CN112793481A

CN112793481A - Cabin active safety method and system

Info

Publication number: CN112793481A
Application number: CN202110031321.8A
Authority: CN
Inventors: 陈豪
Original assignee: Ningbo Joynext Technology Corp
Current assignee: Ningbo Joynext Technology Corp
Priority date: 2021-01-11
Filing date: 2021-01-11
Publication date: 2021-05-14
Anticipated expiration: 2041-01-11
Also published as: CN112793481B

Abstract

The application relates to a cabin active safety method and a cabin active safety system, which belong to the technical field of automobiles, wherein the method is applied to a vehicle-mounted information entertainment navigation system, and comprises the following steps: acquiring first perception information, wherein the first perception information comprises at least one of audio and video input information, V2X information, contact input information and navigation information; detecting whether a preset safety decision condition is met or not according to the first sensing information; in response to detecting that a preset safety decision condition is met, generating an active safety control signal corresponding to the safety decision condition; an active safety control signal is sent to the cabin safety system to cause the cabin safety system to perform the safety operation indicated by the active safety control signal. The embodiment of the application can enable the automobile cabin system to be more intelligent, safer and more humanized, not only enhances the execution strength of the IVI system on the active safety function, but also expands the application scene of the cabin safety system and improves the use efficiency of safety equipment.

Description

Cabin active safety method and system

Technical Field

The application relates to the technical field of automobiles, in particular to a cabin active safety method and system.

Background

With the technological progress, the safety performance of automobiles is continuously refined, the traditional automobile safety concept is gradually changed, and the concept of active safety is gradually formed and continuously improved. At present, generally, after receiving a dangerous driving signal of a vehicle, for example, after receiving information of an Advanced Driver Assistance System (ADAS), an Electronic Control Unit (ECU) basically follows decision of the ADAS, that is, in an emergency, by controlling safety equipment, helps a passenger adjust to a relatively safe sitting posture, thereby avoiding or reducing injury of the passenger as much as possible when a danger occurs.

However, the above mechanism only considers passive safety control in an emergency state, and potential safety risks in a non-emergency state cannot be avoided.

Disclosure of Invention

In order to solve the problems mentioned in the background art, the embodiments of the present application provide a cabin active safety method and system, and the technical solution is as follows:

in a first aspect, a cabin active safety method is provided, which is applied to an in-vehicle infotainment navigation system, and the method comprises the following steps: acquiring first perception information, wherein the first perception information comprises at least one of audio and video input information, V2X information, contact input information and navigation information; detecting whether a preset safety decision condition is met or not according to the first sensing information; in response to detecting that a preset safety decision condition is met, generating an active safety control signal corresponding to the safety decision condition; sending the active safety control signal to a cabin safety system to cause the cabin safety system to perform a safety operation indicated by the active safety control signal.

Further, before the sending the active safety control signal to a cabin safety system, the method may further comprise: configuring an adapter between the in-vehicle infotainment navigation system and the cabin safety system, the adapter for processing the active safety control signal to enable the cabin safety system to identify and receive the active safety control signal; the sending the active safety control signal to a cabin safety system may include: transmitting the active safety control signal to the cabin safety system via the adapter.

In one example, the in-vehicle infotainment navigation system may include a vehicle machine module, wherein the active safety control signal is specifically generated by the vehicle machine module; the adapter is configured to be connected adjacent to the car machine module. In this example, the adapter may be a software module or a hardware module, or a combination of software and hardware modules, and may be deployed in a physical structure integrated with the in-vehicle infotainment navigation system when actually deployed.

In another example, the cabin safety system includes an ECU module, and the adapter is connected adjacent to the ECU module. In this example, the adapter may be a software module or a hardware module, or a combination of software and hardware modules, and may be deployed in an integrated physical structure with the cabin safety system when actually deployed.

In yet another example, the adapter is disposed on a physical connection channel between the in-vehicle infotainment navigation system and the cabin safety system and is not physically adjacent to both the in-vehicle infotainment navigation system and the cabin safety system. In this example, the adapter may be a software module or a hardware module, or a combination of software and hardware modules, and is deployed outside the physical structure of the in-vehicle infotainment navigation system and the physical structure of the cabin safety system when actually deployed.

Further, the active safety control signal may be transmitted via a CAN bus, for example on a broadcast basis or a point-to-point basis, when it is transmitted to the cabin safety system via the adapter.

Further, the detecting whether a preset safety decision condition is met according to the first perception information may include one of the following situations: if the first perception information comprises audio and video input information, the audio and video input information comprises driver sitting posture state information collected by a DMS infrared camera, and when the driver sitting posture state information indicates that the sitting posture change amplitude of a driver exceeds a preset safe driving posture range, the preset safe decision condition is determined to be met; if the first perception information comprises V2X information, when the V2X information indicates that the driving state of the vehicle ahead is abnormal and/or the driving state of the vehicle ahead is abnormal, it is determined that the preset safety decision condition is met.

Further, before detecting whether a preset safety decision condition is met according to the first perception information, the method may further include: receiving second perception information sent by the cabin safety system through the adapter, wherein the second perception information comprises at least one of driver body acceleration information, driver hand-held steering wheel information and ADAS vehicle state information, and the adapter is further used for processing the second perception information so that the vehicle-mounted infotainment navigation system can identify and receive the second perception information; the detecting whether a preset safety decision condition is met according to the first sensing information may include: and detecting whether the preset safety decision condition is met or not according to the first perception information and the second perception information.

Further, the receiving second perception information sent by the cabin safety system via the adapter may include: receiving a message sent by the cabin safety system via the adapter, the message comprising the second perception information and decision reference information; the detecting whether the preset security decision condition is met according to the first sensing information and the second sensing information may include: and detecting whether the preset safety decision condition is met or not according to the first perception information, the second perception information and the decision reference information.

Further, the detecting whether the preset security decision condition is met according to the first perception information and the second perception information may include at least one of the following situations: if the first perception information comprises audio and video input information, the audio and video input information comprises driver sitting posture state information acquired by a DMS infrared camera, and when the second perception information indicates that the vehicle is in a non-emergency driving state, but the driver sitting posture state information indicates that the driving sitting posture change amplitude of the driver exceeds a preset safe driving posture range, the preset safe decision condition is determined to be met; if the first perception information comprises audio and video input information, the audio and video input information comprises driver sitting posture state information acquired by a DMS infrared camera, the second perception information comprises ADAS vehicle state information, and when the ADAS vehicle state information and/or the driver sitting posture state information indicate that the vehicle is in a non-emergency driving state, but the driver holding steering wheel information indicates that the duration of the driver holding the steering wheel with one hand exceeds a preset duration, the preset safety decision condition is determined to be met; if the first perception information comprises V2X information, when the second perception information indicates that the vehicle is in a non-emergency driving state, but the V2X information indicates that the driving state of the front vehicle of the vehicle is abnormal and/or the driving state of the front vehicle is abnormal, the active safety control signal is generated.

In a second aspect, there is provided a cockpit active safety method applied to a cockpit safety system, the method comprising: receiving an active safety control signal sent by a vehicle-mounted infotainment navigation system, wherein the active safety control signal is generated in response to the detection that a preset safety decision condition is met according to first sensing information, and the first sensing information comprises at least one of audio and video input information, V2X information, contact input information and navigation information; and executing the safety operation indicated by the active safety control signal.

