Automobile safety air bag ignition chip, automobile safety air bag unfolding method and computer program product

Abstract

The invention relates to an automobile safety air bag ignition chip, an automobile safety air bag unfolding method and a computer program product. The automobile safety air bag ignition chip comprises a main ignition chip, a plurality of auxiliary ignition chips and a centralized sensor, and a high-voltage side power level driver unlocking signal pin of each auxiliary ignition chip is in short circuit with a high-voltage side power level driver unlocking signal pin of the main ignition chip. The centralized sensor is respectively connected with the main ignition chip and each slave ignition chip through a group of serial peripheral interface buses; the main ignition chip is used for receiving a collision signal of the centralized sensor, and when the collision signal meets a preset threshold value of safety verification, a high-voltage side power level driver unlocking signal is triggered and synchronously sent to each slave ignition chip through a high-voltage side power level driver unlocking signal pin. By the adoption of the method, the unlocking time difference between the ignition chips can be eliminated, and synchronous unfolding of the automobile safety air bag is achieved.

Description

Technical Field

[0001] This application relates to the field of automotive electronics technology, and in particular to an automotive airbag ignition chip, an automotive airbag deployment method, and a computer program product. Background Technology

[0002] Currently, the mainstream number of ignition channels in automotive airbag ignition chips is 8 to 16, which is only suitable for traditional vehicles with 6 airbags. However, mid-to-large SUVs or new energy vehicles typically require 24 to 48 ignition channels. Therefore, a solution has emerged that combines existing ignition chips with other driver chips for cascading expansion to increase the number of channels.

[0003] However, in the existing technology, the unlock signal DIS_AHP of the high-voltage side power stage driver of each ignition chip is independently controlled by different sensors, which can easily lead to a large time difference in unlocking between ignition chips. This can result in multiple car airbags deploying asynchronously, thus posing a significant safety hazard. Summary of the Invention

[0004] Based on this, it is necessary to address the aforementioned technical problems by providing an automotive airbag ignition chip, an automotive airbag deployment method, and a computer program product that can unify the unlocking timing of the unlocking signal of the high-voltage side power stage driver of the cascaded ignition chip, thereby ensuring the synchronous deployment of each automotive airbag.

[0005] In a first aspect, this application provides an automotive airbag ignition chip, comprising: a main ignition chip, a plurality of slave ignition chips, and a centralized sensor, wherein the high-voltage side power stage driver unlock signal pin of each slave ignition chip is shorted to the high-voltage side power stage driver unlock signal pin of the main ignition chip, and the centralized sensor is connected to the main ignition chip and each slave ignition chip respectively through a set of serial peripheral interface buses;

[0006] The main ignition chip is used to receive the collision signal from the centralized sensor, perform safety verification on the collision signal using a preset threshold, and when the collision signal meets the preset threshold, trigger the high-voltage side power stage driver unlock signal and send the high-voltage side power stage driver unlock signal synchronously to each of the slave ignition chips through the high-voltage side power stage driver unlock signal pin.

[0007] The high-voltage side power stage driver unlock signal is used to connect the ignition circuit between the automotive airbag ignition chip and the automotive airbag, so as to provide the automotive airbag with the electrical energy required to perform the airbag deployment operation through the ignition circuit.

[0008] In one embodiment, the main ignition chip is also used to acquire chip operating data, signal verification data, and fault diagnosis data. When the chip operating data passes the first-level watchdog verification, the signal verification data passes the second-level watchdog verification, and the fault diagnosis data passes the third-level watchdog verification, the low-voltage side power stage driver unlock signal is triggered.

[0009] In one embodiment, the low-voltage side power stage driver unlock signal pin of each of the slave ignition chips is shorted to the low-voltage side power stage driver unlock signal pin of the master ignition chip.

[0010] The automotive airbag ignition chip also includes a main control chip, which communicates with the centralized sensor, the main ignition chip, and each of the slave ignition chips through the serial peripheral interface bus.

