WO2024045086A1

WO2024045086A1 - Inertial measurement device, control system, and terminal

Info

Publication number: WO2024045086A1
Application number: PCT/CN2022/116356
Authority: WO
Inventors: 贾晓林
Original assignee: 华为技术有限公司
Priority date: 2022-08-31
Filing date: 2022-08-31
Publication date: 2024-03-07

Abstract

An inertial measurement device, a control system, and a terminal, relating to the field of vehicles. The device comprises an inertial measurement unit (IMU), a controller, a first group of interfaces and a second group of interfaces; the IMU is used for acquiring an inertial measurement information set of a terminal on the basis of control of the controller; the controller is used for transmitting inertial measurement information to a plurality of functional modules of the terminal by means of the first group of interfaces and/or the second group of interfaces, the inertial measurement information being obtained on the basis of the inertial measurement information set; the first group of interfaces are used for transmitting first inertial measurement information to a first functional module among the plurality of functional modules; the second group of interfaces are used for transmitting second inertial measurement information to a second functional module among the plurality of functional modules.

Description

An inertial measurement device, control system and terminal

Technical field

The present application relates to the field of vehicles, and in particular, to an inertial measurement device, a control system and a terminal.

Background technique

The vehicle-mounted inertial measurement unit (IMU) can collect the acceleration and angular velocity of the terminal. For example, in the automotive field, IMU is a key component of the vehicle. Multiple modules of the vehicle need to use the acceleration and angular velocity collected by the IMU. For example, the intelligent driving module, intelligent cockpit module, chassis air suspension module, etc. all need to use the IMU. Acceleration and angular velocity collected.

How to deploy IMU reasonably has become an urgent technical issue that needs to be solved.

Contents of the invention

This application provides an inertial measurement device, a control system and a terminal, in order to reduce the cost of the entire terminal.

In a first aspect, this application provides an inertial measurement device. The inertial measurement device includes: an inertial measurement unit IMU, a controller, a first set of interfaces, and a second set of interfaces; the IMU is used for controller-based control to obtain the terminal's Inertial measurement information set; the controller is used to transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and/or the second set of interfaces, and the inertial measurement information is obtained based on the inertial measurement information set; wherein, the first set of interfaces is For transmitting the first inertial measurement information to the first functional module; the second set of interfaces is used for transmitting the second inertial measurement information to the second functional module.

Based on the above solution, multiple functional modules that need to use the data collected by the IMU can share the data collected by one or more IMUs. There is no need to configure an IMU in each of these functional modules, which can reduce the cost. The cost of the entire terminal. Furthermore, since the device is configured with at least two sets of interfaces, the data collected by the IMU can be transmitted to multiple functional modules through at least one of the groups, and the data collected by the IMU can be transmitted to multiple functional modules through multiple sets of interfaces. In the case of data, the transmission links can also be separated to reduce the pressure of data traffic on each link.

As an example and not a limitation, in the vehicle domain, the above-mentioned multiple functional modules may include at least two of the following: chassis braking and body stabilization integrated module, chassis air suspension module, telematics box (T-BOX) ), intelligent driving module and intelligent cockpit module.

Combined with the first aspect, in some possible designs, the first functional module includes one or more of the chassis braking and body stabilization integrated module or the chassis air suspension module; the second functional module includes T-BOX, intelligent One or more of the driving module or the smart cockpit module.

Combined with the first aspect, in some possible designs, the transmission channel between the first set of interfaces and the first functional module includes a chassis vehicle control bus; the transmission channel between the second set of interfaces and the second functional module includes a controller One of the controller area network (CAN) buses or CAN-flexible data-rate (FD) buses, and/or Ethernet.

Combined with the first aspect, in some possible designs, the first functional module includes an integrated chassis braking and body stabilization module and a chassis air suspension module; the second functional module includes a telematics T-BOX, an intelligent driving module and Intelligent cockpit module.

Optionally, the first set of interfaces includes a first interface, and the transmission channel between the first interface and the chassis braking and body stabilization integrated module and the chassis air suspension module is the chassis vehicle control bus; the second set of interfaces includes The second interface, the transmission channel between the second interface and the T-BOX, the intelligent driving module and the intelligent cockpit module is the CAN bus or CAN-FD bus, or the transmission channel between the second interface and the intelligent driving module and the intelligent cockpit module The channel is CAN bus or CAN-FD bus, and the intelligent driving module or intelligent cockpit module forwards the second inertial measurement information to T-BOX through Ethernet.

Optionally, the first set of interfaces includes a first interface, and the transmission channel between the first interface and the chassis braking and body stabilization integrated module and the chassis air suspension module is the chassis vehicle control bus; the second set of interfaces includes a second interface, the transmission channel between the second interface and T-BOX, intelligent driving module and intelligent cockpit module is Ethernet.

Optionally, the first set of interfaces includes a first interface, and the transmission channel between the first interface and the chassis braking and body stabilization integrated module and the chassis air suspension module is the chassis vehicle control bus; the second set of interfaces includes a second The transmission channel between the interface and the third interface, the second interface and the intelligent driving module and the intelligent cockpit module, and the transmission channel between the third interface and the T-BOX are all CAN buses or CAN-FD buses.

Optionally, the chassis vehicle control bus includes a CAN bus or a CAN-FD bus.

Combined with the first aspect, in some possible designs, the first inertial measurement information and the second inertial measurement information are the same.

Exemplarily, the first inertial measurement information and the second inertial information are six-axis IMU data. The six-axis IMU data includes the terminal's front-to-back direction acceleration, left-right direction acceleration, and up-down direction acceleration, as well as the terminal's front-to-back direction angular velocity, The angular velocity in the left and right directions and the angular velocity in the up and down directions.

Combined with the first aspect, in some possible designs, the first inertial measurement information and the second inertial measurement information are different.

For example, the first inertial measurement information is three-axis IMU data, and the second inertial measurement information is six-axis IMU data. Among them, the six-axis IMU data includes the terminal's front-to-back direction acceleration, left-right direction acceleration, and up-and-down direction acceleration, as well as the terminal's front-to-back direction angular velocity, left-to-right angular velocity, and up-and-down direction angular velocity; three-axis IMU data includes the terminal's front and rear direction acceleration. The acceleration in the direction, the acceleration in the left and right directions, and the angular velocity in the up and down directions.

In conjunction with the first aspect, in some possible designs, the inertial measurement device further includes a positioning unit, and the positioning unit is used to position the terminal.

