A pressure compensation method, an occupant level determination method, an electronic device, and a storage medium

Abstract

The application discloses a pressure compensation method, an occupant level determination method, an electronic device and a storage medium, and relates to the technical field of occupant sensing. The pressure compensation method comprises the following steps: acquiring working condition information of a vehicle, and acquiring an actual pressure value of a gas bag in a seat of the vehicle when the seat is occupied; compensating the actual pressure value according to the working condition information to obtain a target pressure value; the working condition information comprises at least one of a current residual gas pressure value in the gas bag, a current ambient temperature of an environment in which the vehicle is located and a current altitude of the vehicle. Thus, by acquiring the working condition information of the vehicle and dynamically compensating the pressure value of the seat gas bag, the interference of residual gas in the gas bag, the ambient temperature and the change in altitude on pressure detection can be effectively eliminated, the accuracy of occupant sensing and level determination is improved, the control accuracy of the occupant restraint system and the seat comfort function is optimized, and thus the driving safety can be ensured and the riding experience is improved.

Description

Technical Field

[0001] This invention relates to the field of occupant sensing technology, and in particular to a pressure compensation method, an occupant level determination method, an electronic device, and a storage medium. Background Technology

[0002] With the rapid development of the automotive industry, the car ownership rate has continued to increase, and driving speeds have also significantly accelerated. However, the resulting frequent road accidents have spurred the rapid development and application of a series of vehicle safety devices, such as airbags. At the same time, various occupant protection and comfort features are also continuously being upgraded. For example, safety functions such as OCS (Occupant Classification System), occupant restraint systems and locking mechanisms, as well as designs that enhance driving and riding comfort, such as multi-directional seat adjustment, side wing support, and lumbar support.

[0003] However, due to the varying weights of passengers and the fact that the OCS is often affected by complex operating conditions such as air bag or airway leakage, residual gas in the air bag, and fluctuations in altitude and temperature during actual operation, the accuracy of the system's determination of passenger level is challenged. This makes it difficult for the safety and comfort functions to accurately adjust their working modes according to the actual situation, thereby affecting their intended safety protection effect and ride comfort. Summary of the Invention

[0004] The purpose of this invention is to propose a pressure compensation method, an occupant level determination method, an electronic device, and a storage medium to effectively eliminate the interference of factors such as residual gas in the airbag, ambient temperature, and altitude changes on pressure detection by dynamically compensating the pressure value of the seat airbag. This improves the accuracy of occupant perception and level determination, optimizes the control precision of the occupant restraint system and seat comfort functions, and ultimately ensures driving safety and improves the riding experience.

[0005] In a first aspect, embodiments of the present invention propose a pressure compensation method, comprising the following steps: acquiring vehicle operating condition information and acquiring the actual pressure value of the air bag inside the seat when the vehicle seat is occupied; compensating the actual pressure value according to the operating condition information to obtain a target pressure value; wherein, the operating condition information includes the current residual gas pressure value inside the air bag, and at least one of the current ambient temperature and current altitude of the environment in which the vehicle is located.

[0006] In some embodiments, when the operating condition information includes the current residual gas pressure value, the step of compensating the actual pressure value according to the operating condition information to obtain the target pressure value includes: substituting the current residual gas pressure value into a first mapping relationship to obtain a first compensation value; and subtracting the actual pressure value from the first compensation value to obtain the target pressure value.

[0007] In some embodiments, when the operating condition information includes the current ambient temperature, the step of compensating the actual pressure value based on the operating condition information to obtain a target pressure value includes: substituting the current ambient temperature into a second mapping relationship to obtain a second compensation value; and subtracting the actual pressure value from the second compensation value to obtain the target pressure value.

[0008] In some embodiments, when the operating condition information includes the current ambient temperature, the step of compensating the actual pressure value based on the operating condition information to obtain a target pressure value includes: calculating the current theoretical pressure value based on the current ambient temperature, historical ambient temperature, and historical theoretical pressure value, wherein the compressed gas volume of the air bag under the historical ambient temperature and the historical theoretical pressure value is the same as the compressed gas volume of the air bag under the current ambient temperature; calculating the difference between the current theoretical pressure value and the target pressure value of the air bag before the seat was occupied; and summing the actual pressure value and the difference to obtain the target pressure value.

