Airbag ignition method, system, device, and storage medium
By adding a speed sensor control module and data correction stage to the airbag ignition system, the problem of acceleration data misjudgment caused by PSI5 bus abnormality was solved, achieving more accurate airbag ignition decisions and system reliability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- WUXI GUOXINWEI HIGH-TECH CO LTD
- Filing Date
- 2025-12-19
- Publication Date
- 2026-07-31
AI Technical Summary
Existing airbag ignition systems cannot accurately acquire acceleration data when the PSI5 bus is faulty or the data frame is corrupted, leading to misjudgments and system unreliability.
By adding a speed sensor control module to the airbag ignition chip, raw data from multiple acceleration sensors is acquired, offset and sensitivity corrections are performed, and the corrected data is transmitted to the MCU via the SPI bus for comprehensive judgment, ensuring data accuracy.
It improves the accuracy of airbag ignition decisions and system reliability, avoids misjudgments caused by data loss or errors, and enhances the reliability of sensor fault identification and data correction.
Smart Images
Figure CN121425124B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of airbag ignition, and in particular to an airbag ignition method, system, device and storage medium. Background Technology
[0002] Airbag ignition technology is a core component of automotive passive safety systems, integrating sensors, materials science, electronic control, and gas generation technology. Its aim is to precisely deploy airbags in the event of a collision, providing effective protection for occupants. Currently, existing airbag ignition control chips primarily communicate via the PSI5 bus when acquiring data from acceleration sensors.
[0003] However, when the PSI5 bus malfunctions or the transmitted data frame is corrupted, acceleration data may not be correctly acquired. In this case, the system may choose to discard these erroneous data frames, or incorrectly identify the received data as zero and send it to the acceleration anomaly detection module for processing.
[0004] Under existing acceleration data processing methods, the loss of a large amount of or critical acceleration data prevents the system from accurately determining whether the conditions for ignition are met, thus preventing airbag ignition. This data loss and misjudgment problem seriously affects the safety and reliability of the airbag ignition system. Summary of the Invention
[0005] To make airbag ignition decisions more accurate, this application provides an airbag ignition method, system, device, and storage medium.
[0006] In a first aspect, this application provides a method for igniting an airbag, employing the following technical solution: The acceleration sensor control module in the airbag ignition chip is used to acquire several raw acceleration data from several acceleration sensors; Several original acceleration data are corrected to obtain several corrected acceleration data; The corrected acceleration data and the original acceleration data are sent to the acceleration anomaly determination module in the airbag ignition chip. When the acceleration anomaly detection module detects an anomaly, it transmits several corrected acceleration data and several original acceleration data to the MCU via the SPI bus. The MCU uses several corrected acceleration data and several original acceleration data to confirm anomalies and sends an ignition command to the airbag ignition chip.
[0007] Through the above technical solution, this application adds a velocity correction step after acquiring acceleration data. After a series of judgments, corrections, and recovery processes, accurate acceleration data is restored as much as possible. This corrected data is then sent to the existing acceleration anomaly judgment module for processing, thereby avoiding misjudgments caused by the loss or error of the original data. At the same time, the main control MCU can acquire the original acceleration data and the corrected data, perform comprehensive comparison and evaluation, and further improve the accuracy of ignition decisions and the overall reliability of the system.
[0008] In one specific implementation, the airbag is located under several vehicle seats, and the acquisition of several raw acceleration data from several acceleration sensors by the acceleration sensor control module in the airbag ignition chip includes: Several main acceleration sensors are installed under several of the aforementioned seats; An acceleration auxiliary sensor is disposed at the center of several of the main acceleration sensors; The acceleration sensor control module in the airbag ignition chip continuously acquires several raw acceleration data from several acceleration sensors, including several main acceleration sensors and several auxiliary acceleration sensors.
[0009] The above technical solution adds a primary velocity sensor and an auxiliary acceleration sensor to the existing system. All sensors are connected to the PSI5 bus, and the acceleration sensor control module is responsible for communication and data acquisition. These new sensors provide more comprehensive data to assist in subsequent corrections.
[0010] In one specific implementation, the step of correcting the original acceleration data to obtain corrected acceleration data includes: When the vehicle receives several raw acceleration data in the self-test state, the raw acceleration data is parsed to obtain several offset correction values of the acceleration sensors. The acceleration data are corrected using several of the aforementioned offset correction values; When several raw acceleration data are received during the initial start-up state of the vehicle, an acceleration target value is set based on the several raw acceleration data. Determine whether the difference between the original acceleration data and the target acceleration value exceeds a preset threshold; If the difference between the original acceleration data and the target acceleration value does not exceed a preset threshold, then the original acceleration data is determined to be unnecessary to correct. Conversely, a sensitivity correction value is determined based on the original acceleration data and the target acceleration value, and the original acceleration data is corrected based on the sensitivity correction value. When several raw acceleration data are received in the vehicle's operating state, the raw acceleration data are corrected by modifying several offset correction values and several sensitivity correction values.
[0011] The above technical solution continuously records and analyzes sensor data during vehicle operation to determine if the acceleration data trends are consistent. If an anomaly is detected in a sensor, its offset correction value is dynamically adjusted based on the data trends of other acceleration sensors and the sensor's older data. This corrected data is then sent to the existing acceleration anomaly detection module for processing, thereby avoiding misjudgments caused by the loss or error of original data.
[0012] In one specific implementation, when receiving the raw acceleration data of the vehicle's operating state, correcting the raw acceleration data by modifying the offset correction value and the sensitivity correction value includes: When a number of raw acceleration data points are received during vehicle operation, an acceleration target value is set based on the raw acceleration data points. Calculate several differences between the original acceleration data and the target acceleration value; Determine whether any of the stated differences exceeds a preset extreme value; If any of the aforementioned differences exceeds a preset extreme value, then it is determined that the aforementioned original acceleration data does not need to be corrected. If none of the plurality of differences exceeds a preset extreme value, then the number of the plurality of differences that exceed a preset threshold is calculated; If the number of differences exceeding a preset threshold exceeds a preset number, then it is determined that the original acceleration data does not need to be corrected. If the number of differences exceeding a preset threshold does not exceed a preset number, then the offset correction values are modified according to the original acceleration data and the acceleration target value to correct the original acceleration data. The acceleration sensors that have undergone correction are recorded as target acceleration sensors, and the acceleration sensors that have not undergone correction are recorded as non-target acceleration sensors.