[0011] The main control chip is used to read the level of the unlock signal of the low-voltage side power stage driver that is connected to the main ignition chip and each of the slave ignition chips through a general-purpose input / output interface, and determine the chip diagnostic status of the main ignition chip and each of the slave ignition chips based on the level.

[0012] In one embodiment, the centralized sensor, the main ignition chip, and each of the slave ignition chips share the main transmit / slave receive pin, the main receive / slave transmit pin, and the clock pin of the main control chip;

[0013] The main control chip is also used to send first data to the centralized sensor, the main ignition chip, or each of the slave ignition chips through the main transmit / slave receive pin;

[0014] The main control chip is also used to receive second data returned by the centralized sensor, the main ignition chip, or each of the slave ignition chips through the main transmit / receive pin;

[0015] The main control chip is also used to send clock synchronization signals to the centralized sensor, the main ignition chip, and each of the slave ignition chips via the clock pin.

[0016] In one embodiment, the main control chip includes independent first chip select pin, second chip select pin, and third chip select pin. The main control chip is connected to the centralized sensor through the first chip select pin, the main control chip is connected to the main ignition chip through the second chip select pin, and the main control chip is connected to each of the slave ignition chips through multiple third chip select pins respectively.

[0017] The main control chip is also used to perform time-division access operations to the centralized sensor, the main ignition chip, and each of the slave ignition chips through the first chip select pin, the second chip select pin, and the third chip select pin.

[0018] In one embodiment, the serial peripheral interface bus is wired using differential shielding.

[0019] In one embodiment, the main ignition chip is further configured to use its own physical layer circuitry to convert the received digital signal to be transmitted across domains into a differential signal, and send the differential signal to the corresponding vehicle domain control unit.

[0020] In one embodiment, the main ignition chip is connected to an external power supply;

[0021] The main ignition chip is also used to boost the rated voltage of the external power input to obtain a boost voltage, and to provide the boost voltage to each of the slave ignition chips for power supply.

[0022] The main ignition chip is also used to step down the boost voltage to obtain a low voltage, and to provide the low voltage to the centralized sensor for power supply.

[0023] The main ignition chip is also used to charge an external energy storage capacitor using the boost voltage. The external energy storage capacitor is used to provide energy to the main ignition chip and the ignition circuit corresponding to each slave ignition chip when the number of ignition channels is greater than a preset threshold.

[0024] Secondly, this application also provides a method for deploying an automotive airbag, comprising:

[0025] The main ignition chip receives collision signals from a centralized sensor.

[0026] The collision signal is verified for safety using a preset threshold.

[0027] When the collision signal meets the preset threshold, the high-voltage side power stage driver unlock signal of the main ignition chip is triggered and the high-voltage side power stage driver unlock signal is synchronously sent to each slave ignition chip through the high-voltage side power stage driver unlock signal pin. The high-voltage side power stage driver unlock signal pin of each slave ignition chip is shorted to the high-voltage side power stage driver unlock signal pin of the main ignition chip.

[0028] The high-voltage side power stage driver unlock signal is used to connect the ignition circuit between the automotive airbag ignition chip and the automotive airbag, so as to provide the automotive airbag with the electrical energy required to perform the airbag deployment operation through the ignition circuit.

[0029] Thirdly, this application also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the automotive airbag deployment method described in any of the embodiments of the second aspect above.

[0030] The aforementioned automotive airbag ignition chip, automotive airbag deployment method, and computer program product, by shorting the DIS_AHP unlock signal pin of the high-voltage side power stage driver of the main ignition chip and each slave ignition chip, allow the main ignition chip to receive collision signals from centralized sensors for safety verification. When the collision signal meets a preset threshold, it uniformly outputs a high-voltage side power stage driver unlock signal, enabling all ignition chips to synchronously unlock their high-voltage side power stage drivers. This eliminates the unlocking time difference between ignition chips, achieving synchronous deployment of the automotive airbag and improving its safety. Furthermore, because the aforementioned automotive airbag ignition chip utilizes a serial peripheral interface bus (SPI) to achieve centralized sensor sharing between the main ignition chip and each slave ignition chip, and the main ignition chip centrally executes the safety verification mechanism, it reduces the data processing load generated by each ignition chip independently performing verification operations, avoids verification conflicts caused by inconsistencies in multi-sensor signals, and improves safety verification efficiency. In addition, from a hardware perspective, centralized sensor sharing reduces redundant device configurations and solves the problem of device redundancy. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a structural block diagram of an automotive airbag ignition chip 100 in one embodiment;

