Vehicle airbag control method and device, vehicle and storage medium

Abstract

Embodiments of the present application provide a control method and device of a vehicle airbag, a vehicle and a storage medium. The method comprises: when a vehicle collision is detected, determining an overall forward movement probability and a lower limb submersion probability of an occupant according to a reference pose of a frontal airbag and a key part pose of the occupant; determining a collision protection type of the frontal airbag according to the overall forward movement probability and the lower limb submersion probability; and determining an unfolding mode of each chamber airbag bag body in the frontal airbag based on the collision protection type. Embodiments of the present application accurately quantify the collision risks of different parts of the occupant, accurately adjust the unfolding mode of each chamber airbag bag body in the vehicle airbag, make the frontal airbag fully adapt to different kinematic injuries of the occupant after the collision, ensure that the vehicle airbag provides diversified and effective collision protection for the occupant, and improve the reliability of the vehicle airbag for the safety protection of the occupant.

Description

Technical Field

[0001] This application relates to the field of vehicle data processing technology, specifically to a method, device, vehicle, and storage medium for controlling vehicle airbags. Background Technology

[0002] Vehicles may encounter various accidents during operation, threatening the safety of occupants, making airbags increasingly important for overall vehicle safety protection. Furthermore, with the upgrading of intelligent cockpit comfort technology and the popularization of intelligent driving technology, vehicle seats can support occupants to adjust their seating direction and backrest angle to varying degrees, freeing them from being confined to a standard sitting posture.

[0003] Currently, the mainstream design approach for airbags by various manufacturers remains at the stage of standardized, fixed-type airbags, without considering customized solutions based on passenger type or collision type. This deficiency results in airbags providing very limited protection for passengers in many cases, especially when occupants are in non-standard sitting positions. In such cases, the deployment of current standardized, fixed-type airbags may even exacerbate the injury to occupants. Summary of the Invention

[0004] This application provides a method, device, vehicle, and storage medium for controlling vehicle airbags. It accurately quantifies the collision risk of different parts of the occupant, enables precise adjustment of the deployment shape of each chamber of the airbag, ensures that the vehicle airbag provides diversified and effective collision protection for the occupant, and improves the reliability of the vehicle airbag for occupant safety protection.

[0005] In a first aspect, embodiments of this application provide a method for controlling a vehicle airbag, the method comprising: When a vehicle collision is detected, the overall forward thrust probability and lower limb dive probability of the occupant are determined based on the reference pose of the frontal airbag and the pose of the occupant's key body parts. The collision protection type of the frontal airbag is determined based on the overall forward impact probability and the lower limb descent probability. Based on the collision protection type, the deployment shape of each chamber airbag in the frontal airbag is determined.

[0006] Secondly, embodiments of this application provide a control device for a vehicle airbag, the device comprising: The motion probability determination module is used to determine the overall forward thrust probability and lower limb dive probability of the occupant based on the reference pose of the frontal airbag and the pose of the key parts of the occupant when a vehicle collision is detected. The collision protection analysis module is used to determine the collision protection type of the frontal airbag based on the overall forward impact probability and the lower limb descent probability. An airbag control module is used to determine the deployment configuration of each chamber airbag in the frontal airbag based on the collision protection type.

[0007] Thirdly, embodiments of this application provide a vehicle, the vehicle comprising: A processor and a memory, the memory being used to store a computer program, and the processor being used to call and run the computer program stored in the memory to execute the vehicle airbag control method provided in the first aspect of this application.

[0008] Fourthly, embodiments of this application provide a computer-readable storage medium for storing a computer program that causes a computer to execute the vehicle airbag control method provided in the first aspect of this application.

[0009] Fifthly, embodiments of this application provide a computer program product, including a computer program / instructions, which, when executed by a processor, implement the vehicle airbag control method provided in the first aspect of this application.

[0010] The technical solution provided in this application, upon detecting a vehicle collision, determines the overall forward momentum probability and lower limb descent probability of the occupant based on the reference pose of the frontal airbag and the pose of the occupant's key body parts. Then, based on these probabilities, the collision protection type of the frontal airbag is analyzed to determine the deployment shape of each chamber's airbag. By precisely quantifying the collision risk of different occupant body parts, the deployment shape of each chamber's airbag is precisely adjusted, enabling the frontal airbag to comprehensively adapt to different kinematic injuries sustained by the occupant after a collision. This ensures the vehicle airbag provides diverse and effective collision protection for the occupant, improving the reliability of the vehicle airbag's safety protection for the occupant. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 A flowchart of a vehicle airbag control method provided in this application embodiment; Figure 2 An exemplary schematic diagram of a frontal airbag installed in a vehicle according to an embodiment of this application; Figure 3A flowchart illustrating another vehicle airbag control method provided in this application embodiment; Figure 4 A flowchart of another vehicle airbag control method provided in an embodiment of this application; Figure 5 A schematic block diagram of a vehicle airbag control device provided in this application embodiment; Figure 6 A schematic block diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0013] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0014] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or server that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or devices.

[0015] To address the limited protective effect of existing airbags on passengers, especially when occupants are in non-standard seating positions, the deployment of current standardized airbags may even exacerbate injuries. This application proposes a novel control scheme for vehicle airbags. By analyzing the reference pose of the frontal airbag and the poses of key occupant body parts, the overall forward thrust probability and lower limb descent probability of the occupant are determined, thus accurately quantifying the collision risk to different parts of the occupant's body. Then, based on the overall forward thrust probability and lower limb descent probability, the collision protection type of the frontal airbag is analyzed to determine the deployment shape of each chamber's airbag. This allows for precise adjustment of the deployment shape of each chamber's airbag, enabling the frontal airbag to comprehensively adapt to different kinematic injuries sustained by the occupant after a collision, thereby improving the reliability of vehicle airbag protection for occupants.