[0009] In some embodiments, when the working condition information includes the current altitude, the step of compensating the actual pressure value based on the working condition information to obtain the target pressure value includes: substituting the current altitude into a third mapping relationship to obtain a third compensation value; and subtracting the actual pressure value from the third compensation value to obtain the target pressure value.

[0010] In some embodiments, when the operating condition information includes multiple values ​​among the current residual gas pressure, current ambient temperature, and current altitude, the step of compensating the actual pressure value based on the operating condition information to obtain a target pressure value includes: compensating the actual pressure value based on each of the operating condition information to obtain multiple compensated pressure values; and weighting the multiple compensated pressure values ​​to obtain the target pressure value.

[0011] In some embodiments, the method further includes: in response to the vehicle being powered on, connecting the air bag to the outside atmosphere to balance the air pressure inside the air bag.

[0012] Secondly, embodiments of the present invention propose a method for determining occupant level, comprising the following steps: determining occupant level using a target pressure value obtained by the pressure compensation method described in the first aspect embodiment.

[0013] Thirdly, embodiments of the present invention provide an electronic device, including a memory, a processor, and a computer program stored in the memory, characterized in that the processor executes the computer program to implement the steps of the methods described in the first and second aspect embodiments.

[0014] Fourthly, embodiments of the present invention provide a computer-readable storage medium having a computer program stored thereon, characterized in that the computer program, when executed by a processor, implements the steps of the methods described in the first and second aspect embodiments.

[0015] This invention discloses a pressure compensation method, an occupant level determination method, an electronic device, and a storage medium. When performing pressure compensation, the method first acquires vehicle operating condition information and the actual pressure value of the airbags inside the seats when the seats are occupied. Then, it compensates the actual pressure value based on the operating condition information to obtain a target pressure value. The operating condition information includes the current residual gas pressure in the airbags and at least one of the current ambient temperature and current altitude of the vehicle's environment. Therefore, by introducing vehicle operating condition information to dynamically compensate the seat airbag pressure value, interference from factors such as residual gas in the airbags, ambient temperature, and altitude changes can be effectively eliminated for pressure detection. Based on this, using the compensated target pressure value for occupant level determination improves the accuracy of occupant perception and level determination, helps optimize the control precision of the occupant restraint system and seat comfort functions, thereby better ensuring driving safety and improving the riding experience. Attached Figure Description

[0016] Figure 1 This is a flowchart of the pressure compensation method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of an example OSC system of the present invention; Figure 3(a) is a graph showing the relationship between residual gas pressure and gas pressure inside the gas bag in an example of the present invention; Figure 3(b) is a graph showing the ideal state before compensation and the air pressure values ​​inside the airbag when different occupants are seated under different residual gas pressures, according to an example of the present invention. Figure 3(c) is a graph showing the pressure values ​​inside the airbag under different residual gas pressures and the compensated ideal state of an example of the present invention when different occupants are seated. Figure 4(a) is a graph showing the air pressure inside the airbag under different ambient temperatures when different occupants are seated, according to an example of the present invention. Figure 4(b) is a graph showing the air pressure inside the airbag after compensation under different ambient temperatures when different occupants are seated, according to an example of the present invention. Figure 5(a) is a graph showing the relationship between altitude and air pressure inside the air bag in an example of the present invention. Figure 5(b) is a graph showing the air pressure inside the airbag at different altitudes and when different occupants are seated, before compensation, according to an example of the present invention. Figure 5(c) is a graph showing the air pressure inside the airbag at different altitudes and when different occupants are seated, after compensation, according to an example of the present invention. Figure 6This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0017] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0018] The following description, with reference to the accompanying drawings, describes an embodiment of the present invention, including a pressure compensation method, an occupant level determination method, an electronic device, and a storage medium.

[0019] Figure 1 This is a flowchart of a pressure compensation method according to an embodiment of the present invention. This pressure compensation method can be executed by the vehicle's ECU (Electronic Control Unit) and aims to provide an accurate pressure benchmark for subsequent occupant rating determination by dynamically compensating for the actual pressure value of the airbag.

[0020] For example, such as Figure 2 As shown, the vehicle's OCS system includes: an airbag (specifically, a pneumatic support adjustment airbag containing a flexible, high-resilience body), a pressure sensor, a pump, and the aforementioned ECU. The pressure sensor is used to collect the air pressure value inside the airbag in real time and send it to the ECU; the pump, controlled by the ECU, is used to inflate or de-inflate the airbag to adjust the support state.

