CN116552444A

CN116552444A - Airbag inflation control method, control device and vehicle

Info

Publication number: CN116552444A
Application number: CN202310547014.4A
Authority: CN
Inventors: 叶佳镇
Original assignee: Interface Optoelectronics Shenzhen Co Ltd; Interface Technology Chengdu Co Ltd; Yecheng Optoelectronics Wuxi Co Ltd; General Interface Solution Ltd
Current assignee: Interface Optoelectronics Shenzhen Co Ltd; Interface Technology Chengdu Co Ltd; General Interface Solution Ltd
Priority date: 2023-05-16
Filing date: 2023-05-16
Publication date: 2023-08-08

Abstract

The present application relates to an airbag inflation control method, a control device, and a vehicle. The airbag is applied to a vehicle, and includes m airbags which are sequentially arranged in a first direction and whose inflation volumes gradually increase. The inflation control method comprises the following steps: acquiring security threat parameters when a vehicle collides; determining threat level of the current collision to passengers in the vehicle according to the security threat parameters; according to the threat level, controlling n air bags corresponding to the threat level to be inflated; wherein, m and n are positive integers, and n is less than or equal to m. In this application, the volume of inflation of air bag is according to the threat degree of present collision to the passenger and adjusts, consequently air bag can provide sufficient protection for the passenger to air bag's volume can not be too big, thereby avoids air bag to cause secondary injury to the passenger.

Description

Airbag inflation control method, control device and vehicle

Technical Field

The present disclosure relates to the technical field of airbags, and in particular, to an inflation control method and device for an airbag, and a vehicle.

Background

Safety is one of the most important properties of a vehicle, and the provision of an airbag is an important means for improving the safety of the vehicle. Airbags in conventional vehicles typically trigger a sensor upon impact and thereby trigger a single airbag to inflate, thereby providing shock protection to the occupant via the airbag. However, the airbag in the conventional vehicle is generally directly inflated without difference when inflated, so that the inflation force of the airbag is applied to the occupant at one time, possibly resulting in secondary injury to the occupant.

Disclosure of Invention

Based on this, it is necessary to provide an airbag inflation control method, a control device and a vehicle for the problem that inflation force of an airbag is applied to a passenger at one time, which may cause secondary injury of the passenger, for the airbag inflation in a conventional vehicle, which is generally direct filling without difference.

According to a first aspect of the present application, there is provided an inflation control method of an airbag applied to a vehicle; the airbag includes m airbags which are sequentially arranged in a first direction and have an inflation volume gradually increasing, the m airbags being configured to be inflatable independently of each other;

the inflation control method includes:

acquiring security threat parameters when the vehicle collides;

determining the threat level of the current collision to passengers in the vehicle according to the security threat parameters;

controlling n air bags to be inflated according to the threat level; wherein, m and n are positive integers, and n is less than or equal to m.

In one embodiment, the security threat parameter includes one or more of a speed of the vehicle, an amount of impact force applied to the vehicle when the vehicle collides, a current position of a front seat of the vehicle, and a number of sensors triggered by the impact force applied to the vehicle.

In one embodiment, the step of obtaining the security threat parameter at the time of the vehicle collision comprises:

if the vehicle is in a running state, acquiring the speed of the vehicle;

if the vehicle is in a stationary state, the magnitude of an impact force applied to the vehicle when the vehicle collides is obtained.

In one embodiment, the step of determining the threat level of the current collision to the passengers in the vehicle according to the security threat parameters includes:

if the vehicle speed is 30-60 km/h, determining that the threat level is 1 level;

if the vehicle speed is 60-100 km/h, determining that the threat level is level 2;

and if the vehicle speed exceeds 100km/h, determining that the threat level is 3.

In one embodiment, the front seat of the vehicle is configured to be movable in a longitudinal direction of the vehicle and is directed from a head of the vehicle to a tail of the vehicle, and the front seat of the vehicle has a first position, a second position, and a third position in this order;

the step of acquiring the security threat parameters when the vehicle collides comprises the following steps:

a current position of a front seat of the vehicle is obtained.

if the current position is between the second position and the third position, determining that the threat level is 1 level;

if the current position is between the first position and the second position, determining that the threat level is level 2;

and if the current position is between the head of the vehicle and the first position, determining that the threat level is 3.