[0016] Figure 1 This is a flowchart illustrating a vehicle airbag control method provided in an embodiment of this application. This method can be executed by the vehicle airbag control device provided in this application. The vehicle airbag control device can be implemented using any software and / or hardware method. Exemplarily, this vehicle airbag control device can be applied to any vehicle.

[0017] Specifically, such as Figure 1 As shown, the method may include the following steps: S110, when a vehicle collision is detected, determines the overall forward momentum probability and lower limb downward momentum probability of the occupant based on the reference position of the front airbag and the position of the occupant's key body parts.

[0018] To ensure occupant safety while the vehicle is in motion, multiple types of airbags are typically installed for each seat, such as seatbelt airbags, outer seat airbags, and front seat airbags, to comprehensively guarantee occupant safety. In this application, the frontal airbag can be a front seat airbag installed in front of each seat.

[0019] For example, the front airbag corresponding to the front passenger seat can be installed above the glove box in the dashboard, above the glove box, or on the top outer part of the front passenger dashboard. The front airbag corresponding to each rear seat can be installed on the back of the front seat directly in front of each rear seat.

[0020] With the upgrading of intelligent cockpit comfort technology and the popularization of intelligent driving technology, vehicle seats can support occupants to adjust their seating direction and backrest angle to varying degrees, freeing them from being confined to a standard sitting posture. Therefore, to improve the overall reliability of vehicle airbags in protecting occupants, this application can analyze various kinematic injuries that occupants may suffer after a vehicle collision to determine the key areas requiring focused protection. For example, key areas could include the occupant's head, shoulders, chest, knees, and legs.

[0021] Therefore, to ensure that vehicle airbags can comprehensively adapt to the different kinematic injuries suffered by occupants after a collision, this application can configure the frontal airbag of each seat as a multi-chamber airbag, and each chamber of the frontal airbag can be configured to target specific critical areas of the occupant, allowing each chamber to provide independent and effective focused protection for its corresponding critical areas. For example, such as Figure 2As shown, if the frontal airbag is divided into upper and lower chambers, the upper chamber airbag can serve as a buffer chamber to provide key cushioning protection for the occupant's head, shoulders, and chest; while the lower chamber airbag can serve as a restraint chamber to provide key restraint protection for the occupant's knees and legs.

[0022] Furthermore, to achieve diverse deployment of each chamber's airbag within the frontal airbag, this application allows for the configuration of an integrated gas generator supporting master-slave coordination at the associated assembly location of the frontal airbag. The frontal airbag in this application can then be deployed via this integrated gas generator.

[0023] Specifically, the aforementioned integrated gas generator may include a main gas generator and multiple sub-gas generators. The main gas generator can be used to control the deployment sequence of the airbag compartments within the frontal airbag using a multi-stage detonation method. Each sub-gas generator can be connected to any airbag compartment within the frontal airbag via a pull strap, allowing for fine-tuning of the deployment shape of the corresponding airbag compartment through the tension of the pull strap. Each sub-gas generator can be a small gas generator.

[0024] In this application, the main gas generator can inflate each chamber of the front airbag separately through multi-stage detonation, thereby controlling the sequential deployment of each chamber of the front airbag. For example, the main gas generator can be equipped with multiple detonation controls, each corresponding to one chamber of the front airbag. By controlling whether each detonation control in the main gas generator is operational and adaptively configuring the detonation intensity of each control, the inflation of each chamber of the front airbag and the achievable inflation size of each chamber can be controlled, thereby controlling the sequential deployment of each chamber of the front airbag to form a basic deployment configuration.

[0025] like Figure 2 As shown, taking a frontal airbag divided into upper and lower chambers as an example, the main gas generator can set a first-stage detonation control for the upper chamber airbag and a second-stage detonation control for the lower chamber airbag. By controlling whether the first-stage and second-stage detonation controls work synchronously or sequentially, the upper and lower chamber airbags can be inflated at corresponding detonation intensities, allowing them to form a basic deployment configuration.

[0026] The individual sub-gas generators do not inflate the individual chamber airbags within the frontal airbag. Instead, they are connected to key areas of the corresponding chamber airbags via straps. These key areas can be either inside or outside the corresponding chamber airbag. Based on the main gas generator controlling the sequential deployment of the individual chamber airbags in the frontal airbag to form a basic deployment configuration, this application can further control the operation of each sub-gas generator, providing varying degrees of strap tension to the operational sub-gas generators. This causes corresponding deformations in the connected chamber airbags within the basic deployment configuration, thereby fine-tuning the deployment shape of the corresponding chamber airbags. This achieves enhanced local stiffness and precise shaping of key area protrusions or expansion contours after deployment of the individual chamber airbags in the frontal airbag.

[0027] like Figure 2 As shown, taking a frontal airbag divided into upper and lower chambers as an example, based on the main gas generator controlling the upper and lower chamber airbags to form a basic deployment shape, multiple sub-gas generators can be connected to different key areas of the upper and lower chamber airbags via straps. By controlling the operation of the sub-gas generators connected to the lower chamber airbag to provide tension on the straps, the lower chamber airbag can undergo further shape adjustments within the basic deployment shape. For example, after the lower chamber airbag deforms with the straps in the basic deployment shape, it can quickly form a higher-rigidity wedge-shaped support block to restrain the lower limbs during descent.

[0028] Based on the specific structure of the integrated gas generator described above, this application can selectively detonate the main gas generator and various small sub-gas generators in the integrated gas generator at different times, thereby dynamically and continuously adjusting the final deployment shape of each chamber airbag in the frontal airbag to precisely match the different kinematic injuries caused to the occupant after a collision.

[0029] Therefore, during vehicle operation, this application can utilize various sensors configured in the vehicle, such as attitude sensors, position sensors, angle sensors, collision sensors, cabin radar, cameras, etc. installed at different locations in the cabin, to collect multi-source perception information of the vehicle in real time, and perform fusion analysis on the multi-source perception information to detect the vehicle's driving status and the occupant status of each seat in real time, thereby determining whether a collision has occurred and whether the collision protection process needs to be activated.