In this design approach, the inertial measurement device is an improvement based on the currently known combined positioning module. More specifically, the currently known combined positioning module has not only been improved at the hardware level. For example, the improved combined positioning module can include two sets of interfaces (the first set of interfaces and the second set of interfaces); Improvements at the software level, for example, the controller in the improved combined positioning module can be used to transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and/or the second set of interfaces.

Optionally, the positioning unit includes a global navigation satellite system (GNSS).

In connection with the first aspect, in some possible designs, the inertial measurement device is coupled with the airbag module, and the above-mentioned controller is a controller in the airbag module.

In this design approach, the above-mentioned inertial measurement device is an improvement based on the currently known airbag module. More specifically, the currently known airbag module has not only been improved at the hardware level. For example, the improved airbag module can include two sets of interfaces (a first set of interfaces and a second set of interfaces); Improvements at the software level, for example, the improved controller in the airbag module can be used to transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and/or the second set of interfaces.

Optionally, the controller in the above-mentioned inertial measurement device is also configured to receive a wake-up instruction, and control the IMU to obtain the inertial measurement information set of the terminal according to the wake-up instruction.

In a second aspect, the present application provides a control system, which includes an inertial measurement device as in any one of the first aspect and a plurality of functional modules.

Combined with the second aspect, in some possible designs, the first inertial measurement information and the second inertial measurement information are the same; wherein the first functional module among the plurality of functional modules determines part of the inertial measurement information from the first inertial measurement information. .

Optionally, the first inertial measurement information and the second inertial information are six-axis IMU data. The six-axis IMU data includes the terminal's front-to-back direction acceleration, left-right direction acceleration, and up-down direction acceleration, as well as the terminal's front-to-back direction angular velocity, The angular velocity in the left and right directions and the angular velocity in the up and down directions.

Combined with the second aspect, in some possible designs, the first inertial measurement information and the second inertial measurement information are different.

Optionally, the first inertial measurement information is three-axis IMU data, and the second inertial measurement information is six-axis IMU data. The six-axis IMU data includes the acceleration of the terminal in the front and rear directions, the acceleration in the left and right directions, and the acceleration in the up and down directions, and the terminal The angular velocity in the front and rear directions, the angular velocity in the left and right directions, and the angular velocity in the up and down directions; the three-axis IMU data includes the acceleration in the front and rear directions, the acceleration in the left and right directions, and the angular velocity in the up and down directions of the terminal.

Based on the above solution, multiple functional modules that need to use the data collected by the IMU can share the data collected by one or more IMUs. There is no need to configure an IMU in each of these functional modules, which can reduce the cost. The cost of the entire terminal.

In a third aspect, the present application provides a terminal, which includes a control system as in any one of the second aspect and the second aspect.

Optionally, the terminal includes a vehicle.

Optionally, at least one module among the plurality of functional modules determines part of the inertial measurement information from the inertial measurement information acquired by it.

It should be understood that the third aspect of the present application corresponds to the technical solutions of the first and second aspects of the present application, and the beneficial effects achieved by each aspect and corresponding feasible implementations are similar, and will not be described again.

Description of drawings

Figure 1 is a schematic block diagram of a control system;

Figure 2 is a schematic block diagram of an inertial measurement device provided by an embodiment of the present application;

3 to 14 are various exemplary block diagrams of the control system provided by embodiments of the present application.

Detailed ways

The technical solutions in this application will be described below with reference to the accompanying drawings.

In order to clearly describe the technical solutions of the embodiments of the present application, the following description is first made.

First, in the embodiments of this application, words such as “first” and “second” are used to distinguish identical or similar items that have basically the same functions and effects. For example, the first group of interfaces and the second group of interfaces are used to distinguish different groups of interfaces; the first interface, the third group of interfaces, and the third group of interfaces are used to distinguish different interfaces; the first functional module and the second functional module are used to distinguish different groups of interfaces. The functional module; the first inertial measurement information and the second inertial measurement information are to distinguish different inertial measurement information, and their order is not limited. Those skilled in the art can understand that words such as "first" and "second" do not limit the number and execution order, and words such as "first" and "second" do not limit the number and execution order.

Second, in the embodiments of this application, "at least one type" refers to one type or multiple types. "And/or" describes the association of associated objects, indicating that there can be three relationships, for example, A and/or B, which can mean: A exists alone, A and B exist simultaneously, and B exists alone, where A, B can be singular or plural. The character "/" generally indicates that the related objects are in an "or" relationship, but it does not exclude the situation that the related objects are in an "and" relationship. The specific meaning can be understood based on the context.

Third, in the embodiments of this application, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or product that includes a series of steps or units. Apparatus are not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such processes, methods, products or devices.

First, a brief explanation of the terms involved in this application will be given.

1. T-BOX: It can also be called a telematics module or a vehicle-mounted wireless communication terminal. It is the vehicle’s external communication interface and can provide remote control, remote query, security and other service functions. The hardware of T-BOX can include: T-BOX shell, internal wireless fidelity (Wi-Fi) module, radio frequency inductor, power inductor, crystal resonator, ceramic resonator, thermistor, battery, etc.

2. CAN bus: An example of an in-vehicle communication link. CAN bus is a serial communication network that effectively supports distributed control or real-time control. The CAN bus is used to connect components of the vehicle. For example, the CAN bus can connect components including CAN controller chips, data receivers, and data transmitters.

3. Vehicle gateway (VGW): VGW serves as the data exchange hub of the vehicle network, allowing data to be transmitted through multiple networks inside the vehicle (such as CAN, local interconnect network (LIN), automotive optical fiber line (media) Oriented system transport (MOST), FlexRay, etc.) can transmit safely and reliably. The relevant hardware of VGW can include switches, transceivers of various network types (CAN, LIN, MOST, FlexRay, etc.) and system chips.

4. Vehicle control unit (VCU): It is the core electronic control unit that realizes vehicle control decisions and is equivalent to the brain of the car. As the command and management center of the car, VCU's main functions include driving torque control, optimal control of braking energy, vehicle energy management, CAN maintenance and management, fault diagnosis and processing, vehicle status monitoring, etc. It plays the role of control The role of vehicle operation.

5. Chassis vehicle control bus: refers to the control bus of the wire-controlled chassis electronic control unit (ECU). Currently, it mainly supports the CAN/CAN-FD bus interface. Drive-by-wire chassis ECUs generally include steering-by-wire ECUs, brake-by-wire ECUs, shift-by-wire ECUs, etc.

6. GNSS: It is a space-based radio navigation and positioning system that can provide users with all-weather three-dimensional coordinates, speed, and time information at any location on the earth's surface or near-Earth space.

7. Intelligent driving: Intelligent driving is the use of artificial intelligence to assist or replace people in driving. This article does not specifically limit the levels and functions of intelligent driving, whichever can be understood by those skilled in the art.

