Vehicle passive safety electronic control method, device and equipment and storage medium

Abstract

The invention provides a vehicle passive safety electronic control method and device, equipment and a storage medium, and the method comprises the steps: obtaining compliance information and operation state information of a vehicle; based on the compliance information and the operation state information, judging whether a cooperation condition for allowing to start a safety air curtain shielding function is met or not; if the cooperative condition is met, performing system safety verification on the vehicle; when the system safety verification is passed, a safety air curtain shielding control signal is generated; and controlling a safety air curtain of the vehicle to enter a shielding state based on the safety air curtain shielding control signal. By adopting the method, the pertinence and the reliability of the vehicle passive safety system are remarkably improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more specifically, to a method, device, equipment, and storage medium for passive safety electronic control of vehicles. Background Technology

[0002] Passive safety systems are a core component in ensuring the safety of drivers and passengers. Among them, side curtain airbags, as a key protective device, rapidly deploy upon impact to create a buffer and effectively reduce the risk of injury. With the growing demand for off-road vehicles, the severe bumps, chassis scrapes, and tilting conditions encountered in off-road scenarios differ significantly from those on conventional roads. This places higher demands on the scenario adaptability of passive safety electronic control systems. Currently, passive safety protection for off-road scenarios has become an important research and development direction in the industry, with related technical solutions gradually extending from adaptation to conventional roads to optimization specifically for off-road scenarios.

[0003] In existing technologies, a typical solution for preventing accidental triggering of side curtain airbags in off-road scenarios involves using a dedicated physical hardware switch. This solution adds a dedicated hardware switch inside the vehicle. The core logic is as follows: before the user enters the off-road area, they manually press the hardware switch to disconnect the electrical connection of the side curtain airbag ignition circuit, thus shielding the airbag triggering function. After the vehicle leaves the off-road area, the user manually turns off the switch again, restoring the ignition circuit connection and returning the airbags to their normal standby mode. This hardware switch is typically installed on a control panel near the driver's seat and connected to the airbag controller (ACU) via a separate wiring harness. It requires no complex software logic and relies solely on mechanical on / off switching to achieve function switching.

[0004] The aforementioned existing technologies have significant safety hazards: due to the lack of an effective functional status feedback mechanism and misoperation protection design for the hardware switch, users cannot intuitively know the current on / off status of the switch, which can easily lead to situations where the shielding function is accidentally activated in non-off-road scenarios. In the event of a real collision, the safety curtain airbag will not be able to detonate properly because the circuit is cut off, thus losing its protective function. At the same time, the severe bumps of the vehicle in off-road scenarios may cause the hardware switch to become mechanically stuck or accidentally triggered, further exacerbating the risk of malfunction and seriously affecting the life safety of the occupants. Summary of the Invention

[0005] In view of this, the purpose of this application is to provide a vehicle passive safety electronic control method, device, equipment and storage medium, which significantly improves the pertinence and reliability of the vehicle passive safety system.

[0006] In a first aspect, embodiments of this application provide a vehicle passive safety electronic control method, the method comprising: Obtain vehicle compliance and operational status information; Based on the compliance information and the operational status information, determine whether the collaborative conditions for enabling the safety curtain shielding function are met; If the aforementioned cooperation conditions are met, then a system security check is performed on the vehicle. When the system security check passes, a safety curtain shielding control signal is generated; The vehicle's safety curtains are controlled to enter the shielding state based on the safety curtain shielding control signal.

[0007] Optionally, obtaining the vehicle's compliance information and operating status information includes: Determine sales area information based on vehicle identification number; The compliance information is determined based on the pre-stored passive safety regulations data corresponding to different sales regions; Real-time collection of vehicle driving parameters, including vehicle speed, chassis height, and bump frequency; The operating status information is obtained by integrating the driving parameters of each vehicle.

[0008] Optionally, determining whether the collaborative conditions for enabling the safety curtain shielding function are met based on the compliance information and the operational status information includes: Determine whether the compliance information indicates that the blocking function is allowed to be enabled in the current sales area; Determine whether the driving parameters of each vehicle in the operating status information meet the preset off-road scenario determination conditions; Determine whether a user-issued command to enable the blocking function has been received through the vehicle's human-machine interface; When the compliance information indicates permission, the operating status information meets the judgment conditions, and a user activation instruction is received, it is determined that the collaboration conditions are met.

[0009] Optionally, the system security verification of the vehicle includes: Based on the preset controller local area network communication matrix, it interacts with the body controller by handshaking signals to verify the compatibility of the communication protocol; Based on the timing of the handshake signal interaction, the transmission delay of the key control signal is calculated, and it is determined whether the transmission delay is less than or equal to the preset maximum allowable threshold. Send low-current test pulses to the vehicle wiring harness system, including the side curtain airbag ignition circuit, and verify the electrical connection integrity of the hardware circuit based on the detected circuit resistance or feedback voltage. When the communication protocol compatibility, the transmission delay, and the electrical connection integrity of the hardware circuit all meet the preset requirements, the system security verification is deemed to have passed.

