Stepwise inflation device for water rescue and its inflation control method

Abstract

This invention relates to the field of water rescue inflation equipment technology, and discloses a step-by-step inflation device and its inflation control method for water rescue. The device includes a main control board, multiple normal igniters, a pressure stabilizing tank, a metal filter screen installed in the pressure stabilizing tank, a one-way valve, a first pressure sensor, a second pressure sensor, and an adapter connector. The normal igniters are connected to the pressure stabilizing tank, and the pressure stabilizing tank is connected to the target inflation component via the one-way valve and the adapter connector. The first and second pressure sensors are respectively located on the pressure stabilizing tank side and the target inflation component side of the one-way valve. The main control board starts the normal igniters one by one according to the ignition stage, and adjusts the interval time between adjacent ignition stages according to the pressure response on the pressure stabilizing tank side and the target inflation component side. This invention matches the gas production rhythm with the real-time flow capacity of the one-way valve under conditions without an external gas source, taking into account both the rapid inflation and the pressure resistance safety of the target inflation component.

Description

Technical Field

[0001] This invention relates to the field of water rescue inflation equipment technology, and more specifically, to a step-by-step inflation device and inflation control method for water rescue. Background Technology

[0002] Water rescue and emergency response operations rely on various inflatable equipment to provide buoyancy, support, or structural stability. These include independent air chambers for rubber boats, air chambers for inflatable boats, rubber inflatable pontoon bridge airbags, floats, salvage airbags, and buoyancy airbags used for water rescue. Before use, this inflatable equipment is folded or deflated. It needs to be inflated to reach the operating pressure before deployment. The inflation time and the pressure reached and maintained directly affect the speed of buoyancy formation and the pressure-bearing safety of the inflatable components.

[0003] Existing inflation equipment typically relies on external air sources for inflation, including electric air pumps, manual air pumps, foot-operated air pumps, and high-pressure gas cylinders. Electric air pumps require external or vehicle-mounted power supplies, which cannot be guaranteed in flood, submersion, power outage, or wilderness conditions. Manual and foot-operated air pumps rely on human labor, limiting inflation speed and consuming physical effort. High-pressure gas cylinders are heavy, inconvenient to transport, and have limited storage capacity per cylinder. When multiple air chambers, multiple inflatable boats, or large-capacity floating bridges / buoys need to be inflated simultaneously within a short period, the time required by these methods is further extended, making it difficult to meet the time requirements for rapid buoyancy formation in water rescue operations.

[0004] If a self-sustaining inflation method that generates gas through the deflagration of a gas-generating agent is adopted to eliminate dependence on external gas sources and power sources, when a large dose of gas-generating agent is injected at once, the high-temperature and high-pressure gas generated instantaneously will directly act on the inflation component, which can easily cause the inflation component material to rupture due to instantaneous pressure impact. The solid particles and high temperature generated by the combustion of the gas-generating agent will also act on the inner surface of the inflation component.

[0005] For water rescue inflatable equipment, which needs to quickly reach operating pressure without an external air source or power supply, a key challenge remains: how to ensure that the gas supplied in stages, timed according to a set schedule, matches the real-time flow capacity of the gas transmission channel as the back pressure of the inflatable component gradually increases, while avoiding the instantaneous pressure shock caused by a large volume of gas produced at once. Existing technologies have yet to address this issue. When the time interval between two consecutive gas productions is too short, the previous gas production may not have finished passing through the gas transmission channel before the next gas production begins, resulting in the superposition of gas volume pressure and pressure upstream of the gas transmission channel. When the time interval is uniformly extended to avoid pressure buildup, the time for the inflatable component to reach the minimum operating pressure is delayed. Furthermore, relying solely on the pressure on the inflatable component side cannot distinguish between a normal increase in back pressure and the upstream gas volume pressure; similarly, relying solely on the instantaneous peak pressure on the upstream side cannot distinguish between a normal gas production pulse and continuous flow restriction. Therefore, it is impossible to determine whether the transient flow capacity of the gas transmission channel has been exceeded, nor can the time interval between two consecutive gas productions be determined accordingly. Summary of the Invention

[0006] To overcome the shortcomings of existing technologies, such as reliance on external gas sources for inflation, inability to match the gas production rhythm with the real-time flow capacity of the gas transmission channel under progressively increasing back pressure when using staged inflation, and difficulty in balancing inflation speed and pressure-bearing safety of the inflatable components, this invention provides a staged inflator for water rescue and its inflation control method. Multiple normal igniters are connected to a pressure stabilizing tank, and the main control board initiates each ignition stage sequentially. This ensures that the amount of gas produced in a single inflator is less than the total amount required for a single inflation cycle. The produced gas is buffered by the pressure stabilizing tank's volume and absorbed by its heat capacity. After the particles are trapped and cooled by the metal filter screen in the pressure stabilizing tank, they are output to the target inflation component through the one-way valve. The pressure response of the pressure stabilizing tank side and the target inflation component side are collected by the first pressure sensor on the pressure stabilizing tank side and the second pressure sensor on the target inflation component side, which are respectively located on the one-way valve. The main control board adjusts the interval time between adjacent ignition stages according to the pressure response on both sides of the pressure stabilizing tank side and the target inflation component side, so that the gas production rhythm is adapted to the real-time flow capacity of the one-way valve under the current back pressure. Under the condition of no external gas source and external power supply, the speed of inflation of the target inflation component and the pressure bearing safety are taken into account.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] A step-by-step inflation device for water rescue includes a main control board, multiple normal igniters, a pressure stabilizing tank, a metal filter screen installed inside the pressure stabilizing tank, a one-way valve, a first pressure sensor, a second pressure sensor, and an adapter connector for communicating with the target inflation component; the multiple normal igniters are respectively connected to the pressure stabilizing tank, and the gas outlet of the pressure stabilizing tank is connected to the target inflation component via the one-way valve and the adapter connector; the first pressure sensor is installed on the pressure stabilizing tank side of the one-way valve, and the second pressure sensor is installed on the target inflation component side of the one-way valve;

[0009] The main control board is electrically connected to the normal igniter, the first pressure sensor, and the second pressure sensor. It is used to start the normal igniter one by one according to the ignition stage and adjust the interval time between adjacent ignition stages based on the pressure response on both sides of the one-way valve's pressure tank side and the target gas filling component side. The main control board is equipped with a transient congestion identification module and a closed-loop gas filling control module.

[0010] An inflation control method for a stepped-start inflation device used in water rescue includes:

[0011] In response to the ignition trigger event, the system synchronously acquires the first pressure sequence from the pressure stabilizing tank side and the second pressure sequence from the target inflation component side. It extracts the pressure peak integral area difference and gas transmission hysteresis from the first and second pressure sequences to construct flow resistance recording points and generate a transient congestion index based on these points. The system then obtains a pre-configured standard interval time corresponding to the target inflation component specifications, dynamically adjusts the standard interval time based on the transient congestion index to obtain an elastic extension interval time, and uses this elastic extension interval time to perform throttling relaxation waiting and verify the pressure release state within the pressure stabilizing tank. Finally, it combines this with the current pressure of the target inflation component to complete closed-loop inflation control.

[0012] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0013] The present invention provides a step-by-step inflation device for water rescue, in which multiple normal igniters are connected to a pressure stabilizing tank and activated sequentially by a main control board according to the ignition stage. The gas outlet of the pressure stabilizing tank is connected to the target inflation component via a one-way valve and an adapter connector. A metal filter screen is installed inside the pressure stabilizing tank. The sequential activation of multiple normal igniters ensures that the amount of gas produced in a single pressurization is less than the total amount required for a single inflation. The pressure in the pressure stabilizing tank and the target inflation component increases step by step, avoiding the direct impact of a single large-dose gas source on the target inflation component. The produced gas is buffered by the volume and heat capacity of the pressure stabilizing tank, and after being filtered by the metal filter to trap solid particles and cooled, it is output. The temperature and impact of the gas entering the one-way valve and the target inflation component are suppressed. The one-way valve prevents the gas in the target inflation component from flowing back to the pressure stabilizing tank, maintaining the established pressure. The first and second pressure sensors respectively collect the pressure on the pressure tank side of the one-way valve and the target inflation component side. The main control board adjusts the interval between adjacent ignition stages based on the pressure response on both sides of the one-way valve, ensuring that the gas production rhythm of the normal igniter is adapted to the real-time flow capacity of the one-way valve under the current back pressure. This avoids the superposition of gas volume pressure and pressure on the pressure tank side caused by the next normal igniter continuing to input gas into the pressure tank before the gas produced by the previous normal igniter has been fully transferred, and also avoids the time delay in reaching the working pressure caused by uniformly extending the ignition interval to avoid pressure accumulation. Therefore, the device can achieve rapid, stable, and pressure-controlled inflation of the target inflation component in scenarios such as water rescue and buoyancy restoration without the need for an external air pump or external power supply, achieving a balance between inflation speed and the pressure safety of the target inflation component. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a schematic diagram of the overall structure of the step-by-step inflatable device for water rescue in this invention.

[0016] Figure 2 This is a schematic diagram of the basic actuator of the step-by-step inflatable device for water rescue in this invention.

[0017] Figure 3 This is a flowchart of the transient congestion identification process in this invention;

[0018] Figure 4 This is a bottom view of the car-in-water self-rescue buoyancy airbag of the present invention;

[0019] Figure 5 This is a front view of the car-in-water self-rescue buoyancy airbag of the present invention;

[0020] Figure 6 This is a top view of the car-in-water self-rescue buoyancy airbag of the present invention;

[0021] Figure 7 This is a schematic diagram of the deployment structure of the car water rescue buoyancy airbag in this invention;

[0022] Figure 8 This is a flowchart illustrating the inflation process of the car-into-water self-rescue buoyancy airbag in this invention.

[0023] Figure 9 This is a flowchart of the inflation control method for a step-by-step inflator for water rescue in this invention.

[0024] Reference numerals: 1. Air inlet, 2. Fixed shaft, 3. Car water self-rescue buoyancy airbag, 4. Reel, 5. Normal igniter, 6. Pressure stabilizing tank, 7. Metal filter screen, 8. One-way valve, 9. Target inflation component, 10. First pressure sensor, 11. Redundant backup igniter, 12. Second pressure sensor, 13. Storage box. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] Example 1:

[0027] Please see Figure 1As shown, this embodiment provides a step-by-step inflation device for water rescue, including a main control board, multiple normal igniters 5, a pressure tank 6, a metal filter 7 installed in the pressure tank, a one-way valve 8, multiple redundant backup igniters 11, a first pressure sensor 10, a second pressure sensor 12, a power supply, and an adapter connector for communicating with the target inflation component 9. The multiple normal igniters are connected to the pressure tank, and the gas outlet of the pressure tank is connected to the target inflation component via the one-way valve and the adapter connector. The first pressure sensor is installed on the pressure tank side of the one-way valve to collect the upstream pressure when the pressure tank outputs gas to the one-way valve. The second pressure sensor is installed on the target inflation component side of the one-way valve to collect the downstream pressure when the target inflation component receives gas. The main control board is electrically connected to the multiple normal igniters, the first pressure sensor, and the second pressure sensor, respectively, to activate the normal igniters one by one according to the ignition stage, and to adjust the interval between adjacent ignition stages based on the pressure response on both sides of the one-way valve (pressure tank side and target inflation component side).

