CN114954340B

CN114954340B - Vehicle occupant restraint device, vehicle seat assembly and vehicle

Info

Publication number: CN114954340B
Application number: CN202110217834.8A
Authority: CN
Inventors: 周青; 程锦; 陈文韬; 黄媛; 罗睿
Original assignee: Tsinghua University
Current assignee: Tsinghua University
Priority date: 2021-02-26
Filing date: 2021-02-26
Publication date: 2023-09-26
Anticipated expiration: 2041-02-26
Also published as: CN114954340A

Abstract

The invention relates to a vehicle occupant restraint device, a vehicle seat assembly and a vehicle. The vehicle occupant restraining device comprises an environment sensing module, a risk prejudging module, a control module and a restraining module, wherein the restraining module is used for being installed on a seat of a target vehicle and comprises at least one multisection restraining arm unit; the environment sensing module is used for acquiring road environment information; the risk pre-judging module is used for judging whether the target vehicle has collision risk according to the road environment information; the control module is used for controlling the multisection restraint arm unit to rotate until the multisection restraint arm unit is tightly jointed with the shoulder of an occupant in the target vehicle when the target vehicle is in collision risk. The vehicle occupant restraining device can improve the deformation of the chest of the occupant, so that the chest stress is more uniform than that of a safety belt, the trend of the diving motion of the occupant is greatly reduced, the occupant is not required to be restrained at all times in the driving process, the occupant is restrained at the proper time, and the driving comfort of the occupant is greatly improved.

Description

Vehicle occupant restraint device, vehicle seat assembly and vehicle

Technical Field

The invention relates to the technical field of passive safety of automobiles, in particular to a vehicle passenger restraining device, a vehicle seat assembly and a vehicle.

Background

In the field of passive safety of automobiles, a well-matched occupant restraint system can greatly reduce the degree of occupant injury and the rate of occupant casualties during accidents. At present, most vehicle restraint systems assembled on vehicles mainly comprise three-point type safety belts, safety airbags and seats, and the vehicle restraint systems can achieve a good restraint protection effect, but the three-point type safety belts not only can cause chest restraint force to be too concentrated, so that chest deformation is caused, rib fracture risks are increased, and in addition, the three-point type safety belts can possibly generate passenger diving motions in the restraint process, and the safety belt bellyband can invade the abdomen of a passenger in the diving motions, so that the abdomen is damaged.

In order to solve the problem that three-point type safety belts can cause too concentrated chest restraint force, many automobile manufacturers including ford, merseide, japan, and the like develop airbag type safety belts, the function principle of which is similar to that of an airbag, and the original belt-shaped form of the safety belt is expanded into a columnar form through rapid inflation in the collision process, so that the contact area between the safety belt and the chest of an occupant is increased during the collision, and the damage of the concentrated load of the safety belt to the chest structure of the occupant is reduced. In addition, in order to solve the problem of intrusion of the webbing into the abdomen of the occupant due to the occupant's descent, many have studied devices for preventing the occupant's descent, which restrict forward and downward movement of the hips and buttocks of the occupant at the time of collision, embodiments of which include adding a reinforcing structure to the front portion of the seat cushion, or changing the rigidity of the seat cushion portion structure, and the like.

The above-mentioned related art can improve the restraint defect of the seat belt, but cannot fundamentally remove the danger caused by the seat belt, for example, the inflatable seat belt is used to involve factors such as gas inflation, seat belt expansion and the like, and the seat belt airbag is likely to expand in time or in wrong time, so that the occupant is damaged. Meanwhile, the inflatable safety belt reduces the repeated utilization rate of the safety belt and improves the replacement cost of the safety belt. The anti-dive mechanism is also a danger caused by intrusion of the belt webbing. The above techniques are therefore essentially all due to the lack of restraint configuration of the safety belt.

In addition, in an automatic driving automobile, due to insufficient space in the automobile and the fact that the existing automobile collision early warning function can not realize accurate early warning of multi-directional collision, the existing safety belt is matched with the restraint system of the safety airbag to apply restraint to passengers all the time, and the driving comfort of the passengers is greatly reduced.

