Airbag ignition method, electronic equipment and vehicle

Abstract

The invention provides an ignition method of a safety air bag, electronic equipment and a vehicle, and relates to the technical field of safety air bag control, when a safety belt drawing signal is received, drawing information in the safety belt drawing process is continuously obtained until a safety belt buckle insertion signal is received, and the passenger type of a passenger drawing the safety belt is determined based on the drawing information; the explosion level of the safety air bag is determined based on the passenger type, the explosion level is used for indicating the explosion degree of the safety air bag, the passenger type of the passenger and the explosion level of the safety air bag can be determined only based on the drawing information in the safety belt drawing process, and the determined explosion level is strictly matched with the passenger type; once the vehicle collides subsequently, the safety air bag can be detonated based on different detonation levels, so that the detonated safety air bag can protect the safety of passengers, the proper detonation degree of the safety air bag is ensured, and the passengers cannot be hurt.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of airbag control, and in particular to an airbag point explosion method, an electronic device and a vehicle. BACKGROUND

[0002] An advanced airbag system needs to intelligently adjust the explosion mode of the airbag according to the weight, sitting posture and other information of the occupant, so as to control the airbag to realize different degrees of point explosion, and then realize the best occupant protection effect and avoid causing harm to children or small-sized occupants due to excessive airbag deployment force. However, the existing occupant classification technology has low accuracy, a complex system and high cost, which limits the intelligent control of the airbag, resulting in low intelligent degree of the airbag, and the corresponding airbag cannot be accurately controlled to realize different degrees of point explosion based on the size of the occupant, and then the problem of causing harm to children or small-sized occupants due to excessive airbag deployment force may occur. SUMMARY

[0003] Therefore, the purpose of the present application is to provide an airbag point explosion method, an electronic device and a vehicle to solve the problem that the existing technology cannot accurately determine the type of the occupant, resulting in the inability to intelligently control the point explosion of the airbag.

[0004] To achieve the above purpose, the first aspect of the present application provides an airbag point explosion method, comprising: In response to receiving a seat belt pulling signal, continuously acquiring pulling information in a seat belt pulling process until a seat belt buckle insertion signal is received; Determining an occupant type of an occupant pulling the seat belt based on the pulling information; Determining a point explosion level of the airbag based on the occupant type, the point explosion level being used to indicate the degree of point explosion of the airbag.

[0005] Optionally, the occupant type includes a large-sized occupant and a child occupant, and the sitting height of the large-sized occupant is greater than that of the child occupant; The pulling information includes a plurality of seat belt acceleration information at different times and a total pulling time length; The determination of the occupant type of the occupant pulling the seat belt based on the pulling information comprises: Determining a maximum value in the plurality of seat belt acceleration information as maximum acceleration information; In response to the maximum acceleration information being greater than or equal to a preset maximum acceleration and the total pulling time length being less than or equal to a preset minimum time length, determining the occupant type of the occupant as a large-sized occupant; Or, in response to the maximum acceleration information being less than or equal to a preset minimum acceleration and the total pulling time length being greater than or equal to a preset maximum time length, determining the occupant type of the occupant as a child occupant. Alternatively, in response to the maximum acceleration information being greater than the preset minimum acceleration and less than the preset maximum acceleration, and / or the total pulling time length being greater than the preset minimum time length and less than the preset maximum time length, determining an acceleration average value based on the plurality of safety belt acceleration information, and determining the occupant type of the occupant pulling the safety belt based on the acceleration average value.

[0006] Optionally, the pulling information further comprises a total pulling stroke; and the determining the occupant type of the occupant pulling the safety belt based on the acceleration average value comprises: in response to the acceleration average value being greater than or equal to a preset acceleration average value, determining an acceleration difference value between every two adjacent safety belt acceleration information, and determining the occupant type based on the acceleration difference value; Alternatively, in response to the acceleration average value being less than a preset acceleration average value, determining the occupant type based on the pulling stroke.

[0007] Optionally, the determining the occupant type based on the acceleration difference value comprises: in response to each of the acceleration difference values being less than or equal to a preset difference value, determining the occupant type as a large-size occupant; Alternatively, in response to one of the acceleration difference values being greater than a preset difference value, determining the acceleration difference value as a target acceleration difference value, and in response to a ratio of a number of the target acceleration difference values to a number of all the acceleration difference values being greater than or equal to a preset ratio, obtaining image information of a seat area corresponding to the safety belt, and determining the occupant type based on the image information.

[0008] Optionally, the occupant type further comprises a medium-size occupant and a small-size occupant, and the sitting height of the child occupant, the sitting height of the small-size occupant, the sitting height of the medium-size occupant, and the sitting height of the large-size occupant are sequentially increased; The determining the occupant type based on the image information comprises: determining distance information between a head of the occupant and an inner wall of a roof of the vehicle based on the image information; in response to the distance information being less than or equal to a preset distance, determining the occupant type as the medium-size occupant; Alternatively, in response to the distance information being greater than the preset distance, determining the occupant type as the small-size occupant.

[0009] Optionally, the occupant type further comprises a medium-size occupant and a small-size occupant, and the sitting height of the child occupant, the sitting height of the small-size occupant, the sitting height of the medium-size occupant, and the sitting height of the large-size occupant are sequentially increased; The determining the occupant type based on the pulling stroke comprises: In response to the pull-out stroke being greater than or equal to the preset stroke, the occupant type is determined to be a medium-sized occupant; Alternatively, in response to the pull-out travel being less than the preset travel, the occupant type is determined to be a small-sized occupant.