[0028] See Figure 2 It should be noted that the basic actuator of the step-by-step inflation device for water rescue consists of multiple normal igniters 5, a pressure stabilizing tank 6, and a metal filter 7. The main control board and redundant backup igniters are not mandatory for all product specifications. For target inflation components whose volume, target working pressure, and igniter propellant quantity have been finalized and calibrated, a main control board may not be required, or multiple normal igniters can be activated sequentially at fixed intervals by an external timing starter. For target inflation components that require adjustment of the ignition rhythm based on the actual back pressure, a main control board is configured, and non-fixed interval ignition is implemented according to the closed-loop control process of this embodiment. The redundant backup igniter is used in important disaster relief, military, or long-term buoyancy maintenance scenarios and is not activated in the normal ignition sequence. For product specifications that do not require under-pressure replenishment after inflation, a redundant backup igniter may not be required. This embodiment will be described below using a closed-loop control step-by-step inflation device with both a main control board and redundant backup igniters as an example.

[0029] The target inflatable component is an inflatable device that needs to quickly obtain operating pressure under conditions where there is no external air pump or the external air source is limited. This includes, but is not limited to, independent air chambers for inflatable boats, air chambers for inflatable boats, airbags for rubber inflatable pontoons, floats, salvage airbags, or buoyancy airbags used for water rescue. The target inflatable component has a target operating pressure and a minimum operating pressure lower than the target operating pressure. The target operating pressure is the pressure corresponding to the target inflatable component after it has been designed and inflated. The minimum operating pressure is the pressure at which the target inflatable component can provide the minimum buoyancy, support force, or structural stability. The target inflatable component also has a preset replenishment target pressure, which is not lower than the minimum operating pressure and not higher than the target operating pressure. This target recovery pressure is used for replenishment by the redundant backup igniter, ensuring that the stable current pressure of the target inflatable component after replenishment has a margin above the minimum operating pressure. For inflatable boats or inflatable pontoons with multiple isolated air chambers, each air chamber can be connected to a separate step-by-step inflatable device, or multiple step-by-step inflatable devices can be inflated in groups by receiving a start command from the same upper controller.

[0030] Multiple normal igniters are electrically ignited gas generating units containing gas-generating agents and combustion-supporting agents. Each normal igniter has an independent ignition terminal and a gas-generating outlet facing the inner cavity of the pressure stabilizing tank. The amount of propellant in a single normal igniter is less than the total amount required to fully charge the target filling component in one go. The total gas production of multiple normal igniters is pre-matched according to the volume of the target filling component, the target working pressure, and the state of the gas after cooling. After ignition, the gas-generating agent undergoes controlled deflagration and produces gas. Multiple normal igniters are activated sequentially according to the ignition stage, causing the pressure in the pressure stabilizing tank and the target filling component to increase gradually, avoiding the instantaneous pressure shock generated by a single large-dose gas source that directly acts on the target filling component.

[0031] Multiple normal igniters are installed at intervals along the outer periphery or end of the pressure stabilizing tank. Their gas output outlets are offset from the tank's gas outlet. After entering the pressure stabilizing tank, the gas produced by the normal igniters changes flow direction within the tank before passing through a metal filter to reach the gas outlet, preventing the gas jet from directly impacting the one-way valve and the target charging component. The pressure stabilizing tank is a pressure-resistant, sealed tank with an internal cavity forming a buffer space to receive pulsed gas. The tank utilizes its thermal capacity to absorb some heat and its internal volume to smooth the pressure pulses generated by each normal igniter. A metal filter is positioned between the gas output outlets of the multiple normal igniters and the pressure stabilizing tank's gas outlet. This filter can be a multi-layered metal wire mesh, a sintered metal mesh, or a metal filter with tortuous channels. It traps solid particles generated by the combustion of the gas-producing agent and reduces the temperature of the gas entering the one-way valve through heat exchange with the high-temperature gas.

[0032] The adapter connector includes a pressure-resistant pipeline connecting to the gas outlet of the pressure stabilizing tank and a detachable connector matching the air inlet of the target inflation component. A one-way valve is positioned in the gas transmission path between the pressure stabilizing tank and the target inflation component to allow gas to flow from the pressure stabilizing tank to the target inflation component and prevent gas from flowing back into the pressure stabilizing tank from the target inflation component. The one-way valve can be installed at the gas outlet of the pressure stabilizing tank, within the adapter connector, or within the air inlet of the target inflation component; its specific installation location does not affect the division between the pressure stabilizing tank side and the target inflation component side of the one-way valve. A first pressure sensor is connected to the pressure stabilizing tank side of the one-way valve through a pressure tap, and a second pressure sensor is connected to the target inflation component side of the one-way valve through a pressure tap.

[0033] The redundant backup igniter can have the same structure as the normal igniter or use a smaller charge, and its gas output outlet is also connected to the pressure stabilizing tank. The redundant backup igniter is configured as an independent ignition channel on the main control board, is not counted in the remaining number of normal igniters, and does not participate in the normal step-by-step charging process; it only activates one redundant backup igniter individually for replenishment gas during pressure maintenance detection after normal step-by-step charging, when the stable current pressure of the target charging component is lower than the minimum operating pressure. The single gas output of the redundant backup igniter is pre-limited to the replenishment range required for the target charging component to recover from below the minimum operating pressure to the target replenishment pressure.

[0034] The main control board includes a microcontroller, ignition drive circuit, pressure sampling circuit, clock circuit, memory, operating mode input circuit, and communication interface. Power is supplied by a battery pack or other independent DC power source. The ignition drive circuit has independent output channels corresponding one-to-one with multiple normal igniters and redundant backup igniters. The pressure sampling circuit receives pressure signals from the first and second pressure sensors respectively, and generates time-aligned pressure sampling values ​​according to the same sampling clock. The memory stores the target inflation component specifications, ignition stage data, pressure sequence, and control parameters. The main control board can be set to manual and automatic operating modes. In manual mode, it responds to a single ignition command from the operator to start a normal igniter, but still enforces minimum ignition interval and overpressure stop constraints. In automatic mode, it responds to the ignition trigger signal and automatically performs step-by-step inflation.

[0035] The main control board is pre-configured for different target inflation component specifications, including the number of normal igniters, standard interval time, minimum ignition interval, target working pressure, minimum operating pressure, specified completion time, pressure holding detection time, allowable ignition pressure limit, and safe pressure limit. The standard interval time is the basic ignition interval used between adjacent normal igniters when the flow of the one-way valve is not restricted; the minimum ignition interval is a safety lower limit determined by the combustion duration of the normal igniter, the recovery time of the ignition drive circuit, and the shortest pulse interval that the pressure stabilizing tank can withstand. No automatic or forced ignition may exceed the minimum ignition interval; the specified completion time is the latest time calculated from the start of the step-by-step charging, at which point the target charging component must reach at least the minimum operating pressure; the pressure holding detection time is the detection time used to check whether the target charging component is under-pressured due to interface leakage, material expansion, or temperature changes after the normal step-by-step charging is completed; the allowable ignition pressure upper limit is the pressure threshold that the stable pressure on the pressure stabilizing tank side should be lower than when the igniter is started. Ignition is prohibited when the stable pressure on the pressure stabilizing tank side is not lower than this threshold; the safe pressure upper limit is the upper limit of pressure that the pressure stabilizing tank structure can withstand, and it is higher than the allowable ignition pressure upper limit. When the pressure on the pressure stabilizing tank side reaches the safe pressure upper limit, all normal igniters and redundant backup igniters are immediately locked and an overpressure alarm is output. The specifications of the target inflatable component can be automatically read through the identification code on the adapter connector, or they can be entered by the operator before startup.

[0036] The main control board includes a transient congestion identification module and a closed-loop inflation control module. The transient congestion identification module responds to ignition trigger events by simultaneously acquiring a first pressure sequence from the pressure tank side and a second pressure sequence from the target inflation component side. It extracts the pressure peak integral area difference and gas transmission hysteresis from the first and second pressure sequences, constructs flow resistance recording points, and generates a transient congestion index based on these points. The closed-loop inflation control module acquires a pre-configured standard interval time corresponding to the target inflation component specifications. It dynamically adjusts the standard interval time according to the transient congestion index to obtain an elastic extension interval time. This elastic extension interval time is used to perform throttling relaxation waiting and verify the pressure release state within the pressure tank. Combined with the current pressure of the target inflation component, closed-loop inflation control is completed. The transient congestion identification module and the closed-loop inflation control module can be implemented by a microcontroller executing program instructions stored in memory, or they can be implemented by independent digital signal processing units or programmable logic devices.

[0037] After the gas charging device is connected to the target gas charging component in stages, the main control board first performs a circuit self-check to confirm that the first pressure sensor, the second pressure sensor, the power supply, the memory parameters, and each ignition channel are in a usable state. It then uses the stable pressure sampling value before ignition to complete the dual-sided pressure zeroing point, and simultaneously clears the total number of completed ignition sequences. For fixed-interval products without a main control board, an external timing starter starts all normal igniters sequentially according to a predetermined number of ignitions and a standard interval time. The total gas production of multiple normal igniters matches the volume of the target gas charging component during the product calibration stage. In the closed-loop operation mode of this embodiment, after the main control board starts the first normal igniter, the transient congestion identification module identifies the pressure transmission status on both sides of the one-way valve (pressure tank side) and the target gas charging component side, and the closed-loop gas charging control module adjusts the waiting time for the next ignition stage accordingly.

[0038] After the first normal igniter is activated, multiple normal igniters sequentially generate pulsed gas. The pressure stabilizing tank receives the pulsed gas and delivers it to the target charging component via a one-way valve. As the charging progresses through the later stages, the base pressure within the target charging component increases with each completed ignition, altering the pressure relationship between the pressure stabilizing tank side and the target charging component side of the one-way valve that drives gas transmission. When the gas generation rate of the current normal igniter exceeds the gas transmission rate of the one-way valve under the current back pressure condition, pressure pulses accumulate on the pressure stabilizing tank side. The pressure increment on the target charging component side no longer increases synchronously with the ignition input, and the time required for the pressure pulse to travel from the pressure stabilizing tank side to the target charging component side is prolonged. The transient congestion referred to in this embodiment refers to a state in which the amount of gas input to the pressure stabilizing tank of the normal igniter during an ignition response process exceeds the amount of gas that the one-way valve can output to the target charging component in a timely manner under the current back pressure, causing the gas that has not been transferred to be temporarily accumulated on the side of the pressure stabilizing tank; this state includes situations where critical flow occurs near the one-way valve and the flow capacity is limited due to the increase in back pressure of the target charging component.