[0010] Optionally, the generation of the safety curtain shielding control signal includes: After the system safety verification is passed, a final signal interaction verification is performed with the body controller and wiring harness system. The final signal interaction verification includes confirming communication protocol compatibility, signal transmission delay within tolerance range, and hardware loop functionality integrity. When the final signal interaction verification confirms that there are no abnormalities, the safety curtain shielding control signal is generated.

[0011] Optionally, controlling the vehicle's safety curtains to enter a shielded state based on the safety curtain shielding control signal includes: The safety curtain shielding control signal is sent to the safety curtain execution module to control it to enter a shielding state that does not respond to conventional collision trigger signals; Simultaneously, a status update command is sent to the instrument controller to control the vehicle instrument panel to display the status that the safety curtain shielding function is enabled.

[0012] Optionally, after the safety curtain enters the shielding state, the method further includes: The system continuously monitors the operational status information and user commands from the human-computer interaction interface in real time. When any key parameter in the operating status information no longer meets the off-road scenario judgment condition, or when a user sends a command to turn off the shielding function, a safety curtain shielding release signal is generated. Based on the shield release signal, the safety curtain is controlled to exit the shield state and return to the normal standby state, while the vehicle instrument display update function is turned off.

[0013] Secondly, embodiments of this application provide a vehicle passive safety electronic control device, the device comprising: The vehicle information acquisition module is used to acquire vehicle compliance information and operational status information; The vehicle information interpretation module determines, based on the compliance information and the operating status information, whether the collaborative conditions for enabling the safety curtain shielding function are met; The system security verification module is used to perform system security verification on the vehicle if the cooperation conditions are met. The control signal generation module is used to generate a safety curtain shielding control signal when the system safety verification passes. The vehicle control module is used to control the vehicle's safety curtains to enter the shielding state based on the safety curtain shielding control signal.

[0014] Optionally, obtaining the vehicle's compliance information and operating status information includes: Determine sales area information based on vehicle identification number; The compliance information is determined based on the pre-stored passive safety regulations data corresponding to different sales regions; Real-time collection of vehicle driving parameters, including vehicle speed, chassis height, and bump frequency; The operating status information is obtained by integrating the driving parameters of each vehicle.

[0015] Optionally, determining whether the collaborative conditions for enabling the safety curtain shielding function are met based on the compliance information and the operational status information includes: Determine whether the compliance information indicates that the blocking function is allowed to be enabled in the current sales area; Determine whether the driving parameters of each vehicle in the operating status information meet the preset off-road scenario determination conditions; Determine whether a user-issued command to enable the blocking function has been received through the vehicle's human-machine interface; When the compliance information indicates permission, the operating status information meets the judgment conditions, and a user activation instruction is received, it is determined that the collaboration conditions are met.

[0016] Optionally, the system security verification of the vehicle includes: Based on the preset controller local area network communication matrix, it interacts with the body controller by handshaking signals to verify the compatibility of the communication protocol; Based on the timing of the handshake signal interaction, the transmission delay of the key control signal is calculated, and it is determined whether the transmission delay is less than or equal to the preset maximum allowable threshold. Send low-current test pulses to the vehicle wiring harness system, including the side curtain airbag ignition circuit, and verify the electrical connection integrity of the hardware circuit based on the detected circuit resistance or feedback voltage. When the communication protocol compatibility, the transmission delay, and the electrical connection integrity of the hardware circuit all meet the preset requirements, the system security verification is deemed to have passed.

[0017] Optionally, the generation of the safety curtain shielding control signal includes: After the system safety verification is passed, a final signal interaction verification is performed with the body controller and wiring harness system. The final signal interaction verification includes confirming communication protocol compatibility, signal transmission delay within tolerance range, and hardware loop functionality integrity. When the final signal interaction verification confirms that there are no abnormalities, the safety curtain shielding control signal is generated.

[0018] Optionally, controlling the vehicle's safety curtains to enter a shielded state based on the safety curtain shielding control signal includes: The safety curtain shielding control signal is sent to the safety curtain execution module to control it to enter a shielding state that does not respond to conventional collision trigger signals; Simultaneously, a status update command is sent to the instrument controller to control the vehicle instrument panel to display the status that the safety curtain shielding function is enabled.

[0019] Optionally, the device further includes a vehicle instrument control module for: After the safety curtain enters the shielding state, the operating status information and user commands from the human-machine interface are continuously monitored in real time. When any key parameter in the operating status information no longer meets the off-road scenario judgment condition, or when a user sends a command to turn off the shielding function, a safety curtain shielding release signal is generated. Based on the shield release signal, the safety curtain is controlled to exit the shield state and return to the normal standby state, while the vehicle instrument display update function is turned off.

[0020] Thirdly, embodiments of this application provide a computer device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the computer device is running, the processor communicates with the memory via the bus. When the machine-readable instructions are executed by the processor, the steps of the vehicle passive safety electronic control method described in any of the optional embodiments of the first aspect are performed.

[0021] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, performs the steps of the vehicle passive safety electronic control method described in any of the optional embodiments of the first aspect.

[0022] The technical solution provided in this application includes, but is not limited to, the following beneficial effects: Acquiring vehicle compliance and operational status information provides accurate and comprehensive foundational data support for the entire control method, ensuring that all subsequent judgments and operations are based on objective facts. By simultaneously acquiring compliance and operational status information, judgment biases caused by a single data dimension are avoided. The applicable scope of the function can be locked in from two core dimensions: "whether it complies with regulations" and "whether it is in the target scenario," laying a solid data foundation for the reasonable activation of subsequent functions.

