

[0067] The door angle sensor 802 is used to obtain the door angle.

[0068] The in-vehicle thin-film sensor 9 is used to determine the deformation L1 of the strain gauge inside the vehicle.

[0069] The external thin-film sensor 9 is used to determine the deformation L2 of the external strain gauge.

[0070] The control module 801 is used to send a drive signal to the motor 104 when the air pressure inside the cabin increases.

[0071] The motor 104 is used to drive the airbag support rod 103 to extend when it receives a drive signal, and to rotate in the opposite direction after the airbag 1 has been fully inflated for a set time.

[0072] The airbag strut 103 is used to extend the regulating airbag by its own extension movement under the drive of the motor 104, and to release the gas in the regulating airbag after the motor 104 rotates in the opposite direction.

[0073] The airbag 1 is inflated by the extension movement of the airbag support rod 103.

[0074] Both the door angular velocity sensor 803 and the door angle sensor 802 are located at the hinge of the vehicle door. The door angular velocity sensor 803 is used to measure the angular velocity of the door's opening or closing motion in real time. The door angle sensor 802 is used to measure the door's angle in real time.

[0075] Generally speaking, the air pressure inside the vehicle cabin will increase suddenly when passengers close the door. In order to reduce the impact of the sudden increase in air pressure inside the cabin on other passengers during the closing process, a door angular velocity sensor 803 and a door angle sensor 802 can be used to detect the door closing action.

[0076] Another situation is when a car enters a tunnel, the air pressure inside the car cabin increases suddenly. In this case, since the car doors are not opening or closing, the combination of door angle sensor 802 and door angular velocity sensor 803 cannot determine when the vehicle entered the tunnel.

[0077] In this situation, a thin-film sensor 9 should be used to detect the vehicle entering the tunnel. The thin-film sensor 9 is divided into an in-vehicle thin-film sensor 9 and an out-of-vehicle thin-film sensor 9. Generally, the in-vehicle thin-film sensor 9 is attached to the inner surface of the vehicle door to sense deformation of the inner surface. The out-of-vehicle thin-film sensor 9 is attached to the outer surface of the vehicle door to sense deformation of the outer surface.

[0078] After sensing the deformation of the inner and outer surfaces respectively, the ratio of the inner and outer surface deformation can be obtained. Then, when the ratio is too large, the drive motor 104 controls the airbag strut 103 to move and support the adjustable airbags set at various positions on the vehicle body.

[0079] The adjustable airbag 1 consists of a rigid flat plate 101 and a flexible film 102, and is arranged in the body sheet metal cavity, that is, inside the outer covering, including the front door 2, rear door 4, tailgate 6, and side panel 7. The typical feature of this area is that the inner side of the outer covering is a stable cavity area that will not deform due to changes in air pressure, temperature, etc. Moreover, this cavity area is a naturally formed empty area during the body manufacturing process, and there is generally no need for the installation and use of other vehicle accessories. Therefore, the airbag is arranged in this area without affecting the conventional layout design of the vehicle. At the same time, this area is adjacent to the interior space, separated by only one layer of sheet metal, which facilitates the arrangement of the airbag's inlet and outlet ports and enables rapid exchange of air between the airbag and the interior of the vehicle.

[0080] Another situation is when the air pressure inside the cabin suddenly decreases the moment the car door is opened.

[0081] When the car door is open, the door angle sensor 802 and the door angular velocity sensor 803 are used to detect the door opening action of the passenger or driver. After the two sensors detect the door opening action, the control module 801 sends a drive signal to the motor 104. Upon receiving the drive signal, the motor 104 drives the airbag strut 103 to retract, thereby releasing the gas stored in the airbag 1 to counteract the instantaneous decrease in air pressure inside the cabin.

[0082] When the airbag strut 103 is retracted to its minimum position, the motor 104 drives the airbag strut 103 to move in the opposite direction, that is, to extend.

[0083] Through the aforementioned process of first contracting and then appropriately extending, the airbag 1 effectively counteracts the instantaneous drop in cabin pressure caused by the opening of the car door by releasing the gas stored within it, thus preventing ear discomfort for passengers in the cabin.