[0021] Optionally, the OSC system may also include height-limiting braces, support plates (such as flexible felt or PP board), switches (such as solenoid valves), and air hose adapters. The height-limiting braces limit the maximum inflation height of the airbag to ensure consistent and stable support; the support plates provide a uniform support surface for the occupant and effectively transfer the pressure generated by the occupant's weight to the airbag; the solenoid valve controls the airflow according to ECU commands to inflate, pressurize, or deflate the airbag; and the air hose adapters connect the airflow pipes between the pump, solenoid valve, and airbag, ensuring the airflow's sealing and connectivity.

[0022] like Figure 1 As shown, the pressure compensation method includes the following steps: S11, obtain the vehicle's operating condition information and the actual pressure value of the airbag inside the seat when the vehicle seat is occupied.

[0023] The operating condition information includes the current residual gas pressure in the air bag, and at least one of the current ambient temperature and current altitude of the vehicle's environment.

[0024] Specifically, when the vehicle is powered on or an occupant sits down and triggers the OCS system startup, the ECU first collects the current residual gas pressure value in the airbag via a pressure sensor. This residual gas refers to the gas remaining in the OSC system when it is not in operation due to possible minor leaks in the airbag or air passage system, or it is gas actively pre-stored in the airbag—by pre-storing a certain amount of gas inside the airbag, a drop in pressure can be detected when a leak occurs in the airbag or air passage system, thus determining whether there is a leak in the OSC system. At the same time, the ECU can obtain the current ambient temperature through the vehicle's temperature sensor, and / or obtain the current altitude through the altitude sensor or GPS (Global Positioning System) signal. Based on this, the ECU collects the actual pressure value generated by the compression of the gas in the airbag after the occupant sits down.

[0025] By acquiring the above operating condition information, a data foundation is provided for eliminating the interference caused by residual gas, ambient temperature and altitude changes on pressure detection, thereby ensuring the accuracy and reliability of pressure compensation.

[0026] S12, based on the working condition information, compensates for the actual pressure value to obtain the target pressure value.

[0027] After obtaining the current residual gas pressure value, the ECU can substitute it into the first mapping relationship to calculate the first compensation value, and then subtract the first compensation value from the actual pressure value to obtain the target pressure value after eliminating residual gas interference. The ECU can also obtain the current ambient temperature and / or current altitude, and substitute them into the second and third mapping relationships respectively to calculate the corresponding compensation values ​​to correct the actual pressure value. When multiple operating condition information exists, the ECU can calculate each compensation value separately and then perform weighted fusion to obtain the final target pressure value. In the following description, the calculation method of each compensation value, the calibration method of the mapping relationship, and the specific weight settings of the weighted fusion will be explained in detail in combination with different operating condition information or their combination, to further illustrate how to achieve accurate pressure compensation according to different operating conditions.

[0028] Therefore, by introducing multi-dimensional operating condition information to dynamically compensate for the actual pressure value, the interference of residual gas, ambient temperature and altitude changes on pressure detection can be eliminated, so that the target pressure value truly reflects the effect of occupant weight, providing an accurate and reliable data basis for subsequent occupant level determination.

[0029] In some embodiments of the present invention, when the operating condition information includes the current residual gas pressure value, the actual pressure value is compensated according to the operating condition information to obtain the target pressure value, including: substituting the current residual gas pressure value into a first mapping relationship to obtain a first compensation value; and subtracting the actual pressure value from the first compensation value to obtain the target pressure value.

[0030] Specifically, by pre-storing a certain amount of gas inside the airbag, the OSC system can monitor for leaks in the airbag or air passages—when a leak occurs, the gas pressure drops, allowing the system status to be determined. Furthermore, when residual gas exists inside the airbag, it interferes with pressure detection after the occupant is seated. To eliminate this interference, the ECU first acquires the current residual gas pressure value, specifically by comparing the pressure inside the airbag (i.e., the actual pressure of the airbag before the occupant sits) with the ambient pressure: if the pressure inside the airbag is greater than the ambient pressure, the difference between the pressure inside the airbag and the ambient pressure is the residual gas pressure value. Subsequently, the ECU substitutes the current residual gas pressure value x into a preset first mapping relationship. This mapping relationship is a quadratic function model reflecting the interference of residual gas on pressure detection, specifically in the form y = ax² + bx + c, where y is the difference between the collected actual gas pressure value and the ideal pressure value without residual interference, i.e., the first compensation value. Finally, the ECU subtracts the first compensation value y from the actual pressure value collected to obtain the target pressure value after eliminating residual gas interference.