[0039] Simply reading the current pressure of the target inflation component only determines the pressure it has already received, but cannot distinguish between a normal increase in the target inflation component's base pressure and the accumulation of gas pressure on the pressure stabilizing tank side. Similarly, simply reading the instantaneous peak pressure on the pressure stabilizing tank side cannot distinguish between a normal ignition pulse and continuous throttling restriction. Therefore, the transient congestion identification module establishes a common time reference for the pressure sequences on both sides based on the ignition trigger event. It simultaneously extracts the time relationship between the pressure accumulation on the pressure stabilizing tank side, the pressure received on the target inflation component side, and the peak pressures on both sides from the same ignition response, and organizes the data from multiple ignition stages into flow resistance recording points according to the ignition process.

[0040] See Figure 3 The specific implementation process of the transient congestion identification module includes:

[0041] Step S11: In response to the ignition trigger event, the first pressure sequence and the second pressure sequence are synchronously acquired. The first base pressure of the first pressure sequence and the second base pressure of the second pressure sequence are determined by the continuous sampling values ​​before the ignition trigger event. The first pressure peak interval of the first pressure sequence and the second pressure peak interval of the second pressure sequence are extracted.

[0042] Specifically, in response to the ignition trigger event of the current normal igniter, a sampling start command is simultaneously sent to the first pressure sensor and the second pressure sensor, and the occurrence time of the ignition trigger event is recorded as the common time starting point of the first pressure sequence and the second pressure sequence. The first pressure sequence is the set of pressure sampling values ​​on the pressure stabilizing tank side formed by the first pressure sensor according to the sampling time sequence, and the second pressure sequence is the set of pressure sampling values ​​on the target filling component side formed by the second pressure sensor according to the same sampling time sequence. The first pressure sensor and the second pressure sensor use the same sampling clock, so that the pressure sampling values ​​on both sides with the same sequence number correspond to the same sampling time, thereby enabling the time difference of the pressure peaks on both sides to point to the same ignition response.

[0043] The sampling interval can be determined during the product calibration phase by successively shortening the candidate sampling intervals: during the calibration ignition process after the inflation device is connected to the target inflation component in stages, different candidate sampling intervals are used sequentially to collect bilateral pressure responses. The order of peak pressure sampling times, pressure peak interval boundaries, and pressure peak integral area sizes in adjacent sampling results are compared. When further shortening the candidate sampling interval no longer changes the above order, the candidate sampling interval that maintains the same order for the first time is taken as the working sampling interval. Thus, the sampling interval is determined based on the temporal stability of the pressure response, rather than relying solely on a fixed empirical value for a specific target inflation component. The sampling period referred to below is this working sampling interval.

[0044] For the current ignition phase, the transient congestion identification module retrieves the first pressure sequence backward from the ignition trigger event, extracting continuous sampled values ​​from the time the pressure fluctuation attenuation of the previous ignition response completes to the time of the current ignition trigger event. The time the pressure fluctuation attenuation of the previous ignition response completes can be the later of the local low point to the right of the first pressure peak interval and the local low point to the right of the second pressure peak interval in the previous ignition phase. If the previous ignition phase does not yet exist, continuous sampled values ​​are extracted from the time the charging device enters the ignition preparation state after being started step-by-step until the time of the first ignition trigger event. If the previous pressure peak interval cannot be obtained, continuous sampled values ​​are extracted starting from the position of the most recent pressure change direction change before the ignition trigger event. The transient congestion identification module sorts the extracted continuous sampled values ​​and takes the pressure value corresponding to the median position of the sort as the first base pressure. The transient congestion identification module processes the second pressure sequence in the same way to obtain the second base pressure. Using the pressure value corresponding to the midpoint position can suppress isolated deviations caused by pipeline micro-vibration or single-point jumps of sensors, while retaining the dual-sided basic pressure already formed during the current ignition stage.

[0045] After determining the first and second base pressures, the transient congestion identification module subtracts the corresponding base pressures from the first and second pressure sequences, respectively, to form the first and second incremental pressure sequences. Sample values ​​with subtraction results less than zero are treated as zero for subsequent integration, ensuring the integration result retains only the positive pressure increment from the current ignition trigger event. After the ignition trigger event, the transient congestion identification module retrieves the highest pressure sampling position in the first incremental pressure sequence. When multiple consecutive identical highest pressure sampling values ​​exist, the midpoint of the time interval corresponding to the consecutive peak platforms is taken as the first peak pressure sampling position. The transient congestion identification module searches forward from the first peak pressure sampling position and backward for the nearest local low point, defining the closed time interval between two local low points as the first pressure peak interval. A local low point is the sampling position where the pressure sample value changes from a non-increasing change to a non-decreasing change. The transient congestion identification module processes the second incremental pressure sequence in the same way to obtain the second peak pressure sampling position and the second pressure peak interval.

[0046] The first and second pressure peak intervals are determined according to the local high-low relationship of their respective pressure sequences. The two pressure peak intervals are not required to have the same width, nor are they subject to a uniform fixed truncation duration. The pressure pulse on the pressure stabilizing tank side typically rises faster and decays earlier, while the pressure pulse on the target inflation component side may form a wider peak due to the influence of pipelines, check valves, and the volume of the target inflation component. Determining the peak intervals separately avoids truncating the wide peak on the target inflation component side with a fixed window, while preserving the time relationship between the first and second peak pressure sampling positions at a common time starting point.

[0047] Step S12: Perform an integral operation on the first pressure sequence after deducting the first base pressure according to the first pressure peak interval to obtain the first pressure peak integral area; perform an integral operation on the second pressure sequence after deducting the second base pressure according to the second pressure peak interval to obtain the second pressure peak integral area; calculate the difference between the pressure peak integral areas using the first pressure peak integral area and the second pressure peak integral area; and extract the gas transmission hysteresis by comparing the time relationship between the first peak pressure sampling position and the second peak pressure sampling position.

[0048] Specifically, the transient congestion identification module reads all sampled values ​​within the first pressure peak interval of the first incremental pressure sequence according to the sampling time sequence, and calculates the integral area of ​​the first pressure peak using the trapezoidal numerical integration method. The transient congestion identification module calculates the arithmetic mean of two adjacent first incremental pressure sampled values, multiplies it by the sampling period between adjacent sampling times, and obtains the pressure-time accumulation between those adjacent sampling times. It then sums the pressure-time accumulations corresponding to all adjacent sampling times within the first pressure peak interval. The dimension of the first pressure peak integral area is the product of pressure and time, used to characterize the accumulation degree of incremental pressure pulses on the pressure regulator side in the current ignition response. The transient congestion identification module obtains the second pressure peak integral area based on the second pressure peak interval and the second incremental pressure sequence using the same method, used to characterize the accumulation degree of incremental pressure pulses formed on the target charging component side after transmission through the one-way valve.

[0049] The transient congestion identification module calculates the pressure peak integral area difference by subtracting the second pressure peak integral area from the first pressure peak integral area. This difference is used to record the relative flow resistance within the same step-by-step charging process and is not directly converted into gas mass. An increase in the pressure peak integral area difference indicates an increase in the cumulative pressure time generated on the pressurizer side relative to the cumulative pressure time received on the target charging component side during the same ignition response; a decrease in the pressure peak integral area difference indicates an increased degree of transmission of the pressure pulse generated on the pressurizer side to the target charging component side. Using the integral area instead of just the peak pressure allows for the simultaneous preservation of pressure amplitude and duration, distinguishing between narrow and high transient pressure pulses and wide and low sustained pressure responses.

[0050] The transient congestion identification module subtracts the time corresponding to the first peak pressure sampling position from the time corresponding to the second peak pressure sampling position to obtain the gas transmission hysteresis. A positive gas transmission hysteresis indicates that the peak pressure on the target charging component side lags behind the peak pressure on the pressure stabilizing tank side; an increase in gas transmission hysteresis compared to the previous ignition stage indicates that the time required for the pressure pulse to be transmitted through the one-way valve has lengthened. Using the middle position as the peak pressure sampling position for the continuous peak platform avoids jumps in gas transmission hysteresis caused by different selections of the peak platform's start or end point.

[0051] The transient congestion identification module simultaneously stores the integral area of ​​the first pressure peak, the integral area of ​​the second pressure peak, the difference between the integral areas of the pressure peaks, and the gas transmission hysteresis. If the integral area of ​​the first pressure peak in the current ignition stage increases compared to the previous ignition stage, the integral area of ​​the second pressure peak also increases synchronously, and the gas transmission hysteresis does not increase, then the newly added gas can still be transmitted to the target charging component side via the one-way valve, and a single change in the difference between the integral areas of the pressure peaks is insufficient to indicate that transient congestion has occurred. If the integral area of ​​the first pressure peak increases, the integral area of ​​the second pressure peak stops increasing, and the gas transmission hysteresis increases, then the newly added pressure accumulation on the pressure stabilizing tank side does not form a corresponding amount received on the target charging component side, and is accompanied by a transmission delay. The flow resistance limitation can be verified by the pressure accumulation relationship and the transmission timing relationship.

[0052] Step S13: Extract the total number of times the current ignition sequence has been completed. Combine the total number of times flag, the pressure peak integral area difference, the gas transfer hysteresis, and the second pressure peak integral area to form the flow resistance recording point of the current ignition stage. Connect the flow resistance recording points of multiple consecutive ignition stages to construct a piecewise nonlinear mapping relationship between the number of ignitions and the pressure peak integral area difference.

[0053] Specifically, the total number of times is the cumulative ignition stage number from the start of the current step-by-step inflation process to the current ignition stage, representing the sequence number of ignition stages that have completed ignition and formed the first and second pressure peak intervals. When the normal igniter starts according to the predetermined ignition sequence, the total number of times increments with each ignition stage that completes pressure feature extraction. When the closed-loop inflation control module forces a single start of the normal igniter due to undervoltage protection, or starts the redundant backup igniter during pressure holding detection and returns to pressure identification, the corresponding ignition stage continues to use the cumulative ignition stage number, ensuring continuous recording of pressure evolution within the same step-by-step inflation process.

[0054] The transient congestion identification module combines the total number of times flag, the pressure peak integral area difference, the gas transmission hysteresis, and the second pressure peak integral area into a flow resistance recording point for the current ignition stage, according to a one-to-one correspondence. It also saves the first pressure peak integral area as the source feature associated with the flow resistance recording point. The flow resistance recording point is not a spatial coordinate point, but rather an ordered data unit corresponding to an ignition stage. The total number of times flag indicates the ignition process position, the pressure peak integral area difference indicates the cumulative pressure difference between the two sides, the gas transmission hysteresis indicates the pressure pulse transmission delay, the second pressure peak integral area indicates the actual reception level on the target charging component side, and the first pressure peak integral area is used for subsequent comparison of pressure pulse changes on the pressure stabilizing tank side.

[0055] The transient congestion identification module arranges multiple flow resistance recording points in ascending order of the total number of ignitions. Using the total number of ignitions as the horizontal order and the difference in the integral area of ​​the pressure peak as the vertical recording value, adjacent flow resistance recording points are connected sequentially to obtain a piecewise nonlinear mapping relationship between the number of ignitions and the difference in the integral area of ​​the pressure peak. This piecewise nonlinear mapping relationship preserves the original changes through independent connection segments between adjacent flow resistance recording points, without performing uniform linear fitting on all flow resistance recording points or introducing polynomial order or training weights. Different connection segments can respectively represent an increase, a hold, or a decrease, thus preserving the stage transitions of flow resistance changes under the condition of progressively accumulating base pressure of the target inflation component.