[0084] Figure 2 and Figure 3 The placement of the adjustable airbag is shown. See also Figure 2 The adjustable airbag 1 is positioned in a series of locations, including the front door 2, rear door 4, tailgate 6, and side panel 7 of the vehicle.

[0085] It should be understood that after the airbag is inflated by the airbag strut 103, the space occupied by the air inside the vehicle will increase accordingly. With this increased space, the air pressure inside the vehicle will decrease. This achieves the purpose of reducing the air pressure inside the cabin. Therefore, when the vehicle doors are closed or the vehicle enters a tunnel, the air pressure inside the cabin can be effectively reduced, thus relieving passengers' eardrums of discomfort.

[0086] Furthermore, after the airbag support rod 103 has fully extended the adjusting airbag and the adjusting airbag 1 has reached gas saturation, after a set waiting period, the motor 104 will reverse, driving the airbag support rod 103 to contract. After the airbag support rod 103 contracts, the adjusting airbag will release gas through the air vent.

[0087] After the inflation and deflation process driven by motor 104, the high pressure that appears instantly in the vehicle cabin will be effectively relieved, so that passengers and drivers in the cabin will not experience ear discomfort.

[0088] Figure 4 This illustrates the principle by which the drive motor 104 drives the airbag unit 1 to inflate and deflate. (See also...) Figure 4 The airbag unit 1 is disposed between the outer door panel 201 and the inner door panel 202. The airbag unit 1 includes a nested rigid panel 101 and a soft sidewall 102. An airbag strut 103 is disposed within the soft sidewall 102. The airbag strut 103 consists of a set of intersecting rods. A screw 105 and a slider 106 are disposed at the bottom of the airbag strut 103. The slider 106 can move along the direction of the screw 105 under the drive of the drive motor 104. As the screw 105 moves, the airbag strut 103 can extend or retract accordingly. When the slider 106 moves towards the center of the bottom of the airbag strut 103, the airbag unit 1 extends. When the slider 106 moves away from the center of the bottom of the airbag strut 103, the airbag unit 1 retracts.

[0089] Figure 5 The working principle of the in-vehicle strain gauge and the out-of-vehicle strain gauge in this embodiment is illustrated. See also... Figure 5When the thin-film sensor 9 detects that the length of the outer strain gauge is less than that of the inner strain gauge, that is, the outside air pressure is higher than the inside air pressure, and the vehicle is in tunnel mode, the control module 801 uses the lengths L1 and L2 of the inner and outer strain gauges measured by the thin-film sensor 9 to calculate the deformation ratio coefficient α=L1 / L2, and sends a working command to the airbag motor 104 to drive the support rod 103 to quickly inflate the airbag to its maximum volume. The base speed of the motor 104 is set to w, and the actual speed under this condition is executed according to w·α. After the airbag is fully inflated for 0.5 seconds, the motor 104 automatically reverses to slowly release the airbag gas at a low speed.

[0090] When the thin-film sensor 9 does not detect that the external pressure is higher than the internal pressure, it detects that the car door is in motion with an angular velocity of W and a door angle of θ that is decreasing. At this time, the car door is in the closed state. When the angle is θ, the airbag motor 104 is activated, driving the airbag strut 103 to lift the airbag. The speed of the motor 104 is W (WR / 0.8). After running for 0.3 seconds, the airbag motor 104 immediately starts to reverse and slowly releases gas at a low speed.

[0091] θ is set to 1°, which is the door angle when the door lock end sealing strip is in contact with the door sealing surface. In the vehicle model involved in this application, the air pressure inside the vehicle begins to increase sharply at this time. Of course, based on the goal of reducing the peak air pressure, different models can be finely adjusted, that is, based on simulation or experimental methods, the moment when the air pressure inside the cabin begins to increase sharply is accurately analyzed, and the value of the θ angle is optimized accordingly.

[0092] Where W is the angular velocity of the door when the door angle is θ, and R is the distance from the door lock engagement point on this side to the hinge axis.

[0093] Figure 6 This is a structural diagram of an automotive cabin air pressure regulation system provided in one or more embodiments of the present invention. See also... Figure 6 The automotive cabin air pressure regulation system includes:

[0094] The door angular velocity sensor 803 is used to obtain the door angular velocity.