In one embodiment, the vehicle comprises a first sensor, a second sensor and a third sensor which are sequentially arranged at intervals along the wall thickness direction of the side wall of the vehicle body; the first sensor is used for sending out a first impact signal when being impacted, the second sensor is used for sending out a second impact signal when being impacted, and the third sensor is used for sending out a third impact signal when being impacted;

judging whether the first sensor sends out the first collision signal or not;

judging whether the second sensor sends out the second collision signal or not;

and judging whether the third sensor sends out the third collision signal.

if only the first collision signal is acquired, determining that the threat level is 1 level;

if only the first impact signal and the second impact signal are acquired, determining that the threat level is level 2;

and if the first impact signal, the second impact signal and the third impact signal are acquired, determining that the threat level is 3.

In one embodiment, the threat level comprises a 1 level to a L level, and the inflation control method further comprises:

and if the threat level is higher than the threat level by one level, controlling the number of the inflated air bags in the m air bags to be increased by 1.

In one embodiment, the step of controlling the inflation of n airbags corresponding to the threat level according to the threat level specifically includes:

and controlling the corresponding air bags to be inflated sequentially according to the sequence of the small inflation volumes of the n air bags from small inflation volumes to large inflation volumes.

According to a second aspect of the present application, there is also provided a control device comprising a memory, a processor and an inflation control program of an airbag stored on the memory and operable on the processor, the inflation control program of an airbag being configured to implement the steps of the inflation control method of an airbag as described above.

According to a third aspect of the present application, there is also provided a vehicle for implementing the inflation control method of an airbag as described above, the vehicle including:

a vehicle body;

the safety airbag is arranged on the vehicle body and comprises m airbags which are sequentially arranged along the first direction and have gradually increased inflation volumes, and inflation devices respectively connected with the m airbags;

the threat parameter sensing device is used for sensing a security threat parameter corresponding to the current collision when the vehicle is impacted; and

and the control device is electrically connected with the inflation device and the threat parameter sensing device respectively, and is the control device.

In one embodiment, the threat parameter sensing device comprises a first sensor, a second sensor and a third sensor which are sequentially arranged at intervals along the wall thickness direction of the vehicle body, wherein the first sensor is used for sending a first impact signal when being impacted, the second sensor is used for sending a second impact signal when being impacted, and the third sensor is used for sending a third impact signal when being impacted; and/or

The threat parameter sensing device comprises a plurality of impact sensors, wherein the impact sensors are arranged in the side wall of the vehicle body at intervals around the circumferential direction of the vehicle body, and the impact sensors are arranged in a pairwise opposite manner along the wall thickness direction of the vehicle body; and/or

The threat parameter sensing apparatus includes a seat position sensor for sensing a current position of a front seat of the vehicle.

In the technical scheme of this application, air bag includes m gasbags that set gradually along the first direction, and m gasbags can be inflated independently of each other. According to the method and the device, the safety threat parameters when the vehicle collides are obtained, so that the threat degree of the current collision of the vehicle to the passengers is judged according to the safety threat parameters, namely the threat level of the current collision to the passengers is determined. Finally, the inflation of the required number of air bags is controlled according to the threat degree of the current collision to the passengers, so that the passengers can obtain the buffer provided by the air bags with proper volumes. In this application, the volume of inflation of air bag is according to the threat degree of present collision to the passenger and adjusts, consequently air bag can provide sufficient protection for the passenger to air bag's volume can not be too big, thereby avoids air bag to cause secondary injury to the passenger.

Drawings

Fig. 1 is a schematic structural view of an airbag of an embodiment of a vehicle according to the present application.

Fig. 2 is a schematic view of the structure of the vehicle in fig. 1.

Fig. 3 is a schematic structural view of a threat parameter sensing apparatus of the vehicle of fig. 1.

Fig. 4 is a schematic structural view of a first embodiment of an inflation control method of an airbag proposed in the present application.

Fig. 5 is a schematic structural view of a second embodiment of the inflation control method of the airbag proposed in the present application.

Fig. 6 is a schematic structural view of a third embodiment of the inflation control method of the airbag proposed in the present application.

Fig. 7 is a schematic structural view of a fourth embodiment of the inflation control method of an airbag proposed in the present application.

Fig. 8 is a schematic structural view of a fifth embodiment of the inflation control method of an airbag proposed in the present application.

Fig. 9 is a schematic structural view of a sixth embodiment of an inflation control method of an airbag proposed in the present application.