[0013] By employing the aforementioned technical solution and setting clearly defined thresholds, the system can distinguish between normal vehicle dynamics (such as bumps and vibrations) and deviations or malfunctions in the sensors themselves. This avoids erroneous corrections under extreme or uncertain conditions, greatly improving the reliability and safety of the data correction module.
[0014] In one specific implementation, after recording that the corrections have occurred at a number of said accelerometers as a number of target accelerometers, the method further includes: The acceleration sensor control module in the airbag ignition chip is used to acquire several verification acceleration data from several acceleration sensors. The several acceleration sensors include several target acceleration sensors and several non-target acceleration sensors. The verification acceleration data includes several target acceleration data corresponding to several target acceleration sensors. Based on several verification acceleration data and several original acceleration data, several target acceleration changes corresponding to several target acceleration sensors are calculated; Based on several verification acceleration data and several original acceleration data, the verification acceleration changes corresponding to several non-target acceleration sensors are calculated; Sequentially determine whether the target acceleration changes and the verification acceleration changes are consistent; If the change in target acceleration and the change in verification acceleration are consistent, the correction is considered successful. If the target acceleration change and the verification acceleration change are inconsistent, then an acceleration verification value is set based on several verification acceleration data, and it is determined whether the acceleration verification value and the target acceleration data exceed the preset extreme value. If the acceleration verification value and the target acceleration data exceed the preset extreme value, then it is determined that the target acceleration data does not need to be corrected. If the acceleration verification value and the target acceleration data do not exceed the preset extreme value, then the sensitivity correction value corresponding to the target acceleration sensor is modified according to several of the verification acceleration data and the acceleration verification value to correct the target acceleration data.
[0015] The above technical solution allows for the recording and verification of subsequent acceleration data after correction, providing a method for secondary correction and improving the accuracy of data correction. These corrected data are then sent to the existing acceleration anomaly detection module for processing, thereby avoiding misjudgments caused by loss or errors in the original data.
[0016] In one specific implementation, the step of correcting the original acceleration data to obtain corrected acceleration data further includes: Determine whether data loss has occurred from several acceleration sensors based on a pre-set acceleration acquisition time window; Analyze the data frames of several raw acceleration data and determine whether several acceleration sensors have experienced data transmission errors; Calculate the number of data loss or data transmission errors that occurred in some of the aforementioned accelerometers; If the number of data loss or data transmission errors occurring among the plurality of acceleration sensors is single, then the acceleration sensor that has experienced data loss or data transmission errors among the plurality of acceleration sensors is determined to be a missing acceleration sensor. Determine the type of the missing accelerometer; If the missing accelerometer is an accelerometer auxiliary sensor, then it is determined that some of the original acceleration data do not need to be corrected; If the missing acceleration sensor is the main acceleration sensor, then the missing acceleration data of the missing acceleration sensor is calculated based on several of the original acceleration data. The missing acceleration data is added to several of the original acceleration data to obtain corrected acceleration data.
[0017] With the above technical solution, when a sensor data is missing or incorrect, the system uses an approximate algorithm to recover an approximate acceleration value based on the exponential decay law of the acceleration peak value of the accelerometer at the time of the collision, which is "higher near the collision end and lower at the far end". The missing data is then recovered through the exponential decay law.
[0018] In one specific implementation, calculating the missing acceleration data of the missing acceleration sensor based on a plurality of the original acceleration data includes: Calculate the differences between the aforementioned raw acceleration data; Determine whether the difference exceeds a preset threshold; If the difference does not exceed a preset threshold, then a target accelerometer with the same direction as the missing accelerometer is determined. The raw acceleration data of the target acceleration sensor is determined as the missing acceleration data of the missing acceleration sensor; If the difference exceeds a preset threshold, then an approximation algorithm is used to calculate the missing acceleration data of the missing acceleration sensor based on several of the original acceleration data.
[0019] The above technical solution demonstrates that when the data differences from the remaining effective sensors are small, it indicates a relatively uniform collision acceleration field. In this case, using complex exponential or linear decay algorithms may not be the optimal solution and could even introduce unnecessary computational errors. By directly approximating the values from adjacent or representative sensors, the system can significantly reduce computational complexity and processing latency, while still providing sufficiently accurate recovery values even in scenarios with high data consistency. This improves the system's adaptability and real-time performance under different collision scenarios, ensuring that reliable acceleration data can be provided quickly and effectively even in emergency situations where sensors detach.
[0020] Secondly, this application provides an airbag ignition system, which is based on an accelerometer, an MCU, an airbag ignition chip, and an SPI bus, and adopts the following technical solution: The system includes: An acceleration data acquisition module is used to acquire several raw acceleration data from several acceleration sensors using the acceleration sensor control module in the airbag ignition chip. An acceleration data correction module is used to correct several original acceleration data to obtain several corrected acceleration data. An acceleration anomaly determination module is used to send a number of the corrected acceleration data and a number of the original acceleration data to the acceleration anomaly determination module in the airbag ignition chip. The data transmission module is used to transmit several corrected acceleration data and several original acceleration data to the MCU via the SPI bus when the acceleration anomaly determination module detects an anomaly. The airbag ignition module is used to use the MCU to confirm anomalies based on several corrected acceleration data and several original acceleration data, and send an ignition command to the airbag ignition chip.
[0021] Thirdly, this application provides a computer device that adopts the following technical solution: it includes a memory and a processor, wherein the memory stores a computer program that can be loaded by the processor and executed as described above for an airbag ignition method.
[0022] Fourthly, this application provides a computer-readable storage medium, which employs the following technical solution: storing a computer program that can be loaded by a processor and executed as described above for an airbag ignition method.
[0023] In summary, this application has the following beneficial technical effects: (1) After the acceleration data is acquired, this application adds a speed correction step. After the above series of judgment, correction and recovery processes, the accurate acceleration data is restored as much as possible. The corrected data is then sent to the existing acceleration anomaly judgment module for processing, thereby avoiding misjudgment caused by loss or error of the original data. At the same time, the main control MCU can acquire the original acceleration data and the corrected data, perform comprehensive comparison and evaluation, and further improve the accuracy of ignition decision and the overall reliability of the system.