[0095] The door angle sensor 802 is used to obtain the door angle.

[0096] The control module 801 is used to send a drive signal to the motor 104 when the air pressure inside the cabin increases.

[0097] The motor 104 is used to drive the airbag support rod 103 to extend when it receives a drive signal, and to rotate in the opposite direction after the airbag has been fully inflated for a set time.

[0098] The airbag strut 103 is used to extend the regulating airbag by its own extension movement under the drive of the motor 104, and to release the gas in the regulating airbag after the motor 104 rotates in the opposite direction.

[0099] The airbag 1 is inflated by the extension movement of the airbag support rod 103.

[0100] The difference between this embodiment and the previous embodiments of this application is that, in this embodiment, no strain gauge detection mechanism is provided. Instead, the control module 801 is triggered to start the inflation process, that is, to start the motor 104, solely through the detection methods of angular velocity sensor and angle sensor.

[0101] In this embodiment, the angle sensor 802 and the angular velocity sensor 803 are positioned in the same location as in the previous embodiments of this application, near the door hinge. This location was chosen primarily to facilitate the detection of the relevant physical quantity, namely the angular velocity of the door's rotation angle.

[0102] The angle at which a car door rotates is relative to its fully closed state. In other words, when a car door is fully closed, its rotation angle is 0 degrees. The rotation angle of a car door in any open state is the difference between its angle when fully closed and when fully closed. For example, if a car door rotates 60 degrees, it means that the door has rotated 60 degrees at the hinge relative to its fully closed state.

[0103] The angular velocity of a car door's rotation is an important physical quantity describing the door's motion. The angular velocity of a car door's rotation is defined relative to the door's complete stationary state. That is, when the door is completely stationary, its angular velocity of rotation is 0 degrees per second.

[0104] Furthermore, the determination of whether the vehicle is currently in the process of closing the door is made by combining the sensing signals from two sensors, angle sensor 802 and angular velocity sensor 803.

[0105] The combined angular velocity sensor 803 and angle sensor 802 are used to determine whether the door is closing. Its advantage is that it is more accurate in determining whether the door is closing and has a lower probability of false alarms.

[0106] Another situation is when the air pressure inside the cabin suddenly decreases the moment the car door is opened.

[0107] When the car door is open, the door angle sensor 802 and the door angular velocity sensor 803 are used to detect the door opening action of the passenger or driver. After the two sensors detect the door opening action, the control module 801 sends a drive signal to the motor 104. Upon receiving the drive signal, the motor 104 drives the airbag strut 103 to retract, thereby releasing the gas stored in the airbag 1 to counteract the instantaneous decrease in air pressure inside the cabin.

[0108] When the airbag strut 103 is retracted to its minimum position, the motor 104 drives the airbag strut 103 to move in the opposite direction, that is, to extend.

[0109] Through the aforementioned process of first contracting and then appropriately extending, the airbag 1 effectively counteracts the instantaneous drop in cabin pressure caused by the opening of the car door by releasing the gas stored within it, thus preventing ear discomfort for passengers in the cabin.

[0110] Figure 7 This is a structural diagram of an automotive cabin air pressure regulation system provided in one or more embodiments of the present invention. See also... Figure 7 The automotive cabin air pressure regulation system includes:

[0111] The in-vehicle thin-film sensor 9 is used to determine the deformation L1 of the strain gauge inside the vehicle.

[0112] The external thin-film sensor 9 is used to determine the deformation L2 of the external strain gauge.

[0113] The control module 801 is used to send a drive signal to the motor 104 when the air pressure inside the cabin increases.

[0114] The motor 104 is used to drive the airbag support rod 103 to extend when it receives a drive signal, and to rotate in the opposite direction after the airbag has been fully inflated for a set time.

[0115] The airbag strut 103 is used to extend the regulating airbag by its own extension movement under the drive of the motor 104, and to release the gas in the regulating airbag after the motor 104 rotates in the opposite direction.

[0116] The airbag 1 is inflated by the extension movement of the airbag support rod 103.