Fig. 10 is a schematic structural view of a seventh embodiment of an inflation control method of an airbag proposed in the present application.

Fig. 11 is a schematic structural view of an eighth embodiment of the inflation control method of an airbag proposed in the present application.

Fig. 12 is a schematic structural diagram of a control device of a hardware running environment according to the embodiment of fig. 4.

Reference numerals illustrate:

reference numerals	Name of the name	Reference numerals	Name of the name
				100	Vehicle with a vehicle body having a vehicle body support	1	Vehicle body
2	Safety air bag	21	Air bag
				3	Threat parameter sensing device	31	First sensor
32	Second sensor	33	Third sensor
				4	Chair	41	First position
42	Second position	43	Third position
				M	First direction	\	\

Detailed Description

In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is, however, susceptible of embodiment in many other forms than those described herein and similar modifications can be made by those skilled in the art without departing from the spirit of the application, and therefore the application is not to be limited to the specific embodiments disclosed below.

In the description of the present application, it should be understood that, if there are terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., these terms refer to the orientation or positional relationship based on the drawings, which are merely for convenience of description and simplification of description, and do not indicate or imply that the apparatus or element referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.

Furthermore, the terms "first," "second," and the like, if any, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the terms "plurality" and "a plurality" if any, mean at least two, such as two, three, etc., unless specifically defined otherwise.

In this application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, the two parts can be fixedly connected, detachably connected or integrated; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

In this application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. If an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein, if any, are for descriptive purposes only and do not represent a unique embodiment.

Safety is one of the most important properties of a vehicle, and the provision of an airbag is an important means for improving the safety of the vehicle. Airbags in conventional vehicles typically trigger a sensor upon impact and thereby trigger a single airbag to inflate, thereby providing shock protection to the occupant via the airbag. However, the inflation of the airbag in the conventional vehicle is generally direct filling without distinction, and this causes the inflation force of the airbag to be applied to the occupant at one time, possibly causing secondary injury to the occupant.

In view of this, the present application proposes a vehicle aiming at solving the problem that in the conventional vehicle, an airbag is generally directly inflated indifferently when inflated, so that the inflation force of the airbag is applied to a passenger at one time, possibly resulting in secondary injury of the passenger. Fig. 1 to 3 are schematic structural views of an embodiment of a vehicle according to the present application.

Referring to fig. 1 to 3, a vehicle provided by the present application includes a vehicle body, an airbag, a threat parameter sensing device, and a control device. The air bag is mounted on the vehicle body and comprises m air bags which are sequentially arranged along a first direction and have gradually increased inflation volumes, and inflation devices respectively connected with the m air bags. The threat parameter sensing device is used for sensing a security threat parameter corresponding to the current collision when the vehicle is impacted. The control device is electrically connected with the inflation device and the threat parameter sensing device respectively.

In the technical scheme of this application, air bag includes m gasbags that set gradually along the first direction, and m gasbags can be inflated independently of each other. The safety threat parameters of the vehicle during collision are acquired through the threat parameter sensing device, so that the threat degree of the current collision of the vehicle to the passengers is judged according to the safety threat parameters, namely the threat level of the current collision to the passengers is determined. Finally, the inflation of the required number of air bags is controlled according to the threat degree of the current collision to the passengers, so that the passengers can obtain the buffer provided by the air bags with proper volumes. In this application, the volume of inflating of air bag is adjustable according to the threat degree of present collision to the passenger, consequently air bag can provide sufficient protection for the passenger to air bag's volume can not be too big, thereby can avoid air bag to cause the secondary injury to the passenger.

In some embodiments of the present application, the threat parameter sensing apparatus includes a first sensor, a second sensor, and a third sensor sequentially disposed at intervals along a wall thickness direction of the vehicle body, the first sensor is configured to emit a first impact signal when impacted, the second sensor is configured to emit a second impact signal when impacted, and the third sensor is configured to emit a third impact signal when impacted.

When a vehicle collides, one or more of the first sensor, the second sensor and the third sensor may be triggered, so that the control device can receive one or more of the first impact signal, the second impact signal and the third impact signal. When the impact force received by the vehicle is smaller, the impact force may only trigger the first sensor on the outermost layer of the vehicle body, so that the control device can only receive the first impact signal, and the control device can judge that the impact force is smaller and control the air bags to be inflated in proper quantity according to the judgment result. When the impact force of the vehicle is generally high, the impact force may only trigger the first sensor and the second sensor on the outer layer of the vehicle body, and when the impact force is higher, the first sensor, the second sensor and the third sensor may be triggered at the same time, and at the moment, the control device can judge that the impact force is higher by receiving the first impact signal, the second impact signal and the third impact signal, so that more air bags can be controlled to be inflated, and the required protection is provided for passengers.