[0030] Specifically, when a vehicle collision is detected, this application will comprehensively analyze the multi-source perception information collected in real time to determine the specific installation position, installation direction, angle and other posture information of the front airbag for each seat, so as to obtain the reference posture of the front airbag.

[0031] Furthermore, by comprehensively analyzing the multi-source sensing information collected in real time, it is also possible to identify the specific position, orientation, angle, and other posture information of each key part of the occupant's head, shoulders, chest, knees, and legs for each seat, so as to obtain the posture information of each key part of the occupant as the posture of the key parts in this application.

[0032] In some embodiments, for the rear seats, the front airbags for each rear seat are typically mounted on the backrests of the front seats directly in front of the rear seats, indicating that the reference orientation of the front airbags is related to the specific orientation of the front seatbacks. Therefore, this application can determine the reference orientation of the front airbags by analyzing the specific orientation, orientation, and backrest tilt angle of the front seatbacks where the front airbags are mounted.

[0033] Then, in order to improve the reliability of vehicle airbags in protecting occupants, this application comprehensively analyzes the reference pose of the front airbag and the pose of the key parts of the occupant to determine the relative positional and attitude relationships between the key parts of the occupant and the front airbag.

[0034] Furthermore, by analyzing the relative positional and postural relationships between the occupant's various critical body parts and the frontal airbag, the overall dimensions of the occupant's current seating space can be determined. This allows for the analysis of the potential movements of the occupant's various critical body parts within these dimensions during a vehicle collision. A comprehensive kinematic analysis of these movements during a collision determines the overall forward thrust probability and lower limb descent probability, facilitating subsequent analysis of specific areas requiring focused protection after a collision. This ensures the frontal airbag can comprehensively address the various kinematic injuries sustained by the occupant after a collision.

[0035] Among them, the overall forward throw probability of the occupant can represent the specific risk level of the occupant's upper body being thrown forward after a vehicle collision, while the lower limb subsidence probability of the occupant can represent the specific risk level of the occupant's lower body being subsidence after a vehicle collision.

[0036] S120 determines the collision protection type of the frontal airbag based on the overall forward impact probability and the lower limb descent probability.

[0037] Considering that occupants typically experience two movements during a vehicle collision due to inertia: overall forward thrust and lower limb subsidence, frontal airbags provide corresponding collision protection for occupants in response to both of these movements.

[0038] Therefore, to ensure that vehicle airbags provide diverse and effective collision protection for occupants, this application can pre-set two collision protection types: a full protection mode and a limited protection mode, for both overall forward thrust and lower limb descent movements during a vehicle collision. The full protection mode indicates that the frontal airbags provide effective collision protection for both overall forward thrust and lower limb descent movements during a collision; while the limited protection mode indicates that the frontal airbags provide effective collision protection for only one of these two movements.

[0039] At this point, in response to the two movements of the occupant under inertia during a vehicle collision, this application can pre-set corresponding overall forward thrust thresholds and lower limb downward thrust thresholds to represent the boundary values ​​for whether the front airbag needs to provide collision protection for the two movements of the occupant under inertia.

[0040] Therefore, after obtaining the overall forward throw probability and the lower limb descent probability of the occupant, this application can compare the overall forward throw probability of the occupant with a preset overall forward throw threshold to determine whether the frontal airbag needs to provide collision protection for the overall forward throw motion of the occupant under inertia. Furthermore, this application can also compare the lower limb descent probability of the occupant with a preset lower limb descent threshold to determine whether the frontal airbag needs to provide collision protection for the lower limb descent motion of the occupant under inertia.

[0041] Specifically, if the probability of the occupant's overall forward momentum is greater than or equal to a preset overall forward momentum threshold, then the frontal airbag needs to provide collision protection for the occupant's overall forward momentum due to inertia; conversely, if the probability of the occupant's overall forward momentum is less than the preset threshold, then the frontal airbag does not need to provide collision protection for the occupant's overall forward momentum due to inertia. Furthermore, if the probability of the occupant's lower limbs sinking is greater than or equal to a preset threshold, then the frontal airbag needs to provide collision protection for the occupant's lower limbs sinking due to inertia; conversely, if the probability of the occupant's lower limbs sinking is less than the preset threshold, then the frontal airbag does not need to provide collision protection for the occupant's lower limbs sinking due to inertia.

[0042] Therefore, by analyzing whether the front airbag needs to provide collision protection for the two movements of overall forward thrust and lower limb descent of the occupant under inertia, it is possible to determine whether the collision protection type of the front airbag is a full protection mode or a limited protection mode. This allows for subsequent control of the deployment shape of each chamber airbag in the front airbag by deploying the relevant chamber airbags under this collision protection type.

[0043] S130, based on the type of collision protection, determines the deployment configuration of each chamber airbag in the frontal airbag.

[0044] In this application, by analyzing the type of collision protection corresponding to the vehicle collision, it is determined which type of movement the front airbag needs to provide collision protection for the occupants in the vehicle collision, thereby analyzing which key parts of the occupants would have a greater collision risk in the vehicle collision and thus need to be given special protection. Then, by analyzing which critical parts of the occupant each chamber of the frontal airbag is designed for, the specific chambers and their corresponding gas generators can be identified. Based on the specific collision risk levels at these critical parts, corresponding detonation commands are generated for these gas generators, consisting of the detonation sequence, detonation pressure of each chamber airbag, and tension of the internal straps. This dynamically and continuously adjusts the inflation timing, inflation intensity, and / or internal strap tension of each chamber airbag in the frontal airbag, thereby determining the deployment shape of each chamber airbag. This allows for precise adjustment of the deployment shape of each chamber airbag in the vehicle's airbag system, ensuring that the frontal airbag can comprehensively adapt to different kinematic injuries suffered by the occupant after a collision.