[0117] The difference between this embodiment and the previous embodiments of this application is that this embodiment only provides a detection mechanism for strain gauges inside and outside the vehicle, and does not provide a detection mechanism for angular velocity sensors plus angle sensors.

[0118] It is important to note that the control module 801 will only activate the motor 104 to trigger the airbag unit's inflation action when the geometric dimensions of the strain gauge inside the vehicle, i.e., its length L1, are less than the length L2 of the strain gauge outside the vehicle. If the length L1 of the strain gauge inside the vehicle is greater than or equal to the length L2 of the strain gauge outside the vehicle, the control module 801 will not issue any commands to the motor 104.

[0119] In other words, in the case of Figure 5 Of the three scenarios shown, only in the second scenario will it be determined that the vehicle has entered the tunnel. In this case, the control module 801 needs to send a corresponding control command to the motor 104 to control the motor 104 to rotate in the forward direction, thereby inflating the airbag unit 1 to reduce the actual air pressure in the cabin and alleviate ear discomfort for passengers and the driver in the cabin.

[0120] When by Figure 5 When the first or third scenario occurs, the control module 801 does not need to perform any action, the motor 104 will not start, and the airbag will not inflate.

[0121] Figure 8 This is a flowchart of a method for regulating cabin air pressure in an automobile according to one or more embodiments of the present invention. See also... Figure 8 Methods for regulating cabin air pressure in automobiles include:

[0122] S81, when the cabin air pressure increases, the control module sends a drive signal to the motor.

[0123] S82, when it receives a drive signal, the motor drives the airbag strut to perform telescopic movement.

[0124] S83, the airbag strut, driven by the motor, expands or retracts the adjustable airbag through its own telescopic movement.

[0125] S84, under the action of the extension and retraction of the airbag strut, adjusts the airbag to inflate or deflate.

[0126] S85, after the airbag is fully inflated for a set time, or after the airbag is fully retracted for a set time, the motor rotates in the opposite direction.

[0127] S86, after the motor rotates in the opposite direction, the airbag strut releases the gas in the regulating airbag, or inflates the regulating airbag.

[0128] Depend on Figure 8 The control flow shown is the complete process of the control flow claimed in this application.

[0129] First, the control module 801 needs to determine whether there is excessive air pressure inside the cabin based on the sensing signals from relevant sensors. In other words, it first needs to determine whether there is overpressure inside the cabin.

[0130] When the detection reveals that the air pressure inside the cabin has increased, the control module 801 will send a drive signal to the motor 104.

[0131] After receiving the relevant drive signal sent by the control module 801, the motor 104 drives the airbag support rod 103 to extend.

[0132] After the airbag strut 103 extends, the adjustable airbag 1 will be deployed. That is to say, at this time, the airbag unit 1, which is located between the vehicle shell and the vehicle interior shell, will inflate. Due to the inflation of each airbag unit, the actual space occupied by other parts of the vehicle increases, and the air pressure in the cabin decreases accordingly.

[0133] In this application, the airbag units equipped at various locations on the vehicle body are primarily designed to handle sudden increases in cabin pressure. Therefore, after the airbag strut 103 reaches its longest position, it needs to be further retracted to release the gas already absorbed by the airbag unit.

[0134] During the gas absorption and discharge process described above, the gas flows mainly through the air holes provided on the outer wall of the airbag itself.

[0135] Similar to the inflation process of airbag unit 1, the deflation process of the airbag is also driven by the movement of motor 104. However, if the direction of movement of the motor 104 rotor during inflation is taken as the positive direction, then the direction of movement of the motor 104 rotor during deflation is the negative direction. In other words, the direction of movement of motor 104 during deflation is completely opposite to that during inflation.

[0136] The motor 104 moves in the opposite direction, and the airbag support rod 103 connected to the motor 104 changes from its original extension motion to a contraction motion during the exhaust process. As the airbag support rod 103 contracts, the airbag itself also contracts, and the gas originally drawn into the airbag is expelled through the air hole.

[0137] In other words, through the reverse rotation of motor 104, the gas stored in the airbag unit during the gas absorption process is completely released, restoring the cabin pressure to a state where it has not increased. The entire control process ends.