For example, currently in the field of intelligent driving, the classification standard given by the International Society of Automotive Engineers (SAE) for the classification of autonomous driving is widely used. According to SAE's classification, autonomous driving technology is divided into six levels from low to high, L0 to L5. L0 level is the lowest automation level, while L5 level represents fully automated driving (that is, no driver intervention is required under all conditions). SAE’s naming for levels L0 to L2 is “driver support features”, and its naming for levels L3 to L5 is “automated driving features”.

For L0 level, the driver is the sole driver of the vehicle and needs to control all controls such as steering wheel, accelerator and brake. But it can have active safety features such as automatic emergency braking (AEB).

For L1 and L2 levels, the driver is still the sole driver of the vehicle and needs to control all control devices such as the steering wheel, accelerator, and brakes. But there can be more auxiliary/supportive functions, such as adaptive cruise or lane keeping.

For the L3 level, the vehicle's autonomous driving system can drive the vehicle in certain situations. For example, when there is a traffic jam, the vehicle can use the traffic jam assist (traffic jam chauffeur) function to drive automatically. At this time, the driver does not need to drive the vehicle; when needed time, the driver must take over the vehicle.

For the L4 level, a driver is generally not required to take over. Regional driverless taxis are a typical L4 level autonomous driving scenario.

The L5 level represents fully autonomous driving under any conditions and is the ultimate ideal level of autonomous driving. Currently, only some vehicles can achieve L2 level autonomous driving technology, and it is still being improved.

It should be noted that the intelligent driving module involved in the embodiment of the present application may be, for example, a module that provides driver support functions and/or automatic driving functions for the vehicle. The embodiments of the present application do not limit this.

8. Smart cockpit: Smart cockpit can realize intelligent interaction between people, roads, vehicles and cloud by carrying intelligent/connected vehicle equipment or services. It is a human-computer interaction system built from the perspective of consumer application scenarios.

As an example and not a limitation, the smart cockpit module involved in the embodiments of this application may mainly include a vehicle infotainment sub-module, a streaming media rearview mirror, a visual perception sub-module, a voice interaction sub-module, a smart seat and a rear display screen etc., which can provide consumers with complete navigation information, surrounding environment information and entertainment information; at the same time, it further integrates human-computer interaction technologies such as voice recognition, face recognition, touch control, gesture recognition, and iris recognition. The embodiments of the present application do not limit this.

9. Chassis braking module and body electronic stability module: The chassis braking module can be referred to as the braking module. It refers to a module that can decelerate, stop or brake the vehicle according to needs to ensure the safety of the vehicle. The body electronic stability module is a module designed to improve the vehicle's handling performance while effectively preventing the vehicle from losing control when it reaches its dynamic limit.

The integrated chassis braking and body stabilization module involved in the embodiment of the present application is a module formed by integrating the above-mentioned chassis braking module and the body electronic stabilization module in terms of physical structure. The integrated chassis braking and body stabilization module has the above-mentioned Functions of the chassis braking module and body electronic stability module.

10. Chassis air suspension module: It can also be called the air suspension module. It can determine the change in vehicle height based on different road conditions and the signal from the distance sensor, and then control the air compressor and exhaust valve to automatically compress or extend the spring. , thereby reducing or raising the chassis ground clearance to increase high-speed vehicle stability or passability in complex road conditions.

Figure 1 is a schematic block diagram of a control system. The control system shown in Figure 1 is a currently known control system applied to vehicles. The control system includes T-BOX, intelligent driving module, intelligent cockpit module, chassis braking and body stabilization integrated module, chassis Air suspension modules, VGW and VCU. Among them, T-BOX, intelligent driving module, intelligent cockpit module and VCU can communicate with VGW through Ethernet, and the chassis braking and body stabilization integrated module and chassis air suspension module can communicate with VCU through CAN bus or CAN-FD bus. communicate.

It should be noted that in currently known control systems, each of the above-mentioned functional modules physically exists independently. But this does not affect that in possible future designs, two or more of the above functional modules can be integrated into one processing module. The embodiments of this application do not impose any limitation on this.

T-BOX, intelligent driving module, intelligent cockpit module, chassis braking and body stabilization integrated module and chassis air suspension module all need to use the acceleration and angular velocity data of the vehicle collected by the IMU. For example, T-BOX needs to perform vehicle positioning and emergency call (eCall) based on the acceleration and angular velocity of the vehicle collected by the IMU; the intelligent driving module needs to be based on the acceleration and angular velocity of the vehicle collected by the IMU. and angular velocity and other data to position the vehicle, determine the body posture, and support sentinel mode, etc.; the smart cockpit module needs to perform vehicle positioning and map navigation based on the acceleration and angular velocity data collected by the IMU; chassis braking and body stability are integrated The body electronic stability module in the module needs to determine the body attitude based on the acceleration and angular velocity data collected by the IMU for body stability control, etc.; the chassis air suspension module needs to be based on the vehicle acceleration and angular velocity data collected by the IMU. The acceleration and angular velocity data are used to determine the vehicle body attitude, etc. However, there is currently a known design scheme in which an IMU is deployed in each of these modules on the vehicle that needs to use the data collected by the IMU. As shown in the control system in Figure 1, the T-BOX, intelligent driving module, intelligent cockpit module, chassis braking and body stabilization integrated module and chassis air suspension module in the control system are all individually deployed with IMUs. In this design scheme, multiple IMUs are deployed on the entire vehicle, which is costly. The requirements and subsequent processing of data collected by the IMU for each of the above modules are only an exemplary description and do not constitute a specific limitation.

In response to the above problems, embodiments of the present application provide an inertial measurement device, a control system and a terminal. Multiple functional modules that need to use the data collected by an IMU can share the data collected by one or more IMUs, without the need for multiple functional modules. Each functional module in the functional module is equipped with an IMU, which can reduce the cost of the entire terminal.

In order to better understand the inertial measurement device, control system and terminal proposed in the embodiments of this application, the technical solutions in this application will be described below with reference to the accompanying drawings.

An embodiment of the present application provides an inertial measurement device. The inertial measurement device includes: an IMU, a controller, a first set of interfaces, and a second set of interfaces; wherein the IMU is used for controller-based control to obtain a set of inertial measurement information of the terminal. ; The controller is used to transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and/or the second set of interfaces, and the inertial measurement information is obtained based on the inertial measurement information collection; wherein the first set of interfaces is used for multiple functions The module transmits the first inertial measurement information to the first functional module; the second set of interfaces is used to transmit the second inertial measurement information to the second functional module among the plurality of functional modules.