Disclosure of Invention

In view of the foregoing, it is desirable to provide a vehicle occupant restraint device, a vehicle seat assembly, and a vehicle.

A vehicle occupant restraint device, the vehicle occupant restraint device comprising: the system comprises an environment sensing module, a risk prejudging module, a control module and a constraint module, wherein the constraint module is used for being installed on a seat of a target vehicle and comprises at least one multisection constraint arm unit;

the environment sensing module is used for acquiring and sending road environment information to the risk prejudging module;

the risk pre-judging module is used for judging whether the target vehicle has collision risk according to the road environment information, and then sending a judging result to the control module;

the control module is used for controlling the multi-section restraining arm unit to rotate when the target vehicle has collision risk until the multi-section restraining arm unit is tightly attached to the shoulder of an occupant in the target vehicle.

In one embodiment, the multi-section constraining arm unit includes: a mounting shell, a plurality of restraint arms and a plurality of driving motors capable of rotating forward and backward are arranged on the seat;

the two adjacent constraint arms and the innermost constraint arm and the mounting shell are hinged, and guide wheels are arranged at the hinged positions;

the driving motor is arranged on the mounting shell and is electrically connected with the control module, and the output end of the driving motor is matched with the corresponding guide wheel through a control cable to form a closed control loop so as to control the corresponding constraint arm to be unfolded or folded.

In one embodiment, the control cable between the outer restraint arm and the corresponding drive motor is also wound around the guide wheel corresponding to all of the restraint arms on the inner side adjacent to the outer restraint arm.

In one embodiment, the number of the driving motors and the restraining arms is n, the driving motors are orderly arranged in the direction from top to bottom, the restraining arms are orderly arranged in the direction from inside to outside, the mth driving motor and the guide wheel corresponding to the mth restraining arm are matched to form the control loop, and m is all integers from 1 to n.

In one embodiment, the vehicle occupant restraint device further includes: the locking module is electrically connected with the control module;

the locking module comprises a band-type brake, and the band-type brake is used for locking the driving motor when the restraint arm is tightly attached to the shoulder of the passenger.

In one embodiment, the number of the multi-section restraining arm units is two, and the multi-section restraining arm units are distributed on the left side and the right side of the seat.

In one embodiment, the constraint module further comprises: the adjusting unit is used for adjusting the distance between the two multi-section constraint arm units.

In one embodiment, the constraint module further comprises: a shoulder width acquisition unit electrically connected with the control module and the adjustment unit;

the shoulder width acquisition unit is used for acquiring the shoulder width of the passenger;

the control module is used for controlling the adjusting unit to adjust the distance between the two multi-section restraining arm units based on the shoulder width of the passenger.

In one embodiment, the adjusting unit comprises: the adjusting motor is arranged on the seat and is electrically connected with the control module, a screw rod connected with the output end of the adjusting motor and a nut arranged on the screw rod;

the adjusting motor can rotate positively and negatively, and the nut is connected with the multi-section constraint arm unit.

In one embodiment, the vehicle occupant restraint device further includes: the passenger state sensing module is used for acquiring and sending the riding state of the passenger to the control module;

the control module is used for controlling the multi-section restraint arm unit to rotate when the riding state of the passenger changes in the normal running process of the target vehicle so that a preset distance exists between the multi-section restraint arm unit and the shoulder of the passenger.

A vehicle seat assembly comprising a seat and a vehicle occupant restraint as claimed in any one of the preceding claims;

a restraint module of the vehicle occupant restraint device is disposed on the seat.

A vehicle comprising a vehicle seat assembly as described above.