[0031] Figure 3(a) shows the relationship between different residual gas pressure values ​​and the pressure inside the airbag before the occupants are seated; Figure 3(b) shows the airbag pressure values ​​after different occupants (with different weights) are seated under ideal conditions before compensation and when the residual gas pressure values ​​are 0.2 kPa and 0.4 kPa; Figure 3(c) shows the airbag pressure values ​​after different occupants (with different weights) are seated under ideal conditions after compensation and when the residual gas pressure values ​​are 0.2 kPa and 0.4 kPa.

[0032] As shown in the figure, the pressure inside the airbag before the occupant sits is positively correlated with the residual gas pressure. Before compensation, when there is residual gas in the airbag, the measured pressure deviates significantly from the ideal state, and the higher the residual gas pressure, the more pronounced the deviation. This results in significant differences in pressure readings for the same occupant under different residual gas conditions, making it difficult to accurately reflect the occupant's weight characteristics. After compensation using the method of this invention, the pressure curves under different residual gas pressure values ​​basically coincide with the ideal state curve, effectively eliminating the deviation. This makes the pressure values ​​measured for the same occupant under different operating conditions tend to be consistent, truly restoring the correspondence between occupant weight and pressure values.

[0033] Therefore, by introducing the residual gas pressure value and establishing a quadratic function compensation model, the degree of interference of residual gas on pressure detection can be accurately quantified, thereby effectively eliminating the measurement deviation caused by the gas stored in the gas bag or the micro-leakage of the system, so that the target pressure value truly reflects the effect of the occupant's weight, and provides an accurate data basis for subsequent occupant level determination.

[0034] For example, the characteristic of a sharp rise in air pressure when an occupant sits down can be used to assist in determining the seating status. The ECU monitors the rate of change of air pressure in the airbag in real time. When it detects a sharp rise in air pressure within a preset time period and the rise exceeds a set threshold, it is determined as an occupant seating event. This characteristic can be used as a trigger condition for occupant level determination. When used in conjunction with a compensated target pressure value, it can effectively avoid false triggering or missed triggering of the system, thereby improving response reliability and control accuracy.

[0035] In some embodiments of the present invention, when the operating condition information includes the current ambient temperature, the actual pressure value is compensated according to the operating condition information to obtain a target pressure value, including: substituting the current ambient temperature into a second mapping relationship to obtain a second compensation value; and subtracting the actual pressure value from the second compensation value to obtain the target pressure value.

[0036] Specifically, according to the ideal gas law PV=nRT, when the amount of gas n and the volume V inside the gas bag remain constant, the gas pressure P is directly proportional to the absolute temperature T, that is, the gas pressure increases with increasing temperature and decreases with decreasing temperature. To eliminate the interference of ambient temperature changes on occupant pressure detection, a reference temperature (such as the human comfort temperature of 20℃) can be set for threshold division and compensation.

[0037] Taking 20℃ as the reference temperature as an example, firstly, the influence of different ambient temperatures on air pressure detection is calibrated through pre-experimentation, establishing a temperature compensation mapping relationship based on 20℃. Specifically, the baseline air pressure of the airbag is measured at different ambient temperatures when no occupants are present, the deviation from the baseline air pressure at 20℃ is calculated, and a functional relationship between temperature and compensation value is fitted as the second mapping relationship. In practical applications, the ECU obtains the current ambient temperature T through the vehicle temperature sensor, substitutes it into the pre-calibrated second mapping relationship to calculate the second compensation value y. This y value represents the amount of interference caused by the current temperature relative to the 20℃ reference to air pressure detection. If the current temperature is higher than 20℃, the air pressure value is too high, and the compensation value y is positive; if the current temperature is lower than 20℃, the air pressure value is too low, and the compensation value y is negative. Finally, the ECU subtracts the second compensation value y from the collected actual pressure value to obtain the target pressure value after eliminating temperature interference.