[0010] Optionally, the passenger types include large passengers, medium-sized passengers, small passengers and child passengers, with the sitting height of the child passengers, the sitting height of the small passengers, the sitting height of the medium-sized passengers and the sitting height of the large passengers increasing sequentially. The detonation levels include low-level detonation, primary detonation, intermediate detonation, or advanced detonation, with the degree of detonation increasing sequentially from low-level to advanced. Determining the airbag deployment level based on the occupant type includes: In response to the occupant type being a child occupant, the detonation level is determined to be a low-level detonation. Alternatively, in response to the occupant type being small-statured occupants, the detonation level is determined to be a primary detonation. Alternatively, in response to the occupant type being a medium-sized occupant, the detonation level is determined to be a medium-level detonation. Alternatively, in response to the occupant type being a large-sized occupant, the detonation level is determined to be a high-level detonation.

[0011] Optionally, the step of determining the airbag deployment level based on the occupant type further includes: In response to receiving collision information from a vehicle, determine whether the collision information meets the conditions for airbag deployment; In response to the collision information satisfying the airbag deployment conditions, the airbag is deployed based on the deployment level corresponding to the occupant type.

[0012] Based on the same inventive concept, a second aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the method as described in any of the first aspects above.

[0013] Based on the same inventive concept, a third aspect of this application provides a vehicle including the electronic equipment described in any of the second aspects above.

[0014] As can be seen from the above, the airbag deployment method, electronic device, and vehicle provided in this application, when receiving a seatbelt pulling signal, continuously acquire the pulling information during the seatbelt pulling process until receiving a seatbelt buckle insertion signal. Based on the pulling information, the occupant type of the occupant pulling the seatbelt is determined; based on the occupant type, the airbag deployment level is determined. The deployment level indicates the degree of airbag deployment. In this way, the occupant type can be determined solely based on the pulling information during the seatbelt pulling process, and then different airbag deployment levels are determined based on different occupant types, ensuring that the determined deployment level is strictly matched with the occupant type. Thus, in the event of a subsequent vehicle collision, the airbag can be deployed based on different deployment levels, ensuring that the deployed airbag can protect the occupant's safety while ensuring that the airbag deployment degree is appropriate, preventing excessive airbag deployment force that could cause injury to children or small-sized occupants. At the same time, the process of determining the occupant type does not require setting up dedicated sensors and complex control transmission systems in each seat, which reduces the cost of intelligent airbag control. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a flowchart illustrating the airbag deployment method according to an embodiment of this application. Figure 2 This is a schematic diagram of the airbag deployment device according to an embodiment of this application; Figure 3 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] Advanced airbag systems need to intelligently adjust the airbag's deployment mode based on the occupant's weight, posture, and other information to control the airbag to deploy at different levels, thereby achieving the best occupant protection effect and avoiding injury to children or small-sized occupants due to excessive airbag deployment force.

[0020] Therefore, accurately determining the occupant's body shape and flexibly controlling the airbag deployment mode based on different occupant body shape types is crucial for the intelligent adjustment of airbags.

[0021] The current mainstream occupant classification technology solutions are as follows: 1. Dedicated Seat Weight Sensors: These sensors are installed under the seat frame. They are typically based on the strain gauge principle; when an occupant sits on the seat, the sensor deforms, causing a change in resistance, thus accurately measuring pressure. The advantages are direct measurement and high accuracy. The disadvantages are high cost, the need for additional sensors and dedicated wiring harnesses under each seat, increasing system complexity and overall vehicle weight.

[0022] 2. Seat Pressure Distribution Pad: A matrix grid containing multiple pressure-sensing points is embedded within the seat cushion. This system can map the pressure distribution of the occupant, determining not only weight but also, to some extent, sitting posture and even whether a child safety seat is being used. The drawbacks are its extreme complexity, high cost, and potential creep issues after long-term use, leading to measurement drift.

[0023] 3. Capacitive Sensing: Capacitive sensors are placed under the seat upholstery to determine the occupant type by detecting changes in the dielectric constant of the occupant's body. Advantages include non-contact and pressure-free operation. Disadvantages include susceptibility to moisture and clothing thickness, and relatively lower accuracy and reliability.

[0024] In summary, the existing occupant classification technology has low accuracy, complex systems, and high costs, which limits the intelligent control of airbags. This results in a low level of intelligence in airbags, making it impossible to accurately control the corresponding airbags to deploy to different degrees based on the occupant's body size. Consequently, there is a problem of excessive airbag deployment force causing injury to children or small-sized occupants.

[0025] Therefore, accurately identifying different types of occupants and controlling the airbags to deploy at different degrees based on these different occupant types is an urgent problem to be solved.

[0026] Based on this, the inventors of this application discovered in practice that occupants of different body types have different muscle strength, movement habits, and action purposes, resulting in systematic differences in the force, speed, and smoothness of pulling the seat belt. Adults typically move decisively, forcefully, and steadily, while children or smaller adults may move more gently, hesitantly, or intermittently. These behavioral differences are reflected in the process parameters of pulling the seat belt. For example, the greater the force applied to pulling the seat belt, the faster it moves, and the shorter the total time from the start to the end of the pull. Conversely, the less force applied to pulling the seat belt, the slower it moves, and the longer the total time from the start to the end of the pull.