[0056] Step S14: Based on the piecewise nonlinear mapping relationship, compare the changing trends of the first pressure peak integral area, the second pressure peak integral area, and the gas transmission hysteresis in adjacent ignition stages. The flow resistance recording point that first simultaneously satisfies the conditions of increasing first pressure peak integral area, ceasing to increase second pressure peak integral area, and increasing gas transmission hysteresis is determined as the critical flow resistance boundary point.

[0057] Specifically, the transient congestion identification module reads adjacent flow resistance recording points sequentially in ascending order of the total number of times flag. When the integrated area of ​​the first pressure peak in the current ignition stage is greater than that of the first pressure peak in the previous adjacent ignition stage, the integrated area of ​​the first pressure peak is determined to have increased. When the integrated area of ​​the second pressure peak in the current ignition stage is less than or equal to that of the second pressure peak in the previous adjacent ignition stage, the integrated area of ​​the second pressure peak is determined to have stopped increasing. When the gas transmission hysteresis in the current ignition stage is greater than that in the previous adjacent ignition stage, the gas transmission hysteresis is determined to have increased. The transient congestion identification module identifies the flow resistance recording point that first simultaneously satisfies the above three changing relationships as the critical flow resistance boundary point, and records the total number of times flag, the difference in pressure peak integrated area, the gas transmission hysteresis, and the second pressure peak integrated area corresponding to the critical flow resistance boundary point.

[0058] The critical flow resistance boundary point represents the first transmission turning point where the incremental pressure pulse on the pressure stabilizing tank side continues to increase, the incremental pressure pulse on the target charging component side stops increasing, and the time interval between the peak pressures on both sides lengthens. When the integral area of ​​the first pressure peak increases synchronously with the integral area of ​​the second pressure peak, it indicates that the check valve is still transmitting the new pressure pulse, and the corresponding flow resistance recording point is not determined as the critical flow resistance boundary point. When the integral area of ​​the first pressure peak increases and the integral area of ​​the second pressure peak stops increasing, but the gas transmission hysteresis does not increase, there is still a lack of time evidence for the decrease in transmission speed, and it is not certain to be a critical flow resistance boundary point. When the gas transmission hysteresis increases but the integral area of ​​the first pressure peak does not increase, the pressure accumulation chain of increased pressure accumulation on the pressure stabilizing tank side is not satisfied. The three changing relationships constrain the input-side accumulation, output-side reception, and transmission timing, respectively, which can reduce isolated misjudgments caused by fluctuations in the normal igniter gas production, elastic deformation of the target charging component, or deviation of a single sensor.

[0059] For example, if the previous adjacent ignition stage is characterized by an increase in the integral area of ​​the first pressure peak and the integral area of ​​the second pressure peak while maintaining the gas transfer hysteresis, and the current ignition stage is characterized by a continued increase in the integral area of ​​the first pressure peak, a change in the integral area of ​​the second pressure peak from increasing to ceasing, and an increase in the gas transfer hysteresis, then the transient congestion identification module will determine the flow resistance recording point corresponding to the current ignition stage as the critical flow resistance boundary point. Once the critical flow resistance boundary point is determined, it will not be replaced by subsequent flow resistance recording points during the current stepwise charging process; subsequent ignition stages will be used to determine whether the boundary is continuously crossed. If no flow resistance recording point simultaneously satisfies all three changing relationships has yet appeared, the transient congestion identification module will maintain the recording state where no critical flow resistance boundary point has been formed.

[0060] Step S15: Determine the relative position of the flow resistance recording point of the current ignition stage and the critical flow resistance boundary point, count the number of ignition stages that continuously meet the congestion condition starting from the critical flow resistance boundary point as the continuous crossing order, and generate a transient congestion index that includes the non-crossing state identifier or the continuous crossing order.

[0061] Specifically, when the critical flow resistance boundary point has not yet been formed in step S14, the transient congestion identification module records the transient congestion index as an uncrossed state identifier. When the critical flow resistance boundary point has been formed in step S14, the transient congestion identification module compares the total number of times the current flow resistance recording point's total number of times flag and the pressure peak integral area difference with the corresponding data of the critical flow resistance boundary point. If the total number of times flag of the current flow resistance recording point is before the total number of times flag corresponding to the critical flow resistance boundary point, or if the current pressure peak integral area difference is less than the pressure peak integral area difference of the critical flow resistance boundary point and the current gas transfer hysteresis has not increased, the current ignition stage is recorded as an ignition stage that has not crossed the critical flow resistance boundary point, and the transient congestion index is recorded as an uncrossed state identifier.

[0062] If the current flow resistance recording point is a critical flow resistance boundary point, or if the current flow resistance recording point is located after the critical flow resistance boundary point and the difference in the integrated area of ​​the current pressure peaks is greater than or equal to the difference in the integrated area of ​​the pressure peaks of the critical flow resistance boundary point, the transient congestion identification module continues to determine the congestion condition. The congestion condition is that, compared to the previous adjacent ignition stage, the current ignition stage simultaneously satisfies an increase in the integrated area of ​​the first pressure peak, a cessation of the increase in the integrated area of ​​the second pressure peak, and an increase in gas transfer hysteresis. When the current ignition stage meets the congestion condition, the transient congestion identification module traces back from the current ignition stage to the ignition stages that continuously meet the congestion condition, and includes the critical flow resistance boundary point in the initial continuous statistics to obtain the continuous traversal order. The ignition stage corresponding to the critical flow resistance boundary point is the starting order of the continuous traversal order, which is initially set to 1. For each subsequent ignition stage that continuously meets the congestion condition, the continuous traversal order increases by one.

[0063] If any ignition stage fails to meet the congestion condition, continuous statistics terminate at that ignition stage, and the transient congestion index reverts to the uncrossed state indicator. If a subsequent ignition stage meets the congestion condition again, the ignition stage that again meets the congestion condition is taken as the new starting point for continuous statistics, while the difference in the integral area of ​​the pressure peak at the critical flow resistance boundary point is still used as the crossing comparison benchmark. Therefore, the transient congestion index simultaneously indicates whether a throttling-limited state has been entered and the number of ignition stages in which this state is continuously maintained.

[0064] For example, when the ignition stage corresponding to the critical flow resistance boundary point meets the congestion condition, the transient congestion index is recorded as the initial stage of the continuous crossing order (continuous crossing order is 1, corresponding to a candidate elastic extension interval time of 2Tb); when the subsequent two ignition stages continue to meet the congestion condition, the continuous crossing order increases sequentially (2 and 3, corresponding to 4Tb and 8Tb respectively); when the pressure peak integral area difference decreases and the second pressure peak integral area increases in the next ignition stage, it indicates that the pressure pulse accumulated on the pressure tank side begins to be released to the target charging component side, and the transient congestion identification module restores the transient congestion index to the non-crossing state identifier. Compared with only using the binary result of "congestion / non-congestion", the continuous crossing order enables the closed-loop charging control module to distinguish between the initial transmission transition and continuous congestion in multiple ignition stages.

[0065] Based on steps S11 to S15, the ignition trigger event provides a common time starting point for the dual-side pressure acquisition. The first and second base pressures separate the static pressure formed by the previous ignition from the current pressure pulse. The integral area of ​​the first and second pressure peaks combines the pressure amplitude and duration into a dimensional cumulative quantity. The difference in the integral area of ​​the pressure peaks reflects the change in the pressure accumulation on the pressure stabilizing tank side relative to the amount received on the target charging component side. The gas transmission hysteresis reflects the time change of the pressure pulse transmitted through the one-way valve. The total number of times flags further places the above-mentioned dual-side pressure characteristics within the ignition process where the back pressure of the target charging component gradually increases. The critical flow resistance boundary point is derived from the measured pressure response inflection point and does not depend on fixed critical pressure values ​​set separately for different target charging component specifications. The continuous leap order converts the degree of throttling restriction into a natural count that can be directly used for the recursive adjustment of the ignition interval.

[0066] After the transient congestion identification module extracts the bilateral pressure characteristics of the current ignition stage, it outputs a transient congestion index indicating a state that has not been crossed or that includes consecutive crossing steps. The closed-loop gas filling control module then processes this output. Fixed-interval ignition is based solely on the predetermined total gas production or calibration time of the target gas filling component, which cannot reflect the transient transmission capability of the one-way valve in each ignition stage. If the standard interval time is too short, the gas that has not yet been transmitted by the previous normal igniter will overlap with the gas produced by the next normal igniter in the pressure stabilizing tank. To avoid this overlap, setting all ignition intervals to be uniformly too long would delay the emergency equipment from reaching the minimum operating pressure. Therefore, the closed-loop gas filling control module adopts a control method that uses "measured transmission time to verify the basic interval, consecutive crossing steps to determine the nonlinear extension amplitude, bilateral pressure release results to determine whether to lift the ignition prohibition, and specified completion time to limit the waiting upper limit." This ensures that the time limit for the pressure stabilizing tank to achieve the minimum operating capability of the target gas filling component is subject to the same closed-loop constraint.

[0067] The specific implementation process of the closed-loop inflation control module includes:

[0068] Step S21: Obtain the pre-configured standard interval time corresponding to the target inflation component specification, collect the specified completion time, current time and remaining normal igniters of the target inflation component reaching the minimum operating pressure, extract the gas transfer completion time from the ignition stage that has never crossed the critical flow resistance boundary point to update the pre-configured standard interval time, and determine the undervoltage protection time boundary based on the specified completion time, the updated standard interval time and the remaining normal igniters.

[0069] Specifically, the closed-loop inflation control module reads the pre-configured standard interval time corresponding to the current target inflation component specification from the memory. This standard interval time is the basic ignition interval used between adjacent normal igniters when the flow through the one-way valve is unrestricted, and is associated with the target inflation component's volume, target operating pressure, connecting pipe length, and the single-cycle gas production of the normal igniter through a pre-calibrated correspondence. The target inflation component specification can be read from the identification code on the adapter connector or input by the operator before startup. For independent air chambers in large and medium-sized inflatable boats, inflatable boat air chambers, or inflatable floating bridge airbags, the standard interval time can be determined to be in the range of hundreds of milliseconds to several seconds based on prototype ignition tests, but the specific value is determined based on the ability of the pressure response to be effectively transmitted before the next ignition.

[0070] Because the standard operating conditions during the calibration phase may differ from the initial temperature of the target inflation component, the bending state of the connecting pipes, and the measured flow characteristics of the one-way valve during actual inflation, the closed-loop inflation control module further verifies the standard interval time using the measured data of the current step-by-step inflation process. The closed-loop inflation control module reads multiple ignition stage data that do not cross the critical flow resistance boundary points stored by the transient congestion identification module. For each ignition stage, the duration from the occurrence of the ignition trigger event to the corresponding moment of the local low point to the right of the first pressure peak interval formed after the ignition trigger event is determined as the gas transfer completion time. The local low point to the right of the first pressure peak interval indicates that the current pressure pulse on the pressure stabilizing tank side has completed its main attenuation, and therefore can serve as a measured basis for the basic release time required before the next normal igniter starts.