It can be understood that based on this solution, each of the multiple functional modules may not include an IMU, so that multiple functional modules can share the IMU and reduce system costs. However, in actual product design, there may be a situation where there may be one functional module among multiple functional modules, and this functional module contains its own inertial measurement unit; then based on the solution design of this application, this functional module can still The inertial measurement information from the above-mentioned inertial measurement device is obtained through the above-mentioned interface for own use or reference. This application does not exclude this situation.

Specifically, the inertial measurement device may include one or more IMUs, and is not limited to including only one IMU. In this way, multiple functional modules on the terminal that need to use the data collected by the IMU can share one or more IMU collections. Therefore, there is no need to configure an IMU in each of these multiple functional modules, which can reduce the cost of the entire terminal to a certain extent. Furthermore, in actual application scenarios, the inertial measurement device may include multiple sets of interfaces, and is not limited to only the first set of interfaces and the second set of interfaces. Since the inertial measurement device is configured with at least two sets of interfaces, the IMU can be The collected data is transmitted to multiple functional modules through at least one group of them, and when the data collected by the IMU is transmitted to multiple functional modules through multiple groups of interfaces, the transmission links can also be separated and each link can be relieved. pressure on data traffic.

It can be understood that the inertial measurement device can be deployed on the terminal, the inertial measurement information set can be a set of inertial measurement information of the terminal measured by the IMU, and the inertial measurement information transmitted by the inertial measurement device to the functional module of the terminal can be this set. subset. For example, the inertial measurement information set may include the terminal's front-rear direction acceleration, left-right direction acceleration, and up-down direction acceleration, as well as the terminal's front-rear direction angular velocity, left-right direction angular velocity, and up-down direction angular velocity. These six items can be combined The data is called six-axis IMU data. Among them, the three data of the terminal's front and rear direction acceleration, left and right direction acceleration, and up and down direction angular velocity can be called three-axis IMU data.

The inertial measurement information is obtained based on the inertial measurement information set. It can be understood that the inertial measurement information belongs to the inertial measurement information set, or the inertial measurement information is obtained by processing the inertial measurement information set.

Example 1: Inertial measurement information is obtained through processing of inertial measurement information collection. In actual application scenarios, after receiving the inertial measurement information set from the IMU, the controller can perform simple processing on the data in the inertial measurement information set, such as converting the data format.

Of course, the controller may not process the data in the inertial measurement information set, and the embodiment of the present application does not impose any limitation on this.

Example 2: Inertial measurement information belongs to the inertial measurement information collection. That is, the inertial measurement information may include part or all of the data in the inertial measurement information set.

The first inertial measurement information may include part or all of the data in the inertial measurement information set, and the second inertial measurement information may include part of or all of the data in the inertial measurement information set.

Optionally, the first inertial measurement information and the second inertial measurement information are the same.

That is, both the first inertial measurement information and the second inertial measurement information may include all data in the inertial measurement information set. Alternatively, the first inertial measurement information and the second inertial measurement information may both include partial data in the inertial measurement information set, and the first inertial measurement information and the second inertial measurement information are the same.

Optionally, the first inertial measurement information and the second inertial measurement information are different.

That is to say, the first inertial measurement information and the second inertial measurement information may both include part of the data in the inertial measurement information set, but the first inertial measurement information and the second inertial measurement information are different. Alternatively, the first inertial measurement information may include part of the data in the inertial measurement information set, and the second inertial measurement information may include all the data in the inertial measurement information set. Alternatively, the first inertial measurement information may include all data in the inertial measurement information set, and the second inertial measurement information may include part of the data in the inertial measurement information set.

It should be noted that the controller is used to transmit inertial measurement information to multiple functional modules of the terminal through the first group of interfaces and/or the second group of interfaces. The transmission here may be directly through the first group of interfaces and/or the second group of interfaces. The group interface transmits inertial measurement information to multiple functional modules of the terminal, or may indirectly transmit inertial measurement information to multiple functional modules of the terminal through the first group interface and/or the second group interface. The embodiments of this application do not limit this in any way.

In a possible design approach, the controller can transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces. That is to say, the control can send the first inertial measurement information obtained based on the inertial measurement information set to at least two functional modules through the first set of interfaces. For the convenience of description, this design method is marked as design A in the embodiment of this application.

In another possible design approach, the controller can transmit inertial measurement information to multiple functional modules of the terminal through the second set of interfaces. That is to say, the control can send the second inertial measurement information obtained based on the inertial measurement information set to at least two functional modules through the second set of interfaces. For convenience of description, this design method is marked as design B in the embodiment of this application.

In yet another possible design approach, the controller can transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and the second set of interfaces. That is to say, the control can send the first inertial measurement information obtained based on the inertial measurement information set to at least one functional module through the first set of interfaces, and can send the third inertial measurement information obtained based on the inertial measurement information set through the second set of interfaces. 2. The inertial measurement information is sent to at least one functional module. For convenience of description, this design method is marked as design C in the embodiment of this application.

It can be understood that the first group of interfaces may include one or more interfaces, and the second group of interfaces may also include one or more interfaces. The embodiments of this application do not impose any limitation on this.

Figure 2 is a schematic block diagram of an inertial measurement device provided by an embodiment of the present application.

For example, as shown in Figure 2, the inertial measurement device may include an IMU, a controller, a first set of interfaces, and a second set of interfaces. As mentioned above, the IMU can be used for controller-based control to obtain the inertial measurement information set of the terminal; the controller can be used to transmit to multiple functional modules of the terminal through the first set of interfaces and/or the second set of interfaces. Inertial measurement information. The first set of interfaces can be connected to the first functional module and can be used to transmit the first inertial measurement information to the first functional module; the second set of interfaces can be connected to the second functional module and can be used to transmit the second functional module to the second functional module. Inertial measurement information.

The inertial measurement device provided by the embodiment of the present application will be described in detail below in conjunction with actual application scenarios. An actual application scenario may be, for example, a scenario in the automotive field, that is, a vehicle is an example of the above-mentioned terminal.

In a possible design approach, the transmission channel between the first set of interfaces and the first functional module includes a chassis vehicle control bus; the transmission channel between the second set of interfaces and the second functional module includes CAN bus or CAN-FD. An item in the bus, and/or, Ethernet.

That is to say, the first set of interfaces and the first functional module can be communicated through the chassis vehicle control bus. By way of example and not limitation, the chassis vehicle control bus may include a CAN bus or a CAN-FD bus.

The connection methods between the second set of interfaces and the second functional module may include multiple ways. The following is an example and not a limitation, and examples of various connection methods are listed below.