[0138] Figure 9 This is a flowchart of a method for regulating cabin air pressure in an automobile according to one or more embodiments of the present invention. See also... Figure 9 Methods for regulating cabin air pressure in automobiles include:

[0139] S901 uses an in-vehicle thin-film sensor to determine the deformation L1 of the strain gauge inside the vehicle.

[0140] S902 uses an external thin-film sensor to determine the deformation L2 of the external strain gauge.

[0141] S903, through the control module, calculates the deformation proportionality coefficient α based on the deformation L1 of the strain gauge inside the vehicle and the deformation L2 of the strain gauge outside the vehicle.

[0142] S904, through the control module, determines when to send a drive signal to the motor based on the obtained deformation proportional coefficient α.

[0143] In the S905, when the cabin pressure increases, the control module sends a drive signal to the motor.

[0144] When the S906 receives a drive signal, the motor drives the airbag strut to extend and retract.

[0145] In the S907, the airbag strut, driven by a motor, extends or retracts the adjustable airbag through its own telescopic movement.

[0146] The S908 adjusts the airbag's inflation or deflation by the extension and retraction of the airbag strut.

[0147] S909: After the airbag is fully inflated for a set time, or after the airbag is fully retracted for a set time, the motor rotates in the opposite direction.

[0148] In the S910, after the motor rotates in the opposite direction, the airbag strut releases the gas inside the regulating airbag or inflates the regulating airbag.

[0149] In the control process provided in this embodiment, the determination of whether there is an increase in air pressure in the cabin is accomplished by strain gauges installed inside and outside the vehicle.

[0150] In other words, thin-film sensors 9 are installed at corresponding locations inside and outside the vehicle. "Corresponding locations" means that if the vehicle shell itself, which separates them, is removed, their spatial positions are exactly the same. Only with this arrangement can it be ensured that the thin-film sensors 9 installed inside and outside the vehicle sense deformation at the same location on the vehicle shell.

[0151] After ensuring the sensors are correctly positioned, the control module 801 can receive the deformation of the strain gauges from the sensors located inside and outside the vehicle. The strain gauge here refers to the absolute physical dimension of the strain gauge, that is, the absolute length of the strain gauge.

[0152] When the absolute length L1 of the strain gauge inside the vehicle is less than the absolute length L2 of the strain gauge outside the vehicle, that is, when the ratio between the two is α=L1 / L2, and it is less than 1 but greater than 0, it indicates that there is excessive air pressure in the vehicle cabin. The drive motor 104 needs to rotate in the forward direction to drive the airbag support rod 103 to support the airbag and inflate it, thereby releasing the sudden increase in air pressure in the cabin.

[0153] If the proportional parameter is less than 0 or greater than or equal to 1, it means that there is no excessive air pressure in the vehicle cabin. Therefore, motor 104 does not need to do anything, the strut does not extend, and the airbag does not inflate.

[0154] With the drive motor 104 already moving in the forward direction, causing the airbag support rod 103 to extend, after a certain period of time, the airbag support rod 103 will reach its maximum extension value. That is to say, at this time, the airbag support rod 103 has reached its longest state, the airbag has been fully inflated, and the volume of gas absorbed by the airbag has reached its maximum.

[0155] After the airbag has been in the expanded state for a set time, it needs to be retracted to expel the absorbed gas. After a set waiting period, the motor 104 reverses, driving the airbag support rod 103 to retract, and the absorbed gas is expelled from the airbag.

[0156] The above control process can effectively mitigate the sudden increase in air pressure inside the cabin after the vehicle enters the tunnel, preventing ear discomfort for passengers.

[0157] Figure 10 This is a flowchart of a method for regulating cabin air pressure in an automobile according to one or more embodiments of the present invention. See also... Figure 10 Methods for regulating cabin air pressure in automobiles include:

[0158] S1001 obtains the angular velocity of the car door through the door angular velocity sensor.

[0159] S1002 obtains the door angle through a door angle sensor.

[0160] S1003 uses the control module to determine whether the angular velocity of the car door is greater than 0.

[0161] S1004, through the control module, determines whether the door angle is equal to θ and is decreasing.

[0162] S1005, when both of the above conditions are met, a drive signal is sent to the motor through the control module.