[0045] It's understandable that the various chambers of a frontal airbag are designed to target different critical areas of the occupant. Different collision protection types require targeted protection for these critical areas. Therefore, by analyzing the specific critical areas requiring protection under different collision protection types, it's possible to determine the corresponding airbag chambers that need to deploy in different collision protection modes. Consequently, different airbag chamber information is configured for different collision protection types to establish a correlation between the collision protection type and the corresponding airbag chambers. This ensures the effective deployment of the relevant airbag chambers under different collision protection modes, thereby improving the reliability of the vehicle's airbags in protecting occupants.

[0046] Therefore, after determining the collision protection mode of the front airbag, the relevant chamber airbags of the front airbag under the above-mentioned collision protection mode can be found according to the preset correlation between the collision protection type and the corresponding chamber airbag. The corresponding ignition command is output to the corresponding gas generator equipped for the relevant chamber airbag to control the corresponding gas generator to ignite the relevant chamber airbag, thereby determining the deployment form of each chamber airbag in the front airbag.

[0047] In some embodiments, in order to ensure that vehicle airbags provide diverse and effective collision protection for occupants, this application may determine the deployment configuration of each chamber airbag in the frontal airbag in the following two ways: Method 1: Determine the deployment shape of each chamber airbag in the frontal airbag according to the predefined multi-chamber airbag deployment strategy under the collision protection type.

[0048] Specifically, to ensure timely and effective deployment of frontal airbags under different collision protection types, this application analyzes the critical areas requiring occupant protection under different collision protection types and the corresponding airbag chambers designed for these critical areas. Using preset deployment pressures and strap tensions, a suitable multi-chamber airbag deployment strategy is predefined for each collision protection type. This strategy specifies the deployment sequence, pressure, and strap tension of the corresponding airbag chambers under that collision protection type.

[0049] Therefore, after determining the collision protection type of the frontal airbag, this application can directly find the predefined multi-chamber airbag deployment strategy under that collision protection type. Then, by analyzing the specific deployment logic, such as the deployment sequence, deployment pressure, and strap tension of the corresponding chamber airbags involved in the multi-chamber airbag deployment strategy, corresponding deployment commands are generated for the relevant gas generators (e.g., the main gas generator and some sub-gas generators) assembled in the integrated gas generator for the aforementioned corresponding chamber airbags. This controls the operation of the main gas generator to sequentially inflate the corresponding chamber airbags involved in the frontal airbag under that collision protection type, and controls the operation of the aforementioned sub-gas generators to provide strap tension to the corresponding chamber airbags through the straps. This causes the corresponding chamber airbags to undergo further morphological fine-tuning after being inflated by the main gas generator, thereby determining the final deployment shape of each chamber airbag in the frontal airbag.

[0050] Method 2: Based on the overall forward impact probability and the lower limb descent probability, determine the collision protection level of the predefined key protection parts under the collision protection type; based on the collision protection level of the key protection parts, generate the multi-chamber airbag deployment strategy for the frontal airbag to determine the deployment shape of each chamber airbag in the frontal airbag.

[0051] Specifically, considering that the overall forward throw probability and the lower limb submersion probability of an occupant represent the specific risk levels of the two possible movements—overall forward throw and lower limb submersion—after a vehicle collision, the higher the overall forward throw probability and the lower limb submersion probability of the occupant, the higher the collision risk of these two movements, and the higher the collision protection performance that the frontal airbags need to provide. Therefore, in order to improve the reliability of vehicle airbags in protecting occupants, this application can divide the overall forward throw probability and the lower limb submersion probability of the occupant into different probability intervals, with each probability interval representing a collision protection level.

[0052] Furthermore, since the critical parts of the occupants that require priority protection differ under different types of collision protection, the corresponding critical parts that require priority protection can be predefined under each type of collision protection as the critical protection parts in this application.

[0053] Therefore, after determining the collision protection type of the frontal airbag, this application can directly determine the key protected parts of the occupant under that collision protection type. Moreover, by analyzing the probability range of the specific probability values ​​of the overall forward impact probability and the lower limb subsidence probability of the occupant, the collision protection level of the aforementioned key protected parts under that collision protection type can be determined.

[0054] Then, for each critical protective component, this application can determine the corresponding chamber airbag for each critical protective component in the frontal airbag. Then, by analyzing the collision protection level of each critical protective component, the specific detonation logic, such as the detonation sequence, detonation pressure, and strap tension, of each corresponding chamber airbag is determined, thereby generating a multi-chamber airbag detonation strategy for the frontal airbag.

[0055] Furthermore, by analyzing the specific detonation logic, such as the detonation sequence, detonation pressure, and strap tension, of the corresponding chamber airbags involved in the aforementioned multi-chamber airbag detonation strategy, corresponding detonation commands are generated for the relevant gas generators (such as the main gas generator and some sub-gas generators) assembled in the integrated gas generator for the corresponding chamber airbags. This controls the operation of the main gas generator to sequentially inflate the corresponding chamber airbags involved in the frontal airbag under this collision protection type, and controls the operation of the aforementioned sub-gas generators to provide strap tension to the corresponding chamber airbags through the straps. This causes the corresponding chamber airbags to undergo further shape fine-tuning after being inflated by the main gas generator, thereby determining the final deployment shape of each chamber airbag in the frontal airbag.

[0056] The technical solution provided in this application, upon detecting a vehicle collision, determines the overall forward momentum probability and lower limb descent probability of the occupant based on the reference pose of the frontal airbag and the pose of the occupant's key body parts. Then, based on these probabilities, the collision protection type of the frontal airbag is analyzed to determine the deployment shape of each chamber's airbag. By precisely quantifying the collision risk of different occupant body parts, the deployment shape of each chamber's airbag is precisely adjusted, enabling the frontal airbag to comprehensively adapt to different kinematic injuries sustained by the occupant after a collision. This ensures the vehicle airbag provides diverse and effective collision protection for the occupant, improving the reliability of the vehicle airbag's safety protection for the occupant.