[0027] Based on this principle, see Figure 1 This application provides a method for deploying an airbag, executed by a vehicle controller, the method specifically including: Step S100: In response to receiving the seat belt pull signal, continuously acquire the pull information during the seat belt pull process until the seat belt buckle insertion signal is received; Step S200: Determine the occupant type of the occupant pulling the seat belt based on the pull-out information; Step S300: Determine the airbag deployment level based on the occupant type, wherein the deployment level is used to indicate the degree of airbag deployment.

[0028] Specifically, when an occupant begins to pull the seatbelt, a sensor inside the seatbelt detects the pull and sends a seatbelt pull signal to the vehicle controller. Upon receiving this signal, the vehicle controller continuously acquires information about the seatbelt pull process until it receives a seatbelt buckle insertion signal. The seatbelt buckle insertion signal indicates that the seatbelt opening has been inserted into the corresponding slot, signifying that the occupant has completed the seatbelt pull action.

[0029] The pull-out information includes multiple seatbelt acceleration data at different times and the total pull-out time. The seatbelt acceleration data refers to the acceleration of the seatbelt when it is pulled out and moved by the occupant. The total pull-out time refers to the total pull-out time from the start to the end of the seatbelt pull-out.

[0030] The pull-out information also includes the total pull-out stroke, which refers to the total length of the seat belt pulled out during the process from the start to the end of pulling out the seat belt.

[0031] The pulling force and habits of occupants of different types can be reflected in the pulling information. Therefore, after determining the pulling information, the occupant type of the occupant pulling the seat belt is determined based on the pulling information. The occupant types include tall occupants, medium-sized occupants, short occupants, and child occupants, with the sitting height of the child occupant, the short occupant, the medium-sized occupant, and the tall occupant increasing sequentially.

[0032] The seat height refers to the vertical distance from the seat surface (buttocks contact point) to the highest point of the head when the occupant is sitting upright in the seat.

[0033] For example, the child passenger is a passenger with a sitting height of less than 750 mm, the small passenger is a passenger with a sitting height between 750 and 790 mm, the medium-sized passenger is a passenger with a sitting height between 791 and 890 mm, and the large passenger is a passenger with a sitting height greater than 890 mm.

[0034] Finally, the airbag deployment level is determined based on the occupant type. The deployment level indicates the degree of airbag deployment. The deployment level includes low-level deployment, primary deployment, intermediate deployment, or high-level deployment, with the degree of deployment increasing sequentially from low-level to primary deployment.

[0035] In other words, the occupant type can be determined solely based on the seatbelt's pulling information. Then, different airbag deployment levels are determined for different occupant types, ensuring a strict match between the deployment level and the occupant type. The corresponding deployment intensity is neither too high nor too low. Thus, in the event of a collision, airbags can be deployed based on different deployment levels, ensuring that the deployed airbags protect the occupants while maintaining an appropriate deployment intensity, preventing excessive deployment force that could injure children or smaller occupants.

[0036] In addition, the occupant type and thus the explosion level can be determined solely based on the information generated during the seatbelt pull-out process, eliminating the need for dedicated sensors and complex control transmission systems in each seat, thus reducing the cost of intelligent airbag control.

[0037] Furthermore, the process of determining the occupant type based on the seat belt pulling information is only related to the parameters during the seat belt pulling process and is independent of the environment, temperature, etc., which improves the accuracy and reliability of the determined occupant type.

[0038] In this application, upon receiving a seatbelt pull signal, the system continuously acquires pull information during the seatbelt pull process until a seatbelt buckle insertion signal is received. Based on this pull information, the occupant type of the person pulling the seatbelt is determined. The airbag deployment level is then determined based on this occupant type, indicating the degree of airbag deployment. Thus, the occupant type can be determined solely based on the pull information during the seatbelt pull process, and different airbag deployment levels are determined for different occupant types, ensuring a strict match between the determined deployment level and the occupant type. In the event of a collision, the airbags can be deployed based on different deployment levels, ensuring that the deployed airbags protect the occupant while maintaining an appropriate deployment degree, preventing excessive deployment force that could injure children or smaller occupants. Furthermore, the determination of occupant type eliminates the need for dedicated sensors and complex control transmission systems in each seat, reducing the cost of intelligent airbag control.

[0039] In some embodiments, determining the occupant type of the occupant pulling the seatbelt based on the pull-out information includes: The maximum value among the multiple seat belt acceleration information is determined as the maximum acceleration information; In response to the maximum acceleration information being greater than or equal to a preset maximum acceleration and the total pulling time being less than or equal to a preset minimum time, the occupant type is determined to be a large-sized occupant. Alternatively, in response to the maximum acceleration information being less than or equal to a preset minimum acceleration and the total pull-out duration being greater than or equal to a preset maximum duration, the occupant type is determined to be a child occupant. Alternatively, in response to the maximum acceleration information being greater than the preset minimum acceleration and less than the preset maximum acceleration, and / or the total pull-out time being greater than the preset minimum time and less than the preset maximum time, an average acceleration value is determined based on the multiple seat belt acceleration information, and the occupant type of the occupant pulling out the seat belt is determined based on the average acceleration value.

[0040] Specifically, in the process of determining the occupant type of the occupant pulling the seatbelt based on the pull-out information, the maximum value among the multiple seatbelt acceleration information is determined as the maximum acceleration information. Then, the relationship between the maximum acceleration information and the preset maximum acceleration and preset minimum acceleration is compared, and the relationship between the total pull-out time and the preset minimum time and preset maximum time is also compared.