[0033] Figure 2 This is a structural block diagram of the automotive airbag ignition chip 100 in another embodiment;

[0034] Figure 3 This is a schematic diagram of the communication architecture of the main control chip 108 in one embodiment;

[0035] Figure 4 This is a schematic diagram of master-slave ignition chip cascading in one embodiment;

[0036] Figure 5 This is a flowchart illustrating a method for deploying an automotive airbag in one embodiment. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0038] It should be noted that the terms "first," "second," etc., used in this application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the solutions, or any combination of multiple solutions. The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data must comply with relevant regulations.

[0039] In one exemplary embodiment, such as Figure 1 As shown, an automotive airbag ignition chip 100 is provided, including a master ignition chip 102, several slave ignition chips 104, and a centralized sensor 106. The high-voltage side power stage driver unlock signal pin DIS_AHP of the master ignition chip 102 is shorted to the high-voltage side power stage driver unlock signal pin DIS_AHP of each slave ignition chip 104. The centralized sensor 106 is connected to the master ignition chip 102 and each slave ignition chip 104 via a set of serial peripheral interface buses (SPI).

[0040] For example, the main ignition chip 102 can receive collision signals transmitted by the centralized sensor 106 via the Serial Peripheral Interface (SPI) bus. Based on the Safety Authentication Mechanism (SAM), a preset threshold is used to perform safety verification on the collision signal. When the collision signal meets the preset threshold, the high-voltage side power stage driver unlock signal of the main ignition chip 102 changes from high to low, triggering the high-voltage side power stage driver unlock signal. This unlock signal is then synchronously sent to each slave ignition chip 104 via the high-voltage side power stage driver unlock signal pin DIS_AHP, which is shorted between the main ignition chip 102 and each slave ignition chip 104. The high-voltage side power stage driver unlock signal can be used to unlock the high-voltage side power stage driver, enabling the main ignition chip 102 and each slave ignition chip 104 to synchronously conduct their ignition circuits with the corresponding vehicle airbags. This allows the ignition circuits to provide the electrical energy required for airbag deployment to the corresponding vehicle airbags.

[0041] The aforementioned automotive airbag ignition chip 100, by shorting the DIS_AHP unlock signal pin of the high-voltage side power stage driver between the main ignition chip 102 and each slave ignition chip 104, allows the main ignition chip 102 to receive collision signals from centralized sensors for safety verification. When the collision signal meets a preset threshold, it uniformly outputs a high-voltage side power stage driver unlock signal, enabling all ignition chips to synchronously unlock their high-voltage side power stage drivers. This eliminates the unlocking time difference between ignition chips, achieving synchronous deployment of the automotive airbag and improving its safety. Furthermore, because the aforementioned automotive airbag ignition chip 100 utilizes a serial peripheral interface bus (SPI) to achieve centralized sensor sharing between the main ignition chip 102 and each slave ignition chip 104, and the main ignition chip 102 centrally executes the safety verification mechanism, it reduces the data processing load generated by each ignition chip independently performing verification operations, avoids verification conflicts caused by inconsistencies in multi-sensor signals, and improves safety verification efficiency. In addition, from a hardware perspective, centralized sensor sharing reduces redundant device configurations and solves the problem of device redundancy.

[0042] Optionally, in some embodiments, both the master ignition chip 102 and each slave ignition chip 104 can be chips with 16 ignition circuits. The master ignition chip 102 and each slave ignition chip 104 can also communicate via a shared Serial Peripheral Interface (SPI) bus. Each additional slave ignition chip 104 adds 16 ignition circuits to the automotive airbag ignition chip 100, significantly increasing the number of ignition channels. For example, when the vehicle is a mid-to-large SUV, a 32-circuit ignition chip 100 consisting of one master ignition chip 102 and one slave ignition chip 104 can be used. When the vehicle is a new energy vehicle, a 48-circuit ignition chip 100 consisting of one master ignition chip 102 and two slave ignition chips 104 can be used, thus covering the ignition circuit requirements of more vehicle models.