[0024] (2) Based on the existing system, a new main velocity sensor and an auxiliary acceleration sensor are added. All sensors are connected to the PSI5 bus, and the acceleration sensor control module is responsible for communication and data acquisition. These new sensors provide more comprehensive data to assist in subsequent corrections.
[0025] (3) During vehicle operation, continuously record and analyze sensor data to determine whether the acceleration data change trends are consistent. If an anomaly is detected in a sensor, dynamically modify its offset correction value based on the data change trends of other acceleration sensors and the old data of that sensor. These corrected data are then sent to the existing acceleration anomaly detection module for processing, thereby avoiding misjudgments caused by loss or errors in the original data.
[0026] (4) By setting clear thresholds, the system can distinguish between normal vehicle dynamics (such as bumps and vibrations) and deviations or malfunctions of the sensors themselves. This avoids making incorrect corrections under extreme or uncertain conditions, and greatly improves the reliability and safety of the data correction module.
[0027] (5) After correction, record subsequent acceleration data and verify whether the correction is in place. Provide a method for secondary correction to improve the accuracy of data correction. These corrected data are then sent to the existing acceleration anomaly judgment module for processing, thereby avoiding misjudgment caused by loss or error of the original data. Attached Figure Description
[0028] Figure 1 This is a schematic diagram of the airbag ignition control system of this application.
[0029] Figure 2 This is a flowchart of an airbag ignition method according to an embodiment of this application.
[0030] Figure 3 This is a schematic diagram of the installation location of an existing automotive acceleration sensor.
[0031] Figure 4 This is a schematic diagram of the installation of the acceleration sensor in this application.
[0032] Figure 5 It is data recorded by the accelerometer.
[0033] Figure 6 This is a structural block diagram of an airbag ignition method according to an embodiment of this application.
[0034] Reference numerals: 601, Acceleration data acquisition module; 602, Acceleration data correction module; 603, Acceleration anomaly detection module; 604, Data transmission module; 605, Airbag ignition module. Detailed Implementation
[0035] The following is in conjunction with the appendix Figures 1-6 This application will be described in further detail.
[0036] This application discloses an airbag ignition method, which is used to make airbag ignition decisions more accurate.
[0037] Airbag ignition technology is a core component of automotive passive safety systems, integrating sensors, materials science, electronic control, and gas generation technology. Its aim is to precisely deploy airbags in the event of a collision, providing effective protection for occupants. Currently, existing airbag ignition control chips primarily communicate via the PSI5 bus when acquiring data from acceleration sensors.
[0038] However, when the PSI5 bus malfunctions or the transmitted data frame is corrupted, acceleration data may not be correctly acquired. In this case, the system may choose to discard these erroneous data frames, or incorrectly identify the received data as zero and send it to the acceleration anomaly detection module for processing.
[0039] Under existing acceleration data processing methods, the loss of a large amount of or critical acceleration data prevents the system from accurately determining whether the conditions for ignition are met, thus preventing airbag ignition. This data loss and misjudgment problem seriously affects the safety and reliability of the airbag ignition system.
[0040] Therefore, this application proposes an airbag ignition method that makes airbag ignition decisions more accurate.
[0041] like Figure 1 The diagram shown is a schematic of the airbag ignition control system of this application. The following is a detailed description: An accelerometer is a device that converts the acceleration of an object into an electrical signal (such as voltage, current, or digital signal) based on physical mechanisms such as inertial principles or piezoelectric effect. Airbag modules are a core component of automotive safety systems, responsible for rapidly inflating to form a buffer layer during a collision and reducing occupant injury. They achieve precise triggering through the coordinated work of sensors, control units, and gas generators, forming a collaborative protection mechanism with seat belts, and also possess fault diagnosis and intelligent linkage functions. The SPI bus is a high-speed, full-duplex, synchronous serial communication protocol in which the master and slave devices communicate through four signal lines. It is widely used in embedded systems and peripheral devices. The airbag ignition chip consists of an acceleration sensor control module, a data frame parsing and encapsulation module, a data correction module, an acceleration anomaly detection module, an ignition power stage MOSFET, and an SPI slave device. The acceleration sensor control module can be understood as a hardware unit used to collect vehicle acceleration information, which can be implemented using a MEMS acceleration sensor or a piezoelectric acceleration sensor. The data correction module uses a series of judgment and repair methods to restore the acceleration data that was not correctly obtained as much as possible, so as to improve the safety and reliability of the airbag ignition system.
[0042] The function of the acceleration anomaly detection module can be implemented through a preset threshold comparison algorithm, such as setting upper and lower limits for the rate of change of acceleration and comparing them with the collected data to determine whether an anomaly has occurred. The encapsulation process of SPI data in the data frame parsing and encapsulation module can be implemented in various ways, such as packaging acceleration data according to a fixed frame format, or adding a check field to the data packet to ensure transmission reliability; the parsing process of SPI data can be implemented using various algorithms, such as data integrity verification based on CRC check, or secondary processing of acceleration data through multi-level filtering algorithms; Ignition power stage MOSFETs are high-power metal-oxide-semiconductor field-effect transistors used in ignition systems.
[0043] like Figure 2 As shown, the method includes: S10 uses the acceleration sensor control module in the airbag ignition chip to obtain several raw acceleration data from several acceleration sensors.
[0044] Specifically, the car is equipped with several sensors to generate acceleration data. The acceleration sensor control module is used to acquire the raw acceleration data from multiple acceleration sensors. After the airbag ignition chip obtains the acceleration data, it will classify the data and send it to different processing channels according to different acceleration sensor IDs.
[0045] S20, corrects some original acceleration data to obtain some corrected acceleration data.
[0046] Specifically, the raw acceleration data is not completely accurate. For example, when the PSI5 bus malfunctions or the transmitted data frame is incorrect, the raw acceleration data may be lost or incorrect. For example, temperature drift, zero drift, aging of the accelerometer can cause acceleration differences, resulting in inaccurate raw acceleration data. Before judging acceleration anomalies, several raw acceleration data are corrected to obtain several corrected acceleration data.
[0047] S30 sends several corrected acceleration data and several original acceleration data to the acceleration anomaly determination module in the airbag ignition chip.