[0041] The preset maximum acceleration is the maximum acceleration calibration value of the seat belt corresponding to the maximum calibrated force when the seat belt is pulled out, determined based on historical test data. The preset minimum acceleration is the minimum acceleration calibration value of the seat belt corresponding to the minimum calibrated force when the seat belt is pulled out, determined based on historical test data.

[0042] When the maximum acceleration information is greater than or equal to the preset maximum acceleration, it means that the acceleration generated when the seat belt is pulled is greater than or equal to the preset maximum acceleration, and thus the force exerted by the occupant when the seat belt is pulled is greater than or equal to the calibrated maximum force. When the maximum acceleration information is less than the preset minimum acceleration, it means that the acceleration generated when the seat belt is pulled is less than the preset minimum acceleration, and thus the force exerted by the occupant when the seat belt is pulled is less than the calibrated minimum force.

[0043] The preset minimum duration is the shortest calibration time used to pull the seat belt from the start to the end of the pull, determined based on historical test data.

[0044] The preset maximum duration is the longest calibrated time taken to pull the seatbelt from start to finish, determined based on historical test data. When the total pulling time is less than or equal to the preset minimum duration, it indicates that the time taken to pull the seatbelt from start to finish is less than the preset minimum duration, thus indicating that the pulling force was large and the total pulling time was short. When the total pulling time is greater than the preset maximum duration, it indicates that the time taken to pull the seatbelt from start to finish is relatively long, thus indicating that the pulling force was small.

[0045] Therefore, when the maximum acceleration information is greater than or equal to the preset maximum acceleration and the total pulling time is less than or equal to the preset minimum time, it indicates that the maximum acceleration of the seat belt caused by pulling the seat belt this time is very large and the total pulling time is very small. This indicates that the force used to pull the seat belt this time is always very large, which makes the total pulling time small and the maximum pulling acceleration very large. Therefore, the occupant type is determined to be a large-sized occupant.

[0046] If the maximum acceleration information is less than or equal to the preset minimum acceleration and the total pulling time is greater than or equal to the preset maximum time, it indicates that the maximum acceleration of the seat belt caused by pulling the seat belt this time is very small and the total time used for pulling is very long. This indicates that the force used to pull the seat belt this time is always very small, which makes the total pulling time long and the maximum pulling acceleration very small. Therefore, the occupant type is determined to be a child occupant.

[0047] When the maximum acceleration information is greater than the preset minimum acceleration but less than the preset maximum acceleration, and / or the total pull-out time is greater than the preset minimum time but less than the preset maximum time, it indicates that the maximum acceleration and total pull-out time of the seat belt are moderate. Therefore, the occupant type cannot be effectively determined based solely on the maximum acceleration and total pull-out time. Thus, it is necessary to determine the average acceleration based on the multiple seat belt acceleration information, and further accurately determine the occupant type of the occupant pulling the seat belt based on the average acceleration, so as to improve the accuracy of the determined occupant type.

[0048] In this application, different occupant types can be determined based on different maximum acceleration information and different total pulling time. For occupant types that cannot be determined based on maximum acceleration information and total pulling time, they can be further determined based on the average acceleration value to improve the accuracy of the determined occupant type.

[0049] In some embodiments, determining the occupant type based on the average acceleration includes: In response to the average acceleration being greater than or equal to a preset average acceleration, the acceleration difference between each two adjacent seat belt acceleration information is determined, and the occupant type is determined based on the acceleration difference; Alternatively, in response to the average acceleration being less than a preset average acceleration, the occupant type is determined based on the pull-out stroke.

[0050] Specifically, the preset average acceleration value is the average acceleration of the seat belt when it is pulled with the maximum force, calibrated based on historical test data.

[0051] When the average acceleration is greater than or equal to the preset average acceleration, it indicates that the average force applied during the seatbelt pull is relatively high. However, a high average force is still insufficient to accurately determine the occupant's type. Therefore, a high average force can occur in two ways: first, the force is relatively uniform and high throughout the entire pull-out process, resulting in a high average force; second, the force is very high in some parts and relatively low in others during the entire pull-out process, also resulting in a high average force.

[0052] Therefore, when the average acceleration is greater than or equal to the preset average acceleration, it is necessary to further determine the acceleration difference between each two adjacent seat belt acceleration information, and to further accurately determine the occupant type based on the acceleration difference.

[0053] When the average acceleration is less than the preset average acceleration, it indicates that the average force applied during the seatbelt pull is low. However, there are many situations where the average force is low. For example, the first situation is that the force is relatively uniform and low throughout the entire pull, resulting in a low average force. The second situation is that the force is very high for a small portion of the pull but low for most of the pull, also resulting in a low average force. These situations usually occur with small or medium-sized occupants, so it is necessary to continue to accurately determine the occupant type based on the pull-out stroke.

[0054] In this application, different methods are used to determine the crew type based on different cases of average acceleration, thereby improving the accuracy of the determined crew type and thus improving the accuracy of the detonation level determined based on the crew type.

[0055] In some embodiments, determining the occupant type based on the acceleration difference includes: In response to each acceleration difference being less than or equal to a preset difference, the occupant type is determined to be a large-sized occupant. Alternatively, in response to an acceleration difference value being greater than a preset difference value, the acceleration difference value is determined as a target acceleration difference value. In response to the ratio of the number of target acceleration differences value to the total number of all acceleration differences value being greater than or equal to a preset ratio, image information of the seat area corresponding to the seat belt is acquired, and the occupant type is determined based on the image information.