Example 1 of the connection method: the second set of interfaces and the second functional module can be connected through CAN bus.

Connection mode example 2: The second set of interfaces and the second functional module can be communicated through the CAN-FD bus.

Connection method example 3: The second set of interfaces and the second functional module can be connected through Ethernet.

Connection method example 4: The second set of interfaces and the second functional module can be connected through CAN bus and Ethernet.

Connection method example 5: The second set of interfaces and the second functional module can be connected through CAN-FD bus and Ethernet.

In a possible design approach, the first functional module includes one or more of an integrated chassis braking and body stabilization module or a chassis air suspension module; the second functional module includes a telematics module T-BOX, an intelligent One or more of the driving module or the smart cockpit module.

As can be seen from Figure 1, some vehicles can include T-BOX, intelligent driving module, intelligent cockpit module, chassis braking and body stabilization integrated module and chassis air suspension module. T-BOX, intelligent driving module and intelligent cockpit module need to use the six-axis IMU data mentioned above, and the chassis braking and body stabilization integrated module and chassis air suspension module need to use the three-axis IMU mentioned above. data.

As an example, combined with the above design A, the first functional module includes an integrated chassis braking and body stabilization module or a chassis air suspension module. The control can use the first set of interfaces to collect the first inertial measurement information based on the inertial measurement information. Send to chassis braking and body stabilization integrated module or chassis air suspension module. The first inertial measurement information may be three-axis IMU data or six-axis IMU data.

In another example, combined with the above design B, the second functional module includes at least two functional modules among T-BOX, intelligent driving module and intelligent cockpit module. The control can use the second set of interfaces to obtain the third function module based on the inertial measurement information collection. The second inertial measurement information is sent to the at least two functional modules. The second inertial measurement information may be six-axis IMU data.

In another example, combined with the above design C, the first functional module includes at least one functional module of the chassis braking and body stabilization integrated module or the chassis air suspension module. The control can be based on the inertial measurement information collection through the first set of interfaces. The obtained first inertial measurement information is sent to the at least one functional module; and the second functional module includes at least one functional module among the T-BOX, intelligent driving module and intelligent cockpit module. The control can be based on the second set of interfaces. The second inertial measurement information obtained from the inertial measurement information collection is sent to the at least one functional module. The first inertial measurement information may be three-axis IMU data or six-axis IMU data, and the second inertial measurement information may be six-axis IMU data.

In a possible design approach, the first functional module includes an integrated chassis braking and body stabilization module and a chassis air suspension module; the second functional module includes a telematics T-BOX, an intelligent driving module and an intelligent cockpit module.

The connection relationship between the first set of interfaces of the inertial measurement device and the first functional module, and the connection relationship between the second set of interfaces and the second functional module of the inertial measurement device will be described in detail below with reference to FIGS. 3 to 6 .

Optionally, the first set of interfaces includes a first interface, and the transmission channel between the first interface and the chassis braking and body stabilization integrated module and the chassis air suspension module is the chassis vehicle control bus; the second set of interfaces includes a second interface, the transmission channel between the second interface and T-BOX, intelligent driving module and intelligent cockpit module is CAN bus or CAN-FD bus, or the transmission channel between the second interface and intelligent driving module and intelligent cockpit module is CAN bus or CAN-FD bus, intelligent driving module or intelligent cockpit module forwards the first inertial measurement information to T-BOX through Ethernet.

Example 1, in the control system shown in Figure 3, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected with the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis vehicle The control bus carries out communication connection. As mentioned above, the chassis vehicle control bus can include CAN bus or CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface. The second interface can communicate with the T-BOX, the intelligent driving module and the intelligent cockpit module through the CAN bus or CAN-FD bus.

It can be understood that in this design method, if the first interface communicates with the chassis braking and body stabilization integrated module and the chassis air suspension module through the CAN bus, then the second interface communicates with the T-BOX, The intelligent driving module and the intelligent cockpit module are also connected through the CAN bus; if the first interface, the chassis braking and body stabilization integrated module and the chassis air suspension module are connected through the CAN-FD bus, then the first interface is connected through the CAN-FD bus. The second interface is also connected to the T-BOX, intelligent driving module and intelligent cockpit module through the CAN-FD bus.

It can also be understood that in this design approach, the controller can directly transmit the first inertial measurement information to the chassis braking and body stabilization integrated module and the chassis air suspension module through the first interface, and the controller can directly transmit the first inertial measurement information to the chassis braking and body stabilization integrated module and the chassis air suspension module through the first interface. The second interface directly transmits the second inertial measurement information to the T-BOX, the intelligent driving module and the intelligent cockpit module.

Example 2, in the control system shown in Figure 4, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected to the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis vehicle The control bus carries out communication connection. As mentioned above, the chassis vehicle control bus can include CAN bus or CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface. The second interface can communicate with the intelligent driving module and the intelligent cockpit module through the CAN bus or CAN-FD bus. The intelligent driving module or the intelligent cockpit module can communicate through Ethernet. Forward the second inertial measurement information to T-BOX.

It can be understood that in this design approach, if the first interface is communicated with the chassis braking and body stabilization integrated module and the chassis air suspension module through the CAN bus, then the second interface is connected with the intelligent driving module and The intelligent cockpit modules are also connected through the CAN bus; if the first interface is connected to the chassis braking and body stabilization integrated module and the chassis air suspension module through the CAN-FD bus, then the second interface is connected to the intelligent cockpit module through the CAN-FD bus. The driving module and the intelligent cockpit module are also connected through the CAN-FD bus.

It can also be understood that in this design approach, the controller can directly transmit the first inertial measurement information to the chassis braking and body stabilization integrated module and the chassis air suspension module through the first interface, and the controller can directly transmit the first inertial measurement information to the chassis braking and body stabilization integrated module and the chassis air suspension module through the first interface. The second interface directly transmits the second inertial measurement information to the intelligent driving module and the intelligent cockpit module. In addition, the intelligent driving module or the intelligent cockpit module can forward the second inertial measurement information to the T-BOX through Ethernet. It can be understood that the controller can indirectly transmit the second inertial measurement information to the T-BOX through the second interface.

For example, in the control system shown in Figure 5, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected to the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis The vehicle control bus performs communication connections. As mentioned above, the chassis vehicle control bus may include a CAN bus or a CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface, and the second interface can communicate with the T-BOX, the intelligent driving module and the intelligent cockpit module through Ethernet. More specifically, the second interface and T-BOX, intelligent driving module and intelligent cockpit module can all be connected to the VGW through network cables. Therefore, the second interface and T-BOX, intelligent driving module and intelligent cockpit module can be connected through Ethernet. network for communication connections.