[0048] Specifically, a number of corrected acceleration data and all original acceleration data are encapsulated as SPI data and uploaded to the SPI bus. A number of corrected acceleration data and a number of uncorrected original acceleration data are sent to the acceleration anomaly determination module inside the airbag ignition chip. This process realizes the localization of anomaly preliminary determination and data transmission.
[0049] S40: When the acceleration anomaly detection module detects an anomaly, it transmits several corrected acceleration data and several original acceleration data to the MCU via the SPI bus.
[0050] Specifically, when the acceleration anomaly detection module detects an anomaly, the corrected acceleration data and the original acceleration data are transmitted to the MCU via the SPI bus.
[0051] S50 uses the MCU to confirm anomalies based on several corrected acceleration data and several original acceleration data, and sends an ignition command to the airbag ignition chip.
[0052] Specifically, the MCU confirms the anomaly based on the corrected acceleration data and the original acceleration data, and sends an ignition command to the airbag ignition chip. This process is based on the comprehensive analysis and verification of collision conditions from dual data sources, avoiding decision-making biases that may result from relying solely on the original data.
[0053] This application adds a velocity correction step after acquiring acceleration data. After the aforementioned series of judgment, correction, and recovery processes, accurate acceleration data is restored as much as possible. This corrected data is then sent to the existing acceleration anomaly judgment module for processing, thereby avoiding misjudgments caused by the loss or error of the original data. Simultaneously, the main control MCU can acquire the original acceleration data and the corrected data for comprehensive comparison and evaluation, further improving the accuracy of ignition decisions and the overall reliability of the system.
[0054] like Figure 3 The diagram shows the installation location of existing automotive acceleration sensors. Currently, most passenger cars have two collision acceleration sensors installed under the front seats to detect the impact acceleration along the X / Y axes during a collision, triggering seatbelt pretensioning and front airbag deployment (X-axis points towards the front of the vehicle, Y-axis points towards the left side of the vehicle, and Z-axis points towards the top of the vehicle). With current technology, installing only two acceleration sensors is insufficient to obtain enough data for airbag ignition decisions.
[0055] In one embodiment, to improve the accuracy of airbag ignition decisions, the step of acquiring several raw acceleration data from several acceleration sensors using the acceleration sensor control module in the airbag ignition chip can be specifically performed as follows: Several main acceleration sensors are installed under several seats, and an auxiliary acceleration sensor is installed at the center of the main acceleration sensors. Specifically, such as... Figure 4 The diagram shown is a schematic of the installation of the acceleration sensors in this application. Existing passenger cars typically have two acceleration sensors (1 and 2) installed under the front seats. Three additional acceleration sensors are added to this configuration, with the locations as follows: Figure 4 Positions 3, 4, and 5 are shown. The positions of sensors 1, 2, 4, and 5 form a rectangle. Sensors 1, 2, 4, and 5 are the main acceleration sensors. Sensor 3 is located at the center of the rectangle and is the auxiliary acceleration sensor. All acceleration sensors are connected to the PSI5 bus, and the acceleration sensor control module is responsible for communicating and acquiring acceleration data. The accelerometer control module in the airbag ignition chip continuously acquires raw acceleration data from several accelerometers, including main accelerometers and auxiliary accelerometers. Specifically, the accelerometer control module is used to acquire raw acceleration data from multiple accelerometers. After acquiring the acceleration data, the airbag ignition chip classifies the data and sends it to different processing channels according to different accelerometer IDs.
[0056] Building upon the existing system, a primary velocity sensor and an auxiliary acceleration sensor have been added. All sensors are connected to the PSI5 bus, and the acceleration sensor control module is responsible for communication and data acquisition. These new sensors provide more comprehensive data to assist in subsequent adjustments.
[0057] In one embodiment, to improve the accuracy of airbag ignition decisions, the step of correcting some original acceleration data to obtain some corrected acceleration data can be specifically performed as follows: When several raw acceleration data are received during the vehicle's self-test state, the raw acceleration data is parsed to obtain several offset correction values for several acceleration sensors; the several offset correction values are then used to correct the several acceleration data. Specifically, the offset correction value refers to the reference offset of the sensor under conditions of no external motion interference. This can be achieved by statistically analyzing stationary data. The specific implementation is as follows: When the vehicle is first started, it generally enters a self-test mode, with the effective acceleration data being 0g. At this time, the output data of each sensor is recorded and stored as a fixed offset, which is then eliminated when new sensor data is received subsequently. By the time the self-test is complete, the corrected acceleration data should consistently be near 0g. This offset correction value is recorded as coefficient b.
[0058] When several raw acceleration data points are received during the initial start-up state of the vehicle, an acceleration target value is set based on these raw acceleration data points. It is then determined whether the difference between the raw acceleration data and the acceleration target value exceeds a preset threshold. If the difference between the raw acceleration data and the acceleration target value does not exceed the preset threshold, it is determined that the raw acceleration data does not need to be corrected. Otherwise, a sensitivity correction value is determined based on the raw acceleration data and the acceleration target value, and the raw acceleration data is corrected based on the sensitivity correction value. Specifically, the sensitivity correction value is a dynamic calibration coefficient for the sensor's response characteristics. The implementation method is as follows: After the vehicle completes its self-check and starts up, it generates a certain acceleration. At this time, acceleration data from various sensors are collected and compared. For sensor data with significant differences in acceleration, an acceleration data sensitivity correction is performed. This sensitivity correction value is recorded as coefficient k.
[0059] After recording the two correction values k and b, the original acceleration is processed to obtain new acceleration data a'=ka+b.
[0060] When several raw acceleration data points are received from the vehicle's operating state, several offset correction values and several sensitivity correction values are modified to correct the raw acceleration data points. Specifically, during the operation phase, the system dynamically adjusts the correction parameters based on real-time acceleration data. For example, when a difference fluctuation is detected within the threshold, the offset and sensitivity correction values are fine-tuned to maintain data stability. At the same time, the acceleration sensor that underwent the correction is recorded for subsequent verification.
[0061] During vehicle operation, sensor data is continuously recorded and analyzed to determine if the acceleration data trends are consistent. If an anomaly is detected in a sensor, its offset correction value is dynamically adjusted based on the data trends of other acceleration sensors and the sensor's older data. This corrected data is then sent to the existing acceleration anomaly detection module for processing, thereby avoiding misjudgments caused by lost or erroneous original data.