[0038] By establishing a temperature compensation mapping relationship based on the human comfort temperature of 20℃, the interference of ambient temperature changes on pressure detection can be accurately quantified, effectively eliminating the pressure measurement deviation caused by temperature fluctuations, and making the compensated target pressure value uniformly reduced to the equivalent value under the 20℃ benchmark, so as to truly reflect the effect of occupant weight.

[0039] Figure 4(a) shows the air pressure values ​​of the airbags after different occupants (different weights) are seated under different ambient temperatures before compensation; Figure 3(c) shows the air pressure values ​​of the airbags after different occupants (different weights) are seated under different ambient temperatures after compensation at 20℃.

[0040] As shown in the figure, before compensation, for the same occupant weight, the higher the ambient temperature, the higher the air pressure inside the airbag. This resulted in significant differences in air pressure readings for the same occupant under different ambient temperatures, making it difficult to accurately reflect the occupant's weight characteristics. However, after compensation using the method of this invention, the air pressure curves at different ambient temperatures basically coincide with the 20℃ curve, effectively eliminating the deviation. This makes the air pressure values ​​measured for the same occupant under different operating conditions more consistent, truly restoring the correspondence between occupant weight and air pressure values.

[0041] Using a comfortable temperature as a benchmark is more in line with human perception characteristics, improving the adaptability and accuracy of occupant rating determination under different seasons and climate conditions.

[0042] In some embodiments of the present invention, when the operating condition information includes the current ambient temperature, the actual pressure value is compensated according to the operating condition information to obtain a target pressure value, including: calculating the current theoretical pressure value based on the current ambient temperature, historical ambient temperature, and historical theoretical pressure value, wherein the compressed gas volume of the air bag under the historical ambient temperature and historical theoretical pressure value is the same as the compressed gas volume of the air bag under the current ambient temperature; calculating the difference between the current theoretical pressure value and the target pressure value of the air bag before the seat was occupied; and summing the actual pressure value and the difference to obtain the target pressure value.

[0043] Specifically, according to the ideal gas law PV=nRT, when the amount of gas n in the airbag remains constant and the volume V of the pressurized gas remains constant (i.e., the airbag is in a free state when the occupant is not seated, and its volume is limited to a constant value by the mechanical structure), the air pressure P is proportional to the absolute temperature T. Based on this principle, the ECU monitors the effect of ambient temperature changes on the airbag pressure in real time. First, the ECU obtains the current ambient temperature T1 and retrieves the ambient temperature T2 at a certain moment in history (such as when the occupant last left the seat) and its corresponding historical theoretical air pressure value P2 (this P2 is the airbag pressure when there was no occupant at that time). Then, the ECU calculates the current theoretical air pressure value P1 at the current ambient temperature T1 according to the formula P1=P2×T1 / T2. This P1 represents the basic airbag pressure at the current temperature when there is no occupant. Next, the ECU obtains the actual airbag pressure value P0 before the seat is occupied and calculates the difference ΔP=P1-P0 between the current theoretical air pressure value P1 and P0. If P0 < P1, it means that the increased temperature should have caused the base pressure to rise, but it actually remained unchanged, and ΔP is positive; if P0 < P1, it means that the decreased temperature should have caused the base pressure to fall, but it actually remained unchanged, and ΔP is negative. Finally, the ECU adds the actual pressure value P_real collected after the occupants are seated to the difference ΔP, i.e., P_target = P_real + ΔP, to obtain the target pressure value after eliminating temperature interference.

[0044] A temperature compensation model based on the ideal gas law can accurately quantify the impact of ambient temperature changes on the basic pressure of the airbag, effectively eliminate pressure detection deviations caused by temperature fluctuations, and ensure that the compensated target pressure value truly reflects the effect of occupant weight, thereby improving the adaptability and accuracy of occupant rating determination under different climatic conditions.

[0045] In some embodiments of the present invention, when the working condition information includes the current altitude, the actual pressure value is compensated according to the working condition information to obtain the target pressure value, including: substituting the current altitude into a third mapping relationship to obtain a third compensation value; and subtracting the actual pressure value from the third compensation value to obtain the target pressure value.