[0043] Optionally, in some implementations, the master ignition chip 102 and each slave ignition chip 104 adopt a unified chip architecture, serial peripheral interface bus protocol, and register definition to eliminate incompatibility issues between ignition chips, and without requiring modification to the chip hardware interface. Furthermore, since the master ignition chip 102 and each slave ignition chip 104 share the same chip architecture, serial peripheral interface bus protocol, and register definition, only one driver program needs to be developed, further shortening the driver development cycle for the automotive airbag ignition chip 100. If there are subsequent requirements for additional slave ignition chips 104, only the software parameters in the driver program need to be modified, without altering the driver logic.

[0044] Optionally, in some implementations, the centralized sensor 106 may include, but is not limited to, a peripheral sensor interface 5 (PSI5), a central sensor, and an inertial measurement unit (IMU).

[0045] Alternatively, in other implementations, an inertial measurement unit (IMU) can be replaced by adding a peripheral sensor interface 5 (PSI5), and a synchronous PSI sensor and an asynchronous PSI sensor can be added to collect multi-dimensional collision data and complete multi-sensor monitoring of collision events.

[0046] In an exemplary embodiment, the main ignition chip 102 can also be used to acquire chip operating data, signal verification data, and fault diagnosis data. The chip operating data is verified using a first-level watchdog verification rule, the signal verification data using a second-level watchdog verification rule, and the fault diagnosis data using a third-level watchdog verification rule. If the chip operating data passes the first-level watchdog verification, the signal verification data passes the second-level watchdog verification, and the fault diagnosis data passes the third-level watchdog verification, a low-voltage side power stage driver unlock signal is triggered to verify that the core control logic, power module, communication interface, and other key components within the main ignition chip 102 are fault-free and in a normal state.

[0047] Specifically, the low-voltage side power stage driver unlock signal enables the low-voltage side of the ignition circuit between the main ignition chip 102 and the vehicle airbag to conduct, thereby cooperating with the high-voltage side of the ignition circuit conducted by the high-voltage side power stage driver unlock signal to form a complete ignition circuit between the main ignition chip 102 and the vehicle airbag. This prevents ignition failure caused by an internal fault in the main ignition chip 102 leading to an open circuit or short circuit on the low-voltage side of the ignition circuit.

[0048] Optionally, in some implementations, the main ignition chip 102 can also be used to diagnose all types of faults, such as airbag resistance, poor airbag wiring harness contact, circuit cross-coupling test (detecting crosstalk between adjacent channels to avoid mis-ignition), chip over-temperature diagnosis, ignition circuit open circuit diagnosis, chip power supply voltage diagnosis, and peripheral sensor diagnosis.

[0049] In this embodiment, by combining a three-level watchdog verification strategy to trigger the unlock signal of the low-voltage side power stage driver of the main ignition chip 102, the chip's own reliability can be comprehensively verified, more comprehensive and rapid fault diagnosis can be achieved, the safety redundancy of the ignition circuit can be ensured, and the fault missed rate in the collision test can be reduced.

[0050] Optionally, in some implementations, each ignition chip 104 can also be used to acquire chip operating data, signal verification data, and fault diagnosis data. When the chip operating data passes the first-level watchdog verification, the signal verification data passes the second-level watchdog verification, and the fault diagnosis data passes the third-level watchdog verification, the low-voltage side power stage driver unlock signal is triggered.

[0051] In one exemplary embodiment, such as Figure 2As shown, the low-voltage side power stage driver unlock signal pin DIS_ALP of each slave ignition chip 104 is shorted to the low-voltage side power stage driver unlock signal pin DIS_ALP of the master ignition chip 102. The automotive airbag ignition chip 100 also includes a master control chip 108, which communicates with the centralized sensor 106, the master ignition chip 102, and each slave ignition chip 104 via the Serial Peripheral Interface (SPI) bus.