Further, before the performing the safety operation indicated by the active safety control signal, the method may further include: judging whether other safety control instructions with priority higher than the active safety control signal exist at present; and if not, executing the safety operation indicated by the active safety control signal.

Further, the determining whether there are other safety control commands with priority higher than the active safety control signal may include: determining a security device to which the active security control signal is directed; judging whether other safety control instructions point to the safety equipment or not; if no other safety control instruction points to the safety equipment, determining that no other safety control instruction with priority higher than that of the active safety control signal exists; or if other safety control instructions are pointed to the safety equipment and the priority of the other safety control instructions is lower than that of the active safety control signal, determining that other safety control instructions with the priority higher than that of the active safety control signal do not exist.

Further, before receiving the active safety control signal sent by the in-vehicle infotainment navigation system, the method may further include: configuring an adapter between the in-vehicle infotainment navigation system and the cabin safety system, the adapter for processing the active safety control signal to enable the cabin safety system to identify and receive the active safety control signal; the receiving of the active safety control signal sent by the vehicle-mounted infotainment navigation system may include: and receiving the active safety control signal sent by the vehicle-mounted infotainment navigation system through the adapter.

For specific configuration of the adapter, reference may be made to the detailed description in the first aspect, and details are not described here.

Further, before receiving the active safety control signal sent by the in-vehicle infotainment navigation system, the method may further include: and sending second perception information to the vehicle-mounted infotainment navigation system through the adapter, wherein the second perception information comprises at least one of body acceleration information of a driver, information of a hand-held steering wheel of the driver and ADAS vehicle state information, and the adapter is further used for processing the second perception information so that the vehicle-mounted infotainment navigation system can recognize and receive the second perception information.

Further, the sending second perception information to the in-vehicle infotainment navigation system via the adapter may include: sending a message to the in-vehicle infotainment navigation system via the adapter, the message including the second perception information and decision reference information.

Further, before the sending the second perception information to the in-vehicle infotainment navigation function system via the adapter, the method may further include: obtaining the ADAS vehicle state information from an ADAS system; acquiring the body acceleration information of the driver from an acceleration sensor of an electric safety belt; and acquiring the information of the driver holding the steering wheel from a capacitive sensor of the steering wheel.

In a third aspect, there is provided a cockpit active safety system comprising an in-vehicle infotainment navigation system for performing the method of any one of the first aspects and a cockpit safety system for performing the method of any one of the second aspects.

Compared with the prior art, the technical scheme provided by the application at least has the following beneficial effects:

1. an adapter is configured between a cabin safety system and a vehicle-mounted information entertainment navigation (IVI) system, a channel for transmitting an active safety control signal and other related information is opened between the cabin safety system and the vehicle-mounted information entertainment navigation (IVI) system, a vehicle machine module in the IVI system not only fully utilizes a plurality of channels of the IVI system, but also further fuses a vehicle perception qualitative result from a cabin safety system ECU as another decision input, and multi-system information fusion in the range of an automobile cabin is realized;

2. when the IVI system detects that preset safety decision conditions are met according to the sensing information, an active safety control signal is sent to the cabin safety system, the cabin safety system can be controlled to execute safety operation indicated by the active safety control signal, for example, an electric safety belt is driven to be tightened, the active safety protection effect of the electric safety belt on a driver in a non-emergency driving event can be achieved, so that the cabin is more intelligent, safer and more humanized, the execution force of the IVI system on the active safety function is enhanced, the application scene of the cabin safety system is expanded, and the use efficiency of safety equipment is improved.

Drawings

Fig. 1 is a system architecture diagram of a cabin active safety method according to an embodiment of the present application;

fig. 2 is a flowchart of an embodiment of an active safety method for a cabin according to an embodiment of the present application;

FIG. 3 is a flow chart of another embodiment of a cabin active safety method according to an embodiment of the present application;

fig. 4 is a flowchart of another embodiment of a cabin active safety method according to an embodiment of the present application.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.

It is to be understood that, unless the context clearly requires otherwise, throughout the description and the claims, the words "comprise", "comprising", and the like are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is, what is meant is "including, but not limited to".

Furthermore, in the description of the present application, it is to be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In addition, in the description of the present application, "a plurality" means two or more unless otherwise specified.

In the safety domain of the automobile cabin, the safety belt is still the most important safety device. From the perspective of passive safety, the safety belt acts to restrain displacement and cushion. Even if the airbag is normally deployed, the effect of protecting the occupant is extremely poor on the premise that the seat belt is not used correctly. An active Seat belt, or Motorized Seat Belt (MSB), is a system that integrates an ECU, an electric servo, on top of a conventional Seat belt. After receiving the vehicle dangerous driving signal, the ECU drives the servo mechanism to effectively restrain the passenger on the seat in advance before the danger occurs, corrects the abnormal sitting posture of the passenger in the actual driving process, and further plays the maximum function of the passive safety system when the danger occurs.

In the prior art, the ECU of the electric seat belt generally has two ways of acquiring sensing information: one is an acceleration sensor built in the seat belt retractor; the second is information from the ADAS. The ECU processes the first information source, and mainly judges whether the safety belt needs to be tightened or not by sensing the acceleration of the winding machine when the mesh belt is pulled out. Quantitatively, it is generally accepted in the industry that the trigger threshold for belt pull accelerations is greater than 0.8G. The processing of the second information source by the ECU is basically the compliance with the ADAS system decision, i.e. tightening of the seat belt in an emergency, and these two perception approaches need to be implemented in combination with the triggering decision of the ECU itself. Based on the working mechanism, the working condition of emergency braking of the safety belt cannot be triggered in daily pulling and wearing of the safety belt.

An In-Vehicle Infotainment (IVI) system is a Vehicle-mounted integrated information service processing system developed based on a Vehicle body bus system and internet service. The system coordinates and controls the whole vehicle-mounted information entertainment equipment through a special vehicle-mounted processor and an operating system, and provides basic services of professional active safety alarm, travel navigation, multimedia interaction, online application, emergency help seeking and the like for users.

In the process of implementing the present application, the inventor finds that the prior art has at least the following problems:

although the ECU can drive to tighten the safety belt in an emergency driving event to realize safety protection of a driver, in some cases, for example, the driver bends over/leans over to pick up objects in the normal driving process, although the driving posture of the driver greatly exceeds the safety range, the ADAS system does not necessarily trigger the self-belt sensor of the electric safety belt system due to slow action, and does not sense the change of the sitting posture state of the driver in the vehicle, so that the ECU does not drive to tighten the safety belt to effectively bind a passenger on the seat in advance, and traffic accidents are easily caused.

Although the IVI system can provide professional safety warning for the user, when there is a (potential) danger in the vehicle, the safety warning provided by the IVI system is only reminded to the driver by various soft means in the IVI system, i.e. the human-computer interaction device including sound, light and electricity, which is not mandatory and needs to be responded by the driver.

Compared with the function expansion and iteration of an IVI system, the conventional cabin safety system is relatively closed and conservative in function, and the original ecological algorithm built in the control ECU is relatively simple, so that only the application scene based on the own sensor is considered, and the application scene is single.

In addition, the time for the safety device to perform the substantial function is not much, and the safety device is in the standby state more, so that the use efficiency of the safety device is low.