[0057] As an optional implementation in this application, in order to ensure that the vehicle airbags provide diverse and effective collision protection for the occupants, this application can provide a detailed explanation of the specific determination process of the overall forward impact probability and the lower limb subsidence probability of the occupants.

[0058] Figure 3 A flowchart of another vehicle airbag control method provided in this application embodiment, the method specifically including the following steps: S310, when a vehicle collision is detected, determines the description features of the seating space between the front airbag and the occupant based on the reference pose of the front airbag and the pose of the key parts of the occupant.

[0059] In this application, to improve the reliability of vehicle airbags in protecting occupants, upon detecting a vehicle collision, this application comprehensively analyzes real-time collected multi-source perception information to determine the specific installation position, direction, angle, and other posture information of the frontal airbags for each seat, thereby obtaining the reference posture of the frontal airbags. Furthermore, by comprehensively analyzing the real-time collected multi-source perception information, it can also identify the specific position, orientation, angle, and other posture information of various key parts of the occupant, such as the head, shoulders, chest, knees, and legs, for each seat, thereby obtaining the posture information of each key part of the occupant, which serves as the key part posture in this application.

[0060] Then, by comparing and analyzing the reference pose of the front airbag and the pose of the key parts of the occupant, the relative distances between the key parts of the occupant and the front airbag (such as head distance, shoulder distance, chest distance, knee distance, etc.), the height differences between different key parts of the occupant (such as knee-shoulder height difference, knee-chest height difference, etc.), the specific assembly angle of the front airbag (such as front airbag in the front seat), and the posture angles of different key parts of the occupant are calculated as multi-dimensional spatial features. These features form the current passenger space description features, which can comprehensively and completely describe the entire passenger space dimensions in which the occupant is currently located.

[0061] S320 determines the overall forward thrust probability and lower limb dive probability of the occupants based on the characteristics of the riding space description.

[0062] To improve the reliability of vehicle airbags in protecting occupants, after obtaining the descriptive features of the seating space between the frontal airbag and the occupant, this application can perform corresponding feature analysis on these features to determine the size of the entire seating space currently occupied by the occupant, and then analyze the possible movements of various key parts of the occupant during a vehicle collision. By conducting a comprehensive kinematic analysis of the possible movements of various key parts of the occupant during a vehicle collision, the overall forward thrust probability and lower limb descent probability of the occupant can be determined. This facilitates subsequent analysis of the specific parts of the occupant that require focused protection after a vehicle collision, ensuring that the frontal airbag can comprehensively adapt to the different kinematic injuries sustained by the occupant after a collision.

[0063] In some embodiments, considering that collisions of a vehicle in different directions and with different degrees can cause different kinematic injuries to different parts of the occupant, this application can determine the overall forward thrust probability and lower limb subduction probability of the occupant based on the characteristics of the passenger space, the direction of the collision, and the intensity of the collision, in order to improve the reliability of the vehicle airbag in protecting the occupant.

[0064] Specifically, this application can analyze the detected vehicle collision signal to determine whether the collision was a side collision or a frontal collision, thereby determining the corresponding collision direction. Furthermore, by analyzing the detected vehicle collision signal, the specific impact force at the time of the collision can also be determined, thus establishing the corresponding collision intensity, which indicates the severity of the vehicle collision.

[0065] Then, by performing corresponding feature analysis on the description features of the seating space, the size of the entire seating space in which the occupant is currently located is determined. Combined with the aforementioned collision direction and intensity, the relative motion direction and amplitude of each key part of the occupant during the vehicle collision within the seating space are determined. Finally, by conducting a comprehensive kinematic analysis of the relative motion direction and amplitude of each key part of the occupant during the vehicle collision within the seating space, the overall forward thrust probability and lower limb descent probability of the occupant can be determined.

[0066] For example, to ensure the accuracy of the overall forward impact probability and lower limb subsidence probability of the occupant, this application can use a large amount of vehicle collision data and the description features of the frontal airbag and the seating space between the occupants to pre-train a collision risk analysis model for accurately predicting the overall forward impact probability and lower limb subsidence probability of the occupant during a vehicle collision. That is, this application can uniformly input the description features of the frontal airbag and the seating space between the occupants, as well as the collision direction and intensity during a vehicle collision, into the pre-trained collision risk analysis model. This model then comprehensively analyzes the aforementioned seating space description features, collision direction, and collision intensity to determine the relative motion direction and relative motion amplitude of various key parts of the occupant during the vehicle collision within the seating space. This analysis analyzes the potential collision injuries to various key parts of the occupant, thereby outputting the overall forward impact probability and lower limb subsidence probability of the occupant.

[0067] S330 determines the collision protection type of the frontal airbag based on the overall forward impact probability and the lower limb descent probability.

[0068] S340 determines the deployment configuration of each chamber airbag in the frontal airbag based on the type of collision protection.

[0069] The technical solution provided in this application uses the overall forward impact probability and lower limb descent probability of the occupant to accurately quantify the collision risk of different parts of the occupant, thereby determining the collision protection type of the front airbag. Based on this collision protection type, the deployment shape of each chamber airbag in the front airbag is determined, thus achieving precise adjustment of the deployment shape of each chamber airbag in the vehicle airbag. This allows the front airbag to fully adapt to different kinematic injuries caused by the occupant after a collision, ensuring that the vehicle airbag provides diversified and effective collision protection for the occupant and improving the reliability of the vehicle airbag for occupant safety protection.

[0070] According to one or more embodiments of this application, due to the upgrading of intelligent cockpit comfort technology and the popularization of intelligent driving technology, vehicle seats can support occupants to adjust their seating direction and backrest angle to different degrees. This means that front airbags may not be able to face the occupants directly to provide effective collision protection. Furthermore, because front airbags may not provide effective collision protection for certain occupants (e.g., children in child seats) or occupants in certain sitting positions (e.g., lying flat), the deployment of the front airbag may even cause secondary impact injuries due to insufficient airbag cushioning space. Therefore, to improve the reliability of vehicle airbags in protecting occupants, this application first needs to analyze whether the front airbag can provide effective collision protection for occupants in the current state. The following is combined with... Figure 4 This application provides a detailed explanation of the specific deployment process of the frontal airbags during a vehicle collision.