It can be understood that in this design approach, the controller can directly transmit the first inertial measurement information to the chassis braking and body stabilization integrated module and the chassis air suspension module through the first interface, and the controller can directly transmit the first inertial measurement information to the chassis braking and body stabilization integrated module and the chassis air suspension module through the second interface. The interface directly transmits the second inertial measurement information to the T-BOX, intelligent driving module and intelligent cockpit module.

For example, in the control system shown in Figure 6, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected to the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis The vehicle control bus performs communication connections. As mentioned above, the chassis vehicle control bus may include a CAN bus or a CAN-FD bus. The second set of interfaces of the inertial measurement device includes the second interface and the third interface. The connection between the second interface and the intelligent driving module and the intelligent cockpit module, as well as between the third interface and the T-BOX, can be through the CAN bus or CAN- FD bus for communication connection.

It can be understood that in this design method, if the first interface is communicated with the chassis braking and body stabilization integrated module and the chassis air suspension module through the CAN bus, then the second interface is connected with the intelligent driving module and The intelligent cockpit modules, as well as the third interface and the T-BOX, are also connected through the CAN bus; if the first interface and the chassis braking and body stabilization integrated module and the chassis air suspension module are connected through CAN -FD bus is used for communication connection, and the communication connection between the second interface and the intelligent driving module and the intelligent cockpit module, as well as between the third interface and T-BOX, is also carried out through the CAN-FD bus.

It can also be understood that in this design approach, the controller can directly transmit the first inertial measurement information to the chassis braking and body stabilization integrated module and the chassis air suspension module through the first interface, and the controller can directly transmit the first inertial measurement information to the chassis braking and body stabilization integrated module and the chassis air suspension module through the first interface. The second interface directly transmits the second inertial measurement information to the intelligent driving module and the intelligent cockpit module, and the controller can directly transmit the second inertial measurement information to the T-BOX through the second interface.

In a possible implementation design, the above-mentioned inertial measurement device further includes a positioning unit, and the positioning unit is used to position the terminal.

In this design approach, the above-mentioned inertial measurement device is an improvement based on the currently known combined positioning module. More specifically, the currently known combined positioning module has not only been improved at the hardware level. For example, the improved combined positioning module can include two sets of interfaces (the first set of interfaces and the second set of interfaces); Improvements at the software level, for example, the controller in the improved combined positioning module can be used to transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and/or the second set of interfaces.

Optionally, the positioning unit includes GNSS.

The inertial measurement device can be a combined positioning module as shown in Figure 1. GNSS is an example of a positioning unit, and GNSS can be used to position a terminal (such as a vehicle).

The following first describes the connection relationship between the first set of interfaces and the first functional module of the inertial measurement device (that is, the above-mentioned combined positioning module) and the second set of the inertial measurement device (that is, the above-mentioned combined positioning module) with reference to Figures 7 to 10 The connection relationship between the interface and the second functional module is described in detail.

Example 1, in the control system shown in Figure 7, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected with the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis vehicle The control bus carries out communication connection. As mentioned above, the chassis vehicle control bus can include CAN bus or CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface. The second interface can communicate with the T-BOX, the intelligent driving module and the intelligent cockpit module through the CAN bus or CAN-FD bus. For a more detailed description, please refer to the relevant description of Figure 3 above. For the sake of brevity, details will not be repeated here.

Example 2, in the control system shown in Figure 8, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected to the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis vehicle The control bus performs communication connections. As mentioned above, the chassis vehicle control bus can include a CAN bus or a CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface. The second interface can be communicated with the intelligent driving module and the intelligent cockpit module through the CAN bus or the CAN-FD bus. The intelligent driving module or the intelligent cockpit module can be connected through Ethernet. Forward the second inertial measurement information to T-BOX. For a more detailed description, please refer to the relevant description of Figure 4 above. For the sake of brevity, details will not be repeated here.

Example 3, in the control system shown in Figure 9, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected with the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis vehicle The control bus carries out communication connection. As mentioned above, the chassis vehicle control bus can include CAN bus or CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface, and the second interface can communicate with the T-BOX, the intelligent driving module and the intelligent cockpit module through Ethernet. For a more detailed description, please refer to the relevant description of Figure 5 above. For the sake of brevity, details will not be repeated here.

Example 4, in the control system shown in Figure 10, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected with the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis vehicle The control bus carries out communication connection. As mentioned above, the chassis vehicle control bus can include CAN bus or CAN-FD bus. The second set of interfaces of the inertial measurement device includes the second interface and the third interface. The connection between the second interface and the intelligent driving module and the intelligent cockpit module, as well as between the third interface and the T-BOX, can be through the CAN bus or CAN- FD bus for communication connection. For a more detailed description, please refer to the relevant description of Figure 6 above. For the sake of brevity, details will not be repeated here.

In a possible implementation design, the above-mentioned inertial measurement device is coupled with the airbag module, and the above-mentioned controller is a controller in the airbag module.

The connection relationship between the first set of interfaces and the first functional module of the inertial measurement device (i.e., the airbag module), and the connection relationship between the second set of interfaces and The connection relationship of the second functional module is explained in detail.

Example 1, in the control system shown in Figure 11, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected with the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis vehicle The control bus carries out communication connection. As mentioned above, the chassis vehicle control bus can include CAN bus or CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface. The second interface can communicate with the T-BOX, the intelligent driving module and the intelligent cockpit module through the CAN bus or CAN-FD bus. For a more detailed description, please refer to the relevant description of Figure 3 above. For the sake of brevity, details will not be repeated here.

Example 2, in the control system shown in Figure 12, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected to the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis vehicle The control bus carries out communication connection. As mentioned above, the chassis vehicle control bus can include CAN bus or CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface. The second interface can communicate with the intelligent driving module and the intelligent cockpit module through the CAN bus or CAN-FD bus. The intelligent driving module or the intelligent cockpit module can communicate through Ethernet. Forward the second inertial measurement information to T-BOX. For a more detailed description, please refer to the relevant description of Figure 4 above. For the sake of brevity, details will not be repeated here.

Example 3, in the control system shown in Figure 13, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected with the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis vehicle The control bus carries out communication connection. As mentioned above, the chassis vehicle control bus can include CAN bus or CAN-FD bus. The second set of interfaces of the inertial measurement device includes a second interface, and the second interface can communicate with the T-BOX, the intelligent driving module and the intelligent cockpit module through Ethernet. For a more detailed description, please refer to the relevant description of Figure 5 above. For the sake of brevity, details will not be repeated here.