In view of the above, the present application provides a cabin active safety method, a vehicle infotainment navigation system and a cabin safety system applying the method, and a cabin active safety system including the vehicle infotainment navigation system and the cabin safety system. The embodiments of the present application will be described below with reference to the accompanying drawings.

Fig. 1 is a system architecture diagram of a cabin active safety method provided in the present application. Referring to fig. 1, the cabin active safety system includes a cabin safety system 100 and a vehicle infotainment navigation system 200, the cabin safety system 100 includes an ECU module 101, a steering wheel and a safety belt, the vehicle infotainment navigation system 200 includes a vehicle machine module 201 and an information sensing module 202, the ECU module 101 communicates with an Advanced Driving Assistance System (ADAS)300 through a Controller Area Network (CAN) bus, the ECU module 101 is connected with the vehicle machine module 201, wherein: the in-vehicle machine module 201 is configured to obtain first sensing information, where the first sensing information includes at least one of audio/video input information, V2X information, contact input information, and navigation information; the in-vehicle machine module 201 is further configured to detect whether a preset safety decision condition is met according to the first sensing information, generate an active safety control signal corresponding to the safety decision condition in response to detecting that the preset safety decision condition is met, and send the active safety control signal to the cabin safety system, so that the cabin safety system performs a safety operation indicated by the active safety control signal; the ECU module 101 is configured to receive the active safety control signal sent by the in-vehicle device module 201, determine whether there are other safety control instructions with priority higher than the active safety control signal currently, and if not, execute the safety operation indicated by the active safety control signal.

Specifically, in order to enable the ECU module 101 and the in-vehicle Unit module 201 to smoothly transmit the active safety control signal and other related information, an adapter is configured between the cabin safety system 100 and the in-vehicle infotainment navigation system, so that the cabin safety system 100 and the in-vehicle infotainment navigation system 200 can communicate information with each other through the adapter, wherein the ECU module 101 may specifically be a cabin safety system computer, and the in-vehicle Unit module 201 may specifically be a Head Unit (HU). Regarding the specific configuration of the adapter, reference may be made to the following examples:

The in-vehicle device module 201 may specifically be configured with an IVI system control unit and a multi-modal perception decision unit that are connected to each other, and the information perception module 202 includes an audio/video acquisition module, a V2X module, and an acoustic-optical-electrical interaction module. The multi-modal perception decision unit is connected with the audio and video acquisition module, the IVI system control unit is connected with the ECU module 101 in the cabin safety system 100 through the adapter, and the IVI system control unit is further connected with the V2X module and the sound-light-electricity interaction module respectively. The audio/video acquisition module may specifically include a Driver Monitor System (DMS) infrared camera and a noise reduction microphone, where the DMS infrared camera is configured to acquire Driver image data, perceive sitting posture state information of the Driver and/or facial state information of the Driver from the Driver image data, and upload the information to the multimodal perception decision unit. In practical application, the DMS infrared camera may include an image acquisition unit and a driver state analysis processing unit configured to analyze acquired information, and the driver state analysis processing module is configured to analyze acquired video features of the driver to obtain sitting posture state information of the driver, and transmit the sitting posture state information of the driver to the multi-modal perception decision unit in the vehicle-mounted device module. The noise reduction microphone is used for collecting the sound data of the driver and uploading the sound data to the multi-modal perception decision unit. The V2X module may communicate with the V2X internet of vehicles to obtain V2X information, send V2X information to the multimodal awareness decision unit through the IVI system control unit.

More specifically, the multi-modal perception decision unit is configured with a decision algorithm, and is configured to determine whether the security device satisfies a preset security decision condition according to the configured decision algorithm based on the first perception information, and if so, generate active security decision information and send the active security decision information to the IVI system control unit, and the IVI system control unit generates an active security control signal based on the active security decision information and sends the active security control signal to the ECU module 101 via the adapter. The multi-modal awareness decision module is capable of controlling the cabin safety system 100 to perform a safety operation indicated by the active safety control signal by generating the active safety control signal, e.g., controlling safety devices of the cabin safety system 100 to perform a safety operation.

Further, the ECU module 101 may acquire the second sensing information related to the vehicle at preset intervals (e.g., every 1s), and transmit the second sensing information to the IVI system control unit in the in-vehicle module 201 in the IVI system via the adapter at the preset intervals. The IVI system control unit sends the second sensing information to the multi-modal sensing decision unit, the multi-modal sensing decision unit detects whether a preset safety decision condition is met or not according to the first sensing information and the second sensing information, if yes, active safety decision information is generated and sent to the IVI system control unit, and the IVI system control unit generates an active safety control signal according to the active safety decision information and sends the active safety control signal to the ECU module 101 through the adapter.

The second perception information may include at least one of driver body acceleration information, driver hand-held steering wheel information, and ADAS vehicle state information. The ADAS vehicle state information is acquired by the ECU module 101 from the ADAS system 300, and the ADAS system may acquire ADAS vehicle state information such as vehicle speed, gear, steering wheel angle, and turn signal status through various sensors (e.g., camera, radar, laser, and ultrasonic wave), and transmit the ADAS vehicle state information to the ECU module through the CAN bus. The body acceleration information of the driver may be acquired by the ECU module 101 from an acceleration sensor of an electric seatbelt on which the acceleration sensor is disposed, and the acceleration sensor is configured to acquire the body acceleration information of the driver during driving and send the body acceleration information to the ECU module 101. The information of the driver holding the steering wheel may be acquired by the ECU module 101 from a capacitive sensor of the steering wheel, the capacitive sensor of the steering wheel may sense the grip strength information of the driver on the steering wheel in real time, and the information of the driver holding the steering wheel may reflect whether the driver holds the steering wheel with one hand or with two hands during driving.

Furthermore, the IVI system control unit may further receive second sensing information related to the vehicle, which is sent by the ECU module 101 through the adapter, receive decision reference information sent by the ECU module 101 through the adapter, and send the second sensing information and the decision reference information to the multi-modal sensing decision unit, the multi-modal sensing decision unit detects whether a preset safety decision condition is met according to the first sensing information, the second sensing information, and the decision reference information, if so, generates active safety decision information, sends the active safety decision information to the IVI system control unit, and the IVI system control unit generates an active safety control signal according to the active safety decision information, and sends the active safety control signal to the ECU module 101 through the adapter.

After receiving an active safety control signal sent by a vehicle-mounted infotainment navigation system, an ECU module determines safety equipment pointed by the active safety control signal and judges whether other safety control instructions point to the safety equipment; if no other safety control instruction points to the safety device, determining that no other safety control instruction with higher priority than the active safety control signal exists, or if other safety control instruction points to the safety device but the priority of the other safety control instruction is lower than the active safety control signal, determining that no other safety control instruction with higher priority than the active safety control signal exists.

The safety equipment can comprise an electric safety belt, and the electric safety belt can play an active safety protection role on a driver in a non-emergency driving event by tightening the electric safety belt; in addition, the safety device may further include an LED light strip of a steering wheel, and the direct control of the LED light strip of the steering wheel in the cabin safety system 100 by the IVI system 200 can realize richer display modes and contents than the original factory definition within an allowable range, so that the LED light strip can be used for the newly defined function.