[0071] Figure 4 A flowchart illustrating another vehicle airbag control method provided in this application embodiment, the method specifically including the following steps: S410, when a vehicle collision is detected, determines the orientation matching between the front airbag and the occupant based on the reference position of the front airbag and the position of the occupant's key parts.

[0072] With the upgrading of intelligent cockpit comfort technology and the popularization of intelligent driving technology, vehicle seats can support occupants to adjust the seating direction and backrest angle to different degrees. This means that front airbags may not be able to face the occupants directly to provide effective collision protection.

[0073] Therefore, after obtaining the reference pose of the frontal airbag and the pose of the occupant's key body parts, this application first analyzes these poses to determine the specific orientation of the frontal airbag and the specific seating direction of the occupant. Then, by comparing the specific orientation of the frontal airbag with the specific seating direction of the occupant, it determines whether the frontal airbag and the occupant are positioned face-to-face. For example, the frontal airbag may face rearwards towards the occupant, while the occupant faces forward towards the frontal airbag, ensuring that the frontal airbag provides effective collision protection for the occupant. This determines the orientational compatibility between the frontal airbag and the occupant.

[0074] In other words, if the front airbag is positioned facing the occupant, then the orientation between the front airbag and the occupant is matched; however, if the front airbag is not positioned facing the occupant due to seat rotation, then the orientation between the front airbag and the occupant is not matched.

[0075] S420 determines the corresponding occupant seating posture based on the position and posture of key parts.

[0076] Because frontal airbags cannot provide effective collision protection for occupants in certain sitting positions (such as lying flat), and may even cause secondary impact injuries due to insufficient airbag cushioning space, this application can also improve the reliability of vehicle airbags in protecting occupants by comprehensively analyzing the position and posture of key occupant parts to determine the specific movement posture of each key part, thereby determining the corresponding occupant sitting posture. This allows for a more accurate assessment of whether the airbag can provide effective collision protection for the occupant in that sitting posture.

[0077] S430 determines the corresponding airbag deployment indication parameters based on orientation matching, occupant seating position, and occupant category.

[0078] Because frontal airbags may not provide effective collision protection for certain occupants (such as children in child seats), and may even cause secondary impact injuries due to insufficient airbag cushioning when the frontal airbags deploy. Therefore, to improve the reliability of vehicle airbags in protecting occupants, this application can also identify the occupant category for each seat by recognizing the occupant image of each seat and determining whether a child seat is installed in each seat.

[0079] It is understandable that when frontal airbags provide collision protection for occupants, there are certain requirements regarding the orientation of the frontal airbag and the occupant, the occupant's sitting posture, and the occupant's category, in order to avoid causing secondary injuries to the occupant after the frontal airbag deploys.

[0080] Therefore, this application can utilize the orientation matching between the front airbag and the occupant, the occupant's sitting posture, and the occupant category to perform the following three-layer safety checks on whether the front airbag will deploy, in order to ensure the reliability of the vehicle's airbags in protecting the occupants: The first layer of safety check: Determine whether the orientation of the front airbag and the occupant is matched by judging whether the front airbag and the occupant are facing each other.

[0081] The second layer of safety check: By determining whether the occupant's sitting posture is an effective sitting posture other than lying flat, it is determined whether the front airbag can provide effective collision protection for the occupant.

[0082] The third layer of safety check: This involves determining whether the occupant category is other than children in child seats to assess whether the frontal airbags can provide effective collision protection for the occupants.

[0083] In summary, by following the three-layer safety check described above, it is possible to accurately determine whether the front airbags can provide effective collision protection for occupants in the current state. This determines whether the front airbags need to deploy in the event of a collision, generating corresponding airbag deployment indicator parameters. These parameters indicate whether the front airbags support deployment. For example, if the front airbags can provide effective collision protection, the deployment indicator parameter can be set to "1," indicating that the front airbags can deploy; conversely, if the front airbags cannot provide effective collision protection, the deployment indicator parameter can be set to "0," indicating that the front airbags should not deploy.

[0084] Specifically, the airbag deployment indicator parameter will only be an airbag available flag, such as "1", if all three safety checks mentioned above are passed, indicating that the front airbag can be deployed to provide safety protection for the occupants. If any one safety check fails, the airbag deployment indicator parameter will be an airbag disabled flag, such as "0", indicating that the front airbag does not support deployment and cannot provide safety protection for the occupants.

[0085] S440, determine whether the airbag deployment indicator parameter is an airbag availability indicator; if yes, proceed to S460; if no, proceed to S450.

[0086] By determining whether the airbag deployment indicator parameter is an airbag available sign or an airbag disabled sign, the system can accurately control whether the front airbags deploy.

[0087] S450 controls each chamber of the frontal airbag to remain in an unexploded state.

[0088] If the airbag deployment indicator is set to "airbag disabled," it means that the front airbags could not provide effective collision protection for the occupants in this vehicle collision. Therefore, to avoid secondary impact injuries to the occupants after the front airbags deploy, this application will not initiate a deployment command for the front airbags, keeping them in a safe disabled mode, thereby ensuring that each chamber of the front airbag remains in an undeployed state.

[0089] S460 determines the overall forward thrust probability and lower limb descent probability of the occupant based on the reference position of the frontal airbag and the position of the occupant's key body parts.

[0090] S470 determines the collision protection type of the frontal airbag based on the overall forward impact probability and the lower limb descent probability.

[0091] S480 determines the deployment configuration of each chamber airbag in the frontal airbag based on the type of collision protection.