Example 4, in the control system shown in Figure 14, the first set of interfaces of the inertial measurement device includes a first interface, and the first interface can be connected to the chassis braking and body stabilization integrated module and the chassis air suspension module through the chassis vehicle The control bus carries out communication connection. As mentioned above, the chassis vehicle control bus can include CAN bus or CAN-FD bus. The second set of interfaces of the inertial measurement device includes the second interface and the third interface. The connection between the second interface and the intelligent driving module and the intelligent cockpit module, as well as between the third interface and the T-BOX, can be through the CAN bus or CAN- FD bus for communication connection. For a more detailed description, please refer to the relevant description of Figure 6 above. For the sake of brevity, details will not be repeated here.

Among them, in the embodiment of the present application, there is no limitation on the source of the wake-up command. For example, in the automotive field, the wake-up command can be issued by VGW, VCU, or the above-mentioned T-BOX, intelligent driving module, intelligent cockpit module, chassis braking and body stabilization integrated module, or Chassis air suspension module etc. issued.

In addition, after being awakened, the IMU can maintain the working state of the inertial measurement information collection of the real-time collection terminal, and can enter the sleep state after receiving the sleep command. Alternatively, after being awakened, the IMU can maintain the working state of the inertial measurement information collection of the real-time collection terminal within a preset period of time, that is, it automatically enters the sleep state after the continuous working time reaches the preset time threshold. . There is no limitation on this in the embodiments of the present application.

Based on the above solution, multiple functional modules that need to use the data collected by the IMU can share the data collected by one or more IMUs. Since the device is configured with two sets of interfaces, the data collected by the IMU can be passed through at least one of them. One group is transmitted to multiple functional modules. Therefore, there is no need to configure an IMU in each of these multiple functional modules, thereby reducing the cost of the entire terminal.

An embodiment of the present application also provides a control system, which includes the above-mentioned inertial measurement device and multiple functional modules.

For example, Figures 3 to 14 are various exemplary block diagrams of the control system provided by the embodiment of the present application. For detailed description, please refer to the relevant description of Figures 3 to 14 above. For the sake of brevity, they will not be described again here.

Optionally, the first inertial measurement information is the same as the second inertial measurement information; wherein the first functional module among the plurality of functional modules determines part of the inertial measurement information from the first inertial measurement information.

As mentioned above, the first inertial measurement information and the second inertial measurement information may be the same. For example, the first inertial measurement information and the second inertial measurement information may include all data in the inertial measurement information set, but the first functional module may only need part of the data in the inertial measurement information set, then the first functional module may obtain the data from the first inertial measurement information set. Those data required are determined from the inertial measurement information, that is, part of the inertial measurement information can be determined from the first inertial measurement information.

Optionally, the first inertial measurement information and the second inertial information are six-axis IMU data. As mentioned above, the six-axis IMU data includes the terminal's front-to-back direction acceleration, left-right direction acceleration, and up-down direction acceleration, as well as the terminal's front-to-back direction angular velocity, left-to-right angular velocity, and up-and-down direction angular velocity.

For example, in the control system shown in Figures 3 to 14, the first functional module includes a chassis braking and body stabilization integrated module and a chassis air suspension module; the second functional module includes a T-BOX, an intelligent driving module and Intelligent cockpit module. As mentioned above, the chassis braking and body stabilization integrated module and the chassis air suspension module require three-axis IMU data. Therefore, the first functional module determines from the first inertial measurement information (that is, the six-axis IMU data) Three-axis IMU data.

Optionally, the first inertial measurement information is different from the second inertial measurement information.

As mentioned above, the first inertial measurement information and the second inertial measurement information may be different. For example, the first inertial measurement information may include part of the data in the inertial measurement information set, and the second inertial measurement information may include all the data in the inertial measurement information set.

Optionally, the first inertial measurement information is three-axis IMU data, and the second inertial measurement information is six-axis IMU data. As mentioned above, the six-axis IMU data includes the terminal's front-to-back direction acceleration, left-right direction acceleration, and up-down direction acceleration, as well as the terminal's front-to-back direction angular velocity, left-to-right angular velocity, and up-and-down direction angular velocity; three-axis IMU data It includes the acceleration in the front-to-back direction of the terminal, the acceleration in the left-right direction, and the angular velocity in the up-and-down direction.

For example, in the control system shown in Figures 3 to 14, the first functional module includes a chassis braking and body stabilization integrated module and a chassis air suspension module; the second functional module includes a T-BOX, an intelligent driving module and Intelligent cockpit module. As mentioned above, the controller in the inertial measurement device can transmit three-axis IMU data to the chassis braking and body stability integrated module and chassis air suspension module through the first set of interfaces. The second set of interfaces transmits six-axis IMU data to T-BOX, intelligent driving module and intelligent cockpit module.

Based on the above solution, multiple functional modules that need to use the data collected by the IMU can share the data collected by one or more IMUs. Therefore, there is no need to configure an IMU in each of these functional modules. Can reduce the cost of the entire terminal. Furthermore, since the device is configured with multiple sets of interfaces, the data collected by the IMU can be transmitted to multiple functional modules through at least one of them, and the data collected by the IMU can be transmitted to multiple functional modules through multiple sets of interfaces. In this case, the transmission links can also be separated to reduce the pressure of data traffic on each link.

An embodiment of the present application also provides a terminal, which includes the control system described above.

Optionally, the terminal may include a vehicle.

As mentioned above, a vehicle may be an example of a terminal. By way of example and not limitation, the vehicle may include a control system as shown in any one of Figures 3-14.

That is to say, after at least one module among the multiple functional modules obtains the inertial measurement information from the IMU, it can determine the part of the inertial measurement information it needs from the obtained inertial measurement information according to its own needs. Subsequent processing and control. For detailed descriptions, please refer to the relevant descriptions above. For the sake of brevity, they will not be repeated here.

It should be understood that the module division in Figures 3 to 14 is only exemplary. In actual applications, different functional modules can be divided according to different functional requirements. This application does not make any assumptions about the division form and number of functional modules in actual applications. Any limitations, and Figures 3 and 14 cannot create any limitations on this application.

The terms "unit", "module", "module", etc. used in this application may be used to represent circuit-related entities, hardware, firmware, combinations of hardware and software.

Those of ordinary skill in the art will appreciate that the various illustrative logical blocks and circuits described in connection with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Skilled artisans may implement the described functionality using different methods for each specific application, but such implementations should not be considered beyond the scope of this application. In the several embodiments provided in this application, it should be understood that the disclosed devices, equipment and methods can be implemented in other ways. For example, the device embodiments described above are only illustrative, and may be divided in other ways during actual implementation. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not performed. . On the other hand, the coupling or direct coupling or communication connection between each other shown or discussed may be through some interfaces, and the indirect coupling or communication connection of the devices or units may be in electrical, mechanical or other forms.