[0071] The closed-loop gas charging control module numerically sorts the completion times of multiple gas transfers and takes the time corresponding to the median position of the sort as the transfer verification time. When there is only one available ignition stage, the gas transfer completion time of that ignition stage is directly used as the transfer verification time. When the transfer verification time is greater than the pre-configured standard interval time, the standard interval time is updated with the transfer verification time; when the transfer verification time is less than or equal to the pre-configured standard interval time, the original standard interval time is maintained. The updated standard interval time must not be less than the minimum ignition interval. Using the time corresponding to the median position can suppress the influence of gas production fluctuations of a single normal igniter, local pipeline vibration, or single-point deviation of sensors on the basic interval, so that the initial benchmark used for subsequent extensions matches the actual gas transfer rhythm.

[0072] Furthermore, the closed-loop inflation control module acquires the specified completion time, the current time, and the number of remaining normal igniters. The number of remaining normal igniters refers to the number of normal igniters that have not yet started after the current ignition phase and have been confirmed as usable by the line self-test; redundant backup igniters are not included. Let the remaining usable total time between the specified completion time and the current time be Ts, the updated standard interval time be Tb, and the number of remaining normal igniters be R. To ensure that all remaining normal igniters can still be started before the specified completion time, in addition to the current waiting interval, max(R-1,0) updated standard interval times should be reserved for the subsequent adjacent ignition phases. Based on this, the upper limit of the total waiting time allowed for the current ignition phase is obtained as Tm = Ts - max(R-1,0) × Tb. Equivalently, Ty = Ts - R × Tb is first used to obtain the additional time margin available for throttling relaxation when all remaining normal igniters execute according to Tb, and then Tm = Tb + Ty is used to obtain the upper limit of the total waiting time for the current ignition phase. Where max(R-1,0) represents the larger value between R-1 and 0, used to avoid negative values ​​in the number of subsequent basic intervals reserved when R is 0; Ty represents the additional time margin that can be allocated to the current throttling relaxation wait when all remaining normal igniters execute according to the updated standard interval time Tb. When R≥1, Ty=Ts-R×Tb, and Tm=Tb+Ty, which is equivalent to the above Tm=Ts-max(R-1,0)×Tb; when R=0, there are no normal igniters to be started, and there is no need to execute the interval extension of the next ignition stage, Tm can be directly taken as Ts.

[0073] When Tm is greater than or equal to the minimum ignition interval, Tm is determined as the undervoltage protection time boundary; when Tm is less than the minimum ignition interval, the closed-loop charging control module records the insufficient time state and uses the minimum ignition interval as the insurmountable lower limit of ignition safety. The insufficient time state indicates that the existing remaining time is insufficient to simultaneously meet all basic waiting times and the specified completion time. At this time, subsequent control prioritizes ensuring the minimum ignition interval required for igniter combustion recovery, pressure tank pressurization, and ignition drive circuit recovery, and reduces the risk of continuous ignition by re-identifying after a single ignition. Thus, step S21 provides an executable time interval for subsequent ignition interval extension, with the measured transmission time as the lower limit and the emergency buoyancy formation time as the upper limit constraint.

[0074] Step S22: Using the updated standard interval time as the initial variable, perform recursive extension on the initial variable according to the continuous leap order included in the transient congestion index to obtain candidate elastic extension interval times, and compare and filter the candidate elastic extension interval times with the undervoltage protection time boundary to output the elastic extension interval time.

[0075] Specifically, the closed-loop inflation control module couples the transient congestion index output by the transient congestion identification module, the updated standard interval time, and the undervoltage protection time boundary input parameters into a feedback relationship. When the transient congestion index is a non-crossing state indicator, the corresponding consecutive crossing order n is 0, and the closed-loop inflation control module does not perform recursive extension, using the updated standard interval time as a candidate elastic extension interval time. When the transient congestion index includes consecutive crossing orders, the updated standard interval time is used as the initial interval time: the first recursion adds the initial interval time to itself, and each subsequent recursion adds the result of the previous recursion to itself, with the total number of recursions equal to the consecutive crossing order n, and the result of the last recursion is used as a candidate elastic extension interval time.

[0076] The candidate elastic extension interval Th, the updated standard interval Tb, and the successive span order n satisfy Th = Tb × 2. n The consecutive leap order n specifically refers to the number of ignition stages that continuously satisfy the congestion condition starting from the critical flow resistance boundary point. n is a dimensionless natural count, and the dimensions of Th and Tb are both time. The value 2 comes from the doubling operation of adding the previous interval time to itself in each recursion, rather than introducing a separate empirical scaling factor.

[0077] The reason for using doubling recursion is that as the back pressure of the target charging component increases, the effective pressure difference between the pressure stabilizing tank side of the one-way valve and the target charging component side decreases. The pressure pulses that are not fully transmitted on the pressure stabilizing tank side may accumulate at an accelerated rate with each successive restricted order. If the recursion is only extended arithmetically with a fixed increment, the extension range cannot be synchronously amplified with each successive skipped order, and may still be insufficient to release the previously accumulated gas. Doubling recursion accelerates the increase of the waiting time with each successive order of throttling restriction, and the recursion order is directly derived from the continuous counting of the measured pressure response inflection points, thereby establishing a clear correspondence between the ignition interval adjustment and the current degree of flow restriction.

[0078] The closed-loop inflation control module compares the candidate elastic extension interval time with the undervoltage protection time boundary. If the candidate elastic extension interval time is less than or equal to the undervoltage protection time boundary, it is determined as the elastic extension interval time; if the candidate elastic extension interval time is greater than the undervoltage protection time boundary, the undervoltage protection time boundary is determined as the elastic extension interval time. If the closed-loop inflation control module has recorded an insufficient time condition, the elastic extension interval time is the minimum ignition interval; regardless of the situation, the final output must not be less than the minimum ignition interval. Therefore, the elastic extension interval time increases non-linearly with the number of consecutive steps, without encroaching on the necessary time reserved for the remaining normal igniters to reach the minimum operating pressure before the specified completion time.

[0079] For example, as shown in Table 1, when the transient congestion index is the non-crossing state identifier, n=0; with the updated standard interval time being Tb, the candidate elastic extension interval times are Tb, 2Tb, 4Tb, and 8Tb respectively when the consecutive crossing order n takes 0 to 3. Each candidate value must be compared with the undervoltage protection time boundary before output and is constrained by the minimum ignition interval and the upper limit of the allowable ignition pressure.

[0080] Table 1. Recursive Relationship of Candidate Elastic Extension Interval Time

[0081]

[0082] Step S23: Delay starting the next normal igniter according to the flexible extension interval time and enter the throttling relaxation waiting period. During the throttling relaxation waiting period, continuously acquire the updated first pressure sequence and second pressure sequence, and update the pressure peak integral area difference and the second pressure peak integral area. When the waiting time reaches the flexible extension interval time and the pressure release condition is met, start the next normal igniter. When the pressure release condition is not met, perform another extension constrained by the undervoltage protection time boundary, or start only one remaining normal igniter when the forced single ignition condition is met.

[0083] Specifically, when the closed-loop inflation control module enters the throttling relaxation waiting period, it prohibits the output of ignition control signals to the next normal igniter, records the difference in the integral area of ​​the pressure peaks at the time of entering the waiting period as the waiting reference difference, and records the integral area of ​​the second pressure peaks at that time. The first and second pressure sensors continue to use the same sampling clock as the aforementioned ignition phase to add sampling values ​​to the first and second pressure sequences of the current ignition phase; during the waiting period, the total number of times is not incremented, and no new ignition phase is established.

[0084] To ensure clear calculation boundaries for integral updates during the waiting period, the closed-loop inflation control module maintains the first base pressure, the second base pressure, the left boundary of the two pressure peak intervals, and the peak pressure sampling position unchanged during the current ignition phase, and extends the integral interval to the right with each new sampled value. Before a new right-side local low point is formed, the current sampling time is used as the temporary right-side boundary; after a new right-side local low point is formed, the right-side boundary of the corresponding pressure peak interval is updated using this local low point. The closed-loop inflation control module recalculates the integral area of ​​the first and second pressure peaks using the same trapezoidal integration method as in step S12, and updates the difference in pressure peak integral areas accordingly.

[0085] When the waiting time is less than the flexible extension interval, the closed-loop inflation control module remains in an ignition-prohibited state. When the waiting time reaches the flexible extension interval, if the updated pressure peak integral area difference is less than the waiting baseline difference, and the updated second pressure peak integral area is greater than the second pressure peak integral area of ​​the previous sampling period, then the pressure release condition is determined to be met. A decrease in the pressure peak integral area difference indicates that the pressure accumulation on the pressure tank side relative to the target inflation component side is decreasing, and an increase in the second pressure peak integral area confirms that this decrease in difference is accompanied by continued gas reception on the target inflation component side, rather than being caused solely by heat dissipation from the pressure tank or natural pressure decay.

[0086] Once the pressure release condition is met, the closed-loop inflation control module further checks whether the stable current pressure of the target inflation component is lower than the target working pressure, whether there are any remaining normal igniters, whether the minimum ignition interval has been met since the last ignition trigger event, and whether the stable pressure on the pressure stabilizing tank side is lower than the upper limit of the allowable ignition pressure. If all the above conditions are met, the current ignition prohibition state is lifted and the next normal igniter is started. This ignition trigger event is used as the new common time starting point, and the transient congestion identification module is returned to re-execute the bilateral pressure response identification. If the target inflation component has reached the target working pressure, the next normal igniter is not started, and the process proceeds to the termination step S24.

[0087] If the waiting time has reached the elastic extension interval, but the difference in the integral area of ​​the pressure peaks is not less than the waiting baseline difference, or the integral area of ​​the second pressure peaks has not increased, it indicates that the accumulated gas on the pressure tank side has not yet formed a verifiable downstream transfer. The closed-loop gas filling control module updates the current flow resistance recording point and transient congestion index using the additionally sampled first and second pressure sequences, and records the number of re-extensions q; the sum of the current consecutive traversal order n and the number of re-extensions q is used as the new recursive order, according to T_re-wait = Tb × 2. (n+q) Calculate the total allowed candidate waiting time from the start of the current throttling relaxation waiting cycle. The closed-loop inflation control module only continues to wait for the difference between the new total candidate waiting time and the already waited time, avoiding resetting the timer to zero each time the cycle is extended.

[0088] When the extended candidate waiting endpoint is before the undervoltage protection time boundary, the closed-loop charging control module continues to maintain throttling relaxation waiting. When the candidate waiting endpoint reaches the undervoltage protection time boundary, and the stable current pressure of the target charging component is still lower than the minimum operating pressure, the closed-loop charging control module will only force a single activation of one remaining normal igniter under the conditions of meeting the minimum ignition interval, having a remaining normal igniter, and the stable pressure on the pressure tank side being lower than the upper limit of the allowable ignition pressure. It will then immediately return to the transient congestion identification module to re-identify the transient congestion state after this ignition. Before completing the re-identification, it is prohibited to continuously activate a second remaining normal igniter. If the stable pressure on the pressure tank side does not meet the allowable ignition conditions, the hard safety constraint takes precedence over the undervoltage forced ignition. The closed-loop charging control module maintains ignition lockout and outputs a fault alarm indicating that the specified completion time and pressure tank safety cannot be simultaneously considered.