[0062] In one embodiment, to improve the accuracy of airbag ignition decisions, when several raw acceleration data points are received during vehicle operation, the step of modifying several offset correction values and several sensitivity correction values to correct the raw acceleration data can be specifically performed as follows: like Figure 5 The image shows the data recorded by the acceleration sensor. The timestamps t1 and t2 can be seen as the acceleration data acquired during the vehicle's self-test mode and the initial startup after the self-test is completed. In the image, "sensor" refers to the acceleration sensor.
[0063] Upon receiving several raw acceleration data points indicating the vehicle's operational status, a target acceleration value is set based on this data. Specifically, the target acceleration value is a dynamically set reference value based on the current data, intended to provide a benchmark for the real-time operational status. Figure 5 The figure shows the different acceleration data obtained at time t3. For example, the acceleration obtained by sensors 1, 4, and 5 is 10, and the acceleration obtained by sensors 2 and 3 is 12. So, considering the different acceleration data, the actual acceleration, i.e. the target acceleration value, is 10. Calculate several differences between several raw acceleration data and target acceleration values; determine whether any of these differences exceed a preset extreme value; if any of these differences exceed the preset extreme value, then determine that the raw acceleration data does not need to be corrected. Specifically, the acceleration data is corrected during normal vehicle operation. When a collision is possible, no correction is needed, and the data is directly sent to the acceleration anomaly detection module for judgment. A potential collision may be reflected on the acceleration sensor as a momentary change in sensor acceleration that far exceeds the acceptable range, i.e., the preset extreme value.
[0064] If none of the differences exceed the preset extreme value, then the number of differences exceeding the preset threshold is calculated; if the number of differences exceeding the preset threshold exceeds the preset number, then it is determined that the original acceleration data does not need to be corrected. Specifically, the acceleration data is corrected during normal vehicle operation. When a collision is possible, no correction is needed, and the data is directly sent to the acceleration anomaly detection module for judgment. A potential collision may also be reflected in the acceleration sensors as changes in more than two (preset number) sensors exceeding a threshold (preset threshold).
[0065] If the number of differences exceeding a preset threshold does not exceed a preset number, then modify several offset correction values based on several original acceleration data and acceleration target values to correct several original acceleration data. Specifically, if the changes in acceleration data of sensor2 and sensor3 are inconsistent with the changes in other acceleration data, then try to modify the coefficient b, i.e., the offset correction value, and record the amount of modification of b.
[0066] The acceleration sensors that underwent correction are recorded as target acceleration sensors, and the acceleration sensors that did not undergo correction are recorded as non-target acceleration sensors.
[0067] By setting specific thresholds, the system can distinguish between normal vehicle dynamics (such as bumps and vibrations) and deviations or malfunctions in the sensors themselves. This avoids erroneous corrections under extreme or uncertain conditions, greatly improving the reliability and safety of the data correction module.
[0068] In one embodiment, to improve the accuracy of airbag ignition decisions, after recording the corrected acceleration sensors as target acceleration sensors, the following steps may also be performed: The acceleration sensor control module in the airbag ignition chip is used to acquire several verification acceleration data from several acceleration sensors. The several acceleration sensors include several target acceleration sensors and several non-target acceleration sensors. The verification acceleration data includes several target acceleration data corresponding to several target acceleration sensors. Specifically, such as Figure 5 The figure shows that different acceleration data were obtained at time t4, and the acceleration data of the target acceleration sensor and the non-target acceleration sensor were obtained again by the acceleration sensor control module in the airbag ignition chip.
[0069] Based on several verification acceleration data and several raw acceleration data, several target acceleration changes corresponding to several target acceleration sensors are calculated; based on several verification acceleration data and several raw acceleration data, several verification acceleration changes corresponding to several non-target acceleration sensors are calculated. For example, the acceleration obtained by sensors 1, 4, and 5 is 12, and the acceleration change is 2; the acceleration obtained by sensor 2 is 14, and the acceleration change is 2. The acceleration data after correction by coefficient b is 12; the acceleration obtained by sensor 3 is 16, and the acceleration change is 4. The acceleration data after correction by coefficient b is 14. The system sequentially checks whether the changes in acceleration of several targets and the changes in acceleration of the verification targets are consistent; if the changes in acceleration of the targets and the changes in acceleration of the verification targets are consistent, the correction is considered successful. Specifically, if the change in acceleration of sensor2 is consistent with the changes in other variables at time t4, then the repair is successful.
[0070] If the change in target acceleration and the change in verification acceleration are inconsistent, an acceleration verification value is set based on several verification acceleration data, and it is determined whether the acceleration verification value and the target acceleration data exceed the preset extreme value; if the acceleration verification value and the target acceleration data exceed the preset extreme value, it is determined that the target acceleration data does not need to be corrected. Specifically, at time t4, sensor3 still has a certain offset. Considering the different acceleration data at this time, the actual acceleration, i.e., the jerk verification value, is 12. Acceleration data is corrected during normal vehicle operation. However, when a collision is possible, no correction is needed; the data is directly sent to the acceleration anomaly detection module for judgment. A potential collision may manifest on the acceleration sensor as a difference in acceleration before and after correction exceeding a certain range (preset extreme value). This sensor data is not subsequently corrected.
[0071] If the acceleration verification value and the target acceleration data do not exceed the preset extreme value, the sensitivity correction value corresponding to the target acceleration sensor is modified according to several verification acceleration data and acceleration verification values to correct the target acceleration data.
[0072] Specifically, if sensor3 still has a certain offset at time t4, it means that the coefficient k may need to be adjusted. The coefficient k should be confirmed based on the old acceleration value that has been saved.
[0073] After correction, subsequent acceleration data is recorded and the correction is verified to be in place. A method for secondary correction is provided to improve the accuracy of data correction. These corrected data are then sent to the existing acceleration anomaly detection module for processing, thereby avoiding misjudgment caused by loss or error of the original data.