In other embodiments of the present application, the threat parameter sensing apparatus includes a plurality of impact sensors disposed in a sidewall of the vehicle body at intervals around a circumference of the vehicle body, and disposed in pairs along a wall thickness direction of the vehicle body.

The plurality of impact sensors are arranged in the side wall of the vehicle body at intervals around the circumferential direction of the vehicle body, so that when any part of the circumferential direction of the vehicle body is impacted, part of the plurality of impact sensors can be triggered, the control device can acquire impact signals, and the airbag can be timely deployed. The thickness of the different regions of the body is different, so that a plurality of impact sensors can generally be arranged only two by two. Therefore, the first sensor, the second sensor and the third sensor can be arranged at the position with enough thickness of the vehicle body, and a plurality of impact sensors which are arranged in a pair-to-pair manner are arranged at the position with insufficient thickness. Of course, the vehicle may be provided with only the first sensor, the second sensor and the third sensor, or with only a plurality of impact sensors, which may be specifically selected and adjusted according to the use requirement.

In still other embodiments of the present application, the threat parameter sensing apparatus includes a seat position sensor for sensing a current position of a front seat of the vehicle.

If the front seat of the vehicle is closer to the head of the vehicle, it indicates that the risk of injury to the passenger when the passenger is impacted is relatively greater, and the passenger may be threatened without too great an impact force, so that the passenger is more protected. If the front seat of the vehicle is farther from the head, it is indicated that the risk of injury to the occupant upon impact is relatively smaller. Therefore, the threat parameter sensing device further comprises a seat position sensor, so that the current position of the front seat of the vehicle is sensed through the seat position sensor, the threat degree of the current collision to the passengers is judged according to the current position of the front seat of the vehicle, and the judgment of the threat degree of the vehicle to the collision force is more accurate.

Of course, the threat parameter sensing device may include the first sensor, the second sensor, the third sensor, the plurality of impact sensors and the seat position sensor simultaneously, so that the vehicle can judge the threat degree of the impact force from a plurality of angles, the judgment of the threat degree of the impact force by the vehicle is more accurate, and the safety of passengers is higher.

The present application also proposes a control device, which is a control device in a vehicle as described above. Fig. 12 is a schematic structural diagram of an embodiment of a control device according to the present application. Referring to fig. 12, the control device may include a processor 1001, such as a CPU, a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Wherein the communication bus 1002 is used to enable connected communication between these components. The user interface 1003 may include a Display, an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may further include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface). The memory 1005 may be a high-speed RAM memory or a stable memory (non-volatile memory), such as a disk memory. The memory 1005 may also optionally be a storage device separate from the processor 1001 described above. Based on the above hardware structure, the present application proposes an air-bag inflation control method, and fig. 4 to 11 are schematic flow diagrams of an embodiment of the air-bag inflation control method according to the present application. The airbag is applied to a vehicle, and includes m airbags that are sequentially arranged in a first direction and that gradually increase in inflation volume, the m airbags being configured to be inflatable independently of each other.

Referring to fig. 4, the inflation control method includes:

s10: and acquiring safety threat parameters when the vehicle collides.

S20: and determining the threat level of the current collision to the passengers in the vehicle according to the security threat parameters.

S30: according to the threat level, controlling n air bags corresponding to the threat level to be inflated; wherein, m and n are positive integers, and n is less than or equal to m.

In the technical scheme of this application, air bag includes m gasbags that set gradually along the first direction, and m gasbags can be inflated independently of each other. The safety threat parameters of the vehicle during collision are obtained through the threat parameter sensing device, so that the threat degree of the current collision of the vehicle to the passengers is judged according to the safety threat parameters, namely the threat level of the current collision to the passengers is determined. Finally, the inflation of the required number of air bags is controlled according to the threat degree of the current collision to the passengers, so that the passengers can obtain the buffer provided by the air bags with proper volumes. In this application, the volume of inflation of air bag is according to the threat degree of present collision to the passenger and adjusts, consequently air bag can provide sufficient protection for the passenger to air bag's volume can not be too big, thereby avoids air bag to cause secondary injury to the passenger.