[0056] Specifically, the preset difference value is the maximum value of the difference in seat belt acceleration information between adjacent moments when the seat belt is pulled with a stable and uniform force, determined based on historical test data. When a certain acceleration difference is less than or equal to the preset difference value, it indicates that the difference between the two adjacent seat belt acceleration information corresponding to that acceleration difference value is small, and thus the difference in the force required to pull the seat belt corresponding to these two seat belt acceleration information values ​​is small. When a certain acceleration difference value is greater than the preset difference value, it indicates that the difference between the two adjacent seat belt acceleration information values ​​corresponding to that acceleration difference value is large, and thus the difference in the force required to pull the seat belt corresponding to these two seat belt acceleration information values ​​is large.

[0057] Therefore, when each acceleration difference is less than or equal to a preset difference, it indicates that the difference between the acceleration information of each two adjacent seat belts is small, which in turn indicates that the difference in the force required to pull the seat belt corresponding to each two adjacent seat belt acceleration information is small. This means that the force used by the occupant during the entire process of pulling the seat belt remains stable. Furthermore, since it has been determined that the average acceleration is greater than or equal to the preset average acceleration, meaning the average force used to pull the seat belt this time is relatively large, it can be determined that the average force used to pull the seat belt this time is relatively large and the force remains stable. Therefore, the occupant type is determined to be a large-sized occupant.

[0058] When the acceleration difference is greater than a preset difference, the acceleration difference is determined as the target acceleration difference. The difference between the acceleration information of the two adjacent seat belts corresponding to the target acceleration difference is large, which indicates that the force of pulling the seat belt corresponding to the acceleration information of these two seat belts is large.

[0059] If the ratio of the number of target acceleration differences to the total number of acceleration differences is greater than or equal to a preset ratio, it indicates that the proportion of target acceleration differences among all acceleration differences is too large. In other words, a large proportion of the force differences in pulling the seatbelt corresponding to two adjacent seatbelt acceleration values ​​are significant. This suggests that the force used by the occupant to pull the seatbelt is highly unstable throughout the pulling process, making it impossible to accurately determine the occupant's type. It is necessary to continue acquiring image information of the seat area corresponding to the seatbelt, and based on this image information, to further and more accurately determine the occupant's type.

[0060] The preset ratio is a preset maximum ratio of the number of preset target acceleration differences to the total number of all acceleration differences.

[0061] In this application, the occupant type is accurately determined based on the relationship between each acceleration difference and a preset difference. When the occupant type cannot be determined based on the relationship between the acceleration difference and the preset difference in certain cases, it is necessary to further determine the occupant type based on the image information of the seat area corresponding to the seat belt, thereby improving the accuracy of the determined occupant type.

[0062] In some embodiments, determining the occupant type based on the image information includes: Based on the image information, the distance between the occupant's head and the inner wall of the vehicle roof is determined; In response to the distance information being less than or equal to a preset distance, the occupant type is determined to be a medium-sized occupant; Alternatively, in response to distance information exceeding a preset distance, the occupant type is determined to be a small-statured occupant.

[0063] Specifically, when determining the occupant type based on the image information, the distance information between the occupant's head and the inner wall of the vehicle roof is determined based on the image information, and the relationship between the distance information and a preset distance is determined.

[0064] The preset distance is the maximum distance between the top of the head of a medium-sized or large-sized passenger and the inner wall of the vehicle roof, determined based on historical test data. When the distance is less than or equal to the preset distance, the passenger can be identified as either a medium-sized or large-sized passenger based on the image information. When the distance is greater than the preset distance, the passenger can be identified as neither a medium-sized nor a large-sized passenger based on the image information.

[0065] Therefore, when the distance information is less than or equal to the preset distance, it indicates that the distance between the occupant's head and the inner wall of the vehicle roof is small, and the occupant can be identified as a medium-sized or large-sized occupant from the image information. In addition, given that the average acceleration of the occupant pulling the seat belt has been determined to be greater than or equal to the preset average acceleration and that the pulling force is unstable, the occupant type is determined to be a medium-sized occupant.

[0066] When the distance information is greater than the preset distance, it indicates that the distance between the occupant's head and the inner wall of the vehicle roof is relatively large. In addition, it has been determined that the average acceleration of the occupant pulling the seat belt is greater than or equal to the preset average acceleration and the pulling force is unstable. At this time, the occupant type is determined to be a small-sized occupant.

[0067] In this application, image information can be used as a further auxiliary judgment. Based on the image information set, the distance information between the occupant's head and the inner wall of the vehicle roof can be determined. Based on the distance information and the preset distance, the occupant type can be determined as a medium-sized occupant or a small-sized occupant. In this way, the occupant type can be accurately determined.

[0068] In some embodiments, determining the occupant type based on the pull-out stroke includes: In response to the pull-out stroke being greater than or equal to the preset stroke, the occupant type is determined to be a medium-sized occupant; Alternatively, in response to the pull-out travel being less than the preset travel, the occupant type is determined to be a small-sized occupant.

[0069] Specifically, when the average acceleration is less than the preset average acceleration, it indicates that the average force exerted during the seatbelt pull is relatively low. However, there are many situations where the average force is low. For example, the first situation is that the force is relatively uniform and low throughout the entire pull-out process, resulting in a low average force. The second situation is that the force is very high for a small portion of the pull-out process but low for most of the process, which also results in a low average force. These situations usually occur with small or medium-sized occupants, so it is necessary to continue to accurately determine the occupant type based on the pull-out stroke.