[0046] Specifically, as altitude increases, atmospheric pressure decreases, causing a change in the pressure difference between the airbag's interior and the external environment. This leads to an increase in the collected occupant air pressure value (i.e., the airbag pressure value), interfering with the occupant's weight perception. To eliminate this interference, this embodiment pre-tests to calibrate the impact of different altitudes on air pressure detection and establish a mapping relationship between altitude and compensation value. Specifically, experiments are conducted to measure the change in the airbag's baseline air pressure value at different altitudes when no occupants are present, and the pattern of change is analyzed: if the experimental data shows that the change in air pressure value is equal for each increment of altitude (i.e., the broken line is equidistant), a linear function y=kx+b can be used as the third mapping relationship; if the changes are unequal (i.e., the broken line is not equidistant), a more complex function form such as a quadratic function or exponential function is used for fitting. In practical applications, the ECU obtains the current altitude x through onboard sensors or GPS signals, substitutes it into the pre-calibrated third mapping relationship to calculate the third compensation value y, which represents the amount of interference caused to air pressure detection at the current altitude. Finally, the ECU subtracts the third compensation value y from the actual pressure value collected to obtain the target pressure value after eliminating altitude interference.

[0047] Figure 5(a) shows the relationship between different altitudes and the pressure inside the airbag before the occupants are seated; Figure 5(b) shows the airbag pressure values ​​of different occupants (with different weights) after they are seated at different altitudes before compensation; Figure 5(c) shows the airbag pressure values ​​of different occupants (with different weights) after they are seated at different altitudes after compensation.

[0048] As shown in the figure, the airbag pressure before the occupant sits is positively correlated with altitude. Before compensation, for the same occupant weight, the higher the altitude, the higher the airbag pressure. This resulted in significant differences in air pressure readings for the same occupant under different ambient temperatures, making it difficult to accurately reflect the occupant's weight characteristics. However, after compensation using the method of this invention, the air pressure curves at different altitudes basically coincide with the curve at 0 altitude, effectively eliminating the deviation. This makes the air pressure values ​​measured for the same occupant under different operating conditions more consistent, truly restoring the correspondence between occupant weight and air pressure values.

[0049] By establishing a mapping relationship between altitude and compensation values, the degree of interference to pressure detection under different altitude environments can be accurately quantified, effectively eliminating pressure measurement deviations caused by altitude changes, and ensuring that the target pressure value truly reflects the effect of occupant weight. Simultaneously, different function forms are selected for compensation based on whether the altitude changes are equidistant, improving the adaptability and fitting accuracy of the compensation model, enabling the system to maintain stable occupant level determination accuracy across different altitude regions.

[0050] In some embodiments of the present invention, when the operating condition information includes multiple values ​​such as the current residual gas pressure, the current ambient temperature, and the current altitude, the actual pressure value is compensated according to the operating condition information to obtain the target pressure value. This includes: compensating the actual pressure value according to each operating condition information to obtain multiple compensated pressure values; and weighting the multiple compensated pressure values ​​to obtain the target pressure value.

[0051] Specifically, in real-world driving scenarios, airbag pressure detection is often simultaneously affected by a combination of factors, such as residual gas inside the airbag, ambient temperature fluctuations, and altitude changes. To address this complex situation, this embodiment employs a multi-dimensional comprehensive compensation strategy. First, the ECU independently compensates for the actual pressure value based on the currently acquired operating condition information, according to the aforementioned individual compensation methods, resulting in multiple compensated pressure values.

[0052] Specifically, based on the current residual gas pressure, a first compensation pressure value P_res is calculated through a first mapping relationship, which eliminates residual gas interference; based on the current ambient temperature, a second compensation pressure value P_temp is calculated through a second mapping relationship, which eliminates temperature fluctuation interference; based on the current altitude, a third compensation pressure value P_alt is calculated through a third mapping relationship, which eliminates altitude change interference.

[0053] Subsequently, the ECU performs a weighted fusion of the multiple compensated pressure values ​​based on pre-calibrated weighting coefficients. The weighting coefficients can be determined based on the degree of influence of each interfering factor under the current operating conditions. For example, the contribution rate of each factor to pressure detection can be experimentally determined under different scenarios, or the weights can be dynamically adjusted based on sensor confidence levels. The formula for weighted fusion is: P_target = α·P_res + β·P_temp + γ·P_alt, where α, β, and γ are weighting coefficients, and satisfy α + β + γ = 1. Finally, the ECU uses the weighted fusion result as the final target pressure value for subsequent occupant level determination.