According to the vehicle occupant restraining device, the vehicle seat assembly and the vehicle, the multi-section restraining arm unit of the restraining module of the vehicle occupant restraining device can be tightly attached to the shoulders of an occupant, namely, the most firm part of a human body is restrained, so that minimal damage can be generated when a collision occurs, the restraining effectiveness is verified through sandbox experiments and model simulation, compared with the conventional safety belt and safety airbag restraint, the protection effect on the occupant is better, the deformation of the chest of the occupant can be improved, the chest stress is more uniform compared with the safety belt, and the trend of the diving motion of the occupant is greatly reduced; in addition, the control module controls the multi-section restraining arm unit to rotate when the target vehicle has collision risk until the multi-section restraining arm unit is tightly attached to the shoulder of the passenger in the target vehicle, so that the restraint of the passenger is realized, the restraint is not required to be applied to the passenger at the whole moment in the driving process, the restraint is applied to the passenger at the proper moment, and the riding comfort of the passenger and the pertinence and the sufficiency of protection are greatly improved.

Drawings

FIG. 1 is a block diagram of a vehicle occupant restraint device according to an embodiment of the present invention;

fig. 2 and 3 are schematic structural views of a restraint arm of a vehicle occupant restraint device according to an embodiment of the present invention when the restraint arm is folded;

FIGS. 4 and 5 are schematic views illustrating a structure of a restraining arm of a vehicle occupant restraining device according to an embodiment of the present invention when the restraining arm is extended;

FIGS. 6 and 7 are schematic views illustrating a structure of a vehicle occupant restraining apparatus according to an embodiment of the present invention with a left side restraining arm removed;

FIG. 8 is a schematic diagram illustrating the cooperation between a driving motor and a guiding wheel according to an embodiment of the present invention;

fig. 9 is a flowchart of the operation of the vehicle occupant restraint apparatus according to an embodiment of the present invention.

Wherein, the reference numerals in the drawings are as follows:

100. an environment sensing module; 200. a risk pre-judging module; 300. a control module; 400. a constraint module; 410. a multi-section constraining arm unit; 411. a mounting shell; 412. a restraining arm; 4121. a first constraining arm; 4122. a second constraint arm; 4123. a third constraint arm; 413. a driving motor; 4131. a first driving motor; 4132. a second driving motor; 4133. a third driving motor; 414. a guide wheel; 4141. a first guide wheel; 4142. a second guide wheel; 4143. a third guide wheel; 415. a control cable; 4151. a first control cable; 4151a, a first end of a first control cable; 4151b, a second end of the first control cable; 4152. a second control cable; 4152a, a first end of a second control cable; 4152b, a second end of a second control cable; 4153. a third control cable; 4153a, a first end of a third control cable; 4153b, a second end of a third control cable; 420. an adjusting unit; 421. adjusting a motor; 422. a screw rod; 423. a nut; 424. a coupling; 500. a locking module; 600. an occupant state sensing module; 700. and (5) a seat.

Detailed Description

In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the invention, whereby the invention is not limited to the specific embodiments disclosed below.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.

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

In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

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

As shown in fig. 1, an embodiment of the present invention provides a vehicle occupant restraint apparatus including: the system comprises an environment sensing module 100, a risk prejudging module 200, a control module 300 and a restraint module 400, wherein the restraint module 400 is used for being installed on a seat 700 of a target vehicle and comprises at least one multi-section restraint arm unit 410 (see fig. 2-7); the environment sensing module 100 is configured to acquire and send road environment information to the risk pre-judging module 200; the risk pre-judging module 200 is configured to judge whether the target vehicle has a collision risk according to the road environment information, and then send the judgment result to the control module 300; the control module 300 is used to control the multi-section restraining arm unit 410 to rotate until the multi-section restraining arm unit 410 is closely fitted to the shoulder of the occupant in the target vehicle when the target vehicle is at risk of collision.

As an example, the environment sensing module 100 may be a camera, a distance sensor, a radar, etc., and may obtain parameters such as a distance between a target vehicle and surrounding obstacles, a speed of the obstacles, and a running direction of the obstacles. The risk pre-judging module 200 can judge whether the target vehicle has collision risk through modeling and calculation. The control module 300 is a PLC (Programmable Logic Controller ).