[0052] The main control chip 108 can be used to read the level of the unlock signal of the low-voltage side power stage driver shared by the main ignition chip 102 and each slave ignition chip 104 through a general-purpose input / output interface, and determine the chip diagnostic status of the main ignition chip 102 and each slave ignition chip 104 based on the level. For example, when the read level is low, it is determined as a fault level, and it can be determined that there is a fault in the high-voltage side driver of the main ignition chip 102 and each slave ignition chip 104.

[0053] In this embodiment, by shorting the high-voltage side power stage driver unlock signal pin DIS_AHP and the low-voltage side power stage driver unlock signal pin DIS_ALP of all ignition chips, and using the main control chip 108 to uniformly read the level for multi-chip cross-verification, the software diagnostic logic can be simplified and the code complexity reduced. Furthermore, in the case of a single-chip fault, by comparing the status of other chips with the shared pins using the main control chip 108, false alarms can be eliminated, thereby improving fault detection coverage.

[0054] In an exemplary embodiment, the centralized sensor 106, the main ignition chip 102, and each slave ignition chip 104 share the main transmit / slave receive pin, the main receive / slave transmit pin, and the clock pin of the main control chip 108.

[0055] The main control chip 108 is also used to send first data to the centralized sensor 106, the main ignition chip 102, or each slave ignition chip 104 via the master transmit / slave receive pin.

[0056] The main control chip 108 is also used to receive second data returned by the centralized sensor 106, the main ignition chip 102, or each slave ignition chip 104 via the main receive / slave transmit pin.

[0057] The main control chip 108 is also used to send clock synchronization signals to the centralized sensor 106, the main ignition chip 102 and each slave ignition chip 104 via the clock pin.

[0058] In this embodiment, by sharing the master transmit / slave receive pin, the master receive / slave transmit pin, and the clock pin, the reuse of devices can be reduced, thus reducing device redundancy.

[0059] In one exemplary embodiment, the serial peripheral interface bus is wired using differential shielding.

[0060] In this embodiment, by employing differential shielded wiring in the shared serial peripheral interface bus, combined with the anti-interference design of the chip's physical layer, the overall anti-radiation capability of the automotive airbag ignition chip can be improved.

[0061] In an exemplary embodiment, the main ignition chip is further configured to use its own physical layer circuitry to convert the received digital signal to be transmitted across domains into a differential signal, and send the differential signal to the corresponding vehicle domain control unit.

[0062] In this embodiment, by converting digital signals into differential signals, the problem of data transmission reliability in long-distance, high-interference vehicle environments can be solved.

[0063] In an exemplary embodiment, the master control chip 108 includes independent first chip select pins, second chip select pins, and third chip select pins. The master control chip 108 is connected to the centralized sensor 106 via the first chip select pin. The master control chip 108 is connected to the master ignition chip 102 via the second chip select pin. The master control chip 108 is connected to each slave ignition chip 104 via multiple third chip select pins. That is, each chip select pin has its unique corresponding connection object. The master control chip 108 is also used to perform time-division multiplexing access operations on the centralized sensor 106, the master ignition chip 102, and each slave ignition chip 104 via the first, second, and third chip select pins. For example, the master control chip 108 can access data from the centralized sensor 106 via the first chip select pin. The master control chip 108 can access data from the master ignition chip 102 via the second chip select pin. The master control chip 108 can access data from the corresponding slave ignition chip 104 via the third chip select pin.

[0064] Alternatively, in some implementations, such as Figure 3 As shown, a communication cascade diagram of a main control chip 108 is provided. The centralized sensor 106 may include a central sensor 1062, an inertial sensor 1064, and a peripheral PSI5 sensor 1066.

[0065] For example, the main control chip 108 communicates with the main ignition chip 102, the slave ignition chip 104, the central sensor 1062, and the inertial sensor 1064 through a set of serial peripheral interface buses (SPI), and shares the master transmit / slave receive pin (MOSI), the master receive / slave transmit pin (MISO), and the clock pin (CLK).