[0163] S1006, when the cabin air pressure increases, the control module sends a drive signal to the motor.

[0164] S1007: When a drive signal is received, the motor drives the airbag strut to perform telescopic movement.

[0165] S1008, the airbag strut, driven by the motor, expands or retracts the adjustable airbag through its own telescopic movement.

[0166] S1009, under the action of the extension and retraction of the airbag strut, adjusts the airbag to inflate or deflate.

[0167] S1010: After the airbag is fully inflated for a set time, or after the airbag is fully retracted for a set time, the motor rotates in the opposite direction.

[0168] S1011, after the motor rotates in the opposite direction, the airbag strut releases the gas in the regulating airbag or inflates the regulating airbag.

[0169] In the control process provided in this embodiment, the signals sensed by the door angular velocity sensor 803 and the door angle sensor 802 are used to jointly determine whether there is an increase in cabin air pressure.

[0170] If the door angular velocity sensed by the door angular velocity sensor 803 is greater than 0, and the door angle sensed by the door angle sensor 802 is equal to θ, then it is determined that a door closing operation has occurred, and the air pressure inside the cabin will increase.

[0171] At this time, the control module 801 rotates forward to inflate the airbag. As the airbag inflates, the space occupied by air inside the cabin increases, and correspondingly, the air pressure inside the cabin decreases. This helps to gradually release the sudden increase in air pressure inside the cabin caused by the door closing operation.

[0172] After the airbag is fully inflated, motor 104 reverses to deflate the airbag. Once the deflation is complete, the airbag returns to its state before the door closing operation was detected.

[0173] Figure 11 This is a flowchart of a method for regulating cabin air pressure in an automobile according to one or more embodiments of the present invention. See also... Figure 11 Methods for regulating cabin air pressure in automobiles include:

[0174] S1101, the thin-film sensor 9 determines whether the outside air pressure is higher than the inside air pressure. If yes, it jumps to S1102; otherwise, it jumps to S1105.

[0175] S1102, the control module 801 extracts the deformation L1 and L2 of the strain gauges inside and outside the thin film sensor and calculates the deformation proportionality coefficient.

[0176] S1103, the control module 801 sends a command to the motor 104 of the whole vehicle airbag unit to drive the strut to quickly lift the airbag to the maximum. Click to set the basic speed w, and the actual driving speed is 0.

[0177] S1104, the airbag is fully inflated for 0.5 seconds, motor 104 reverses, slowly releasing the airbag gas at a low speed.

[0178] S1105, detect the angular velocity value W of the door. If the angular velocity value W is greater than 0, jump to S1106. If the angular velocity value W is not greater than 0, jump to S1105 and repeat the detection.

[0179] S1106, detect the door angle. If it is equal to θ and the angle is decreasing, jump to S1107. If the above conditions are not met, jump to S1105 and repeat the detection.

[0180] S1107, start the airbag motor 104, drive the support rod to support the airbag, and drive the speed to the set value.

[0181] S1108, after the airbag operates for 0.3 seconds, motor 104 starts to reverse, slowly releasing the airbag gas at a low speed.

[0182] In this embodiment, the sensing values ​​of the thin film sensor 9 and the angle sensor are combined to determine when to drive the motor 104 to perform the airbag inflation operation.

[0183] Specifically, the system first uses the sensing value of the thin-film sensor 9 to determine whether a vehicle has entered the tunnel. If a vehicle has entered the tunnel, the motor 104 starts to rotate forward, and the airbag inflates.

[0184] If the sensor readings from the thin-film sensor 9 indicate that no vehicle has entered the tunnel, the angle sensor 802 and the angular velocity sensor 803 are used to determine if a door-closing operation has occurred. If a door-closing operation has occurred, the motor 104 starts rotating forward, and the airbag inflates.

[0185] It is worth noting that although only some basic functional modules are disclosed in the embodiments of this invention, it does not mean that the composition of this system is limited to the above-mentioned basic functional modules. On the contrary, what this embodiment intends to express is that, based on the above-mentioned basic functional modules, those skilled in the art can arbitrarily add one or more functional modules in combination with existing technology to form an infinite number of embodiments or technical solutions. That is to say, this system is open rather than closed. The fact that this embodiment only discloses a few basic functional modules should not be considered as the scope of protection of the claims of this invention being limited to the disclosed basic functional modules. At the same time, for the convenience of description, the above device is described separately according to its functions as various units and modules. Of course, in implementing this invention, the functions of each unit and module can be implemented in one or more software and / or hardware.