[0074] In one embodiment, to improve the accuracy of airbag ignition decisions, the step of correcting some original acceleration data to obtain some corrected acceleration data can also be specifically performed as follows: Based on a pre-set acceleration acquisition time window, determine whether data loss has occurred from several acceleration sensors; parse the data frames of several raw acceleration data and determine whether data transmission errors have occurred from several acceleration sensors; Specifically, the pre-set acceleration acquisition time window refers to the system's preset time threshold range, used to determine whether sensor data has timed out and failed to respond. This is achieved by using a time window that is dynamically adjusted based on the vehicle's operating status or a fixed-period time window. Its purpose is to accurately identify sensor non-response events and avoid misjudging short-term communication delays as permanent faults. Parsing data frames of several raw acceleration data points refers to verifying and analyzing the data frame structure. This can be achieved using cyclic redundancy check or frame header and tail identifier verification. Its purpose is to distinguish between instantaneous interference and hardware failures during transmission and prevent damaged data from contaminating subsequent processing flows.
[0075] Calculate the number of data loss or data transmission errors among several accelerometers; if the number of data loss or data transmission errors among several accelerometers is single, then determine the accelerometer with data loss or data transmission errors among several accelerometers as the missing accelerometer. Specifically, if an accelerometer shows missing or incorrect acceleration data, the data is deemed incomplete and cannot be used for analysis; the accelerometer is then identified as a missing accelerometer. Accelerometer data correction can only be performed when only one accelerometer is missing.
[0076] Determine the type of missing accelerometer sensor; if the missing accelerometer sensor is an accelerometer auxiliary sensor, then determine that some of the original acceleration data do not need to be corrected. Specifically, such as Figure 4 As shown in Figure a3, it is an auxiliary sensor. If it falls off, no correction is needed, but the MCU needs to be notified that the auxiliary sensor has fallen off.
[0077] If the missing accelerometer is the main accelerometer, then the missing acceleration data of the missing accelerometer is calculated based on several raw acceleration data; the missing acceleration data is added to several raw acceleration data to obtain the corrected acceleration data; Specifically, such as Figure 4 As shown, a1, a2, a4, and a5 are the main sensors. When a collision occurs, the acceleration peak of the accelerometer located on the chassis exhibits an exponential decay of "higher near the collision end and lower at the far end". When the data of a certain sensor is unusable, this rule can be used to determine whether a collision has occurred, and an approximate acceleration value can be recovered using an approximate algorithm.
[0078] When a sensor's data is missing or incorrect, the system uses an approximate algorithm to recover an approximate acceleration value based on the exponential decay law of the acceleration sensor's peak acceleration at the time of the collision, which is "higher near the collision end and lower at the far end". The missing data is then recovered using the exponential decay law.
[0079] In one embodiment, to improve the accuracy of airbag ignition decisions, the step of calculating the missing acceleration data from the missing acceleration sensor based on several raw acceleration data can be specifically performed as follows: The following explanation uses the missing a1 sensor as an example: Calculate the difference between several raw acceleration data; determine whether the difference exceeds a preset threshold; if the difference does not exceed the preset threshold, identify the target acceleration sensor in the same direction as the missing acceleration sensor; Specifically, when the data differences of the remaining effective sensors are small, it indicates that the collision acceleration field is relatively uniform. At this time, using complex exponential decay or linear decay algorithms may not be the optimal solution, and may even introduce unnecessary calculation errors. When the acceleration data of each effective sensor are not significantly different, the acceleration data in the x-direction can be approximated by a2, and the acceleration data in the y-direction can be approximated by a4.
[0080] The raw acceleration data of the target accelerometer is identified as the missing acceleration data of the missing accelerometer. If the difference exceeds a preset threshold, the missing acceleration data of the missing accelerometer is calculated using an approximation algorithm based on several raw acceleration data.
[0081] Specifically, if sensor a1 is missing and a2, a3, and a4 show significant differences, and the overall data exhibits exponential or linear decay, then an acceleration anomaly can be determined in the x-axis direction. In this case, an approximate algorithm is used to calculate a1 = a23·a35 / a34 + a3. The same logic applies to missing data from sensors 2 / 4 / 5; the same logic applies to the y-axis.
[0082] When the data differences from the remaining valid sensors are small, it indicates that the collision acceleration field is relatively uniform. In this case, using complex exponential or linear decay algorithms may not be the optimal solution and may even introduce unnecessary computational errors. By directly using the values of adjacent or representative sensors for approximation, the system can significantly reduce computational complexity and processing latency, while still providing sufficiently accurate recovery values in scenarios with high data consistency. This improves the system's adaptability and real-time performance under different collision scenarios, ensuring that reliable acceleration data can be provided quickly and effectively even in emergency situations where sensors detach.
[0083] Based on the above method, this application also discloses an airbag ignition system. For example... Figure 6 The system includes the following modules: The acceleration data acquisition module 601 is used to acquire several raw acceleration data from several acceleration sensors using the acceleration sensor control module in the airbag ignition chip; Acceleration data correction module 602 is used to correct several original acceleration data to obtain several corrected acceleration data; The acceleration anomaly determination module 603 is used to send several corrected acceleration data and several original acceleration data to the acceleration anomaly determination module in the airbag ignition chip. The data transmission module 604 is used to transmit several corrected acceleration data and several original acceleration data to the MCU via the SPI bus when the acceleration anomaly determination module detects an anomaly. The airbag ignition module 605 is used by the MCU to confirm anomalies based on several corrected acceleration data and several original acceleration data, and to send an ignition command to the airbag ignition chip.
[0084] In one embodiment, the acceleration data acquisition module 601 is specifically used to set a plurality of main acceleration sensors under a plurality of vehicle seats; set an auxiliary acceleration sensor at the center of the plurality of main acceleration sensors; and continuously acquire a plurality of raw acceleration data from the plurality of acceleration sensors using the acceleration sensor control module in the airbag ignition chip, wherein the plurality of acceleration sensors include a plurality of main acceleration sensors and an auxiliary acceleration sensor.
[0085] In one embodiment, the acceleration data correction module 602 is specifically configured to: when receiving several raw acceleration data in a vehicle self-test state, parse the several raw acceleration data to obtain several offset correction values for several acceleration sensors; correct the several acceleration data using the several offset correction values; when receiving several raw acceleration data in a vehicle initial start state, set an acceleration target value based on the several raw acceleration data; determine whether the difference between the raw acceleration data and the acceleration target value exceeds a preset threshold; if the difference between the raw acceleration data and the acceleration target value does not exceed the preset threshold, determine that the raw acceleration data does not need correction; otherwise, determine a sensitivity correction value based on the raw acceleration data and the acceleration target value, and correct the raw acceleration data based on the sensitivity correction value; when receiving several raw acceleration data in a vehicle running state, correct the several raw acceleration data by modifying several offset correction values and several sensitivity correction values.