[0089] When the stable current pressure of the target inflation component is greater than or equal to the minimum operating pressure, the underpressure protection time boundary will no longer trigger forced ignition, and the closed-loop inflation control module will prioritize waiting for the accumulated gas on the pressure stabilizing tank side to be released. To avoid a waiting deadlock when the gas transmission is complete but the integral area of ​​the second pressure peak no longer increases, if the changes in the first and second pressure sequences within the pre-configured pressure stabilization determination time do not exceed the corresponding sensor resolution, and the stable pressure on the pressure stabilizing tank side is lower than the upper limit of the allowable ignition pressure, then the previous pressure pulse is determined to be completed. If the stable current pressure of the target inflation component is still lower than the target operating pressure and there are remaining normal igniters, the next normal igniter is allowed to be started. The pressure stability determination time is expressed as an integer multiple of the sampling period. Its value is determined based on the following: the time is longer than the natural decay time of the pressure fluctuation in the pipeline after the one-way valve is closed, so as to ensure that the continuously sampled values ​​read have entered the stable section rather than still being in the decay process of the pressure pulse, and shorter than the standard interval time of the adjacent ignition stage, so as not to delay the determination of the next ignition permission; during the calibration stage, the pressure stability determination time can be a multiple of the time taken from the peak of the pressure pulse to the local low point on the right side of the pressure wave peak interval.

[0090] During the throttling relaxation waiting and re-extension period, if the first pressure sensor detects that the pressure on the pressure tank side has reached the upper limit of the safe pressure, or if the pressure on the pressure tank side continues to rise and the second pressure sequence does not form a corresponding response, the closed-loop charging control module immediately locks all normal igniters and redundant backup igniters, and outputs an overpressure or flow fault alarm; if any pressure sensor data exceeds the effective range, the sampling clock loses synchronization, or continuous sampling is interrupted, automatic ignition based on the transient congestion index is stopped to prevent invalid pressure data from being used for ignition permission judgment.

[0091] Step S24: After each start of a normal igniter, determine the stable current pressure of the target inflation component. When the stable current pressure is greater than or equal to the target working pressure, stop the remaining normal igniters and end the normal step-by-step inflation process. When the stable current pressure is lower than the target working pressure and there are still remaining normal igniters, feed back the new ignition stage to the transient congestion identification module. At the pre-configured pressure holding detection time after the normal step-by-step inflation is completed, determine the stable current pressure of the target inflation component again. When this pressure is lower than the minimum working pressure, start a redundant backup igniter.

[0092] Specifically, after each normal ignition start-up, the closed-loop gas filling control module, after the formation of a local low point to the right of the second pressure peak interval, reads multiple consecutive pressure sampling values ​​from the second pressure sensor within the pressure stabilization determination period, and takes the pressure value corresponding to the median position of the sorted values ​​as the stable current pressure of the target gas filling component, in order to avoid misjudging the instantaneous peak pressure of the ignition response as the final pressure. The closed-loop gas filling control module uses the same method, taking the median value of the consecutive sampling values ​​from the first pressure sensor within the pressure stabilization determination period as the stable pressure on the pressure stabilizing tank side. When the current pressure is greater than or equal to the target working pressure, the closed-loop inflation control module locks the ignition channels of all remaining normal igniters and records the end time of normal step-by-step inflation. When the current pressure is lower than the target working pressure and there are still remaining normal igniters, the second pressure peak integral area, the pressure peak integral area difference, the gas transmission hysteresis, and the total number of times formed during the ignition stage are combined into a new flow resistance record point. The first pressure peak integral area is saved as the source feature associated with the new flow resistance record point, and the transient congestion identification module is returned to update the piecewise nonlinear mapping relationship, critical flow resistance boundary point judgment, and continuous crossing order.

[0093] If the current stable pressure is lower than the target operating pressure but all normal igniters have already started, the closed-loop inflation control module ends the normal ignition sequence and enters pressure holding detection, instead of continuously starting the redundant backup igniters as normal igniters. When the current stable pressure is greater than or equal to the minimum operating pressure but lower than the target operating pressure, it indicates that the target inflation component has the minimum operating capability but has not reached the rated inflation state, and the redundant backup igniters remain inactive; the redundant backup igniters are only used for pressure holding as a fallback after the normal ignition sequence ends.

[0094] After reaching the pre-configured pressure holding detection time, the closed-loop inflation control module reads the continuous pressure sampling values ​​from the second pressure sensor within the pressure stabilization determination time and determines the current stable pressure. If the current stable pressure is greater than or equal to the minimum operating pressure, all redundant backup igniters remain off; if the current stable pressure is lower than the minimum operating pressure, only one redundant backup igniter is activated after confirming that the stable pressure on the pressure stabilizing tank side is lower than the upper limit of the allowable ignition pressure, the time since the previous ignition is not less than the minimum ignition interval, and at least one redundant backup igniter is available. The single gas production of the redundant backup igniter is pre-limited to the range of gas required for the target inflation component to recover from below the minimum operating pressure to the target inflation pressure.

[0095] After the redundant backup igniter is activated, the closed-loop gas charging control module uses the same dual-sided synchronous sampling method as the normal ignition phase to form a new pressure response record, and completes at least one pressure release verification and current pressure stabilization judgment. This ignition phase can be used to verify whether the gas supply is adequate, but the redundant backup igniter is not counted in the remaining number of normal igniters. When multiple redundant backup igniters are configured, only one is activated at a time. The next igniter is only allowed to be activated when the pressure maintenance detection condition is reached again and the current stable pressure is still lower than the minimum operating pressure.

[0096] Based on steps S21 to S24, the closed-loop gas charging control module, using the transient congestion index as input, performs measured verification of the standard interval time, undervoltage protection time boundary calculation, ignition interval doubling and recursion, throttling relaxation waiting, pressure release verification, and stable pressure feedback to ensure that the gas generation rate of the normal igniter matches the transient transmission capacity of the one-way valve under the current back pressure. This reduces the possibility of the next normal igniter continuing to input gas into the pressure stabilizing tank before the gas generated by the previous normal igniter has been fully transmitted, suppressing local overpressure and temperature rise in the pressure stabilizing tank, continuous pressure buildup in the metal filter and connecting pipelines, and concentrated impact on the gas inlet of the target charging component.

[0097] The closed-loop inflation control module does not simply extend all ignition intervals. Instead, it determines the extension range by continuously traversing different stages, decides whether to lift the ignition prohibition based on the actual release of pressure on both sides, and limits the waiting upper limit with a specified completion time. When the minimum operating pressure has not yet been reached and the time margin has been exhausted, only a single ignition constrained by hard safety conditions is allowed, followed by immediate re-identification. This control process avoids the formation of a dynamic inflation deadlock where "the faster the gas production, the heavier the pressure buildup on the pressure stabilizing tank side, and the lower the actual transmission capacity of the one-way valve." It establishes a continuous closed loop between pressure stabilizing tank safety, the minimum buoyancy formation time limit of the target inflation component, and the final operating pressure.

[0098] In this embodiment, both the fixed-interval operation mode and the closed-loop operation mode share a pulse gas generation buffer path composed of multiple small-dose normal igniters, a pressure stabilizing tank, a metal filter, a one-way valve, and compatible connectors. The fixed-interval operation mode is suitable for scenarios where the specifications and connection conditions of the target inflation component have been finalized and calibrated; the closed-loop operation mode is suitable for scenarios with large target inflation components, long connecting pipelines, significant changes in the back pressure of the target inflation component, or high safety requirements for the pressure stabilizing tank. After the normal ignition sequence ends, the redundant backup igniter performs a single gas replenishment based on the pressure maintenance detection results, enabling the step-by-step starting inflation device to achieve fast, stable, and verifiable inflation in water rescue, buoyancy restoration, and emergency passage scenarios where there is no large air pump or external power supply is limited.

[0099] Example 2:

[0100] See Figures 4 to 7 The target inflatable component 9 can also be a car submerged buoyancy airbag. The car submerged buoyancy airbag 3 is located on the outside of the bottom of the front or rear trunk, and deploys under the vehicle body after it falls into the water to create a drainage position. After inflation, it applies upward buoyancy to the vehicle body, keeping it on the water surface. Except for the vehicle-mounted storage, release, guiding, and triggering structures explicitly described in this embodiment, the normal igniter, pressure stabilizing tank, metal filter, one-way valve, redundant backup igniter, first pressure sensor, second pressure sensor, power supply, and adapter connectors of the step-by-step inflator all adopt the structure described in Embodiment 1. The transient congestion identification module and closed-loop inflation control module in the main control board are still executed according to steps S11 to S24, and will not be repeated in this embodiment. The car submerged buoyancy airbag is used for external buoyancy support of the vehicle body.

[0101] like Figure 5 As shown, in this embodiment, the vehicle body is provided with a storage box 13 arranged along the width direction of the vehicle. The storage box can be installed below the reduced front trunk, below the rear trunk, or in a pre-reserved structural cavity at the bottom of the vehicle body, with its opening facing downwards. The storage box contains a laterally extending fixed shaft 2 and a rotatable scroll 4. A downward-opening cover is provided at the opening of the storage box, and a waterproof sealing edge is provided between the cover and the storage box. The step-by-step inflation device, main control board, and independent power supply are located in a sealed installation area within the storage box or in a waterproof control box adjacent to the storage box. The ignition harness, sensor signal lines, and external trigger signal lines are all introduced through waterproof electrical connectors.

[0102] The car submerged buoyancy airbag includes a support area within the vehicle's projected area and extended buoyancy areas extending from the support area in the vehicle's width and length directions. The maximum width of the deployed airbag is greater than the vehicle width, the narrowest section along the deployment direction is less than the wheelbase, and the total deployed length is greater than the vehicle length, causing the extended buoyancy areas located on both sides of the vehicle's lateral direction and at both ends of its longitudinal direction to extend beyond the vehicle's horizontal projected area. The effective volume of the car submerged buoyancy airbag is determined based on the maximum usable weight of the applicable vehicle model, the intended water ingress state, and the required residual buoyancy. When the vehicle tilts laterally or longitudinally, the extended buoyancy areas located outside the vehicle's projected area can generate a buoyancy restoring torque opposite to the tilt direction, reducing the possibility of the vehicle continuing to roll over or pitch if the airbag is only concentrated in the middle of the vehicle's undercarriage.

[0103] The car submerged buoyancy airbag has one end fixed to a fixed shaft near the storage box, and the other end connected to a reel. Two air inlets are spaced apart near the fixed shaft. During storage, the extended buoyancy area exceeding the narrowest section width is first folded in a Z-shape along a predetermined fold line, ensuring the lateral dimension after folding is no greater than the narrowest section width. Then, the reel is rotated, winding the airbag from the end away from the fixed shaft towards the fixed shaft until the reel and the wound airbag are placed together in the storage box. This composite folding method allows the wide extended buoyancy area to be unfolded laterally before deployment, and then gradually released as the reel moves, reducing localized thickness differences and deployment kinks caused by directly winding the wide airbag.