As described above, in the vehicle occupant restraining apparatus, the multi-section restraining arm unit 410 of the restraint module can be closely attached to the shoulder of the occupant, i.e., the most firm part of the human body is restrained, so that the least damage can be generated when the collision occurs, and the restraining effectiveness is verified by the sandbox experiment and the model simulation, compared with the conventional safety belt and the airbag restraint, the occupant protection effect is better, and not only can the deformation of the chest of the occupant be improved, so that the chest stress is more uniform than the safety belt, but also the trend of the diving movement of the occupant is greatly reduced; in addition, the control module 300 controls the multi-section restraining arm unit 410 to rotate when the target vehicle is at collision risk until the multi-section restraining arm unit 410 is closely attached to the shoulder of the passenger in the target vehicle, so that the restraint of the passenger is realized, the restraint is not required to be applied to the passenger at all times in the driving process, but the restraint is applied to the passenger at the proper time, and the riding comfort of the passenger and the pertinence and the sufficiency of protection are greatly improved.

As shown in fig. 2-7, in some embodiments of the invention, the multi-section constraining arm unit 410 includes: a mounting case 411, a plurality of restraining arms 412, and a plurality of driving motors 413 that are forwardly and reversely rotatable provided on the seat 700; the two adjacent restraining arms 412 and the innermost restraining arm 412 are hinged with the mounting shell 411, and a guide wheel 414 is arranged at the hinge joint; the driving motor 413 is disposed on the mounting shell 411 and electrically connected with the control module 300, and an output end of the driving motor 413 is matched with a corresponding guide wheel 414 through a control cable 415 to form a closed control loop so as to control the corresponding constraint arm 412 to be unfolded or folded. It should be noted that, the middle part of the control cable 415 is wound on the output end of the corresponding driving motor 413, and the two ends of the control cable 415 are fixed on the corresponding constraint arm 412 after bypassing the corresponding guide wheel 414. In addition, the restraining arms 412 that are not hinged to the seat 700 are all referred to as outboard restraining arms 412.

Optionally, as shown in fig. 1, the vehicle occupant restraint device further includes: a locking module 500 electrically connected with the control module 300; the locking module 500 includes a band-type brake for locking the corresponding driving motor 413 when the restraint arm 412 is closely engaged with the shoulder of the occupant. In this way, the restraining arm 412 is prevented from loosening when the shoulder of the occupant is in close contact, the occupant is effectively restrained on the seat 700, and the occupant is not injured by inertial motion.

Alternatively, as shown in fig. 1, the number of constraint arms 412 is 3, and the number of driving motors 413, guide wheels 414, and control cables 415 is also 3. In this way, the shoulder of the occupant in the subject vehicle can be restrained effectively, and the structure of the multi-section restraining arm unit 410 can be simplified.

Further, in some embodiments of the present invention, as shown in fig. 8, the control cable 415 between the outer constraining arm 412 and the corresponding driving motor 413 is also wound around the guide wheels 414 corresponding to all the constraining arms 412 inside adjacent to the outer constraining arm 412. Thus, not only can the routing of all control cables 415 of the multi-saving beam arm unit 410 be tidy, but also the control cables 415 can be effectively guided by the guide wheels 414.

Further, in some embodiments of the present invention, as shown in fig. 8, the number of the driving motors 413 and the constraining arms 412 is n, the driving motors 413 are orderly arranged from top to bottom, the constraining arms 412 are orderly arranged from inside to outside, and the mth driving motor 413 and the guiding wheel 414 corresponding to the mth constraining arm 412 cooperate to form a control loop, where m is all integers from 1 to n. As shown in fig. 8, the number of the driving motors 413 and the constraining arms 412 is 3, the driving motors 413 are orderly arranged from top to bottom, the constraining arms 412 are orderly arranged from inside to outside, a control loop is formed between the 1 st driving motor 413 (i.e. the first driving motor 4131) and the guiding wheel 414 (i.e. the first guiding wheel 4141) corresponding to the 1 st constraining arm (i.e. the first constraining arm 4121), a control loop is formed between the 2 nd driving motor 413 (i.e. the second driving motor 4132) and the guiding wheel 414 (i.e. the second guiding wheel 4142) corresponding to the 2 nd constraining arm (i.e. the second constraining arm 4122), and a control loop is formed between the 3 rd driving motor 413 (i.e. the third driving motor 4133) and the guiding wheel 414 (i.e. the third guiding wheel 4143) corresponding to the 3 rd constraining arm (i.e. the third constraining arm 4123). In this way, the length of the control cable 415 of the multi-savings beam arm unit 410 can be minimized.