[0023] Based on the compliance information and the operational status information, it is determined whether the collaborative conditions for enabling the safety curtain shielding function are met. This step, through the collaborative judgment of dual core information, effectively avoids the risk of accidental function activation. The function is only allowed to be activated when both compliance and operational status requirements are met. This ensures that function activation complies with relevant regulations and that the function only takes effect in the target scenario, avoiding improper triggering in non-compliant or non-off-road scenarios, thus improving the accuracy and rationality of function activation.

[0024] If the aforementioned coordination conditions are met, a system safety verification is performed on the vehicle. This step adds a crucial safety safeguard to the function execution, effectively eliminating risks that may arise from system malfunctions. Through system safety verification, potential problems such as communication anomalies and hardware loop failures can be identified and mitigated in advance, ensuring that the hardware and software environment for function execution is in a safe and stable state. This prevents the shielding function from failing or malfunctioning due to system failures, further enhancing the security and reliability of the method.

[0025] When the system safety verification passes, a safety curtain shielding control signal is generated. This step ensures the rigor and effectiveness of the control signal generation. The control signal is only generated under the dual premises of satisfied coordination conditions and system safety, avoiding the generation of invalid or erroneous signals. This ensures precise matching of the control signal with actual needs and provides reliable command support for the accurate control of the safety curtain afterwards.

[0026] Based on the aforementioned safety curtain shielding control signal, the vehicle's safety curtains are controlled to enter the shielding state. This step achieves precise protection in the target scenario, directly addressing the core requirement. By controlling the safety curtains to enter the shielding state, unnecessary detonation of the curtains can be avoided in scenarios prone to accidental triggering, such as off-road driving, while maintaining normal protective functions in non-target scenarios. This ensures the operational safety of occupants and the safety of vehicle use in special scenarios, while maintaining the conventional protective capabilities of the passive safety system.

[0027] The above steps are progressive and logically closed-loop, forming a complete control process of "data acquisition - condition judgment - security verification - instruction generation - function execution". The beneficial effects of each step are interconnected and synergistic, ensuring the compliance, scenario adaptability, and system security of function activation, while also achieving precise control of the safety curtain airbags. Ultimately, this achieves the core objective of effectively avoiding the risk of false triggering in special scenarios while ensuring that conventional protective functions are not affected, significantly improving the targeting and reliability of the vehicle's passive safety system.

[0028] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0029] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A flowchart of a vehicle passive safety electronic control method provided in Embodiment 1 of this application is shown; Figure 2 A flowchart of a vehicle information acquisition method provided in Embodiment 1 of this application is shown; Figure 3 A flowchart of a vehicle information determination method provided in Embodiment 1 of this application is shown; Figure 4 A flowchart of a system security verification method provided in Embodiment 1 of this application is shown; Figure 5 A flowchart of a control signal generation method provided in Embodiment 1 of this application is shown; Figure 6 A flowchart of a vehicle instrument control method provided in Embodiment 1 of this application is shown; Figure 7 This paper shows a schematic diagram of the structure of a vehicle passive safety electronic control device provided in Embodiment 2 of this application; Figure 8 A schematic diagram of the structure of a computer device provided in Embodiment 3 of this application is shown. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0032] Example 1 To facilitate understanding of this application, the following is combined with... Figure 1The flowchart illustrating a vehicle passive safety electronic control method provided in Embodiment 1 of this application will be used to describe Embodiment 1 of this application in detail.

[0033] See Figure 1 As shown, Figure 1 A flowchart of a vehicle passive safety electronic control method provided in Embodiment 1 of this application is shown, wherein the method includes steps S101 to S103: S101: Obtain vehicle compliance information and operational status information.

[0034] Specifically, compliance information is generated by the regulatory adaptation module in the system. This module pre-stores data on five core passive safety regulations from both domestic and international sources (such as GB 7258-2017 in China and FMVSS 208 in North America), and can directly match the vehicle's sales region to output compliance results.

[0035] The operational status information is collected and integrated by the driving mode recognition module. This module reuses existing vehicle sensors (vehicle speed sensor, chassis height sensor, vibration sensor) without requiring additional hardware, thus avoiding the problem of "increased cost per vehicle due to the addition of sensors" in traditional hardware modification solutions. Together, they provide a basis for subsequent determination of the activation conditions of the shielding function, solving the dual pain points of "lack of regulatory compatibility" and "inaccurate scene recognition" in existing technologies from the source.

[0036] S102: Based on the compliance information and the operating status information, determine whether the collaborative conditions for enabling the safety curtain shielding function are met.

[0037] Specifically, the collaborative conditions are not determined by a single parameter, but rather by a triple verification logic combining "regulatory compliance + scenario authenticity + user willingness". This logic design specifically addresses the shortcomings of existing technologies that "rely solely on hardware switches to trigger the shielding, failing to distinguish between normal off-road driving and real collisions"—for example, when a vehicle is bumping around on an off-road course, even if the scenario parameters are met, the function will still be locked if the sales region is the European market, where non-collision shielding is prohibited, to avoid violating local regulations; it also avoids the problem of "users accidentally activating the shielding," requiring the user to actively trigger it to proceed to the next step, thus balancing compliance and safety.