Further, the in-vehicle module 201 is further configured to generate a warning signal for the active safety control signal before the active safety control signal is sent to the ECU module 101 via the adapter, and send the warning signal to the acousto-optic-electrical interaction module, so that the acousto-optic-electrical interaction module warns a driver of the vehicle. So, before carrying out the safe operation that the initiative control signal instructed (for example, tighten up the safety belt) through car machine module control ECU module, give initiative warning to the driver through the reputation electric interaction module, can be under the prerequisite that the driver had the psychological preparation, the drive is to tightening up of safety belt, can implement the passive protection to the driver, and this kind warns earlier through car machine module and then controls the mode that the ECU module tightened up the safety belt, can bring better user experience for the user, the safety strategy can have hommization more.

The system architecture or implementation environment associated with the cabin active safety method provided by the present application is described above. It should be understood that some or all of the above components and modules may be included in the implementation process of the cabin active safety method provided in the present application, and the present application is not limited thereto.

Next, the cabin active safety method according to the embodiment of the present application will be described from the in-vehicle infotainment navigation system side and the cabin safety system side, respectively. It should be noted that, in the following embodiments, the same or similar contents as those in the scheme shown in fig. 1 may refer to the description in fig. 1, and are not repeated in the following.

Example one

The embodiment of the application provides a cabin active safety method, which is applied to a vehicle-mounted infotainment navigation system, and as shown in fig. 2, the method can include:

and S11, acquiring first perception information, wherein the first perception information comprises at least one of audio and video input information, V2X information, contact input information and navigation information.

The vehicle-mounted information entertainment navigation system comprises a vehicle-mounted information entertainment navigation system, a vehicle-mounted information entertainment navigation system and a vehicle-mounted information entertainment navigation system, wherein the vehicle-mounted information entertainment navigation system can acquire audio and video input information from an audio and video acquisition module, acquire V2X information from a V2X module (such as a V-BOX therein), acquire contact input information of a driver from an acousto-optic-electric interaction module, and acquire navigation information from an IVI system control unit contained in the vehicle-mounted information entertainment navigation system.

In an example, the first perception information may only include audio and video input information acquired by an audio and video acquisition module, the audio and video input information may include driver sitting posture state information and/or driver facial state information acquired by a DMS infrared camera and/or driver audio information acquired by a noise reduction microphone, the driver sitting posture state information may reflect whether the driver sitting posture state is normal, such as whether the driver bends over or leans over during normal driving, the driver facial state information may reflect the driver facial expression state, such as whether the driver is distracted, tired, lost spirit and the like during normal driving, and the driver audio information may reflect whether the driver answers a handheld phone during driving, the call duration and the like.

In another example, the first sensing information may include touch input information collected by the acousto-optic-electric interaction module, such as sitting posture information and facial state information of a driver in the vehicle, and operation information input by the driver to the acousto-optic-electric interaction module, in addition to the audio-video input information.

In yet another example, the first sensory information may include audiovisual input information, touch input information, and navigation information including current vehicle location information.

In yet another example, the first sensory information may include audiovisual input information, touch input information, navigation information, and V2X information, the V2X information including, but not limited to: the number, the position, the speed, the distance of vehicles around the vehicle, the obstacle information on the road around the vehicle, the road surface flatness of the current road, the speed limit value and other environment information related to the driving of the vehicle.

It is to be understood that the above examples are only examples of the first perception information, and the first perception information may include any one or more of the above information, and the present application is not limited thereto.

And S12, detecting whether a preset safety decision condition is met according to the first sensing information.

The safety decision condition may be preset according to actual needs, which will be described in the following by way of example, and is not limited herein.

Specifically, a vehicle-mounted machine module in the vehicle-mounted infotainment navigation system detects whether a preset safety decision condition is met or not according to first perception information through a multi-modal perception decision unit contained in the vehicle-mounted infotainment navigation system.

And S13, responding to the detection that the preset safety decision condition is met, and generating an active safety control signal corresponding to the safety decision condition.

Specifically, when the multi-modal perception decision unit detects that a preset safety decision condition is met, active safety decision information corresponding to the safety decision condition is generated and transmitted to the IVI system control unit. And the IVI system control unit generates a corresponding active safety control signal according to the active safety decision information.

S14, sending an active safety control signal to the cabin safety system to cause the cabin safety system to perform the safety operation indicated by the active safety control signal.

In S14, the cabin safety system performs the safety operation indicated by the active safety control signal, and in practical applications, the cabin safety system may control the safety device indicated by the active safety control signal to perform the safety operation.

Specifically, the IVI system may send the active safety control signal to an ECU module in the cabin safety system via a pre-configured adapter, which, upon receiving the active safety control signal, performs the safety operation indicated by the active safety control signal. For example, when the active safety control signal indicates to perform a safety operation on the electric safety belt, the safety operation is specifically to tighten the electric safety belt, so that the electric safety belt in the cabin safety system is controlled by the IVI system, and the active safety protection effect of the electric safety belt on a driver in a non-emergency driving event can be performed; for another example, when the active safety control signal indicates to perform a safety operation on the LED light band of the steering wheel, the safety operation may be to control the LED light band to emit a light signal, so that the direct control of the LED light band of the steering wheel in the cabin safety system by the IVI system can achieve a display mode and content richer than the original factory definition within an allowable range, and further can be used for a newly defined function.

In this embodiment, when the IVI system detects that the preset safety decision condition is met according to the first sensing information in the IVI system, the active safety control signal is generated and sent to the cabin safety system, and the cabin safety system can be controlled to execute the safety operation indicated by the active safety control signal, for example, the electric safety belt is driven to tighten up, so that the active safety protection effect of the electric safety belt on a driver in a non-emergency driving event can be achieved, so that not only is the cabin more intelligent, safer and more humanized, but also the execution strength of the IVI system on the active safety function is enhanced, the application scene of the cabin safety system is expanded, and the use efficiency of the safety equipment is improved.

In a preferred embodiment, before the step S14 sending the active safety control signal to the cabin safety system, the method may further include: configuring an adapter between the in-vehicle infotainment navigation system and the cabin safety system, the adapter for processing the active safety control signal to enable the cabin safety system to identify and receive the active safety control signal; the step S14 sends an active safety control signal to the cabin safety system, and the process includes: an active safety control signal is sent to the cabin safety system via the adapter.

In the prior art, the in-vehicle infotainment navigation system does not send an active safety control signal to the cabin safety system, and therefore, there is no transmission and identification mechanism between the in-vehicle infotainment navigation system and the cabin safety system suitable for the active safety control signal. In the embodiment, the adapter is configured between the cabin safety system and the vehicle-mounted information entertainment navigation (IVI) system, and a channel for transmitting the active safety control signal and other related information is opened between the cabin safety system and the vehicle-mounted information entertainment navigation (IVI) system, so that the vehicle-mounted machine module in the IVI system can send the active safety control signal to the cabin safety system through the adapter to control the cabin safety system to execute the safety operation indicated by the active safety control signal, the execution strength of the IVI system on the active safety function is enhanced, and the application scene of the cabin safety system is expanded.

In a preferred embodiment, reference may be made to the detailed description of the solution shown in fig. 1 for a specific configuration of the adapter, which is not described herein again.