The following description will be given with respect to the internal wiring thereof taking the multi-section constraining arm unit 410 as an example of a three-section constraining arm structure:

the multi-section constraining arm 412 includes 3 driving motors 413 (i.e., a first driving motor 4131, a second driving motor 4132 and a third driving motor 4133 which are sequentially distributed from top to bottom as shown in fig. 8), 3 constraining arms 412 (i.e., a first constraining arm 4121, a second constraining arm 4122 and a third constraining arm 4123 which are sequentially distributed from inside to outside as shown in fig. 8), and 3 guiding wheels 414 (i.e., a first guiding wheel 4141, a second guiding wheel 4142 and a third guiding wheel 4143 as shown in fig. 8).

The output end of the first driving motor 4131 cooperates with the first guide wheel 4141 at the hinge position of the first constraint arm 4121 and the mounting shell 411 through the first control cable 4151 to form a closed control loop, specifically: the middle part of the first control cable 4151 is wound around the output end of the first driving motor 4131, the first end 4151a of the first control cable is wound from the lower part of the first guide wheel 4141 to the upper part and fixed to the first constraining arm 4121, and the second end 4151b of the first control cable is wound from the lower part of the first guide wheel 4141 to the upper part and then wound to the lower part and fixed to the first constraining arm 4121. The output end of the second driving motor 4132 cooperates with a second guide wheel 4142 located at the hinge between the first constraint arm 4121 and the second constraint arm 4122 to form a closed control loop, specifically: the middle part of the second control cable 4152 is wound around the output end of the second driving motor 4132, the first end 4152a of the second control cable is wound around the first guide wheel 4141 first in such a way that the first end 4151a of the first control cable is wound around the first guide wheel 4141 and then is fixed on the second constraint arm 4122 from the lower part of the second guide wheel 4142 to the upper part, and the second end 4152b of the second control cable is wound around the first guide wheel 4141 first in such a way that the second end 4151b of the first control cable is wound around the first guide wheel 4141 and then is fixed on the second constraint arm 4122 from the lower part of the second guide wheel 4142 to the upper part and then to the lower part. The output end of the third driving motor 4133 cooperates with a third guide wheel 4143 located at the hinge between the second constraint arm 4122 and the third constraint arm 4123 to form a closed control loop, specifically: the middle part of the third control cable 4153 is wound on the output end of the third driving motor 4133; the first end 4153a of the third control cable is wound on the first guide wheel 4141 in a manner that the first end 4151a of the first control cable is wound on the first guide wheel 4141, then is wound on the second guide wheel 4142 in a manner that the first end 4152a of the second control cable is wound on the second guide wheel 4142, and finally is fixed on the third constraint arm 4123 from the lower part of the third guide wheel 4143 to the upper part; the second end 4153b of the third control cable is first wound around the first guide wheel 4141 in such a manner that the second end 4151b of the first control cable is wound around the first guide wheel 4141, then wound around the second guide wheel 4142 in such a manner that the second end 4152b of the second control cable is wound around the second guide wheel 4142, and finally wound from the lower portion to the upper portion of the third guide wheel 4143 and then wound around the lower portion of the third guide wheel 4143 to be fixed on the third constraint arm 4123. Wherein the non-bent portions of the first, second and third control cables 4151, 4152, 4153 are mounted in the corresponding routing slots on the restraining arms 412.

As shown in fig. 2 to 7, in some embodiments of the present invention, the number of the multi-section constraining arm units 410 is two, and the multi-section constraining arm units 410 are distributed on the left and right sides of the seat 700. The two multi-section restraining arm units 410 can restrain the left and right shoulders of the occupant.