[0104] The bottom of the vehicle body can be equipped with paired guide rails extending longitudinally along the vehicle. Each end of the reel has a guide section that slides along the corresponding guide rail. When the cover is opened, the fixed shaft remains inside the storage box, preventing the end of the vehicle's self-rescue buoyancy airbag near the fixed shaft from drifting with the water flow. When the airbag begins to inflate, the inflated portion pushes the reel along the paired guide rails away from the fixed shaft and simultaneously unwinds, causing the airbag to deploy along a predetermined path along the bottom of the vehicle body. The paired guide rails limit the lateral displacement of the reel and prevent the airbag from affecting the wheel and suspension swing zones. When it is inconvenient to install rigid guide rails, traction ropes extending along a predetermined path under the vehicle can be connected to both ends of the reel to limit the direction of movement of the reel.

[0105] The cover is hinged to the storage box on one side, and kept closed on the other side by at least one cover locking assembly. The cover locking assembly includes a locking pin that mates with the storage box and the cover, and an actuator for driving the locking pin out of the locked position; the pressure chamber of the actuator is connected to a cover release gas generator. The cover release gas generator has an independent ignition terminal and is connected to the cover release output channel of the main control board. Upon ignition, the generated gas pushes the actuator to move, causing the locking pin to disengage and allowing the cover to open downwards. The cover is also equipped with a pull rod and a wire rope traction mechanism for emergency opening. The pull rod is connected to the locking pin and the cover via the wire rope traction mechanism; when the pull rod is manually operated, the wire rope traction mechanism first pulls the locking pin out of the locked position, and then continues to pull the cover to rotate around the hinged position, causing the cover to open completely. The cover-release gas generator does not participate in the inflation of the vehicle's self-rescue buoyancy airbag after it falls into water, and is not included in the number of normal ignition units, the number of remaining normal ignition units, or the number of redundant backup ignition units.

[0106] A cover opening detection device can be installed between the cover and the storage box. The main control board only establishes ignition permission for the first normal igniter after receiving a signal that the cover is fully open. Without the cover opening detection device, the main control board waits for a pre-calibrated cover release waiting time after activating the cover release gas generator before establishing ignition permission for the first normal igniter. The cover release waiting time is determined based on the maximum opening time of the cover and the time it takes for the airbag roll to detach from the storage box; for example, it can be set to 0.5 seconds. If the cover is not detected to be fully open within the predetermined time, or if the cover release output channel self-test is abnormal, the main control board keeps all normal igniters and redundant backup igniters locked to prevent the airbag from inflating inside the sealed storage box. After the main control board keeps all normal igniters and redundant backup igniters locked, the operator manually pulls the lever, using a wire rope traction mechanism to pull the locking pin out of the locked position and open the cover. After the operator confirms that the cover has been opened in place, the operator inputs the manual start command of the first normal igniter into the main control board. The main control board establishes the ignition permission of the first normal igniter and starts the first normal igniter according to the manual start command. Subsequently, the transient congestion identification module and the closed-loop inflation control module continue to execute the step-by-step inflation control.

[0107] For the car submerged self-rescue buoyancy airbag, the gas outlet of the pressure tank is connected to a diversion connector via a one-way valve. The two outlets of the diversion connector are each connected to two air inlets via a branch inflation pipe. The two branch inflation pipes have the same inner diameter and are configured to match equivalent flow resistance. Even with different lengths, the flow resistance of the two branches can be kept within a predetermined deviation range by using throttling orifices of different diameters. The two air inlets are spaced apart along the vehicle width, allowing gas to enter synchronously from both sides of the airbag, reducing the deflection force on the airbag caused by single-point air intake and minimizing localized impact near the air inlets. A second pressure sensor is used to collect the internal pressure after gas enters the car submerged self-rescue buoyancy airbag; its signal line is connected to the main control board via a waterproof port. The first pressure sensor remains located on the pressure tank side of the one-way valve, thus maintaining the synchronous sampling relationship of the two pressure sides as described in Example 1.

[0108] The main control board also includes an external water-fall trigger interface and a cover release output channel. The external water-fall trigger interface can connect to an existing water immersion monitoring device in the vehicle; exemplarily, the water immersion monitoring device outputs a water-fall trigger signal when both the float sensor and the water sensor meet preset water-fall conditions. This embodiment only utilizes this water-fall trigger signal to initiate the inflation process and does not limit the specific method by which the external water immersion monitoring device generates the water-fall trigger signal. The vehicle water-fall self-rescue application defaults to automatic operation mode; see [link to relevant documentation]. Figure 8 Upon receiving the water-induced trigger signal, the main control board confirms the availability of the independent power supply, the cover release output channel, the pressure sampling channel, and the normal ignition channel. When the cover release output channel is available, the main control board activates the cover release gas generator. When the cover is detected to be fully open, or when no cover opening detection device is set and the cover release waiting time has expired, the main control board uses the corresponding moment as the start time for step-by-step charging, establishes ignition permission for the first normal igniter, and activates the first normal igniter. If the cover is not detected to be fully open within the predetermined time, or if the cover release output channel self-checks abnormally, the main control board keeps all normal igniters and redundant backup igniters locked. The operator manually pulls the lever to open the cover using the wire rope traction mechanism. After confirming that the cover is fully open, the operator inputs a manual start command for the first normal igniter to the main control board. The main control board then establishes ignition permission for the first normal igniter and activates it according to the manual start command. After the first normal igniter is started, the transient congestion identification module and the closed-loop gas charging control module continue to execute steps S11 to S24.

[0109] The main control board pre-saves the design effective volume of the vehicle's self-rescue buoyancy airbag, the number of normal igniters, the cover release waiting time, the standard interval time, the minimum ignition interval, the minimum operating pressure, the target operating pressure, and the specified completion time for each compatible vehicle model. The minimum operating pressure corresponds to the minimum effective drainage volume after the vehicle's self-rescue buoyancy airbag has detached from its storage box and formed a volume sufficient to prevent the vehicle from sinking. The target operating pressure corresponds to the stable pressure when both the support area and the extended buoyancy area of ​​the vehicle's self-rescue buoyancy airbag have fully deployed and maintained their designed contours. The specified completion time is determined based on the sinking time of the compatible vehicle model under predetermined water-related conditions. Due to differences in vehicle models, the above parameters are determined by using the dimensions of the compatible vehicle model and the designed drainage volume of the buoyancy airbag based on its full load weight. Finally, through static water inflation tests and water-related condition tests on prototype vehicles, the total gas production of the normal igniters and the design effective volume of the airbag are calibrated to match the target operating pressure.

[0110] During the phased deployment of the buoyancy airbag for self-rescue in a submerged vehicle, the release of the folded layer, the movement of the roll, and the bending of the two branch inflation tubes cause phased changes in the back pressure on the target inflation component side. The closed-loop inflation control module does not continuously ignite even after the cover has been opened; instead, it continues to determine the ignition permission for the next normal igniter based on the transient congestion index, pressure release conditions, the upper limit of the allowable ignition pressure on the pressure tank side, and the specified completion time, as described in Example 1. After the normal ignition sequence ends, the main control board performs pressure maintenance detection according to step S24. If the airbag pressure drops below the minimum operating pressure due to material expansion, seam leakage, or water cooling, a redundant backup igniter is activated only to replenish the air when both the pressure tank side pressure and the minimum ignition interval meet safety conditions. If the pressure response on both sides indicates obstruction of flow on the target inflation component side, or if the second pressure sensor fails, ignition is locked and a fault status is output.

[0111] For vehicles with discontinuous chassis structure space, the vehicle submerged self-rescue buoyancy airbag can be formed by combining two or more independent buoyancy airbag units. Each buoyancy airbag unit is housed inside the longitudinal beam, in the subframe cavity, around the spare tire compartment, or under the front or rear luggage compartments, and is equipped with a fixed shaft, a reel, and an air inlet. Each buoyancy airbag unit can be connected to its own step-by-step inflation device, or it can be supplied with air from the same step-by-step inflation device through a distribution branch with an independent one-way valve. When using independent air chambers, each air chamber is equipped with a pressure sampling port on the side of the target inflation component. When the storage space is located in the cavity inside the roof rack, the opening of the storage box faces the outside of the vehicle body, and the release sequence of the cover and the step-by-step inflation remain unchanged.

[0112] Therefore, the buoyancy airbag can automatically release the cover lock through the cover release gas generator before the main inflation, or manually open the cover into place by pulling the lever and the wire rope traction mechanism if the cover does not open automatically, and then unfold along the predetermined path; the dual air intake and the dual-side pressure closed-loop control of Example 1 together suppress the left and right asynchrony, local overpressure, off-center load and kinking, so that the extended buoyancy zone is formed quickly to prevent the vehicle from sinking.

[0113] Example 3:

[0114] This embodiment, based on Embodiment 1, provides an inflation control method for a step-by-step inflator for water rescue, such as... Figure 9 As shown, it includes:

[0115] Step S10: In response to the ignition trigger event, the first pressure sequence on the pressure stabilizing tank side and the second pressure sequence on the target gas filling component side are collected simultaneously. The pressure peak integral area difference and gas transmission hysteresis are extracted from the first pressure sequence and the second pressure sequence to construct flow resistance recording points and generate transient congestion index based on the flow resistance recording points.

[0116] Further, step S10 includes:

[0117] Step S11: In response to the ignition trigger event, the first pressure sequence and the second pressure sequence are synchronously acquired. The first base pressure of the first pressure sequence and the second base pressure of the second pressure sequence are determined by the continuous sampling values ​​before the ignition trigger event. The first pressure peak interval of the first pressure sequence and the second pressure peak interval of the second pressure sequence are extracted.

[0118] Step S12: Perform an integral operation on the first pressure sequence after deducting the first base pressure according to the first pressure peak interval to obtain the first pressure peak integral area; perform an integral operation on the second pressure sequence after deducting the second base pressure according to the second pressure peak interval to obtain the second pressure peak integral area; calculate the difference between the pressure peak integral areas using the first pressure peak integral area and the second pressure peak integral area; and extract the gas transmission hysteresis by comparing the time relationship between the first peak pressure sampling position and the second peak pressure sampling position.

[0119] Step S13: Extract the total number of times the current ignition sequence has been completed. Combine the total number of times flag, the pressure peak integral area difference, the gas transfer hysteresis, and the second pressure peak integral area to form the flow resistance recording point of the current ignition stage. Connect the flow resistance recording points of multiple consecutive ignition stages to construct a piecewise nonlinear mapping relationship between the number of ignitions and the pressure peak integral area difference.

[0120] Step S14: Based on the piecewise nonlinear mapping relationship, compare the changing trends of the first pressure peak integral area, the second pressure peak integral area, and the gas transmission hysteresis in adjacent ignition stages. The flow resistance recording point that first simultaneously satisfies the conditions of increasing first pressure peak integral area, ceasing to increase second pressure peak integral area, and increasing gas transmission hysteresis is determined as the critical flow resistance boundary point.

[0121] Step S15: Determine the relative position of the flow resistance recording point of the current ignition stage and the critical flow resistance boundary point, count the number of ignition stages that continuously meet the congestion condition starting from the critical flow resistance boundary point as the continuous crossing order, and generate a transient congestion index that includes the non-crossing state identifier or the continuous crossing order.