In a preferred embodiment, the active safety control signal is transmitted via the adapter to the cabin safety system via a CAN bus, for example on a broadcast basis or point-to-point basis. The peer-to-peer communication method may be a one-to-one or one-to-many communication method.

In one example, the in-vehicle infotainment navigation system and the cabin safety system can establish one-to-one connection, then perform information transmission based on the established one-to-one connection, and after the in-vehicle infotainment navigation system generates an active safety control signal, transmit the active safety control signal to the ECU module in the cabin safety system in a point-to-point communication mode.

In another example, the in-vehicle infotainment navigation system and the cabin safety system can also establish a one-to-many communication mode, and specifically, after the in-vehicle infotainment navigation system generates an active safety control signal, the active safety control signal is directionally sent to the ECU module and other modules in the cabin safety system.

In another example, the in-vehicle infotainment navigation system and the cabin safety system may communicate with each other in a broadcast manner, and specifically, after an in-vehicle module in the in-vehicle infotainment navigation system generates an active safety control signal, the active safety control signal is broadcast, the cabin safety system monitors the broadcast information, and receives the active safety control signal when information identifying the active safety control signal is identified.

It should be understood that the in-vehicle infotainment navigation system and the cabin security system may communicate with each other in other ways, and the embodiment is not limited in this respect.

In a preferred embodiment, detecting whether the preset safety decision condition is met according to the first perception information may include one of the following situations:

if the first perception information comprises audio and video input information, the audio and video input information comprises driver sitting posture state information collected by a DMS infrared camera, and when the driver sitting posture state information indicates that the sitting posture change amplitude of a driver exceeds a preset safe driving posture range, the preset safe decision condition is determined to be met;

if the first perception information comprises V2X information, when the V2X information indicates that the driving state of the front vehicle of the vehicle is abnormal and/or the driving state of the front vehicle is abnormal, it is determined that a preset safety decision condition is met.

For example, when a driver bends over/leans to pick up objects in the normal driving process, a DMS infrared camera in the IVI system senses sitting posture state information of the driver and sends the sitting posture state information to a multi-mode sensing decision unit in the vehicle-mounted module, the multi-mode sensing decision unit indicates that the sitting posture change range of the driver exceeds a preset safe driving posture range according to the sitting posture state information of the driver, the driver is determined to meet a preset safe decision condition, a decision is made, the IVI system control unit is triggered to send an active safe control signal for tightening a safety belt, an ECU module in the cabin safety system is controlled by an adapter to drive a servo mechanism of the electric safety belt to pull the driver back to the safe driving posture range, the active safety protection effect of the electric safety belt on the driver in a non-emergency driving event is achieved, and traffic accidents are avoided.

For another example, when the vehicle follows the front vehicle, the V2X module in the IVI system can dynamically sense wider road information by acquiring the V2X information, and when the V2X information indicates that the driving state of the front vehicle of the vehicle is abnormal and/or the driving state of the front vehicle is abnormal, the multi-modal sensing decision unit in the vehicle module determines active safety decision information, triggers the IVI system control unit to send an active safety control signal for tightening the safety belt, and further sends the active safety control signal to the ECU module in the cabin safety system through the adapter, so that the ECU module drives the servo mechanism of the electric safety belt to tighten the safety belt, thereby implementing active protection for the driver.

In a preferred embodiment, before the step S12 detects whether the preset security decision condition is satisfied according to the first perception information, the method may further include: receiving second perception information sent by the cabin safety system through an adapter, wherein the second perception information comprises at least one of body acceleration information of a driver, hand-held steering wheel information of the driver and ADAS vehicle state information, and the adapter is further used for processing the second perception information so that the vehicle-mounted infotainment navigation system can identify and receive the second perception information; the step S12 is to detect whether a preset safety decision condition is met according to the first sensing information, and the process may include: and detecting whether a preset safety decision condition is met or not according to the first sensing information and the second sensing information.

Specifically, the ECU module in the cabin security system may acquire the driver body acceleration information sent by the acceleration sensor of the electric seat belt, the driver hand-held steering wheel information sent by the capacitance sensor of the steering wheel, and the ADAS vehicle state information sent by the ADAS system, and send at least one of the driver body acceleration information, the driver hand-held steering wheel information, and the ADAS vehicle state information to the vehicle-mounted module in the in-vehicle infotainment navigation system via the adapter, where the adapter is further configured to process the information so that the in-vehicle infotainment navigation system can recognize and receive the information. The method comprises the steps that a multi-mode perception decision unit in a car machine module detects whether a preset safety decision condition is met or not according to at least one of acquired audio and video input information, V2X information, contact input information and navigation information and at least one of driver body acceleration information, driver hand-holding steering wheel information and ADAS vehicle state information, when the preset safety decision condition is met, an active safety control signal corresponding to the safety decision condition is generated, and the active safety control signal is sent to an ECU module in a cabin safety system, so that the cabin safety system can execute safety operation indicated by the active safety control signal.

In the embodiment, the adapter is configured between the cabin safety system and a vehicle-mounted infotainment navigation (IVI) system, and a channel for transmitting an active safety control signal and other related information is opened between the cabin safety system and the vehicle-mounted infotainment navigation (IVI) system, so that a vehicle machine module in the IVI system not only fully utilizes a multi-channel sensing channel of the IVI system, but also further fuses a vehicle sensing qualitative result from a cabin safety system ECU as another decision input, thereby not only realizing multi-system information fusion in the range of an automobile cabin, but also realizing a secondary sensing decision mode that the vehicle machine module in the vehicle-mounted infotainment navigation system is used as an integrated cabin active safety system decision center and the cabin safety system ECU is used as a secondary center; in addition, on the basis of not needing to change the existing hardware architecture, the execution strength of the IVI system on the active safety function is enhanced, and richer active control operation of the cabin safety system is realized.

In a preferred embodiment, the receiving second sensing information sent by the cabin safety system via the adapter may include: receiving a message sent by the cabin safety system via the adapter, wherein the message comprises second perception information and decision reference information; the foregoing step detects whether a preset security decision condition is satisfied according to the first sensing information and the second sensing information, and the process may include: and detecting whether a preset safety decision condition is met or not according to the first sensing information, the second sensing information and the decision reference information.

Wherein the decision reference information may be decision assistance information made by the cabin safety system based on the second perception information and/or other information received by the cabin safety system, and may be, for example: triggering the function of the traditional safety belt, holding the steering wheel to separate information, and the like. After receiving the second sensing information and the decision reference information, the vehicle-mounted infotainment navigation system can comprehensively judge whether the preset safety decision condition is met or not according to the second sensing information and the decision reference information. For example, the vehicle-mounted infotainment navigation system firstly judges according to the second perception information, and if the judgment result is that the preset safety decision condition is not met, the vehicle-mounted infotainment navigation system can judge whether the preset safety decision condition is met according to the decision reference information. It will be appreciated that in this case, the decision reference information made by the cockpit safety system is independent of the decision made by the in-vehicle infotainment navigation system based on the second perception information, and both may act in a complementary manner to provide a more comprehensive active safety protection mechanism for the user.