[0038] S103: If the coordination conditions are met, then perform a system security check on the vehicle.

[0039] Specifically, system security verification is not a single-dimensional test, but a full-process verification covering "communication protocols, signal delay, and hardware loops," which is in stark contrast to existing technologies that "do not conduct cross-professional collaborative verification and have the risk of signal delay."

[0040] During the verification process, the ACU (Airbag Control Unit) controller interacts with the body control system and wiring harness system. For example, it confirms the signal interaction logic with the wiring harness specialists to avoid hardware loop conflicts. This is the implementation step of cross-professional collaborative verification with IBC (Integrated Brake Control), vehicle and wiring harness specialists, which involves holding more than three seminars. This can reduce the system failure rate by more than 80%.

[0041] S104: When the system security check passes, a safety curtain shielding control signal is generated.

[0042] Specifically, the shielding control signal is generated by the ACU controller, and the ACU controller uses domestically produced chips that have completed supplier review and meet the functional safety ASIL B (Automotive Safety Integrity Level B) requirements—this not only responds to the goal of domestic chip development but also avoids the supply chain risks caused by relying on imported chips.

[0043] Meanwhile, a final interactive verification must be completed before the signal is generated to ensure that there are no abnormalities before it is output, further eliminating the problem of "false signal generation leading to false shielding of the air curtain", which is different from the existing technology of "no fault diagnosis logic".

[0044] S105: Control the vehicle's safety curtains to enter the shielding state based on the safety curtain shielding control signal.

[0045] Specifically, once the safety curtain enters the shielding state, it will suspend responding to regular collision trigger signals (such as vibration signals caused by bumps) and only react to extreme collisions that exceed the range of off-road conditions. This directly solves the problem of "accidental detonation of the safety curtain in off-road scenarios, causing secondary damage (obstructing vision and restricting operating space)" in existing technologies.

[0046] Meanwhile, this process requires no new hardware circuits and is implemented solely through software logic. Compared to traditional hardware modification solutions (such as adding independent shielding switches), it can save 300,000 to 500,000 yuan in design and modification costs per vehicle model, significantly reducing development costs. Compared to two other common alternatives, this solution has more significant advantages: First, unlike the "hardware switch + mechanical lock" solution, it does not require modification of the vehicle wiring harness and ACU interface, completely solving its shortcomings of "poor cross-vehicle architecture compatibility (requiring redevelopment of interfaces when switching architectures) and physical switches being prone to failure due to bumps"; second, it is superior to the "AI algorithm scene recognition" solution, as it does not rely on massive amounts of off-road scene training data, avoiding its problems of "high computing power requirements and insufficient accuracy in extreme working conditions (susceptible to interference from complex terrain)," achieving dual optimization in cost and stability.

[0047] In an optional implementation, see Figure 2 As shown, Figure 2 The flowchart of a vehicle information acquisition method provided in Embodiment 1 of this application is shown, wherein the acquisition of vehicle compliance information and operating status information includes steps S201-S203: S201: Determine sales area information based on vehicle identification number.

[0048] Specifically, the Vehicle Identification Number (VIN) contains a sales region identifier field. The ACU controller can quickly distinguish the market to which the vehicle belongs by parsing this field, such as identifying "exported to Europe" or "sold domestically"—this is a key step in solving the problem of "directly applying domestic shielding solutions to export models, violating the regulations of the target market" in existing technologies, and provides a foundation for subsequent regulatory adaptation.

[0049] S202: Determine the compliance information based on the pre-stored passive safety regulations data corresponding to different sales regions.

[0050] Specifically, the pre-stored regulatory data covers the core requirements of major domestic and international markets. For example, it clearly states that "domestic off-road vehicles are allowed to use the shielding function" and "the European market prohibits the shielding function in non-collision scenarios." The compliance information, i.e., the determination of "allowed to be used" or "prohibited from being used," is automatically matched by the software without manual intervention, avoiding the problem of existing technologies "lacking regulatory adaptation mechanisms, which affects overseas promotion."

[0051] S203: Real-time collection of vehicle driving parameters, including vehicle speed, chassis height, and bump frequency.

[0052] Specifically, the sensors used for data acquisition are all existing vehicle configurations (such as the vehicle speed sensor reusing conventional vehicle speed detection components, and the chassis height sensor reusing suspension system components), requiring no additional hardware. This contrasts with the traditional solution where "adding a vibration sensor leads to a redesign of the wiring harness," which can shorten the development cycle by 40% (without needing to conduct hundreds of additional hardware stress tests) and reduce the hardware cost per vehicle.

[0053] S204: The operating status information is obtained by integrating the driving parameters of each vehicle.

[0054] Specifically, the integration process involves filtering parameters for validity and removing abnormal data (such as jump values ​​caused by temporary sensor malfunctions) to ensure the accuracy of operational status information.

[0055] For example, in a specific off-road vehicle embodiment, the integrated parameters are used to compare with preset thresholds such as "vehicle speed ≤ 60km / h, chassis height ≥ 180mm, and bump frequency ≥ 6Hz", providing a reliable basis for determining off-road scenarios and solving the problem of "single parameters, unable to accurately identify off-road conditions" in existing technologies.