In practice, the inflation control method acquires the security threat parameter, and determines the threat level of the current collision to the passengers in the vehicle based on the security threat parameter, so that the security threat parameter needs to be related to the security protection of the passengers. Specifically, in some embodiments, the security threat parameters include one or more of a vehicle speed of the vehicle, an amount of impact force applied to the vehicle when the vehicle collides, a current position of a front seat of the vehicle, and a number of sensors triggered by the impact force applied to the vehicle.

Wherein the threat to passengers is greater when the vehicle is impacted when the speed of the vehicle is faster. The impact force applied to the vehicle when the vehicle collides can intuitively reflect the impact force applied to the vehicle, so that the current threat level of passengers can be judged. When the front row seat of the vehicle is closer to the head of the vehicle, the passenger is more dangerous when the vehicle is impacted. The greater the number of sensors triggered by the impact force applied to the vehicle, the greater the degree of deformation of the body of the vehicle, and therefore the greater the threat posed to the passenger. That is, the safety threat parameter selected in the application can reflect the threat degree of the passenger, so that the controller can judge the number of the air bags required to be inflated by the passenger according to the safety threat parameter.

Of course, if other parameters can reflect the degree of threat to the passenger, the same can be set as the security threat parameters. The security threat parameters can be modified and adjusted according to the usage scenario and the usage requirement.

Referring to fig. 5, in some embodiments, step S10 includes:

s11: if the vehicle is in a running state, the speed of the vehicle is obtained. The vehicle may tip over by the impact while the vehicle is traveling, and the impact force may be greater. And when the speed of the vehicle is faster, the vehicle is more likely to overturn when being impacted, and the impact force can be larger. Therefore, when the vehicle is running, the threat degree of the current collision to the passengers can be judged to a certain extent by the speed of the vehicle.

S12: if the vehicle is stationary, the magnitude of the impact force applied to the vehicle when the vehicle collides is obtained. The impact force applied to the vehicle by the collision of the vehicle when the vehicle is in a stationary state is a direct factor threatening the occupant, and the vehicle is not affected by the vehicle speed at this time. Therefore, when the vehicle is in a stationary state, the threat level of the current collision to the passenger can be judged to a certain extent by the magnitude of the collision force applied to the vehicle when the vehicle collides.

Referring to fig. 6, in some embodiments, step S20 includes:

s21: if the vehicle speed is 30 to 60km/h, the threat level is determined to be 1 level.

S22: if the vehicle speed is 60 to 100km/h, the threat level is determined to be level 2.

S23: if the speed exceeds 100km/h, the threat level is determined to be 3.

The vehicle is more likely to tip over when impacted the faster the vehicle speed, and the more likely the impact force is to be received, so the higher the number of threat steps of the current collision to passengers in the vehicle when the vehicle speed is faster. Specifically, when the vehicle speed is 30 to 60km/h, the threat level is 1; when the vehicle speed is 60-100 km/h, the threat level is 2; when the speed exceeds 100km/h, the threat level is 3.

It should be noted that, the threat level is divided into 1 level, 2 level and 3 level in order in this application, which is for convenience of explanation, and not just into 3 threat levels. When the threat level has a higher level, threat levels after the vehicle speed exceeds 100km/h may be subdivided. For example, when the vehicle speed is 100km/h to 140km/h, it is determined that the threat level is 4; when the vehicle speed is 140km/h to 180km/h, the threat level is determined to be 5. In addition, when the vehicle speed is less than 30km/h, it is explained that the vehicle is running quite slowly, and the influence of the vehicle speed on the collision is not obvious, so no specific classification is made here.

In some embodiments, a front seat of a vehicle is configured to be movable in a longitudinal direction of the vehicle and is directed from a head of the vehicle toward a tail of the vehicle, the front seat of the vehicle having a first position, a second position, and a third position in that order.

Referring to fig. 10, step S10 includes:

s13: the current position of a front seat of the vehicle is acquired. When the front row seat of the vehicle is closer to the head of the vehicle, the vehicle is impacted, and the threat to passengers is relatively larger; when the front row seats of the vehicle are relatively far from the head of the vehicle, the vehicle is impacted and the passengers are relatively less threatened. Therefore, when the vehicle collides, the threat degree of the current collision to passengers can be judged to a certain degree through the current position of the front seat of the vehicle, so that the corresponding quantity of air bags can be conveniently controlled to be inflated according to the judgment result, and proper protection is provided for users.