[0092] The technical solution provided in this application performs a three-layer safety check on the front airbag by considering the orientation matching between the front airbag and the occupant, the occupant's sitting posture, and the occupant's category. This determines whether the front airbag needs to deploy, thus achieving a leap from "deploying in any collision" to "selective and focused deployment protection." Furthermore, when the front airbag supports deployment, the overall forward thrust probability and lower limb drop probability of the occupant are used to precisely quantify the collision risk to different parts of the occupant's body. This determines the collision protection type of the front airbag, and based on this type, the deployment shape of each chamber's airbag is determined. This allows for precise adjustment of the deployment shape of each chamber's airbag, enabling the front airbag to comprehensively adapt to different kinematic injuries sustained by the occupant after a collision. This ensures that the vehicle airbag provides diverse and effective collision protection for the occupant, improving the reliability of the vehicle airbag's occupant safety protection.

[0093] Figure 5 This is a schematic block diagram of a vehicle airbag control device provided in an embodiment of this application. Figure 5 As shown, the device 500 may include: The motion probability determination module 510 is used to determine the overall forward thrust probability and lower limb dive probability of the occupant based on the reference pose of the frontal airbag and the pose of the key parts of the occupant when a vehicle collision is detected. The collision protection analysis module 520 is used to determine the collision protection type of the frontal airbag based on the overall forward impact probability and the lower limb descent probability. The airbag control module 530 is used to determine the deployment shape of each chamber airbag in the frontal airbag based on the collision protection type.

[0094] In some possible implementations, the motion probability determination module 510 may include: The passenger space determination unit is used to determine the passenger space description features between the front airbag and the occupant based on the reference pose of the front airbag and the pose of the key parts of the occupant. The motion probability determination unit is used to determine the overall forward thrust probability and lower limb dive probability of the occupant based on the described characteristics of the riding space.

[0095] In some possible implementations, the motion probability determination unit can be specifically used for: Based on the description features of the seating space, the collision direction, and the collision intensity, the overall forward momentum probability and the lower limb downward momentum probability of the occupant are determined.

[0096] In some implementations, the airbag control module 530 can be specifically used for: Based on the predefined multi-chamber airbag deployment strategy under the aforementioned collision protection type, the deployment shape of each chamber airbag in the frontal airbag is determined.

[0097] In some implementations, the airbag control module 530 can also be specifically used for: Based on the overall forward momentum probability and the lower limb dive probability, the collision protection level of the predefined key protection parts under the collision protection type is determined; Based on the collision protection level of the key protected parts, a multi-chamber airbag deployment strategy for the frontal airbag is generated to determine the deployment shape of each chamber airbag in the frontal airbag.

[0098] In some implementations, the vehicle airbag control device 500 may further include an airbag deployment determination module. This airbag deployment determination module can be used for: The orientation matching between the frontal airbag and the occupant is determined based on the reference pose of the frontal airbag and the pose of the occupant's key body parts. Based on the position and posture of the key parts, determine the corresponding occupant sitting posture; Based on the orientation matching, the occupant's sitting posture, and the occupant's category, the corresponding airbag deployment indication parameters are determined so that when the airbag deployment indication parameters indicate that the airbag is available, the overall forward thrust probability and the lower limb descent probability of the occupant are determined.

[0099] In some implementations, the vehicle airbag control device 500 may further include an airbag shape retention module. This airbag shape retention module can be used for: If the airbag deployment indicator parameter is an airbag disable flag, then the airbag body of each chamber in the frontal airbag is controlled to remain in an undeployed state.

[0100] In some implementations, the frontal airbag is detonated via an associated integrated gas generator, which includes a main gas generator and multiple sub-gas generators. The main gas generator is used to control the deployment sequence of each chamber airbag in the front airbag by using a multi-stage detonation method; each of the sub-gas generators is connected to any chamber airbag in the front airbag by a pull strap, and is used to control the fine adjustment of the deployment shape of the corresponding chamber airbag in the front airbag by the pulling force of the pull strap.

[0101] In this embodiment, upon detecting a vehicle collision, the overall forward thrust probability and lower limb descent probability of the occupant are determined based on the reference pose of the frontal airbag and the pose of the occupant's key body parts. Then, based on these probabilities, the collision protection type of the frontal airbag is analyzed to determine the deployment shape of each chamber's airbag. This precise quantification of the collision risk to different parts of the occupant allows for accurate adjustment of the deployment shape of each chamber's airbag, ensuring the frontal airbag can comprehensively adapt to different kinematic injuries sustained by the occupant after a collision. This ensures the vehicle airbag provides diverse and effective collision protection for the occupant, improving the reliability of the vehicle airbag's occupant safety protection.

[0102] It should be understood that the device embodiments and method embodiments can correspond to each other, and similar descriptions can be referred to the method embodiments. To avoid repetition, further details will not be provided here. Specifically, Figure 5 The apparatus 500 shown can execute any of the method embodiments provided in this application, and the foregoing and other operations and / or functions of each module in the apparatus 500 are respectively for implementing the corresponding processes in the various methods of the embodiments of this application. For the sake of brevity, they will not be described in detail here.

[0103] The apparatus 500 of this application embodiment has been described above from the perspective of functional modules in conjunction with the accompanying drawings. It should be understood that this functional module can be implemented in hardware, in software instructions, or in a combination of hardware and software modules. Specifically, the steps of the method embodiments in this application can be completed by integrated logic circuits in the processor's hardware and / or by software instructions. The steps of the method disclosed in this application embodiment can be directly embodied as being executed by a hardware decoding processor, or by a combination of hardware and software modules in the decoding processor. Optionally, the software module can reside in a mature storage medium in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, etc. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps in the above method embodiments.

[0104] Figure 6 A schematic block diagram of a vehicle provided in an embodiment of this application.

[0105] like Figure 6 As shown, the vehicle 600 may include: The system includes a memory 610 and a processor 620. The memory 610 stores computer programs and transfers the program code to the processor 620. In other words, the processor 620 can retrieve and run the computer program from the memory 610 to implement the methods described in the embodiments of this application.