[0056] In an optional implementation, see Figure 3 As shown, Figure 3 The flowchart of a vehicle information judgment method provided in Embodiment 1 of this application is shown, wherein the step of judging whether the cooperative conditions for allowing the activation of the safety curtain shielding function are met based on the compliance information and the operating status information includes steps S301 to S304: S301: Determine whether the compliance information indicates that the blocking function is allowed to be enabled in the current sales area.

[0057] Specifically, this judgment is directly linked to pre-stored regulatory data. For example, for models exported to Europe, the compliance information will clearly state "prohibition of activation". In this case, even if the vehicle is in an off-road scenario, the blocking function will be locked. This specifically solves the problem of "lack of regulatory compliance affecting the overseas promotion of products" in existing technologies, ensuring that the system meets local requirements in different sales regions.

[0058] S302: Determine whether the driving parameters of each vehicle in the operating status information meet the preset off-road scenario determination conditions.

[0059] Specifically, the preset judgment conditions are not fixed values ​​and can be adjusted according to the characteristics of the vehicle model. Taking a specific off-road vehicle as an example, its judgment threshold is optimized to "vehicle speed ≤ 60km / h, chassis height ≥ 180mm, bump frequency ≥ 6Hz". This threshold is determined based on multi-round off-road test data and can accurately distinguish between "normal off-road bumps" and "real collisions".

[0060] Compared to existing technologies that "only adjust the collision initiation threshold and cannot distinguish working conditions", this technology can reduce the accidental detonation rate of air curtains in off-road scenarios from 15% to 0.

[0061] S303: Determine whether a user-issued command to enable the blocking function has been received through the vehicle's human-machine interface.

[0062] Specifically, the human-machine interface is a CSC (SoftSwitch Control) soft switch integrated into the "Off-road Mode Control Interface" of the vehicle's central control screen, rather than the physical hardware switch of the traditional solution. This design eliminates the need to redesign the vehicle's wiring harness and ACU interface, solving the problem of "poor hardware compatibility and the need for redevelopment when switching vehicle architectures" in existing technologies. At the same time, the soft switch is easy to operate, and users can trigger it with one click, avoiding the risk of physical switches "failing due to bumps".

[0063] S304: When the compliance information indicates permission, the operating status information meets the judgment conditions, and a user enable instruction is received, it is determined that the collaboration conditions are met.

[0064] Specifically, all three conditions must be met simultaneously; none can be omitted: if it is only compliant and meets the scenario requirements, but there is no user instruction, the blocking will not be activated (to avoid automatic accidental triggering); if there is a user instruction but it is not compliant, activation will also be refused (to ensure regulatory compliance). This design forms a complete risk control closed loop, solving the problem of existing technologies having "single function triggering logic, which is prone to misoperation or omission."

[0065] In an optional implementation, see Figure 4 As shown, Figure 4 The flowchart of a system security verification method provided in Embodiment 1 of this application is shown, wherein the system security verification of the vehicle includes steps S401 to S404: S401: Based on the preset controller local area network communication matrix, it performs handshake signal interaction with the body controller to verify the compatibility of the communication protocol; Specifically, the Controller Area Network (CAN) communication matrix contains signal interaction rules for different vehicle architectures (such as the E001-10 architecture for traditional fuel vehicles and the C206-10 architecture for new energy vehicles). The handshake signal interaction can verify whether the protocols of the ACU and the body controller are compatible.

[0066] This ensures that the software-based solution can be adapted to multiple vehicle architectures, solving the problem of "poor hardware compatibility and the need to redevelop interfaces when switching architectures" in existing technologies, and improving adaptation efficiency by 60%.

[0067] S402: Based on the timing of the handshake signal interaction, calculate the transmission delay of the key control signal and determine whether the transmission delay is less than or equal to the preset maximum allowable threshold.

[0068] Specifically, the maximum allowable transmission delay is preset to 100ms. In a specific test, the actual delay was controlled within 65ms, far below the threshold—this avoids the risk of "signal transmission delay causing untimely air curtain response" in existing technologies. Meanwhile, delay calculation is performed in real-time by software, eliminating the need for additional hardware testing equipment and reducing verification costs.

[0069] S403: Sends a low-current test pulse to the vehicle wiring harness system, including the side curtain airbag ignition circuit, and verifies the electrical integrity of the hardware circuit based on the detected circuit resistance or feedback voltage.

[0070] Specifically, the current value of the low-current test pulse is set within a safe range and will not trigger the air curtain detonation; it is only used to check the continuity of the circuit. The criterion for a complete hardware circuit is that "the circuit resistance is within the range of 5-10Ω." In a specific test, the actual resistance was 8Ω, which meets the requirements. This process solves the problem of "unverified hardware circuits and the risk of circuit conflicts" in existing technologies, while avoiding the shortcomings of traditional hardware pressure testing, which requires "hundreds of experiments and has a long cycle." In addition, the hardware circuit adopts a redundant design for the detonation circuit. Through dual-channel signal monitoring and independent trigger channel configuration, it provides safe redundancy support for subsequent functional upgrades (such as multi-scenario protection expansion), further improving the system's fault tolerance.