[0086] In one embodiment, the acceleration data correction module 602 is specifically configured to, when receiving several raw acceleration data under vehicle operating conditions, set an acceleration target value based on the several raw acceleration data; calculate several differences between the several raw acceleration data and the acceleration target value; determine whether any of the several differences exceeds a preset extreme value; if any of the several differences exceeds the preset extreme value, determine that the several raw acceleration data does not need correction; if none of the several differences exceeds the preset extreme value, calculate the number of several differences exceeding a preset threshold; if the number of several differences exceeding the preset threshold exceeds a preset number, determine that the several raw acceleration data does not need correction; if the number of several differences exceeding the preset threshold does not exceed the preset number, modify several offset correction values based on the several raw acceleration data and the acceleration target value to correct the several raw acceleration data; record the several acceleration sensors that have undergone correction as several target acceleration sensors, and record the several acceleration sensors that have not undergone correction as several non-target acceleration sensors.
[0087] In one embodiment, the acceleration data correction module 602 is specifically used to acquire, again, several verification acceleration data from several acceleration sensors using the acceleration sensor control module in the airbag ignition chip. The several acceleration sensors include several target acceleration sensors and several non-target acceleration sensors, and the several verification acceleration data include several target acceleration data corresponding to the several target acceleration sensors. Based on the several verification acceleration data and several original acceleration data, several target acceleration changes corresponding to the several target acceleration sensors are calculated; based on the several verification acceleration data and several original acceleration data, several verification acceleration changes corresponding to the several non-target acceleration sensors are calculated; and so on. The system checks whether the changes in several target accelerations are consistent with the changes in verification accelerations. If the changes in target accelerations and verification accelerations are consistent, the correction is considered successful. If the changes in target accelerations and verification accelerations are inconsistent, an acceleration verification value is set based on several verification acceleration data, and it is determined whether the acceleration verification value and the target acceleration data exceed a preset limit. If the acceleration verification value and the target acceleration data exceed the preset limit, the target acceleration data is determined not to need correction. If the acceleration verification value and the target acceleration data do not exceed the preset limit, the sensitivity correction value corresponding to the target acceleration sensor is modified based on several verification acceleration data and the acceleration verification value to correct the target acceleration data.
[0088] In one embodiment, the acceleration data correction module 602 is specifically used to determine whether several acceleration sensors have lost data based on a preset acceleration acquisition time window; parse the data frames of several original acceleration data and determine whether several acceleration sensors have experienced data transmission errors; calculate the number of acceleration sensors that have experienced data loss or data transmission errors; if the number of acceleration sensors that have experienced data loss or data transmission errors is single, then determine that the acceleration sensor that has experienced data loss or data transmission errors is a missing acceleration sensor; determine the type of the missing acceleration sensor; if the missing acceleration sensor is an acceleration auxiliary sensor, then determine that several original acceleration data do not need to be corrected; if the missing acceleration sensor is an acceleration main sensor, then calculate the missing acceleration data of the missing acceleration sensor based on several original acceleration data; add the missing acceleration data to several original acceleration data to obtain corrected acceleration data.
[0089] In one embodiment, the acceleration data correction module 602 is specifically used to calculate the difference between several original acceleration data; and determine whether the difference exceeds a preset threshold. If the difference does not exceed the preset threshold, a target accelerometer with the same direction as the missing accelerometer is identified; the original acceleration data of the target accelerometer is identified as the missing acceleration data of the missing accelerometer; if the difference exceeds the preset threshold, the missing acceleration data of the missing accelerometer is calculated using an approximation algorithm based on several original acceleration data.
[0090] This application also discloses a computer device.
[0091] Specifically, the computer device includes a memory and a processor, the memory storing a computer program that can be loaded by the processor and executed as described above for an airbag ignition method.
[0092] This application also discloses a computer-readable storage medium.
[0093] Specifically, the computer-readable storage medium stores a computer program that can be loaded by a processor and executed as described above for an airbag ignition method. The computer-readable storage medium includes, for example, various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.
[0094] This specific embodiment is merely an explanation of the present invention and is not intended to limit the invention. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they are within the scope of the claims of the present invention.
Claims
1. A method for igniting an airbag, characterized in that, The method is based on an accelerometer, an MCU, an airbag ignition chip, and an SPI bus. The method includes: The acceleration sensor control module in the airbag ignition chip is used to acquire several raw acceleration data from several acceleration sensors; Several original acceleration data are corrected to obtain several corrected acceleration data; The corrected acceleration data and the original acceleration data are sent to the acceleration anomaly determination module in the airbag ignition chip. When the acceleration anomaly detection module detects an anomaly, it transmits several corrected acceleration data and several original acceleration data to the MCU via the SPI bus. The MCU uses several corrected acceleration data and several original acceleration data to confirm anomalies and sends an ignition command to the airbag ignition chip. The process of correcting several of the original acceleration data to obtain several corrected acceleration data includes: When the vehicle receives several raw acceleration data in the self-test state, the raw acceleration data is parsed to obtain several offset correction values of the acceleration sensors. The acceleration data are corrected using several of the aforementioned offset correction values; When several raw acceleration data are received during the initial start-up state of the vehicle, an acceleration target value is set based on the several raw acceleration data. Determine whether the difference between the original acceleration data and the target acceleration value exceeds a preset threshold; If the difference between the original acceleration data and the target acceleration value does not exceed a preset threshold, then the original acceleration data is determined to be unnecessary to correct. Conversely, a sensitivity correction value is determined based on the original acceleration data and the target acceleration value, and the original acceleration data is corrected based on the sensitivity correction value. When several raw acceleration data are received in the vehicle's operating state, the raw acceleration data are corrected by modifying several offset correction values and several sensitivity correction values.
2. The method according to claim 1, characterized in that, The airbag is located under several vehicle seats, and the acquisition of several raw acceleration data from several acceleration sensors by the acceleration sensor control module in the airbag ignition chip includes: Several main acceleration sensors are installed under several of the aforementioned seats; An acceleration auxiliary sensor is disposed at the center of several of the main acceleration sensors; The acceleration sensor control module in the airbag ignition chip continuously acquires several raw acceleration data from several acceleration sensors, including several main acceleration sensors and several auxiliary acceleration sensors.