[0070] Determine the relationship between the pull-out travel and the preset travel. The preset travel is the maximum length of the seatbelt occupied by a small-sized occupant after the seatbelt is fully pulled out, determined based on historical test data.

[0071] When the pull-out stroke is greater than or equal to the preset stroke, it indicates that the pull-out stroke is relatively large. In other words, the length of the seat belt occupied by the occupant is relatively long after the seat belt is pulled out. In addition, the previously determined average acceleration is less than the preset average acceleration, which means that the average force of pulling out the seat belt this time is relatively small. Therefore, the occupant type is determined to be a medium-sized occupant.

[0072] When the pull-out stroke is less than the preset stroke, it means that the pull-out stroke is small, which means that the length of the seat belt occupied by the occupant is small after the seat belt is pulled out. In addition, the previously determined average acceleration is less than the preset average acceleration, which means that the average force of pulling out the seat belt this time is small. Therefore, the occupant type is determined to be a small-sized occupant.

[0073] In this application, the pull-out stroke can serve as a further aid in determining the occupant type. Based on different pull-out strokes, different occupant types can be accurately determined, thus improving the accuracy of the determined occupant type.

[0074] In some embodiments, determining the airbag deployment level based on the occupant type includes: In response to the occupant type being a child occupant, the detonation level is determined to be a low-level detonation. Alternatively, in response to the occupant type being small-statured occupants, the detonation level is determined to be a primary detonation. Alternatively, in response to the occupant type being a medium-sized occupant, the detonation level is determined to be a medium-level detonation. Alternatively, in response to the occupant type being a large-sized occupant, the detonation level is determined to be a high-level detonation.

[0075] Specifically, the detonation intensity of the low-level, primary, intermediate, and high-level airbags increases sequentially. The detonation intensity can include the inflation volume and inflation rate of the airbag.

[0076] The low-level blast has the smallest inflation volume and the slowest inflation speed. The basic blast has a larger inflation volume and a faster inflation speed than the low-level blast. The intermediate blast has a larger inflation volume and a faster inflation speed than the basic blast. The advanced blast has a larger inflation volume and a faster inflation speed than the intermediate blast.

[0077] When determining the airbag deployment level based on the occupant type, different deployment levels are determined based on different occupant types.

[0078] When the occupant type is a child occupant, the child occupant has the lowest seating height and is more prone to injury. Therefore, the detonation level is determined to be low-level detonation. Low-level detonation corresponds to the airbag with the smallest inflation volume and the slowest inflation speed. In this way, once a vehicle collision occurs, the airbag will inflate and deploy at a slower speed and with a smaller inflation volume, which can protect the child occupant while ensuring that the impact force of the airbag is small and will not cause injury to the child occupant.

[0079] When the occupant type is a small-statured occupant, the seating height of the small-statured occupant is relatively low. Therefore, the airbag is determined to be a primary airbag. The primary airbag has a smaller inflation volume and a slower inflation speed. In this way, once a collision occurs, the airbag will inflate and deploy at a relatively slow speed and with a smaller inflation volume. This can protect the small-statured occupant while ensuring that the impact force of the airbag is small and will not cause injury to the small-statured occupant.

[0080] When the occupant type is a medium-sized occupant, the seating height of a medium-sized occupant is relatively high. Therefore, the airbag is determined to be of medium-level inflation level. The airbag corresponding to medium-level inflation level has a larger inflation volume and a faster inflation speed. In this way, once a vehicle collision occurs, the airbag can inflate and deploy at a relatively fast speed and with a larger inflation volume, which can effectively protect the medium-sized occupant while ensuring that the impact force of the airbag is moderate and will not cause injury to the medium-sized occupant.

[0081] When the occupant type is a large occupant, the large occupant has the highest seating height, so the airbag is determined to be a high-level airbag. The high-level airbag has the largest inflation volume and the fastest inflation speed. In this way, once a collision occurs, the airbag will inflate and deploy at the fastest speed and with the largest inflation volume, ensuring timely and effective protection for large occupants.

[0082] In this application, different deployment levels are determined based on different occupant types, ensuring that the determined deployment level is strictly matched with the occupant type, and the corresponding deployment intensity is neither too high nor too low. Thus, in the event of a collision, the airbags can be deployed based on the different deployment levels, ensuring that the deployed airbags protect the occupants while maintaining an appropriate deployment intensity, preventing excessive deployment force that could injure children or smaller occupants.

[0083] In some embodiments, determining the airbag deployment level based on the occupant type further includes: In response to receiving collision information from a vehicle, determine whether the collision information meets the conditions for airbag deployment; In response to the collision information satisfying the airbag deployment conditions, the airbag is deployed based on the deployment level corresponding to the occupant type.

[0084] Specifically, after determining the airbag deployment level based on the occupant type, once collision information is received, it indicates that a collision has occurred. The system then determines whether the collision information meets the airbag deployment conditions. These conditions are the collision conditions that must be met for airbag deployment to occur, as specified at the vehicle's factory. These conditions may include, for example, the required collision acceleration.

[0085] When it is determined that the collision information meets the airbag deployment conditions, it means that the collision situation has met the preset deployment conditions. At this time, the airbag is deployed based on the deployment level corresponding to the occupant type, ensuring that the deployed airbag can protect the occupant without causing harm to the occupant.