[0054] By independently compensating for each operating condition and then weighted and fused, this approach effectively addresses complex operating conditions where multiple interference factors coexist, avoiding the limitations of a single compensation model in multi-factor coupled scenarios. The weighted fusion strategy dynamically adjusts the weights based on the influence of each factor, enhancing the adaptability and robustness of the compensation method. This ensures that the target pressure value accurately reflects the effect of occupant weight under various complex environments, further improving the accuracy and reliability of occupant level determination.

[0055] In some embodiments of the present invention, the pressure compensation method further includes: in response to the vehicle being powered on, connecting the air bag to the outside atmosphere to balance the air pressure inside the air bag.

[0056] Specifically, after a vehicle has been parked for an extended period or experienced drastic temperature changes, the airbag may develop a negative pressure state due to gas cooling and contraction or minor system leaks. The presence of negative pressure directly affects the accuracy of pressure detection when passengers subsequently sit down, causing the collected pressure values ​​to deviate from the actual body weight.

[0057] To address this issue, this embodiment performs a pressure initialization step before occupants are seated. Specifically, when the ECU detects vehicle power-on (e.g., ignition switch on or vehicle wake-up), it immediately energizes the solenoid valve, driving the valve core to open the valve, allowing the airbag to connect to the outside atmosphere via an air hose adapter. After the airbag is connected to the atmosphere, if there is negative pressure inside the bag, outside air will automatically flow into the airbag until the internal and external pressures are balanced; if there is positive pressure inside the bag, excess gas will be expelled to the atmosphere, ultimately restoring the airbag pressure to match the ambient atmospheric pressure. After balancing, the ECU de-energizes and closes the solenoid valve, keeping the airbag sealed and awaiting occupants' seating.

[0058] By actively connecting the airbag to the outside atmosphere after the vehicle is powered on, the negative or positive pressure deviation of the airbag caused by temperature changes or system leaks is effectively eliminated, ensuring that the air pressure inside the airbag is at the reference state of ambient atmospheric pressure before the occupant sits down. This initialization operation provides a unified zero-point reference for subsequent pressure detection, avoiding interference from initial air pressure deviations on the occupant's weight perception, thereby improving the accuracy and reliability of occupant level determination.

[0059] This invention also proposes a method for determining occupant level.

[0060] In this embodiment, the occupant level determination method includes the following steps: The target pressure value obtained using the pressure compensation method is used to determine the occupant level.

[0061] The pressure compensation method is the same as the pressure compensation method described in the above embodiment.

[0062] Specifically, before determining the occupant level, an accurate target pressure value is first obtained using the pressure compensation method of any of the aforementioned embodiments. This target pressure value has been dynamically compensated by incorporating operating condition information (including at least one of the current residual gas pressure, current ambient temperature, and current altitude), effectively eliminating the interference of factors such as residual gas in the airbag, ambient temperature fluctuations, and altitude changes on pressure detection, and truly reflecting the pressure generated by the occupant's weight acting on the airbag. Based on this, the ECU compares the compensated target pressure value with a preset occupant level determination threshold. For example, pressure threshold ranges corresponding to different weight ranges can be pre-calibrated experimentally, such as a first pressure range for lightweight occupants, a second pressure range for medium-weight occupants, and a third pressure range for heavyweight occupants. The ECU determines the current occupant's level category based on the threshold range into which the target pressure value falls.

[0063] For example, the ECU can also incorporate the characteristic of a sharp rise in air pressure when an occupant sits down to assist in determining the occupant's seating status, thereby improving the reliability of the determination logic. After the determination is completed, the ECU outputs the occupant level information to the occupant restraint system (such as the airbag control unit) and the seat comfort control system, so that they can adaptively adjust their operating modes according to the occupant level—for example, the airbag can adjust its deployment strength according to the occupant's weight, and the seat can automatically adjust the side wing support force and lumbar support position.

[0064] By using dynamically compensated target pressure values ​​as the basis for occupant classification, the accuracy and robustness of the determination are improved. The compensated pressure values ​​eliminate environmental interference, ensuring that the classification results accurately reflect the occupant's weight characteristics and avoiding improper airbag deployment or seat comfort function adjustments due to misjudgment. Therefore, the occupant restraint system can optimize protection strategies based on accurate occupant classification, and seat comfort functions can achieve personalized adaptive adjustments, thereby improving the riding experience while ensuring driving safety.