[0066] The master control chip 108 accesses the system in a time-division multiplexing manner through different chip select pins CS0 to CS4. For example, the serial peripheral interface bus (SPI) of the master control chip 108 acts as the master SPI, while other peripheral devices act as slave SPI devices. The master control chip 108 can obtain the acceleration signal of the central sensor 1062 through the chip select pin CS0, obtain the signal of the inertial sensor 1064 through the chip select pin CS1, obtain the data status of the master ignition chip 102 through the chip select pin CS2, obtain the data status of the slave ignition chip 104 through the chip select pin CS4, and obtain the security SPI in the security verification SAM module of the master ignition chip 102 through the chip select pin CS3.

[0067] The main ignition chip 102's peripheral sensor PSI bus connects to the peripheral PSI5 sensor 1066 to read peripheral acceleration signals. The main ignition chip 102 connects to the general-purpose input / output interface CANTX / RX of the main control chip 108, converting the signals to CAN bus CANH and CANL via the internal CAN physical layer of the main ignition chip 102. The main ignition chip 102 converts digital signals into differential signals to address data transmission reliability issues in long-distance, high-interference vehicle environments, improving the reliability of cross-domain data transmission.

[0068] Optionally, in some implementations, the serial clock signal SCLK of the Serial Peripheral Interface (SPI) bus is the main source of radiation, and its frequency is typically 1-10MHz. In traditional multi-bus schemes, it is necessary to deploy an independent SPI bus for each ignition chip and sensor. However, using the method described in this application... Figure 3 The cascading method in the middle outputs only one serial clock signal SCLK, which can reduce radiation intensity and greatly improve electromagnetic compatibility.

[0069] In one exemplary embodiment, the main ignition chip 102 may also be connected to an external power source.

[0070] The main ignition chip 102 is also used to boost the rated voltage of the external power supply input to obtain a boost voltage, and to provide boost voltage to each slave ignition chip 104 for power supply.

[0071] The main ignition chip 102 is also used to step down the boosted voltage to obtain a low voltage, which is then used to supply power to the centralized sensor 106.

[0072] The main ignition chip 102 is also used to charge the external energy storage capacitor using a boost voltage. The external energy storage capacitor is used to provide energy to the main ignition chip 102 and the ignition circuit corresponding to each slave ignition chip 104 when the number of ignition channels is greater than a preset threshold.

[0073] Alternatively, in some implementations, such as Figure 4 The diagram illustrates a power connection. The main ignition chip 102 is powered by a 12V external power supply 402, and the input 12V is upgraded to a higher VUP boost voltage by a boost converter 404 to meet the needs of different modules.

[0074] The main ignition chip 102 can downgrade a portion of the VUP boost voltage to a lower VAS low voltage via buck converter 406 to supply the circuit modules of PSI5 pressure sensor 412 and peripheral PSI5 sensor 1066.

[0075] The main ignition chip 102 can convert the low-voltage VAS voltage to VST33 and VSVT33 through the linear regulator 410. The VST33 voltage is then input to the central sensor 1062, and the VSVT33 voltage is input to the inertial sensor 1064. The VST33 and VSVT33 voltages can provide the central sensor 1062 and the inertial sensor 1064 with a high-precision, low-noise, and stable 3.3V voltage.

[0076] The main ignition chip 102 can convert the VAS low voltage to VST50 voltage via a linear regulator 410 to provide a stable 5.0V voltage to the 5V peripheral devices on the board. The 5V peripheral devices may include, for example, an external CAN transceiver.

[0077] The main ignition chip 102 can convert the low-voltage VAS to VCORE 3.3V through the buck converter 406, and then supply it to the main control chip 108 to provide a larger output current and increase load stability.