[0086] In this application, after determining the airbag deployment level based on the occupant type, the airbag can be deployed based on the determined deployment level in the event of a collision, ensuring that the deployed airbag can protect the occupant without causing injury.

[0087] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0088] It should be noted that some embodiments of this application have been described above. In some cases, the actions or steps described in the above embodiments can be performed in a different order than that shown in the above embodiments and the desired result can still be achieved. In addition, the processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0089] Based on the same inventive concept, and corresponding to any of the above embodiments, this application also provides an airbag detonation device.

[0090] refer to Figure 2 The airbag deployment device includes: The receiving module 100 is configured to continuously acquire the pulling information during the seat belt pulling process in response to receiving the seat belt pulling signal, until the seat belt buckle insertion signal is received; The first determining module 200 is configured to determine the occupant type of the occupant pulling the seat belt based on the pulling information; The second determining module 300 is configured to determine the airbag deployment level based on the occupant type, the deployment level indicating the degree of airbag deployment.

[0091] In some embodiments, the occupant type includes tall occupants and child occupants, wherein the sitting height of the tall occupant is greater than that of the child occupant. The pull-out information includes multiple seatbelt acceleration data at different times and the total pull-out duration.

[0092] In some embodiments, the first determining module 200 is further configured to: The maximum value among the multiple seat belt acceleration information is determined as the maximum acceleration information; In response to the maximum acceleration information being greater than or equal to a preset maximum acceleration and the total pulling time being less than or equal to a preset minimum time, the occupant type is determined to be a large-sized occupant. Alternatively, in response to the maximum acceleration information being less than or equal to a preset minimum acceleration and the total pull-out duration being greater than or equal to a preset maximum duration, the occupant type is determined to be a child occupant. Alternatively, in response to the maximum acceleration information being greater than the preset minimum acceleration and less than the preset maximum acceleration, and / or the total pull-out time being greater than the preset minimum time and less than the preset maximum time, an average acceleration value is determined based on the multiple seat belt acceleration information, and the occupant type of the occupant pulling out the seat belt is determined based on the average acceleration value.

[0093] In some embodiments, the pull-out information may also include the total pull-out stroke.

[0094] In some embodiments, the first determining module 200 is further configured to: In response to the average acceleration being greater than or equal to a preset average acceleration, the acceleration difference between each two adjacent seat belt acceleration information is determined, and the occupant type is determined based on the acceleration difference; Alternatively, in response to the average acceleration being less than a preset average acceleration, the occupant type is determined based on the pull-out stroke.

[0095] In some embodiments, the first determining module 200 is further configured to: In response to each acceleration difference being less than or equal to a preset difference, the occupant type is determined to be a large-sized occupant. Alternatively, in response to an acceleration difference value being greater than a preset difference value, the acceleration difference value is determined as a target acceleration difference value. In response to the ratio of the number of target acceleration differences value to the total number of all acceleration differences value being greater than or equal to a preset ratio, image information of the seat area corresponding to the seat belt is acquired, and the occupant type is determined based on the image information.

[0096] In some embodiments, the occupant types further include medium-sized occupants and small-sized occupants, with the sitting height of the child occupant, the sitting height of the small-sized occupant, the sitting height of the medium-sized occupant, and the sitting height of the large-sized occupant increasing sequentially.

[0097] In some embodiments, the first determining module 200 is further configured to: Based on the image information, the distance between the occupant's head and the inner wall of the vehicle roof is determined; In response to distance information being less than or equal to a preset distance, the occupant type is determined to be a medium-sized occupant; Alternatively, in response to distance information exceeding a preset distance, the occupant type is determined to be a small-statured occupant.

[0098] In some embodiments, the occupant types further include medium-sized occupants and small-sized occupants, with the sitting height of the child occupant, the sitting height of the small-sized occupant, the sitting height of the medium-sized occupant, and the sitting height of the large-sized occupant increasing sequentially.

[0099] In some embodiments, the first determining module 200 is further configured to: In response to the pull-out stroke being greater than or equal to the preset stroke, the occupant type is determined to be a medium-sized occupant; Alternatively, in response to the pull-out travel being less than the preset travel, the occupant type is determined to be a small-sized occupant.

[0100] In some embodiments, the detonation level includes low-level detonation, primary detonation, intermediate detonation, or advanced detonation, with the degree of detonation increasing sequentially from low-level to advanced.

[0101] In some embodiments, the second determining module 300 is further configured to: In response to the occupant type being a child occupant, the detonation level is determined to be a low-level detonation. Alternatively, in response to the occupant type being small-statured occupants, the detonation level is determined to be a primary detonation. Alternatively, in response to the occupant type being a medium-sized occupant, the detonation level is determined to be a medium-level detonation. Alternatively, in response to the occupant type being a large-sized occupant, the detonation level is determined to be a high-level detonation.

[0102] In some embodiments, the second determining module 300 is further configured to: In response to receiving collision information from a vehicle, determine whether the collision information meets the conditions for airbag deployment; In response to the collision information satisfying the airbag deployment conditions, the airbag is deployed based on the deployment level corresponding to the occupant type.

[0103] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0104] The apparatus described above is used to implement the airbag deployment method of any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0105] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the airbag deployment method described in any of the above embodiments.

[0106] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0107] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0108] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0109] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0110] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0111] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0112] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0113] The electronic devices described above are used to implement the airbag deployment method of any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0114] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the airbag detonation method as described in any of the above embodiments.