Referring to fig. 7, in some embodiments, step S20 includes:

s24: if the current location is between the second location and the third location, the threat level is determined to be level 1.

S25: if the current location is between the first location and the second location, the threat level is determined to be level 2.

S26: if the current position is between the head of the vehicle and the first position, the threat level is determined to be level 3.

When the front row seat of the vehicle is closer to the head of the vehicle, the vehicle is impacted, and the threat to passengers is relatively larger; when the front row seats of the vehicle are relatively far from the head of the vehicle, the vehicle is impacted and the passengers are relatively less threatened. When the current position is between the second position and the third position, the current position of the front seat is far from the vehicle head, so that the threat level of the current collision to the passenger can be determined to be 1 level. When the current position is between the first position and the second position, the current position of the front seat is not far away from the head of the vehicle, so that the threat level of the current collision to the passenger can be determined to be level 2. When the current position is between the head of the vehicle and the first position, the current position of the front seat is closer to the head, so that the threat level of the current collision to the passenger can be determined to be 3.

It should be noted that, the threat level is divided into 1 level, 2 level and 3 level in order in this application, which is for convenience of explanation, and not just into 3 threat levels.

In some embodiments, the vehicle includes first, second, and third sensors sequentially spaced apart along a wall thickness direction of the vehicle body side wall. The first sensor is used for sending out a first impact signal when being impacted, the second sensor is used for sending out a second impact signal when being impacted, and the third sensor is used for sending out a third impact signal when being impacted.

Referring to fig. 8, step S10 includes:

s14: it is determined whether the first sensor emits a first impact signal.

S15: it is determined whether the second sensor emits a second impact signal.

S16: it is determined whether the third sensor emits a third impact signal.

When the vehicle is impacted, the body is deformed and broken, which also poses a threat to the safety of the passengers. During the deformation process, the first sensor, the second sensor and the third sensor may be triggered respectively and send out impact signals respectively. When the impact force of the vehicle is large, the deformation degree of the vehicle is large, at this time, the first sensor, the second sensor and the third sensor may be triggered, and the control device may receive the first impact signal, the second impact signal and the third impact signal. When the impact force of the vehicle is relatively moderate, the first sensor and the second sensor may be triggered, and the control device can only receive the first impact signal and the second impact signal. When the impact force to which the vehicle is subjected is relatively small, only the first sensor may be triggered, and the control device may only receive the first impact signal.

Therefore, the control device can judge the deformation degree of the vehicle caused by the current collision according to whether the first collision signal, the second collision signal and the third collision signal can be received, so that the threat degree of the current collision to passengers is judged.

Referring to fig. 9, in some embodiments, step S20 includes:

s27: if only the first impact signal is acquired, the threat level is determined to be level 1. When only the first crash signal is available, it is stated that only the first sensor is triggered, so that the vehicle is currently subjected to less impact force, less threat to the occupant, and therefore less airbag is required by the occupant at this time.

S28: if only the first impact signal and the second impact signal are acquired, the threat level is determined to be level 2. When only the first impact signal and the second impact signal can be acquired, the first sensor and the second sensor are triggered, so that the impact force on the vehicle is relatively moderate, the threat to passengers is relatively general, and the passengers need not to have too many airbags at the moment.

S29: if the first impact signal, the second impact signal and the third impact signal are acquired, the threat level is determined to be 3. When the first impact signal, the second impact signal and the third impact signal can be obtained, the first sensor, the second sensor and the third sensor are triggered, so that the current impact force of the vehicle is relatively large, the threat to passengers is relatively large, and therefore, the passengers need more air bags at the moment.

In a specific application, when the vehicle is impacted in a relatively inclined manner, the impact force can directly trigger the third sensor to send out a third impact signal under the condition that the first sensor and the second sensor are not triggered. At this time, the deformation amount of the vehicle body is also large, so the control device can directly determine that the threat level is 3.

In some embodiments, the threat level comprises a level 1 to a level L, and the inflation control method further comprises:

if the threat level is higher by one level, the number of inflated air bags in the m air bags is controlled to be increased by 1.