[0106] For example, the processor 620 can be used to execute the above-described method embodiments according to instructions in the computer program.

[0107] In some embodiments of this application, the processor 620 may include, but is not limited to: General-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0108] In some embodiments of this application, the memory 610 includes, but is not limited to: Volatile memory and / or non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM), used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDR SDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), and Direct Rambus RAM (DR RAM).

[0109] In some embodiments of this application, the computer program may be divided into one or more modules, which are stored in the memory 610 and executed by the processor 620 to perform the method provided in this application. The one or more modules may be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program in the vehicle.

[0110] like Figure 6 As shown, the vehicle may also include: Transceiver 630, which can be connected to processor 620 or memory 610.

[0111] The processor 620 can control the transceiver 630 to communicate with other devices; specifically, it can send information or data to other devices or receive information or data sent by other devices. The transceiver 630 may include a transmitter and a receiver. The transceiver 630 may further include antennas, and the number of antennas may be one or more.

[0112] It should be understood that the various components in the vehicle are connected through a bus system, which includes a data bus, a power bus, a control bus, and a status signal bus.

[0113] This application also provides a computer storage medium storing a computer program thereon, which, when executed by a computer, enables the computer to perform the methods of the above-described method embodiments. Alternatively, this application also provides a computer program product containing instructions that, when executed by a computer, cause the computer to perform the methods of the above-described method embodiments.

[0114] When implemented using software, it can be implemented entirely or partially as a computer program product. This computer program product includes one or more computer instructions. When these computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., digital video disc (DVD)), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0115] Those skilled in the art will recognize that the modules and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0116] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or modules may be electrical, mechanical, or other forms.

[0117] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. For example, the functional modules in the various embodiments of this application may be integrated into one processing module, or each module may exist physically separately, or two or more modules may be integrated into one module.

[0118] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle airbag, characterized in that, include: When a vehicle collision is detected, the overall forward thrust probability and lower limb dive probability of the occupant are determined based on the reference pose of the frontal airbag and the pose of the occupant's key body parts. The collision protection type of the frontal airbag is determined based on the overall forward impact probability and the lower limb descent probability. Based on the collision protection type, the deployment shape of each chamber airbag in the frontal airbag is determined.

2. The method according to claim 1, characterized in that, The determination of the occupant's overall forward thrust probability and lower limb descent probability based on the reference position of the frontal airbag and the position of the occupant's key body parts includes: Based on the reference pose of the frontal airbag and the pose of the key parts of the occupant, the characteristics of the riding space description between the frontal airbag and the occupant are determined. Based on the described characteristics of the riding space, the overall forward thrust probability and the lower limb dive probability of the occupant are determined.

3. The method according to claim 2, characterized in that, The step of determining the overall forward thrust probability and lower limb dive probability of the occupant based on the described characteristics of the riding space includes: Based on the description features of the seating space, the collision direction, and the collision intensity, the overall forward momentum probability and the lower limb downward momentum probability of the occupant are determined.

4. The method according to claim 1, characterized in that, The determination of the deployment configuration of each chamber airbag in the frontal airbag based on the collision protection type includes: Based on the predefined multi-chamber airbag deployment strategy under the aforementioned collision protection type, the deployment shape of each chamber airbag in the frontal airbag is determined.

5. The method according to claim 1, characterized in that, The determination of the deployment configuration of each chamber airbag in the frontal airbag based on the collision protection type includes: Based on the overall forward momentum probability and the lower limb dive probability, the collision protection level of the predefined key protection parts under the collision protection type is determined; Based on the collision protection level of the key protected parts, a multi-chamber airbag deployment strategy for the frontal airbag is generated to determine the deployment shape of each chamber airbag in the frontal airbag.

6. The method according to claim 1, characterized in that, Before determining the overall forward thrust probability and lower limb descent probability of the occupant based on the reference pose of the frontal airbag and the pose of the occupant's key body parts, the method further includes: The orientation matching between the frontal airbag and the occupant is determined based on the reference pose of the frontal airbag and the pose of the occupant's key body parts. Based on the position and posture of the key parts, determine the corresponding occupant sitting posture; Based on the orientation matching, the occupant's sitting posture, and the occupant's category, the corresponding airbag deployment indication parameters are determined so that when the airbag deployment indication parameters indicate that the airbag is available, the overall forward thrust probability and the lower limb descent probability of the occupant are determined.

7. The method according to claim 6, characterized in that, The method further includes: If the airbag deployment indicator parameter is an airbag disable flag, then the airbag body of each chamber in the frontal airbag is controlled to remain in an undeployed state.

8. The method according to claim 1, characterized in that, The frontal airbag is detonated via an integrated gas generator that is associated with it. The integrated gas generator includes a main gas generator and multiple sub-gas generators. The main gas generator is used to control the deployment sequence of each chamber airbag in the front airbag by using a multi-stage detonation method; each of the sub-gas generators is connected to any chamber airbag in the front airbag by a pull strap, and is used to control the fine adjustment of the deployment shape of the corresponding chamber airbag in the front airbag by the pulling force of the pull strap.

9. A control device for a vehicle airbag, characterized in that, include: The motion probability determination module is used to determine the overall forward thrust probability and lower limb dive probability of the occupant based on the reference pose of the frontal airbag and the pose of the key parts of the occupant when a vehicle collision is detected. The collision protection analysis module is used to determine the collision protection type of the frontal airbag based on the overall forward impact probability and the lower limb descent probability. An airbag control module is used to determine the deployment configuration of each chamber airbag in the frontal airbag based on the collision protection type.

10. A vehicle, characterized in that, include: A processor and a memory, the memory being used to store a computer program, the processor being used to call and run the computer program stored in the memory to perform the vehicle airbag control method according to any one of claims 1-8.

11. A computer-readable storage medium, characterized in that, Used to store a computer program that causes a computer to perform the vehicle airbag control method as described in any one of claims 1-8.

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