[0115] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0116] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the airbag detonation method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0117] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, the computer causes the computer to execute the airbag detonation method as described in any of the above embodiments, which has the beneficial effects of the corresponding method embodiments, and will not be repeated here.

[0118] Based on the same inventive concept, and corresponding to the methods of any of the above embodiments, this application also provides a vehicle, which includes the airbag deployment device, electronic device, computer-readable storage medium, and computer program product described in any of the above embodiments. The vehicle possesses the beneficial effects of any of the above embodiments, which will not be elaborated further here.

[0119] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0120] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0121] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0122] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0123] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0124] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0125] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0126] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A method for deploying an airbag, characterized in that, include: In response to receiving a seatbelt pull signal, continuously acquire pull information during the seatbelt pull process until a seatbelt buckle insertion signal is received; The occupant type of the occupant pulling out the seat belt is determined based on the pull-out information; The airbag deployment level is determined based on the occupant type, and the deployment level is used to indicate the degree of airbag deployment.

2. The method according to claim 1, characterized in that, The passenger types include tall passengers and child passengers, and the sitting height of the tall passengers is greater than that of the child passengers; The pull-out information includes multiple seatbelt acceleration data at different times and the total pull-out time; The process of determining the occupant type based on the pull-out information includes: The maximum value among the multiple seat belt acceleration information is determined as the maximum acceleration information; In response to the maximum acceleration information being greater than or equal to a preset maximum acceleration and the total pulling time being less than or equal to a preset minimum time, the occupant type is determined to be a large-sized occupant. Alternatively, in response to the maximum acceleration information being less than or equal to a preset minimum acceleration and the total pull-out duration being greater than or equal to a preset maximum duration, the occupant type is determined to be a child occupant. Alternatively, in response to the maximum acceleration information being greater than the preset minimum acceleration and less than the preset maximum acceleration, and / or the total pull-out time being greater than the preset minimum time and less than the preset maximum time, an average acceleration value is determined based on the multiple seat belt acceleration information, and the occupant type of the occupant pulling out the seat belt is determined based on the average acceleration value.

3. The method according to claim 2, characterized in that, The pull-out information also includes the total pull-out stroke; the determination of the occupant type based on the average acceleration value includes: In response to the average acceleration being greater than or equal to a preset average acceleration, the acceleration difference between each two adjacent seat belt acceleration information is determined, and the occupant type is determined based on the acceleration difference; Alternatively, in response to the average acceleration being less than a preset average acceleration, the occupant type is determined based on the pull-out stroke.

4. The method according to claim 3, characterized in that, The determination of occupant type based on the acceleration difference includes: In response to each acceleration difference being less than or equal to a preset difference, the occupant type is determined to be a large-sized occupant. Alternatively, in response to an acceleration difference value being greater than a preset difference value, the acceleration difference value is determined as a target acceleration difference value. In response to the ratio of the number of target acceleration differences value to the total number of all acceleration differences value being greater than or equal to a preset ratio, image information of the seat area corresponding to the seat belt is acquired, and the occupant type is determined based on the image information.

5. The method according to claim 4, characterized in that, The passenger types also include medium-sized passengers and small-sized passengers, and the sitting height of the child passenger, the sitting height of the small-sized passenger, the sitting height of the medium-sized passenger and the sitting height of the large-sized passenger increase in that order. The process of determining the occupant type based on the image information includes: Based on the image information, the distance between the occupant's head and the inner wall of the vehicle roof is determined; In response to the distance information being less than or equal to a preset distance, the occupant type is determined to be a medium-sized occupant; Alternatively, in response to distance information exceeding a preset distance, the occupant type is determined to be a small-statured occupant.

6. The method according to claim 3, characterized in that, The passenger types also include medium-sized passengers and small-sized passengers, and the sitting height of the child passenger, the sitting height of the small-sized passenger, the sitting height of the medium-sized passenger and the sitting height of the large-sized passenger increase in that order. The method of determining the occupant type based on the pull-out stroke includes: In response to the pull-out stroke being greater than or equal to the preset stroke, the occupant type is determined to be a medium-sized occupant; Alternatively, in response to the pull-out travel being less than the preset travel, the occupant type is determined to be a small-sized occupant.

7. The method according to claim 1, characterized in that, The passenger types include large passengers, medium-sized passengers, small passengers and child passengers, and the sitting height of the child passengers, the sitting height of the small passengers, the sitting height of the medium-sized passengers and the sitting height of the large passengers increase in that order. The detonation levels include low-level detonation, primary detonation, intermediate detonation, or advanced detonation, with the degree of detonation increasing sequentially from low-level to advanced. Determining the airbag deployment level based on the occupant type includes: In response to the occupant type being a child occupant, the detonation level is determined to be a low-level detonation. Alternatively, in response to the occupant type being small-statured occupants, the detonation level is determined to be a primary detonation. Alternatively, in response to the occupant type being a medium-sized occupant, the detonation level is determined to be a medium-level detonation. Alternatively, in response to the occupant type being a large-sized occupant, the detonation level is determined to be a high-level detonation.

8. The method according to claim 1, characterized in that, The process of determining the airbag deployment level based on the occupant type further includes: In response to receiving collision information from a vehicle, determine whether the collision information meets the conditions for airbag deployment; In response to the collision information satisfying the airbag deployment conditions, the airbag is deployed based on the deployment level corresponding to the occupant type.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the electronic device as described in claim 9.

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