[0078] The main ignition chip 102 can use another portion of the VUP boost voltage to charge the external energy storage capacitor 408. The external energy storage capacitor 408 is a core peripheral component that ensures ignition reliability and meets functional safety requirements. When there are multiple ignition paths, collision-triggered simultaneous ignition of multiple airbags requires an instantaneous output of ultra-large peak current, while the instantaneous power supply capacity of the main power supply is limited. If only the main power supply is relied upon, it will cause a sharp drop in power supply voltage, resulting in uneven ignition energy among the channels (for example, the first ignition channel obtains sufficient energy, while the subsequent ignition channels have insufficient energy due to the voltage drop), posing a significant safety risk. Therefore, by supplying power to the external energy storage capacitor 408, it is convenient to use the external energy storage capacitor 408 to supply power to each ignition chip in the future.

[0079] Connecting the power input of the slave ignition chip 104 to the main ignition chip 102 simplifies the power input to the slave ignition chip 104. Simultaneously, connecting the energy storage capacitors of the two chips ensures the reliability of the ignition chips and allows for the expansion of the number of ignition channels.

[0080] Based on the same inventive concept, this application also provides an automotive airbag deployment method applied to the aforementioned automotive airbag ignition chip. The solution provided by this method is similar to the implementation described in the aforementioned automotive airbag ignition chip. Therefore, the specific limitations in one or more embodiments of the automotive airbag deployment method provided below can be found in the limitations regarding the automotive airbag ignition chip described above, and will not be repeated here.

[0081] In one exemplary embodiment, such as Figure 5 As shown, a method for deploying an automotive airbag is provided, which can be applied to... Figure 1 Taking the automotive airbag ignition chip 100 as an example, the explanation includes the following steps S502 to S506. Wherein:

[0082] Step S502: Receive collision signals from centralized sensors using the main ignition chip.

[0083] Step S504: Perform safety verification on the collision signal using a preset threshold.

[0084] Step S506: When the collision signal meets the preset threshold, the high-voltage side power stage driver unlock signal of the main ignition chip is triggered and the high-voltage side power stage driver unlock signal is synchronously sent to each slave ignition chip through the high-voltage side power stage driver unlock signal pin.

[0085] In this configuration, the unlock signal pin of the high-voltage side power stage driver of each ignition chip is shorted to the unlock signal pin of the high-voltage side power stage driver of the main ignition chip.

[0086] The high-voltage side power stage driver unlock signal is used to connect the ignition circuit between the car airbag ignition chip and the car airbag, so as to provide the car airbag with the electrical energy required to perform the airbag deployment operation through the ignition circuit.

[0087] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0088] Those skilled in the art will understand that the structures shown in the accompanying drawings of the various specifications of this application are merely block diagrams of some structures related to the solution of this application, and do not constitute a limitation on the automotive airbag ignition chip to which the solution of this application is applied. A specific automotive airbag ignition chip may include more or fewer components than those shown in the figures, or combine certain components, or have different component arrangements.

[0089] In one exemplary embodiment, a vehicle is provided, including an airbag ignition chip and an airbag. The airbag ignition chip includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described embodiments of the airbag deployment methods.

[0090] In one exemplary embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps described in the embodiments of the automobile airbag deployment methods.

[0091] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps described in the embodiments of the automotive airbag deployment methods.

[0092] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0093] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0094] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. An automotive airbag ignition chip, characterized in that, include: The system comprises a master ignition chip, several slave ignition chips, and a centralized sensor. The high-voltage side power stage driver unlock signal pin of each slave ignition chip is shorted to the high-voltage side power stage driver unlock signal pin of the master ignition chip. The centralized sensor is connected to the master ignition chip and each slave ignition chip respectively through a set of serial peripheral interface buses. The main ignition chip is used to receive the collision signal from the centralized sensor, perform safety verification on the collision signal using a preset threshold, and when the collision signal meets the preset threshold, trigger the high-voltage side power stage driver unlock signal and send the high-voltage side power stage driver unlock signal synchronously to each of the slave ignition chips through the high-voltage side power stage driver unlock signal pin. The high-voltage side power stage driver unlock signal is used to connect the ignition circuit between the automotive airbag ignition chip and the automotive airbag, so as to provide the automotive airbag with the electrical energy required to perform the airbag deployment operation through the ignition circuit.