[0122] Step S20: Obtain the pre-configured standard interval time corresponding to the target inflatable component specification; dynamically adjust the standard interval time according to the transient congestion index to obtain the elastic extension interval time; use the elastic extension interval time to perform throttling relaxation waiting and verify the pressure release status in the pressure stabilizing tank; and complete the closed-loop inflation control by combining the current pressure of the target inflatable component.

[0123] Further, step S20 includes:

[0124] Step S21: Obtain the pre-configured standard interval time corresponding to the target inflation component specification, collect the specified completion time, current time and remaining normal igniters of the target inflation component reaching the minimum operating pressure, extract the gas transfer completion time from the ignition stage that has never crossed the critical flow resistance boundary point to update the pre-configured standard interval time, and determine the undervoltage protection time boundary based on the specified completion time, the updated standard interval time and the remaining normal igniters.

[0125] Step S22: Using the updated standard interval time as the initial variable, perform recursive extension on the initial variable according to the continuous leap order included in the transient congestion index to obtain candidate elastic extension interval times, and compare and filter the candidate elastic extension interval times with the undervoltage protection time boundary to output the elastic extension interval time.

[0126] Step S23: Delay starting the next normal igniter according to the flexible extension interval time and enter the throttling relaxation waiting period. During the throttling relaxation waiting period, continuously acquire the updated first pressure sequence and second pressure sequence, and update the pressure peak integral area difference and the second pressure peak integral area. When the waiting time reaches the flexible extension interval time and the pressure release condition is met, start the next normal igniter. When the pressure release condition is not met, perform another extension constrained by the undervoltage protection time boundary, or start only one remaining normal igniter when the forced single ignition condition is met.

[0127] Step S24: After each start of a normal igniter, determine the stable current pressure of the target inflation component. When the stable current pressure is greater than or equal to the target working pressure, stop the remaining normal igniters and end the normal step-by-step inflation process. When the stable current pressure is lower than the target working pressure and there are still remaining normal igniters, feed back the new ignition stage to the transient congestion identification module. At the pre-configured pressure holding detection time after the normal step-by-step inflation is completed, determine the stable current pressure of the target inflation component again. When this pressure is lower than the minimum working pressure, start a redundant backup igniter.

[0128] The above-described order of steps for the method is for illustrative purposes only. The steps of the method in this application are not limited to the order specifically described above, unless otherwise specifically stated. Furthermore, portions of the technical solutions provided in the embodiments of this application that are consistent with the implementation principles of corresponding technical solutions in the prior art have not been described in detail to avoid excessive elaboration.

[0129] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the invention. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A stepped-start inflation device for water rescue, characterized in that, It includes a main control board, multiple normal igniters, a pressure stabilizing tank, a metal filter screen installed inside the pressure stabilizing tank, a one-way valve, a first pressure sensor, a second pressure sensor, and an adapter connector for communicating with the target inflation component; the multiple normal igniters are respectively connected to the pressure stabilizing tank, and the gas outlet of the pressure stabilizing tank is connected to the target inflation component via the one-way valve and the adapter connector; the first pressure sensor is installed on the pressure stabilizing tank side of the one-way valve, and the second pressure sensor is installed on the target inflation component side of the one-way valve; The main control board is electrically connected to the normal igniter, the first pressure sensor, and the second pressure sensor. It is used to start the normal igniter one by one according to the ignition stage and adjust the interval time between adjacent ignition stages based on the pressure response on both sides of the one-way valve's pressure tank side and the target gas filling component side. The main control board is equipped with a transient congestion identification module and a closed-loop gas filling control module.

2. The step-by-step inflatable device for water rescue according to claim 1, characterized in that, The normal igniter is an electric ignition gas generating unit containing a gas generating agent and a combustion accelerant. Each normal igniter has an independent ignition terminal and a gas generating outlet facing the inner cavity of the pressure stabilizing tank. Multiple normal igniters are installed at intervals along the outer periphery or end of the pressure stabilizing tank. The gas generating outlet is offset from the gas outlet of the pressure stabilizing tank. The metal filter screen is disposed between the gas generating outlets of the multiple normal igniters and the gas outlet of the pressure stabilizing tank. The pressure stabilizing tank is a pressure-resistant, sealed tank with an inner cavity that forms a buffer space to receive pulsed gas.

3. The step-by-step inflatable device for water rescue according to claim 1, characterized in that, It also includes multiple redundant backup igniters; the gas output outlet of the redundant backup igniters is connected to the pressure stabilizing tank and is set as an independent ignition channel in the main control board; the redundant backup igniters do not participate in the normal step-by-step filling process, and the main control board is used to start the redundant backup igniters to replenish gas when the stable current pressure of the target filling component is lower than the minimum operating pressure during the pressure maintenance detection after the normal step-by-step filling is completed.

4. The step-by-step inflatable device for water rescue according to claim 1, characterized in that, The target inflatable component is an independent air chamber of a rubber boat, an air chamber of an inflatable boat, an airbag for a rubber inflatable pontoon bridge, a float, a salvage airbag, or a buoyancy airbag used for water rescue; the target inflatable component has a target working pressure and a minimum working pressure lower than the target working pressure, and is preset with a replenishment target pressure that is not lower than the minimum working pressure and not higher than the target working pressure.

5. The step-by-step inflation device for water rescue according to claim 1, characterized in that, The target inflatable component is a car water rescue buoyancy airbag, which is located on the outside of the bottom of the front trunk or rear trunk, and is used to deploy under the vehicle body to form a drainage position after the vehicle falls into the water; the car water rescue buoyancy airbag includes a support area located within the vehicle body projection range and an extended buoyancy area extending from the support area in the vehicle width and vehicle length directions, the extended buoyancy area exceeding the horizontal projection of the vehicle body.

6. The step-by-step inflatable device for water rescue according to claim 5, characterized in that, The vehicle submerged buoyancy airbag is housed in a storage box arranged along the width of the vehicle with its opening facing downwards. The storage box contains a horizontally extending fixed shaft and a rotatable reel. One end of the vehicle submerged buoyancy airbag near the storage box is fixed to the fixed shaft, and the other end away from the storage box is connected to the reel.

7. The step-by-step inflatable device for water rescue according to claim 1, characterized in that, The transient congestion identification module is used to respond to the ignition triggering event by simultaneously acquiring the first pressure sequence on the pressure stabilizing tank side and the second pressure sequence on the target filling component side, extracting the pressure peak integral area difference and gas transmission hysteresis from the first pressure sequence and the second pressure sequence, constructing flow resistance recording points, and generating a transient congestion index based on the flow resistance recording points. The closed-loop inflation control module is used to obtain a pre-configured standard interval time corresponding to the specifications of the target inflation component, dynamically adjust the standard interval time according to the transient congestion index to obtain an elastic extension interval time, use the elastic extension interval time to perform throttling relaxation waiting and verify the pressure release status in the pressure stabilizing tank, and complete the closed-loop inflation control in combination with the current pressure of the target inflation component.

8. The step-by-step inflatable device for water rescue according to claim 7, characterized in that, When synchronously acquiring the first pressure sequence and the second pressure sequence, the occurrence time of the ignition trigger event is recorded as a common time starting point. The first base pressure of the first pressure sequence and the second base pressure of the second pressure sequence are determined by using the continuous sampling values ​​before the occurrence of the ignition trigger event. The first pressure peak interval of the first pressure sequence and the second pressure peak interval of the second pressure sequence are extracted.

9. The step-by-step inflatable device for water rescue according to claim 8, characterized in that, The extraction of the pressure peak integral area difference and the gas transmission hysteresis includes: performing an integral operation on the first pressure sequence after deducting the first base pressure according to the first pressure peak interval to obtain the first pressure peak integral area; performing an integral operation on the second pressure sequence after deducting the second base pressure according to the second pressure peak interval to obtain the second pressure peak integral area; calculating the pressure peak integral area difference using the first pressure peak integral area and the second pressure peak integral area; and comparing the time relationship between the first peak pressure sampling position and the second peak pressure sampling position to extract the gas transmission hysteresis.

10. The step-by-step inflatable device for water rescue according to claim 9, characterized in that, The method for constructing flow resistance recording points includes: extracting the total number of times the current ignition sequence has been completed, and combining the total number of times, the pressure peak integral area difference, the gas transmission hysteresis, and the second pressure peak integral area to form the flow resistance recording point for the current ignition stage.

11. The step-by-step inflatable device for water rescue according to claim 10, characterized in that, The method for generating the transient congestion index includes: A piecewise nonlinear mapping relationship between the number of ignitions and the difference in the integral area of ​​the pressure wave peak is constructed by connecting the flow resistance recording points of multiple consecutive ignition stages. Based on the piecewise nonlinear mapping relationship, the changing trends of the integral area of ​​the first pressure peak, the integral area of ​​the second pressure peak, and the gas transfer hysteresis in adjacent ignition stages are compared sequentially to determine the critical flow resistance boundary point. Determine the relative position of the flow resistance record point and the critical flow resistance boundary point during the current ignition stage, and generate a transient congestion index that includes either an uncrossed state identifier or a continuously crossed order.

12. The step-by-step inflatable device for water rescue according to claim 11, characterized in that, Dynamic adjustment of the standard interval time includes: extracting the gas transfer completion time from the ignition stage that has not crossed the critical flow resistance boundary point to update the standard interval time; determining the undervoltage protection time boundary based on the updated standard interval time and the number of remaining normal igniters; using the updated standard interval time as the initial variable, performing recursive extension on the initial variable according to the consecutive crossing order included in the transient congestion index to obtain candidate flexible extension interval times; comparing and filtering the candidate flexible extension interval times with the undervoltage protection time boundary, and outputting the flexible extension interval time.

13. The step-by-step inflatable device for water rescue according to claim 12, characterized in that, The throttling relaxation waiting process includes: temporarily delaying the start of the next normal igniter according to the elastic extension interval time; continuously acquiring the updated first pressure sequence and second pressure sequence during the throttling relaxation waiting period; updating the pressure peak integral area difference and the second pressure peak integral area; starting the next normal igniter when the waiting time reaches the elastic extension interval time and the pressure release condition is met; and performing a further extension constrained by the undervoltage protection time boundary when the pressure release condition is not met, or starting the remaining normal igniters when the forced single ignition condition is met.

14. The inflation control method for a step-by-step inflator for water rescue as described in any one of claims 1-13, characterized in that, include: In response to the ignition trigger event, the system synchronously acquires the first pressure sequence from the pressure stabilizing tank side and the second pressure sequence from the target inflation component side. It extracts the pressure peak integral area difference and gas transmission hysteresis from the first and second pressure sequences to construct flow resistance recording points and generate a transient congestion index based on these points. The system then obtains a pre-configured standard interval time corresponding to the target inflation component specifications, dynamically adjusts the standard interval time based on the transient congestion index to obtain an elastic extension interval time, and uses this elastic extension interval time to perform throttling relaxation waiting and verify the pressure release state within the pressure stabilizing tank. Finally, it combines this with the current pressure of the target inflation component to complete closed-loop inflation control.

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