[0065] The present invention also proposes a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the pressure compensation method and / or occupant level determination method of the above embodiments.

[0066] Figure 6 This is a structural block diagram of an electronic device according to an embodiment of the present invention.

[0067] like Figure 6 As shown, the electronic device 500 (such as the ECU described above) includes a processor 501 and a memory 503. The processor 501 and the memory 503 are connected, for example, via a bus 502. Optionally, the electronic device 500 may also include a transceiver 504. It should be noted that in practical applications, the transceiver 504 is not limited to one type, and the structure of this electronic device 500 does not constitute a limitation on the embodiments of the present invention.

[0068] Processor 501 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this invention. Processor 501 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0069] Bus 502 may include a pathway for transmitting information between the aforementioned components. Bus 502 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 502 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0070] The memory 503 stores a computer program corresponding to the pressure compensation method and / or occupant level determination method of the above embodiments of the present invention. This computer program is controlled and executed by the processor 501. The processor 501 executes the computer program stored in the memory 503 to implement the content shown in the foregoing method embodiments. Figure 6 The electronic device 500 shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0071] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0072] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0073] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0074] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A pressure compensation method, characterized in that, Includes the following steps: Obtain the vehicle's operating condition information and the actual pressure value of the airbag inside the seat when the vehicle seat is occupied; The actual pressure value is compensated based on the operating condition information to obtain the target pressure value; The operating condition information includes the current residual gas pressure in the air bag, and at least one of the current ambient temperature and current altitude of the vehicle's environment.

2. The pressure compensation method according to claim 1, characterized in that, When the operating condition information includes the current residual gas pressure value, the step of compensating the actual pressure value based on the operating condition information to obtain the target pressure value includes: Substitute the current residual gas pressure value into the first mapping relationship to obtain the first compensation value; The target pressure value is obtained by subtracting the actual pressure value from the first compensation value.

3. The pressure compensation method according to claim 1, characterized in that, When the operating condition information includes the current ambient temperature, the step of compensating the actual pressure value based on the operating condition information to obtain the target pressure value includes: Substituting the current ambient temperature into the second mapping relationship, we obtain the second compensation value; The target pressure value is obtained by subtracting the actual pressure value from the second compensation value.

4. The pressure compensation method according to claim 1, characterized in that, When the operating condition information includes the current ambient temperature, the step of compensating the actual pressure value based on the operating condition information to obtain the target pressure value includes: The current theoretical air pressure value is calculated based on the current ambient temperature, historical ambient temperature, and historical theoretical air pressure value. The volume of the compressed gas in the air bag under the historical ambient temperature and the historical theoretical air pressure value is the same as the volume of the compressed gas in the air bag under the current ambient temperature. Calculate the difference between the current theoretical air pressure value and the target pressure value of the airbag before the seat was occupied; The target pressure value is obtained by summing the actual pressure value and the difference.

5. The pressure compensation method according to claim 1, characterized in that, When the operating condition information includes the current altitude, the step of compensating the actual pressure value based on the operating condition information to obtain the target pressure value includes: Substituting the current altitude into the third mapping relationship, we obtain the third compensation value; The target pressure value is obtained by subtracting the actual pressure value from the third compensation value.

6. The pressure compensation method according to claim 1, characterized in that, The operating condition information includes multiple parameters such as the current residual gas pressure, the current ambient temperature, and the current altitude. The step of compensating the actual pressure value based on the operating condition information to obtain the target pressure value includes: The actual pressure value is compensated according to each of the aforementioned working condition information to obtain multiple compensated pressure values; The target pressure value is obtained by weighting multiple compensation pressure values.

7. The pressure compensation method according to claim 1, characterized in that, The method further includes: In response to the vehicle being powered on, the airbag is connected to the outside atmosphere to balance the air pressure inside the airbag.

8. A method for determining occupant class, characterized in that, Includes the following steps: The occupant level is determined using the target pressure value obtained by the pressure compensation method as described in any one of claims 1-7.

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

10. A computer-readable storage medium having a computer program stored thereon, 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 1-8.

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