[0071] S404: When the communication protocol compatibility, the transmission delay, and the electrical connection integrity of the hardware circuit all meet the preset requirements, the system security verification is deemed to have passed.

[0072] Specifically, all three indicators must be met simultaneously. If any indicator fails to meet the requirements, the verification will fail, and the instrument will display a fault message (such as "abnormal wiring harness circuit") – which differs from existing technologies that "do not display fault messages and users are unaware of the functional status".

[0073] According to actual test results, the pass rate of this verification is 98%, with only 2% of failures caused by temporary wiring harness malfunctions. It also provides timely alerts to ensure system security.

[0074] In an optional implementation, see Figure 5 As shown, Figure 5 The flowchart of a control signal generation method provided in Embodiment 1 of this application is shown, wherein the generation of the safety curtain shielding control signal includes steps S501 to S503: S501: After the system safety verification is passed, a final signal interaction verification is performed with the body controller and wiring harness system.

[0075] Specifically, the final verification is a supplementary step to the system security verification, focusing on confirming whether the status of each module remains stable after the verification is passed. For example, it confirms whether the wiring harness circuit resistance is still within the acceptable range and whether the communication protocol has been disconnected due to external interference. This further reduces the risk of sudden anomalies after the verification is passed, which is in line with the design goal of "full-process risk prevention and control".

[0076] S502: The final signal interaction verification includes confirming that the communication protocol is compatible, the signal transmission delay is within the tolerance range, and the hardware loop function is complete.

[0077] Specifically, the tolerance range is consistent with the preset requirements of system security verification (such as delay ≤100ms, resistance 5-10Ω) to ensure uniform verification standards and avoid "confusion caused by double standards".

[0078] Meanwhile, the verification process generates Diagnostic Trouble Codes (DTCs). If an anomaly is found, the fault information can be stored to facilitate subsequent maintenance and troubleshooting. This solves the shortcomings of existing technologies that "lack fault diagnosis logic and cannot locate the problem after a fault occurs".

[0079] S503: When the final signal interaction verification confirms that there is no abnormality, the safety curtain shielding control signal is generated.

[0080] Specifically, the shielding control signal is transmitted to the safety curtain actuator module via the CAN bus. The signal format has been preset in the ACU to ensure that the actuator module can accurately parse it. This process relies entirely on software logic and does not require the addition of a new hardware transmission loop. Compared with the traditional solution, which adds 80-100 yuan per vehicle to the cost of adding a hardware loop, this can significantly reduce the cost per vehicle and improve the stability of signal transmission.

[0081] In an optional implementation, controlling the vehicle's safety curtains to enter a shielded state based on the safety curtain shielding control signal includes: The safety curtain shielding control signal is sent to the safety curtain execution module to control it to enter a shielding state that does not respond to conventional collision trigger signals.

[0082] Specifically, the "normal collision trigger signal" refers to the vibration signal generated by severe bumps and chassis scraping common in off-road scenarios. After the execution module enters the shielded state, it only responds to the signal that "the collision intensity exceeds the range of off-road conditions" - which directly solves the core problem of existing technology that "mistakenly judges normal off-road conditions as collisions, leading to false air curtain detonation". According to a specific test result, the false air curtain detonation rate in off-road scenarios has achieved a breakthrough of 0.

[0083] Simultaneously, a status update command is sent to the instrument controller to control the vehicle instrument panel to display the status that the safety curtain shielding function is enabled.

[0084] Specifically, the instrument display uses a combination of icons and text: a green "air curtain shielding" icon indicates that the function is on, and a gray icon indicates that it is off, along with the text prompt "air curtain shielding is enabled"—this solves the problem of existing technology "no function status feedback, and users do not know whether the function is on or off". According to test data, this design improves the accuracy of user operation to 96%, and only 4% of accidental touch cases can be quickly corrected through instrument prompts.

[0085] In an optional implementation, see Figure 6 As shown, Figure 6The flowchart of a vehicle instrument control method according to Embodiment 1 of this application is shown. After the side curtain airbag enters the shielding state, the method further includes steps S601-S603: S601: Real-time continuous monitoring of the operating status information and user commands from the human-machine interface.

[0086] Specifically, the monitoring process is continuous to ensure rapid capture of changes in status—for example, when a vehicle leaves the off-road course and its speed increases to 100 km / h and its chassis height decreases to 120 mm, the parameter changes can be detected immediately.

[0087] It can also respond to user commands in real time. For example, when a user clicks the soft switch to turn off the blocking function, it can quickly trigger subsequent actions. This avoids the problem of "monitoring lag, which makes it impossible to adjust the function in a timely manner" in existing technologies.

[0088] S602: When any key parameter in the operating status information no longer meets the off-road scenario judgment condition, or when a user sends a command to turn off the shielding function, a safety curtain shielding release signal is generated.

[0089] Specifically, scenarios where "key parameters are not met" include vehicle speed > 60km / h, chassis height < 180mm, and bump frequency < 6Hz (taking a specific example). In this case, the system determines that the vehicle has exited the off-road scenario and automatically generates a release signal. The user's closing command is triggered through the CSC soft switch to meet the user's active control needs. This forms a dual release mechanism of "automatic + manual", which solves the problem of "inability to flexibly exit after the function is enabled" in the existing technology.