3. The method of claim 2, wherein, When receiving a plurality of the original acceleration data under the vehicle's operating state, correcting the plurality of the original acceleration data by modifying a plurality of the offset correction values and a plurality of the sensitivity correction values includes: When a number of raw acceleration data points are received during vehicle operation, an acceleration target value is set based on the raw acceleration data points. Calculate several differences between the original acceleration data and the target acceleration value; Determine whether any of the stated differences exceeds a preset extreme value; If any of the aforementioned differences exceeds a preset extreme value, then it is determined that the aforementioned original acceleration data does not need to be corrected. If none of the plurality of differences exceeds a preset extreme value, then the number of the plurality of differences that exceed a preset threshold is calculated; If the number of differences exceeding a preset threshold exceeds a preset number, then it is determined that the original acceleration data does not need to be corrected. If the number of differences exceeding a preset threshold does not exceed a preset number, then the offset correction values are modified according to the original acceleration data and the acceleration target value to correct the original acceleration data. The acceleration sensors that have undergone correction are recorded as target acceleration sensors, and the acceleration sensors that have not undergone correction are recorded as non-target acceleration sensors.
4. The method of claim 3, wherein, After recording that the corrections have been made to the aforementioned accelerometers as several target accelerometers, the method further includes: The acceleration sensor control module in the airbag ignition chip is used to acquire several verification acceleration data from several acceleration sensors. The several acceleration sensors include several target acceleration sensors and several non-target acceleration sensors. The verification acceleration data includes several target acceleration data corresponding to several target acceleration sensors. Based on several verification acceleration data and several original acceleration data, several target acceleration changes corresponding to several target acceleration sensors are calculated; Based on several verification acceleration data and several original acceleration data, the verification acceleration changes corresponding to several non-target acceleration sensors are calculated; Sequentially determine whether the target acceleration changes and the verification acceleration changes are consistent; If the change in target acceleration and the change in verification acceleration are consistent, the correction is considered successful. If the target acceleration change and the verification acceleration change are inconsistent, then an acceleration verification value is set based on several verification acceleration data, and it is determined whether the acceleration verification value and the target acceleration data exceed the preset extreme value. If the acceleration verification value and the target acceleration data exceed the preset extreme value, then it is determined that the target acceleration data does not need to be corrected. If the acceleration verification value and the target acceleration data do not exceed the preset extreme value, then the sensitivity correction value corresponding to the target acceleration sensor is modified according to several of the verification acceleration data and the acceleration verification value to correct the target acceleration data.
5. The method of claim 2, wherein, The process of correcting several original acceleration data to obtain several corrected acceleration data also includes: Determine whether data loss has occurred from several acceleration sensors based on a pre-set acceleration acquisition time window; Analyze the data frames of several raw acceleration data and determine whether several acceleration sensors have experienced data transmission errors; Calculate the number of data loss or data transmission errors that occurred in some of the aforementioned accelerometers; If the number of data loss or data transmission errors occurring among the plurality of acceleration sensors is single, then the acceleration sensor that has experienced data loss or data transmission errors among the plurality of acceleration sensors is determined to be a missing acceleration sensor. Determine the type of the missing accelerometer; If the missing accelerometer is an accelerometer auxiliary sensor, then it is determined that some of the original acceleration data do not need to be corrected; If the missing acceleration sensor is the main acceleration sensor, then the missing acceleration data of the missing acceleration sensor is calculated based on several of the original acceleration data. The missing acceleration data is added to several of the original acceleration data to obtain corrected acceleration data.
6. The method of claim 5, wherein, The calculation of the missing acceleration data of the missing acceleration sensor based on the aforementioned raw acceleration data includes: Calculate the differences between the aforementioned raw acceleration data; Determine whether the difference exceeds a preset threshold; If the difference does not exceed a preset threshold, then a target accelerometer with the same direction as the missing accelerometer is determined. The raw acceleration data of the target acceleration sensor is determined as the missing acceleration data of the missing acceleration sensor; If the difference exceeds a preset threshold, then an approximation algorithm is used to calculate the missing acceleration data of the missing acceleration sensor based on several of the original acceleration data.
7. An airbag ignition system characterized by The system is based on an accelerometer, an MCU, an airbag ignition chip, and an SPI bus. The system includes: An acceleration data acquisition module (601) is used to acquire several raw acceleration data from several acceleration sensors using the acceleration sensor control module in the airbag ignition chip; An acceleration data correction module (602) is used to correct a plurality of the original acceleration data to obtain a plurality of corrected acceleration data. Specifically, when a plurality of the original acceleration data are received in a vehicle self-test state, the module parses the plurality of the original acceleration data to obtain a plurality of offset correction values for a plurality of acceleration sensors; the module corrects the plurality of acceleration data using the plurality of offset correction values; when a plurality of the original acceleration data are received in a vehicle initial start state, the module sets an acceleration target value based on the plurality of the original acceleration data; the module determines whether the difference between the original acceleration data and the acceleration target value exceeds a preset threshold; if the difference between the original acceleration data and the acceleration target value does not exceed the preset threshold, the module determines that the original acceleration data does not need to be corrected; otherwise, the module determines a sensitivity correction value based on the original acceleration data and the acceleration target value, and corrects the original acceleration data based on the sensitivity correction value; when a plurality of the original acceleration data are received in a vehicle running state, the module corrects the plurality of the original acceleration data by modifying the plurality of offset correction values and the plurality of sensitivity correction values. An acceleration anomaly determination module (603) is used to send a plurality of the corrected acceleration data and a plurality of the original acceleration data to the acceleration anomaly determination module in the airbag ignition chip. The data transmission module (604) is used to transmit several corrected acceleration data and several original acceleration data to the MCU via the SPI bus when the acceleration anomaly determination module detects an anomaly. The airbag ignition module (605) is used to use the MCU to confirm the anomaly based on a number of the corrected acceleration data and a number of the original acceleration data, and to send an ignition command to the airbag ignition chip.
8. A computer device, comprising: It includes a memory and a processor, wherein the memory stores a computer program that can be loaded by the processor and executed according to any one of claims 1 to 6.
9. A computer-readable storage medium, characterized in that, The computer program is stored that can be loaded by a processor and executed according to any one of claims 1 to 6.