In the embodiment, the adapter is configured between the cabin safety system and the vehicle-mounted information entertainment navigation (IVI) system, and a channel for transmitting the active safety control signal and other related information is opened between the cabin safety system and the vehicle-mounted information entertainment navigation (IVI) system, so that the IVI system not only fully utilizes the multi-channel sensing channel of the IVI system to obtain the first sensing information, but also further fuses the second sensing information from the cabin safety system and the decision reference information as the decision input of the IVI system, so that the multi-system information fusion in the range of the automobile cabin is further realized, the comprehensive processing capacity of the IVI system on the information is further improved, and the whole cabin system is further enabled to be more intelligent and safer.

In a preferred embodiment, detecting whether a preset safety decision condition is met according to the first perception information and the second perception information includes at least one of the following situations:

if the first perception information comprises audio and video input information, the audio and video input information comprises driver sitting posture state information acquired by a DMS infrared camera, and when the second perception information indicates that the vehicle is in a non-emergency driving state, but the driver sitting posture state information indicates that the driving sitting posture change range of the driver exceeds a preset safe driving posture range, the preset safe decision condition is determined to be met;

if the first perception information comprises audio and video input information, the audio and video input information comprises driver sitting posture state information acquired by a DMS infrared camera, and the second perception information comprises ADAS vehicle state information, when the ADAS vehicle state information and/or the driver sitting posture state information indicate that the vehicle is in a non-emergency driving state, but the duration of the driver holding the steering wheel by one hand exceeds the preset duration, the preset safety decision condition is determined to be met;

and if the first perception information comprises V2X information, generating an active safety control signal when the second perception information indicates that the vehicle is in a non-emergency driving state, but the V2X information indicates that the driving state of the vehicle ahead and/or the driving state of the vehicle ahead are abnormal.

For example, in a scene that a driver bends over/leans over to pick up objects in a normal driving process, although the driving posture of the driver greatly exceeds a safety range, the action is slow, the triggering of a sensor of an electric seat belt system cannot be caused, the ADAS system cannot sense the change of the sitting posture state of the driver in the vehicle, at the moment, the ECU module in the cabin safety system transmits second sensing information of a vehicle-mounted module in the IVI system to indicate that the vehicle is in a non-emergency driving state through an adapter, the DMS infrared camera in the IVI system senses the sitting posture state information of the driver, the sitting posture state information of the driver and the second sensing information are transmitted to the multi-mode sensing decision unit in the vehicle-mounted module, and when the sitting posture state information of the driver indicates that the sitting posture change amplitude of the driver exceeds a preset safety driving posture range, the multi-mode sensing decision unit can determine a preset safety decision condition, a decision is made to trigger the IVI system control unit to send an active safety control signal for tightening the safety belt, and then the ECU module in the adapter control cabin safety system drives a servo mechanism of the electric safety belt to pull the driver back to a safe driving posture range, so that the active safety protection effect of the electric safety belt on the driver in a non-emergency driving event is achieved, and traffic accidents are avoided.

For another example, when the road condition ahead of the vehicle is complicated but the situation of emergency situation obtained by the ADAS system through various sensors (such as camera, radar, laser and ultrasonic wave) is not reached yet, the ADAS vehicle state information indicates that the vehicle is in a non-emergency driving state, or the DMS infrared camera in the IVI system senses the driver sitting posture state information and indicates that the vehicle is in a non-emergency driving state, the ECU module in the cabin safety system senses the grip strength of the steering wheel, if the driver finds that he holds the steering wheel with one hand, the driver can not only warn through the man-machine interaction system of the IVI system and request to hold the steering wheel with two hands stably, but also can determine that the driver exceeds the preset duration or does not place two hands on the steering wheel through continuous hands-off detection, a further active means can be adopted, the electric safety belt in the cabin safety system is directly driven and controlled through multi-modal decision information initiated by the IVI system, apply the warning to the driver with the form of carrying the pulling belt in succession on one's body, play more direct warning effect to tighten up the safety belt steadily in advance, play the prevention effect. The method integrates steering wheel perception, IVI navigation, multi-mode perception decision, IVI human-computer interaction warning and electric safety belt prompting and stable locking, can achieve a humanized strategy of active safety, and cannot be achieved by the existing active safety strategy.

For another example, from ADAS perception and V2X perception to the active safety user experience, various ADAS sensing decisions are based on the fact that the vehicle follows the vehicle ahead, and the sudden change of the vehicle ahead state is relatively easy to cause the risk of ADAS perception failure. For example, when a leading vehicle turns a corner or changes lanes by a large margin, the ADAS sensor target is lost, and the road surface ahead is considered to be clearance by mistake. In addition, if the ADAS does not detect the driving condition of the vehicle before the vehicle, if the accident occurs before the vehicle and the following vehicle does not take precautions in time, the dangerous situation of the vehicle is easily spread. Even if the active and passive safety devices of the vehicle equipment take appropriate measures, such a user experience is not good after all. In contrast, according to the multi-modal decision making system integrating V2X perception, on the basis that a vehicle follows the vehicle ahead, the state of the vehicle ahead or the state of the vehicle ahead suddenly changes, a V2X module in an IVI system can dynamically perceive the abnormal state by acquiring V2X information, and decides active safety decision making information through a multi-modal perception decision making unit in a vehicle machine module, and triggers an IVI system control unit to send an active safety control signal for tightening a safety belt, and then the active safety control signal is sent to an ECU module in a cabin safety system through an adapter, so that the ECU module drives a servo mechanism of an electric safety belt to tighten the safety belt, passive protection for a driver is implemented, and traffic accidents are avoided.

Example two

The embodiment of the present application provides a schematic flow diagram of a cabin active safety method, where the method is applied to a cabin safety system, and it can be understood that in this embodiment, the same or similar contents to those in the embodiment shown in fig. 1 or fig. 2 may refer to the description in fig. 1 or fig. 2, and are not repeated in the following. As shown in fig. 3, the method may include:

and S21, receiving an active safety control signal sent by the vehicle-mounted infotainment navigation system, wherein the active safety control signal is generated in response to the detection that a preset safety decision condition is met according to first sensing information, and the first sensing information comprises at least one of audio and video input information, V2X information, contact input information and navigation information.

And S22, executing the safety operation indicated by the active safety control signal.

Specifically, the safety device pointed by the active safety control signal is determined, and the safety device is controlled to execute the safety operation pointed by the active safety control signal. The safety device may be an electric safety belt in a cabin safety system and/or an LED light strip of a steering wheel, and accordingly, the safety operation indicated by the active safety control signal may be tightening the electric safety belt, or controlling the LED light strip of the steering wheel to emit a light signal.

In this embodiment, the cabin safety system receives the active safety control signal from the vehicle-mounted infotainment navigation system, and can execute the safety operation indicated by the active safety control signal, for example, the electric safety belt is driven to tighten up, so that the active safety protection effect of the electric safety belt on a driver in a non-emergency driving event can be achieved, not only is the cabin more intelligent, safer and more humanized, but also the execution force of the IVI system on the active safety function is enhanced, meanwhile, the application scene of the cabin safety system is expanded, and the use efficiency of the safety equipment is improved.

In a preferred embodiment, before the step S21 receives the active safety control signal sent by the in-vehicle infotainment navigation system, the method may further include: configuring an adapter between the in-vehicle infotainment navigation system and the cabin safety system, the adapter for processing the active safety control signal to enable the cabin safety system to identify and receive the active safety control signal; receiving an active safety control signal sent by an in-vehicle infotainment navigation system, the process may include: and receiving an active safety control signal sent by the vehicle-mounted infotainment navigation system through the adapter.