[0090] S603: Based on the shielding release signal, control the safety curtain to exit the shielding state and return to the normal standby state, and at the same time control the vehicle instrument update display function to be turned off.

[0091] Specifically, after the curtain airbags return to their normal standby state, they will respond again to all collision trigger signals that meet the standards, ensuring the passive safety of the vehicle in non-off-road scenarios; the instrument panel will be updated to a gray "curtain airbag shield" icon, and indicate "curtain airbag shield is off" - this closed-loop design ensures that users are always aware of the function status, while enabling the system to automatically switch protection modes according to the scenario, taking into account both the special characteristics of off-road scenarios and the safety of conventional scenarios, which meets the upgrade goal of "scenario-based intelligent protection".

[0092] Example 2 See Figure 7 As shown, Figure 7 A schematic diagram of a vehicle passive safety electronic control device according to Embodiment 2 of this application is shown, wherein the device includes: The vehicle information acquisition module 701 is used to acquire vehicle compliance information and operating status information; The vehicle information interpretation module 702 determines, based on the compliance information and the operating status information, whether the collaborative conditions for enabling the safety curtain shielding function are met. The system security verification module 703 is used to perform system security verification on the vehicle if the cooperation conditions are met. The control signal generation module 704 is used to generate a safety curtain shielding control signal when the system safety verification passes. The vehicle control module 705 is used to control the vehicle's safety curtains to enter the shielding state based on the safety curtain shielding control signal.

[0093] In an optional implementation, obtaining the vehicle's compliance information and operational status information includes: Determine sales area information based on vehicle identification number; The compliance information is determined based on the pre-stored passive safety regulations data corresponding to different sales regions; Real-time collection of vehicle driving parameters, including vehicle speed, chassis height, and bump frequency; The operating status information is obtained by integrating the driving parameters of each vehicle.

[0094] In an optional implementation, determining whether the collaborative conditions for enabling the safety curtain shielding function are met based on the compliance information and the operational status information includes: Determine whether the compliance information indicates that the blocking function is allowed to be enabled in the current sales area; Determine whether the driving parameters of each vehicle in the operating status information meet the preset off-road scenario determination conditions; Determine whether a user-issued command to enable the blocking function has been received through the vehicle's human-machine interface; When the compliance information indicates permission, the operating status information meets the judgment conditions, and a user activation instruction is received, it is determined that the collaboration conditions are met.

[0095] In an optional implementation, the system security verification of the vehicle includes: Based on the preset controller local area network communication matrix, it interacts with the body controller by handshaking signals to verify the compatibility of the communication protocol; Based on the timing of the handshake signal interaction, the transmission delay of the key control signal is calculated, and it is determined whether the transmission delay is less than or equal to the preset maximum allowable threshold. Send low-current test pulses to the vehicle wiring harness system, including the side curtain airbag ignition circuit, and verify the electrical connection integrity of the hardware circuit based on the detected circuit resistance or feedback voltage. When the communication protocol compatibility, the transmission delay, and the electrical connection integrity of the hardware circuit all meet the preset requirements, the system security verification is deemed to have passed.

[0096] In an optional implementation, generating the safety curtain shielding control signal includes: After the system safety verification is passed, a final signal interaction verification is performed with the body controller and wiring harness system. The final signal interaction verification includes confirming communication protocol compatibility, signal transmission delay within tolerance range, and hardware loop functionality integrity. When the final signal interaction verification confirms that there are no abnormalities, the safety curtain shielding control signal is generated.

[0097] In an optional implementation, controlling the vehicle's safety curtains to enter a shielded state based on the safety curtain shielding control signal includes: The safety curtain shielding control signal is sent to the safety curtain execution module to control it to enter a shielding state that does not respond to conventional collision trigger signals; Simultaneously, a status update command is sent to the instrument controller to control the vehicle instrument panel to display the status that the safety curtain shielding function is enabled.

[0098] In an optional implementation, the device further includes a vehicle instrument control module for: After the safety curtain enters the shielding state, the operating status information and user commands from the human-machine interface are continuously monitored in real time. When any key parameter in the operating status information no longer meets the off-road scenario judgment condition, or when a user sends a command to turn off the shielding function, a safety curtain shielding release signal is generated. Based on the shield release signal, the safety curtain is controlled to exit the shield state and return to the normal standby state, while the vehicle instrument display update function is turned off.

[0099] Example 3 Based on the same application concept, see [link / reference] Figure 8 As shown, Figure 8 This illustration shows a structural schematic diagram of a computer device provided in Embodiment 3 of this application, wherein, as shown... Figure 8 As shown, the computer device 800 provided in Embodiment 3 of this application includes: The system includes a processor 801, a memory 802, and a bus 803. The memory 802 stores machine-readable instructions that can be executed by the processor 801. When the computer device 800 is running, the processor 801 communicates with the memory 802 through the bus 803. When the machine-readable instructions are executed by the processor 801, they perform the steps of the vehicle passive safety electronic control method shown in Embodiment 1 above.

[0100] Example 4 Based on the same concept, this application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the vehicle passive safety electronic control method described in any of the above embodiments.