The higher the threat level is, the higher the threat of the current collision to the passenger is, so that if the threat level is higher than the threat level by one level, the number of the inflated air bags in the m air bags is controlled to be increased by 1, and the sufficient air bags are provided for protecting the passenger. Of course, the number of the inflatable air bags in the m air bags can be controlled to be increased by a plurality of air bags when the threat level is higher than the threat level, and the specific number can be adjusted according to the use requirement.

In some embodiments, referring to fig. 11, step S30 specifically includes:

s31, controlling the corresponding air bags to be inflated sequentially according to the sequence of the inflation volumes of the n air bags from small to large. The airbag is inflated in sequence, so that the inflation force of the airbag can not be applied to a passenger at one time, the secondary impact of the passenger is reduced, and the injury of the passenger is avoided. And when in practical application, the air bags with smaller inflation volumes can be inflated preferentially, and the air bags are inflated sequentially along with the sequence of the small inflation volumes, so that passengers are initially subjected to smaller inflation force, and the inflation speed of the air bags is higher, so that the inflation force disappears faster, and the influence on the passengers is further reduced.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples only represent a few embodiments of the present application, which are described in more detail and are not to be construed as limiting the scope of the claims. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made without departing from the spirit of the present application, which would be within the scope of the present application. Accordingly, the scope of protection of the present application is to be determined by the claims appended hereto.

Claims

1. An inflation control method of an airbag, characterized in that the airbag is applied to a vehicle; the airbag includes m airbags which are sequentially arranged in a first direction and have an inflation volume gradually increasing, the m airbags being configured to be inflatable independently of each other;

the inflation control method includes:

acquiring security threat parameters when the vehicle collides;

2. The method according to claim 1, characterized in that the security threat parameter includes one or more of a vehicle speed of the vehicle, an amount of impact force applied to the vehicle at the time of collision of the vehicle, a current position of a front seat of the vehicle, and a number of sensors triggered by the impact force applied to the vehicle.

3. The method according to claim 2, characterized in that the step of acquiring a safety threat parameter at the time of collision of the vehicle includes:

if the vehicle is in a running state, acquiring the speed of the vehicle;

4. A method of controlling the inflation of an airbag according to claim 3, wherein the step of determining the number of threat levels of the current collision to the occupant in the vehicle in accordance with the security threat parameters comprises:

5. The inflation control method of an airbag according to claim 2, characterized in that a front seat of the vehicle is configured to be movable in a longitudinal direction of the vehicle and is directed from a head of the vehicle toward a tail of the vehicle, the front seat of the vehicle having a first position, a second position, and a third position in this order;

a current position of a front seat of the vehicle is obtained.

6. The method of claim 5, wherein the step of determining the number of threat levels of the current collision to the occupant in the vehicle based on the security threat parameters comprises:

7. The method according to claim 2, wherein the vehicle includes a first sensor, a second sensor, and a third sensor that are sequentially provided at intervals in a wall thickness direction of a vehicle body side wall; the first sensor is used for sending out a first impact signal when being impacted, the second sensor is used for sending out a second impact signal when being impacted, and the third sensor is used for sending out a third impact signal when being impacted;

judging whether the first sensor sends out the first collision signal or not;

judging whether the second sensor sends out the second collision signal or not;

and judging whether the third sensor sends out the third collision signal.

8. The method of claim 7, wherein the step of determining the number of threat levels of the current collision to the occupant in the vehicle based on the security threat parameters comprises:

9. The method of inflation control of an airbag of claim 1, wherein the threat level comprises a level 1 to a level L, the method further comprising:

10. The airbag inflation control method according to claim 1, characterized in that the step of controlling the inflation of n airbags corresponding to the threat level according to the threat level specifically includes:

11. A control device comprising a memory, a processor and an inflation control program of an airbag stored on the memory and operable on the processor, the inflation control program of an airbag being configured to implement the steps of the inflation control method of an airbag according to any one of claims 1 to 10.

12. A vehicle for implementing the inflation control method of the airbag according to any one of claims 1 to 10, the vehicle comprising:

a vehicle body;

and a control device electrically connected to the inflator and the threat parameter sensor, respectively, the control device being in accordance with claim 11.

13. The vehicle of claim 12, wherein the threat parameter sensing device comprises a first sensor, a second sensor, and a third sensor sequentially spaced apart along a wall thickness direction of the body, the first sensor configured to emit a first impact signal when impacted, the second sensor configured to emit a second impact signal when impacted, and the third sensor configured to emit a third impact signal when impacted; and/or