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

In addition, each functional unit in various embodiments of the present application may be integrated into one processing unit, or each unit may exist physically alone, or two or more units may be integrated into one unit.

In the above embodiments, the functions of each functional unit may be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented using software, it may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions (programs). When the computer program instructions (program) are loaded and executed on a computer, the processes or functions described in the embodiments of the present application are generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in or transmitted from one computer-readable storage medium to another, e.g., the computer instructions may be transferred from a website, computer, server, or data center Transmission to another website, computer, server or data center through wired (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (such as infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that can be accessed by a computer or a data storage device such as a server, data center, etc. that contains one or more available media integrated. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., digital video discs (DVD)), or semiconductor media (e.g., solid state disks (SSD) )wait.

If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the existing technology or the part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium, including Several instructions are used to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of this application. The aforementioned storage media include: U disk, mobile hard disk, ROM, RAM, magnetic disk or optical disk and other media that can store program code.

The above are only specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any person familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application. should be covered by the protection scope of this application. Therefore, the protection scope of this application should be subject to the protection scope of the claims.

Claims

An inertial measurement device, characterized in that the device includes: an inertial measurement unit IMU, a controller, a first set of interfaces and a second set of interfaces;

The IMU is used to obtain the inertial measurement information set of the terminal based on the control of the controller;

The controller is configured to transmit inertial measurement information to multiple functional modules of the terminal through the first set of interfaces and/or the second set of interfaces, where the inertial measurement information is obtained based on the inertial measurement information set;

Wherein, the first set of interfaces is used to transmit the first inertial measurement information to the first functional module among the plurality of functional modules; the second set of interfaces is used to transmit the first inertial measurement information to the second functional module among the plurality of functional modules. The module transmits second inertial measurement information.
The device according to claim 1, wherein the first functional module includes one or more of a chassis braking and body stabilization integrated module or a chassis air suspension module;

The second functional module includes one or more of a telematics module T-BOX, an intelligent driving module or an intelligent cockpit module.
The device according to claim 1 or 2, wherein the transmission channel between the first set of interfaces and the first functional module includes a chassis vehicle control bus;

The transmission channel between the second set of interfaces and the second functional module includes one of a controller area network CAN bus or a controller area network-flexible data rate CAN-FD bus, and/or Ethernet.
The device according to any one of claims 1 to 3, characterized in that the first functional module includes a chassis braking and body stabilization integrated module and a chassis air suspension module; the second functional module includes a remote Information processing T-BOX, intelligent driving module and intelligent cockpit module.
The device of claim 4, wherein the first set of interfaces includes a first interface, the first interface is between the chassis braking and body stabilization integrated module and the chassis air suspension module. The transmission channel between is the chassis vehicle control bus;

The second set of interfaces includes a second interface, and the transmission channel between the second interface and the T-BOX, the intelligent driving module and the intelligent cockpit module is a CAN bus or a CAN-FD bus, or,

The transmission channel between the second interface and the intelligent driving module and the intelligent cockpit module is a CAN bus or a CAN-FD bus, and the intelligent driving module or the intelligent cockpit module transmits data to the T- BOX forwards the second inertial measurement information.
The device of claim 4, wherein the first set of interfaces includes a first interface, the first interface is between the chassis braking and body stabilization integrated module and the chassis air suspension module. The transmission channel between is the chassis vehicle control bus;

The second set of interfaces includes a second interface, and the transmission channel between the second interface and the T-BOX, the intelligent driving module and the intelligent cockpit module is Ethernet.
The device of claim 4, wherein the first set of interfaces includes a first interface, the first interface is between the chassis braking and body stabilization integrated module and the chassis air suspension module. The transmission channel between is the chassis vehicle control bus;

The second set of interfaces includes a second interface and a third interface, a transmission channel between the second interface and the intelligent driving module and the intelligent cockpit module, and a transmission channel between the third interface and the T-BOX The transmission channels between them are all CAN bus or CAN-FD bus.
The device according to any one of claims 2 to 7, wherein the chassis vehicle control bus includes a CAN bus or a CAN-FD bus.
The device according to any one of claims 1 to 8, wherein the first inertial measurement information is the same as the second inertial measurement information, or the first inertial measurement information is the same as the second inertial measurement information. The inertial measurement information is not the same.
The device according to any one of claims 1 to 9, characterized in that the device further includes a positioning unit, the positioning unit being used to position the terminal.
The device of claim 10, wherein the positioning unit includes a Global Navigation Satellite System (GNSS).
The device according to any one of claims 1 to 9, characterized in that the device is coupled to an airbag module and the controller is a controller in the airbag module.
The device according to any one of claims 1 to 12, wherein the controller is further configured to receive a wake-up instruction, and control the IMU to obtain the inertial measurement information set of the terminal according to the wake-up instruction.
A control system, characterized in that the system includes the inertial measurement device according to any one of claims 1 to 13 and a plurality of functional modules.
The system of claim 14, wherein the first inertial measurement information and the second inertial measurement information are the same;

Wherein, a first functional module among the plurality of functional modules determines partial inertial measurement information from the first inertial measurement information.
The system of claim 15, wherein the first inertial measurement information and the second inertial information are six-axis IMU data, and the six-axis IMU data includes acceleration in the front and rear directions, left and right directions of the terminal. The acceleration in the direction and the acceleration in the up and down direction, as well as the angular velocity in the front and rear direction, the angular velocity in the left and right direction and the angular velocity in the up and down direction of the terminal.
The system of claim 14, wherein the first inertial measurement information and the second inertial measurement information are different.
The system of claim 17, wherein the first inertial measurement information is three-axis IMU data, and the second inertial measurement information is six-axis IMU data;

Wherein, the six-axis IMU data includes the acceleration in the front and rear direction, the acceleration in the left and right directions, and the acceleration in the up and down direction of the terminal, as well as the angular velocity in the front and rear direction, the angular velocity in the left and right directions, and the angular velocity in the up and down direction of the terminal; The three-axis IMU data includes the acceleration in the front-to-back direction, the acceleration in the left-right direction, and the angular velocity in the up-and-down direction of the terminal.
A terminal, characterized in that the terminal includes the control system according to any one of claims 14 to 18.
The terminal of claim 19, wherein the terminal includes a vehicle.
The terminal according to claim 19 or 20, characterized in that at least one module among the plurality of functional modules determines part of the inertial measurement information from the inertial measurement information acquired by it.