[0101] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the system and apparatus described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0102] The computer program product for performing passive safety electronic control of vehicles provided in this application includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the preceding method embodiments. For specific implementation details, please refer to the method embodiments, which will not be repeated here.

[0103] The vehicle passive safety electronic control device provided in this application embodiment can be specific hardware on the device or software or firmware installed on the device. The implementation principle and technical effects of the device provided in this application embodiment are the same as those in the foregoing method embodiments. For the sake of brevity, any parts not mentioned in the device embodiment can be referred to the corresponding content in the foregoing method embodiments. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can all be referred to the corresponding processes in the above method embodiments, and will not be repeated here.

[0104] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0105] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0106] In addition, the functional units in the embodiments provided in this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0107] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0108] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In addition, the terms "first", "second", "third", etc. are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0109] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The protection scope of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application. All should be covered within the protection scope of this application. Therefore, the protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A passive safety electronic control method for vehicles, characterized in that, The method includes: Obtain vehicle compliance and operational status information; Based on the compliance information and the operational status information, determine whether the collaborative conditions for enabling the safety curtain shielding function are met; If the aforementioned cooperation conditions are met, then a system security check is performed on the vehicle. When the system security check passes, a safety curtain shielding control signal is generated; The vehicle's safety curtains are controlled to enter the shielding state based on the safety curtain shielding control signal.

2. The method according to claim 1, characterized in that, The acquisition of vehicle compliance information and operational status information includes: Determine sales area information based on vehicle identification number; The compliance information is determined based on the pre-stored passive safety regulations data corresponding to different sales regions; Real-time collection of vehicle driving parameters, including vehicle speed, chassis height, and bump frequency; The operating status information is obtained by integrating the driving parameters of each vehicle.

3. The method according to claim 1, characterized in that, The step of determining whether the collaborative conditions for enabling the safety curtain shielding function are met based on the compliance information and the operational status information includes: Determine whether the compliance information indicates that the blocking function is allowed to be enabled in the current sales area; Determine whether the driving parameters of each vehicle in the operating status information meet the preset off-road scenario determination conditions; Determine whether a user-issued command to enable the blocking function has been received through the vehicle's human-machine interface; When the compliance information indicates permission, the operating status information meets the judgment conditions, and a user activation instruction is received, it is determined that the collaboration conditions are met.

4. The method according to claim 1, characterized in that, The system security verification of the vehicle includes: Based on the preset controller local area network communication matrix, it interacts with the body controller by handshaking signals to verify the compatibility of the communication protocol; Based on the timing of the handshake signal interaction, the transmission delay of the key control signal is calculated, and it is determined whether the transmission delay is less than or equal to the preset maximum allowable threshold. Send low-current test pulses to the vehicle wiring harness system, including the side curtain airbag ignition circuit, and verify the electrical connection integrity of the hardware circuit based on the detected circuit resistance or feedback voltage. When the communication protocol compatibility, the transmission delay, and the electrical connection integrity of the hardware circuit all meet the preset requirements, the system security verification is deemed to have passed.

5. The method according to claim 1, characterized in that, The generation of the safety curtain shielding control signal includes: After the system safety verification is passed, a final signal interaction verification is performed with the body controller and wiring harness system. The final signal interaction verification includes confirming communication protocol compatibility, signal transmission delay within tolerance range, and hardware loop functionality integrity. When the final signal interaction verification confirms that there are no abnormalities, the safety curtain shielding control signal is generated.

6. The method according to claim 3, characterized in that, The step of controlling the vehicle's safety curtains to enter the shielding state based on the safety curtain shielding control signal includes: The safety curtain shielding control signal is sent to the safety curtain execution module to control it to enter a shielding state that does not respond to conventional collision trigger signals; Simultaneously, a status update command is sent to the instrument controller to control the vehicle instrument panel to display the status that the safety curtain shielding function is enabled.

7. The method according to claim 6, characterized in that, After the safety curtain enters the shielding state, the method further includes: The system continuously monitors the operational status information and user commands from the human-computer interaction interface in real time. When any key parameter in the operating status information no longer meets the off-road scenario judgment condition, or when a user sends a command to turn off the shielding function, a safety curtain shielding release signal is generated. Based on the shield release signal, the safety curtain is controlled to exit the shield state and return to the normal standby state, while the vehicle instrument display update function is turned off.

8. A vehicle passive safety electronic control device, characterized in that, The device includes: The vehicle information acquisition module is used to acquire vehicle compliance information and operational status information; The vehicle information interpretation module determines, based on the compliance information and the operating status information, whether the collaborative conditions for enabling the safety curtain shielding function are met; The system security verification module is used to perform system security verification on the vehicle if the cooperation conditions are met. The control signal generation module is used to generate a safety curtain shielding control signal when the system safety verification passes. The vehicle control module is used to control the vehicle's safety curtains to enter the shielding state based on the safety curtain shielding control signal.

9. A computer device, characterized in that, include: The system includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the computer device is running, the processor communicates with the memory via the bus. When the machine-readable instructions are executed by the processor, they perform the steps of the vehicle passive safety electronic control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the vehicle passive safety electronic control method as described in any one of claims 1 to 7.

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