In a preferred embodiment, before the step S21 receives the active safety control signal sent by the in-vehicle infotainment navigation system, the method may further include: and sending second perception information to the in-vehicle infotainment navigation system through the adapter, wherein the second perception information comprises at least one of body acceleration information of the driver, information of the hand-held steering wheel of the driver and ADAS vehicle state information, and the adapter is further used for processing the second perception information so that the in-vehicle infotainment navigation system can recognize and receive the second perception information.

In this embodiment, the ECU module in the car cabin security system may obtain the driver body acceleration information sent by the acceleration sensor of the electric seatbelt, the driver hand-held steering wheel information sent by the capacitance sensor of the steering wheel, and the ADAS vehicle state information sent by the ADAS system, and send at least one of the driver body acceleration information, the driver hand-held steering wheel information, and the ADAS vehicle state information to the car machine module in the car information entertainment navigation system via the adapter, so that the multi-mode perception decision unit in the car machine module may fuse the first perception information obtained by the multi-channel perception channel of the IVI system and the second perception information from the car cabin security system, thereby implementing multi-system information fusion in the car cabin range.

In a preferred embodiment, transmitting the second perception information to the in-vehicle infotainment navigation system via the adapter may include: and sending a message to the in-vehicle infotainment navigation system via the adapter, the message comprising the second perception information and the decision reference information. For the introduction of the decision reference information, reference may be made to the detailed description in the first embodiment, which is not repeated herein.

In this embodiment, while the ECU module in the cabin safety system sends the second perception information related to the vehicle, the ECU module may also send the decision reference information to the IVI system via the adapter, so that the multi-modal perception decision unit in the IVI system detects whether the preset safety decision condition is met according to the first perception information, the second perception information, and the decision reference information, thereby further realizing multi-system information fusion within the cabin of the vehicle. Wherein the adapter is further configured to process the decision reference information to enable the IVI system to identify and receive the decision reference information.

In a preferred embodiment, before sending the second perception information to the in-vehicle infotainment navigation function system via the adapter, the method may further comprise: acquiring ADAS vehicle state information from an ADAS system; acquiring body acceleration information of a driver from an acceleration sensor of the electric safety belt; and acquiring the information of the hand-held steering wheel of the driver from a capacitive sensor of the steering wheel.

In this embodiment, the ADAS system may obtain ADAS vehicle status information such as vehicle speed, gear, steering wheel angle, and turn signal status via various sensors (e.g., camera, radar, laser, and ultrasonic wave), and transmit the ADAS vehicle status information to the ECU module via the CAN bus. An acceleration sensor is arranged on the electric safety belt, and the acceleration sensor acquires the body acceleration information of a driver in the driving process and sends the body acceleration information to the ECU module. The capacitive sensor of the steering wheel can sense the grip strength information of a driver to the steering wheel in real time, and the sensed information of the driver holding the steering wheel is sent to the ECU module, and the information of the driver holding the steering wheel can reflect whether the driver holds the steering wheel with one hand or with two hands in the driving process.

In a preferred embodiment, before the step S22 executes the safety operation indicated by the active safety control signal, the method may further include: and judging whether other safety control instructions with priority higher than that of the active safety control signal exist at present, and if not, executing the safety operation indicated by the active safety control signal.

In this embodiment, the cabin safety system may also have other safety control instructions besides receiving the active safety control signal sent by the in-vehicle infotainment navigation system, for example, a safety control instruction generated by the ECU module itself in the cabin safety system, and the active safety control instructions of the other in-vehicle active safety systems, for example, when the ADAS system senses that the vehicle is in an emergency driving state, the in-vehicle active safety system sends a safety control instruction to the ECU module. Different priorities are preset for different safety control instructions, and the higher the priority of the safety control instruction is, the safety operation indicated by the safety control instruction is preferentially executed. For example, the priority of the safety control instructions can be set to be in the order from high to low: the system comprises an active safety control instruction sent by the ADAS system, a safety control instruction generated by the ECU module, and an active safety control signal sent by the vehicle-mounted infotainment navigation system. In practical applications, the ECU physically close to the safety equipment enjoys a higher priority for use of the safety equipment, and thus the decision of the ECU module itself has a higher priority when both the in-vehicle module in the IVI system and the ECU module in the cabin safety system need to drive the motorized seat belt at the same time.

It should be understood that when it is determined that there are other safety control instructions having higher priority than the active safety control signal, the safety operation indicated by the other safety control instructions is preferentially performed.

In a preferred embodiment, the above-mentioned determining whether there is another safety control command with priority higher than that of the active safety control signal currently includes: determining a safety device pointed by the active safety control signal; judging whether other safety control instructions point to the safety equipment or not; if no other safety control instruction points to the safety device, determining that no other safety control instruction with higher priority than the active safety control signal exists, or if other safety control instruction points to the safety device but the priority of the other safety control instruction is lower than the active safety control signal, determining that no other safety control instruction with higher priority than the active safety control signal exists.

The safety device may be an electric safety belt and/or an LED light strip of a steering wheel in the cabin safety system, or may be other devices in the cabin safety system, which is not limited in this embodiment.

In the embodiment, when the active safety control signal indicates to perform safety operation on the electric safety belt, the safety operation is specifically to tighten the electric safety belt, so that the electric safety belt is controlled through the IVI system, and the active safety protection effect of the electric safety belt on a driver in a non-emergency driving event can be achieved; in addition, when the active safety control signal indicates to perform safety operation on the LED light band of the steering wheel, the safety operation may be to control the LED light band to emit a light signal, so that direct control of the LED light band of the steering wheel in the cockpit safety system through the IVI system can achieve richer display modes and contents than the original factory definition within an allowable range, and further can be used for a newly defined function.

EXAMPLE III

With reference to the above embodiments and the related drawings, the embodiments of the present application further provide an active safety method for a cabin. In this embodiment, the same or corresponding contents as those in the schemes shown in fig. 1 to fig. 3 may refer to the detailed description in the schemes shown in fig. 1 to fig. 3, and are not repeated in the following. As shown in fig. 4, the method may include the steps of:

and S31, the audio and video acquisition module sends audio and video input information to the car machine module.

And the S32 module sends V2X information to the car machine module by the V2X module.

And S33, the sound, light and electricity interaction module sends contact type input information to the car machine module.

S34, the acceleration sensor of the electric seatbelt sends the driver' S body acceleration information to the ECU module.

And S35, the capacitive sensor of the steering wheel sends the information of the driver holding the steering wheel to the ECU module.

S36, the ADAS system sends ADAS vehicle status information to the ECU module.

And S37, the ECU module sends at least one of the body acceleration information of the driver, the hand-held steering wheel information of the driver and the ADAS vehicle state information to the vehicle machine module through the adapter.

And S38, the vehicle-mounted device module generates an active safety control signal corresponding to the safety decision condition when detecting that the preset safety decision condition is met according to at least one item of navigation information, audio and video input information, V2X information, contact input information, navigation information, body acceleration information of a driver, information of a driver holding a steering wheel and ADAS vehicle state information.

And S39, the vehicle machine module sends an active safety control signal to the ECU module.

And S310, controlling the safety equipment to execute the safety operation indicated by the active safety control signal by the ECU module.