[0186] The present invention also provides a computer-readable storage medium, comprising: storing a computer program executable by a vehicle, which, when run on the vehicle, causes the vehicle to perform the steps of the vehicle cabin pressure regulation method.

[0187] Specifically, the computer storage medium in this embodiment of the invention can be any combination of one or more computer-readable media. The computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. For example, a computer-readable storage medium can be—but is not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0188] The present invention also provides a computer program product, comprising: a computer program executed by a vehicle, which, when the computer program is run on the vehicle, causes the vehicle to perform the steps of the vehicle cabin air pressure regulation method.

[0189] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A car cabin air pressure regulation system, characterized in that, The vehicle cabin air pressure regulation system includes: The control module is used to send drive signals to the motors when the cabin air pressure increases or decreases. The motor is used to drive the airbag strut to extend and retract when it receives a drive signal; Airbag struts are used to extend or retract the adjustable airbag through their own telescopic movement, driven by a motor. The adjustable airbag is used to inflate or deflate the adjustable airbag by extending or retracting the airbag strut.

2. The system according to claim 1, characterized in that, Also includes: In-vehicle thin-film sensor, used to determine the deformation L1 of the strain gauges inside the vehicle; External thin-film sensor for determining the deformation L2 of external strain gauges; The control module is also used to calculate the deformation proportionality coefficient α based on the deformation L1 of the strain gauge inside the vehicle and the deformation L2 of the strain gauge outside the vehicle. Based on the obtained deformation ratio coefficient α, determine when to send a drive signal to the motor and the direction signal of the motor.

3. The system according to claim 1, characterized in that, Also includes: Door angular velocity sensor, used to obtain the angular velocity of the door; Door angle sensor, used to obtain the door angle; The control module is also used to determine whether the angular velocity of the door is greater than 0; Determine if the door angle is equal to θ and is decreasing; When both of the above conditions are met, a drive signal is sent to the motor through the control module.

4. The system according to claim 1, characterized in that, The airbag vents are located through openings in the inner door panel, allowing for gas exchange between the airbag and the cabin space.

5. A method for regulating cabin air pressure in a car, characterized in that, The method for regulating the air pressure in the vehicle cabin includes: When the cabin air pressure increases, the control module sends a drive signal to the motor; When a drive signal is received, the motor drives the airbag strut to extend and retract. Driven by a motor, the airbag strut expands or retracts the adjustable airbag through its own telescopic movement. The airbag is inflated or deflated by the extension and retraction of the airbag strut.

6. The method according to claim 5, characterized in that, Also includes: The deformation L1 of the strain gauges inside the vehicle is determined by using in-vehicle thin-film sensors; The deformation L2 of the external strain gauge is determined using an external thin-film sensor. The deformation proportionality coefficient α is calculated by the control module based on the deformation L1 of the strain gauge inside the vehicle and the deformation L2 of the strain gauge outside the vehicle. The control module determines when to send a drive signal to the motor based on the obtained deformation ratio coefficient α.

7. The method according to claim 5, characterized in that, Also includes: The angular velocity of the car door is obtained through a door angular velocity sensor; The door angle is obtained using a door angle sensor; The control module determines whether the angular velocity of the car door is greater than 0. The control module determines whether the door angle is equal to θ and is decreasing. When both of the above conditions are met, a drive signal is sent to the motor through the control module.

8. The method according to claim 5, characterized in that, Also includes: The motor rotates in the opposite direction after the airbag has fully inflated for a set time, or after the airbag has fully retracted for a set time. After the motor rotates in the opposite direction, the airbag strut releases the gas inside the regulating airbag, or inflates the regulating airbag.

9. The method according to claim 5, characterized in that, The airbag vents are located through openings in the inner door panel, allowing for gas exchange between the airbag and the cabin space.

10. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the automotive cabin air pressure regulation method according to any one of claims 6 to 9.

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