2. The automotive airbag ignition chip according to claim 1, characterized in that, The main ignition chip is also used to acquire chip operating data, signal verification data, and fault diagnosis data. When the chip operating data passes the first-level watchdog verification, the signal verification data passes the second-level watchdog verification, and the fault diagnosis data passes the third-level watchdog verification, the low-voltage side power stage driver unlock signal is triggered.

3. The automotive airbag ignition chip according to claim 2, characterized in that, The low-voltage side power stage driver unlock signal pin of each of the slave ignition chips is shorted to the low-voltage side power stage driver unlock signal pin of the master ignition chip. The automotive airbag ignition chip also includes a main control chip, which communicates with the centralized sensor, the main ignition chip, and each of the slave ignition chips through the serial peripheral interface bus. The main control chip is used to read the level of the unlock signal of the low-voltage side power stage driver that is connected to the main ignition chip and each of the slave ignition chips through a general-purpose input / output interface, and determine the chip diagnostic status of the main ignition chip and each of the slave ignition chips based on the level.

4. The automotive airbag ignition chip according to claim 3, characterized in that, The centralized sensor, the main ignition chip, and each of the slave ignition chips share the main transmit / slave receive pin, the main receive / slave transmit pin, and the clock pin of the main control chip. The main control chip is also used to send first data to the centralized sensor, the main ignition chip, or each of the slave ignition chips through the main transmit / slave receive pin; The main control chip is also used to receive second data returned by the centralized sensor, the main ignition chip, or each of the slave ignition chips through the main transmit / receive pin; The main control chip is also used to send clock synchronization signals to the centralized sensor, the main ignition chip, and each of the slave ignition chips via the clock pin.

5. The automotive airbag ignition chip according to claim 3, characterized in that, The main control chip includes independent first chip select pin, second chip select pin, and third chip select pin. The main control chip is connected to the centralized sensor through the first chip select pin, the main control chip is connected to the main ignition chip through the second chip select pin, and the main control chip is connected to each of the slave ignition chips through multiple third chip select pins respectively. The main control chip is also used to perform time-division access operations to the centralized sensor, the main ignition chip, and each of the slave ignition chips through the first chip select pin, the second chip select pin, and the third chip select pin.

6. The automotive airbag ignition chip according to claim 1, characterized in that, The serial peripheral interface bus uses differential shielding for wiring.

7. The automotive airbag ignition chip according to claim 1, characterized in that, The main ignition chip is also used to convert the received digital signal to be transmitted across domains into a differential signal using its own physical layer circuit, and send the differential signal to the corresponding vehicle domain control unit.

8. The automotive airbag ignition chip according to claim 1, characterized in that, The main ignition chip is connected to an external power supply; The main ignition chip is also used to boost the rated voltage of the external power input to obtain a boost voltage, and to provide the boost voltage to each of the slave ignition chips for power supply. The main ignition chip is also used to step down the boost voltage to obtain a low voltage, and to provide the low voltage to the centralized sensor for power supply. The main ignition chip is also used to charge an external energy storage capacitor using the boost voltage. The external energy storage capacitor is used to provide energy to the main ignition chip and the ignition circuit corresponding to each slave ignition chip when the number of ignition channels is greater than a preset threshold.

9. A method for deploying an automotive airbag, characterized in that, The method is applied to the automotive airbag ignition chip according to any one of claims 1 to 8, and the method includes: The main ignition chip receives collision signals from a centralized sensor. The collision signal is verified for safety using a preset threshold. When the collision signal meets the preset threshold, the high-voltage side power stage driver unlock signal of the main ignition chip is triggered and the high-voltage side power stage driver unlock signal is synchronously sent to each slave ignition chip through the high-voltage side power stage driver unlock signal pin. The high-voltage side power stage driver unlock signal pin of each slave ignition chip is shorted to the high-voltage side power stage driver unlock signal pin of the main ignition chip. The high-voltage side power stage driver unlock signal is used to connect the ignition circuit between the automotive airbag ignition chip and the automotive airbag, so as to provide the automotive airbag with the electrical energy required to perform the airbag deployment operation through the ignition circuit.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 9.

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