In summary, compared with the prior art, in the embodiment of the application, the adapter is configured between the cabin safety system and the vehicle-mounted information entertainment navigation (IVI) system, and a channel for transmitting the active safety control signal and other related information is opened between the cabin safety system and the vehicle-mounted information entertainment navigation (IVI) system, so that the vehicle-mounted machine module in the IVI system further fuses a vehicle perception qualitative result from the cabin safety system ECU as another decision input of the vehicle perception qualitative result besides fully utilizing multiple channels of the IVI system, and the fusion of multiple system information in the range of the automobile cabin is realized; when the IVI system detects that preset safety decision conditions are met according to various sensing information, an active safety control signal is sent to the cabin safety system, the cabin safety system can be controlled to execute safety operation indicated by the active safety control signal, for example, an electric safety belt is driven to be tightened, the active safety protection effect of the electric safety belt on a driver in a non-emergency driving event can be achieved, so that the cabin is more intelligent, safer and more humanized, the execution force of the IVI system on the active safety function is enhanced, the application scene of the cabin safety system is expanded, and the use efficiency of safety equipment is improved.

It should be understood that although the various steps in the flow charts of fig. 2-4 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Also, at least some of the steps in fig. 2-4 may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, and the order of performance of the sub-steps or stages is not necessarily sequential, but may be performed in turn or alternating with other steps or at least some of the sub-steps or stages of other steps.

Example four

The embodiment of the application provides a cabin active safety system, which comprises an on-board infotainment navigation system and a cabin safety system, wherein the on-board infotainment navigation system is used for executing the method in the first embodiment, and the cabin safety system is used for executing the method in the second embodiment. It is understood that, in this embodiment, the same or similar contents as those in the solutions shown in fig. 1 to fig. 3 may refer to detailed descriptions in the solutions shown in fig. 1 to fig. 3, and are not described again here.

EXAMPLE five

The embodiment of the application provides a cabin active safety device which can execute the method of the first embodiment. In a preferred embodiment, the cabin active safety device may be an in-vehicle infotainment navigation system, which may comprise modules or units for performing the individual steps of the method according to example one, for example, reference may be made to the in-vehicle infotainment navigation system in fig. 1. It is to be understood that, in this embodiment, the same or corresponding contents as those in the solution shown in fig. 1 or fig. 2 may refer to detailed descriptions in the solution shown in fig. 1 or fig. 2, and are not described again here.

EXAMPLE six

The embodiment of the application provides a cabin active safety device which can execute the method of the second embodiment. In a preferred embodiment, the cabin active safety device may be a cabin safety system, which may comprise modules or units for performing the individual steps of the method as shown in example two, for example, reference may be made to the cabin safety system in fig. 1. It is understood that, in this embodiment, the same or corresponding contents as those in the solution shown in fig. 1 or fig. 3 may refer to detailed descriptions in the solution shown in fig. 1 or fig. 3, and are not described again here.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. A cabin active safety method applied to an in-vehicle infotainment navigation system, the method comprising:

acquiring first perception information, wherein the first perception information comprises at least one of audio and video input information, V2X information, contact input information and navigation information;

detecting whether a preset safety decision condition is met or not according to the first sensing information;

in response to detecting that a preset safety decision condition is met, generating an active safety control signal corresponding to the safety decision condition;

sending the active safety control signal to a cabin safety system to cause the cabin safety system to perform a safety operation indicated by the active safety control signal.

2. The method of claim 1, wherein prior to sending the active safety control signal to a cabin safety system, the method further comprises:

configuring an adapter between the in-vehicle infotainment navigation system and the cabin safety system, the adapter for processing the active safety control signal to enable the cabin safety system to identify and receive the active safety control signal;

the sending the active safety control signal to a cabin safety system, comprising:

transmitting the active safety control signal to the cabin safety system via the adapter.

3. The method of claim 2, wherein the in-vehicle infotainment navigation system comprises a vehicle-mounted machine module, wherein the active safety control signal is specifically generated by the vehicle-mounted machine module; the adapter is configured to be connected adjacent to the car machine module.

4. The method according to claim 2 or 3, wherein before detecting whether a preset safety decision condition is met according to the first perception information, the method further comprises:

receiving second perception information sent by the cabin security system via the adapter, wherein the second perception information comprises at least one of driver body acceleration information, driver hand-held steering wheel information, and ADAS vehicle state information, and the adapter is further used for processing the second perception information so that the in-vehicle infotainment navigation system can identify and receive the second perception information;

the detecting whether a preset safety decision condition is met according to the first perception information includes:

and detecting whether the preset safety decision condition is met or not according to the first perception information and the second perception information.

5. The method according to claim 4, wherein the detecting whether the preset security decision condition is satisfied according to the first perception information and the second perception information comprises at least one of:

if the first perception information comprises audio and video input information, the audio and video input information comprises driver sitting posture state information acquired by a DMS infrared camera, and when the second perception information indicates that the vehicle is in a non-emergency driving state, but the driver sitting posture state information indicates that the driving sitting posture change amplitude of the driver exceeds a preset safe driving posture range, the preset safe decision condition is determined to be met;

if the first perception information comprises audio and video input information, the audio and video input information comprises driver sitting posture state information acquired by a DMS infrared camera, the second perception information comprises ADAS vehicle state information, and when the ADAS vehicle state information and/or the driver sitting posture state information indicate that the vehicle is in a non-emergency driving state, but the driver holding steering wheel information indicates that the duration of the driver holding the steering wheel with one hand exceeds a preset duration, the preset safety decision condition is determined to be met;

if the first perception information comprises V2X information, when the second perception information indicates that the vehicle is in a non-emergency driving state, but the V2X information indicates that the driving state of the front vehicle of the vehicle is abnormal and/or the driving state of the front vehicle is abnormal, the active safety control signal is generated.

6. A cockpit active safety method applied to a cockpit safety system, the method comprising:

receiving an active safety control signal sent by a vehicle-mounted infotainment navigation system, wherein the active safety control signal is generated in response to the detection that a preset safety decision condition is met according to first sensing information, and the first sensing information comprises at least one of audio and video input information, V2X information, contact input information and navigation information;

and executing the safety operation indicated by the active safety control signal.

7. The method of claim 6, wherein prior to the performing the safety operation indicated by the active safety control signal, the method further comprises:

judging whether other safety control instructions with priority higher than the active safety control signal exist at present;

and if not, executing the safety operation indicated by the active safety control signal.

8. The method of claim 7, wherein the determining whether there are other safety control commands currently having a higher priority than the active safety control signal comprises:

determining a security device to which the active security control signal is directed;

judging whether other safety control instructions point to the safety equipment or not;

and if no other safety control instruction points to the safety equipment, determining that no other safety control instruction with higher priority than the active safety control signal exists.

9. The method of any of claims 6 to 8, wherein prior to receiving the active safety control signal sent by the in-vehicle infotainment navigation system, the method further comprises:

the receiving of the active safety control signal sent by the vehicle-mounted infotainment navigation system comprises the following steps:

and receiving the active safety control signal sent by the vehicle-mounted infotainment navigation system through the adapter.

10. A cabin active safety system comprising an in-vehicle infotainment navigation system for performing the method of any of claims 1 to 5 and a cabin safety system for performing the method of any of claims 6 to 9.