Further, in some embodiments of the present invention, the constraint module 400 further comprises: an adjusting unit 420, the adjusting unit 420 is used for adjusting the distance between the two multi-section constraint arm units 410. The adjustment unit 420 may allow the two multi-section restraining arm units 410 to restrain shoulders of occupants of different sizes.

Still further, in some embodiments of the present invention, the constraint module 400 further comprises: a shoulder width acquiring unit electrically connected with the control module 300 and the adjusting unit 420; the shoulder width acquisition unit is used for acquiring the shoulder width of the passenger; the control module 300 is used for controlling the adjusting unit 420 to adjust the distance between the two multi-section restraining arm units 410 based on the shoulder width of the occupant. After the passenger sits, the control module 300 moves the multi-section restraining arm unit 410 to the left and right sides respectively according to the shoulder width of the passenger by using the adjusting unit 420, so that the multi-section restraining arm unit 410 can reach proper restraining positions for passengers with different shoulder widths after being unfolded.

Alternatively, the shoulder width acquiring unit may include a ranging sensor.

In particular to some embodiments of the present invention, as shown in fig. 7, the adjusting unit 420 includes: an adjusting motor 421 provided on the seat 700 and electrically connected to the control module 300, a screw 422 connected to an output end of the adjusting motor 421, and a nut 423 provided on the screw 422; the adjusting motor 421 can be rotated forward and backward, and the nut 423 is connected to the multi-section constraining arm unit 410. Optionally, a coupling 424 is provided between the output of the adjustment motor 421 and the screw 422.

In some embodiments of the present invention, as shown in fig. 1, the vehicle occupant restraint device further includes: the passenger state sensing module 600, the passenger state sensing module 600 is used for acquiring and providing the passenger riding state to the control module 300; the control module 300 is used for controlling the multi-section restraining arm unit 410 to rotate so that the multi-section restraining arm unit 410 has a preset distance from the shoulders of the occupant when the riding state of the occupant is changed during normal running of the target vehicle. When the riding state of the occupant changes, such as article pickup and turning back, the control module 300 controls the multi-section restraining arm unit 410 to rotate so that the multi-section restraining arm unit 410 keeps a preset distance from the shoulder of the occupant at any time, thus not only not restraining the occupant during normal driving and ensuring the comfort of the occupant, but also restraining the occupant in time when the vehicle collides.

Alternatively, the occupant condition sensing module 600 may include a camera, a seat cushion pressure sensor, etc. to monitor the occupant's seating condition in real time.

Optionally, a distance sensor is provided on each restraint arm 412 of the multi-section restraint arm unit 410 for acquiring the distance between the occupant and the restraint arm 412. The predetermined distance may be 4cm to 6cm, for example, 4cm, 5cm, 6cm, etc.

The following describes the operation mode of the vehicle occupant restraint device as described above with reference to the operation flowchart shown in fig. 9:

(A) Welcome to seat: before the passenger sits, the control module 300 retracts the restraint arms 412 through the driving motor 413, and the multi-section restraint arm units 410 on the left side and the right side are retracted behind the seat 700 through the adjusting motor 421 (see fig. 2 and 3), so that the passenger is not blocked from sitting;

(B) Close to: the occupant sits in the seat, and the control module 300 moves the multi-section restraining arm units 410 on the left and right sides to the left and right sides respectively by using the adjusting motor 421, so that the restraining arms 412 can reach proper restraining positions for occupants with different shoulder widths after being unfolded (see fig. 4 and 5). And the negative feedback control system formed by the driving motor 413 and the distance sensor on each section of restraint arm 412 is used for controlling each saving restraint arm 412 to automatically approach the passenger to a certain distance (for example, 5 cm), so that the passenger is not restrained during normal driving, the comfort of the passenger is ensured, and if collision cannot be avoided, the members can be restrained in time.

(C) Follow-up: during normal driving, when the passenger state sensing module 600 provided in the vehicle monitors that the passenger changes from the normal sitting position to the action state, such as delivering an article, turning around, returning the vehicle, the control module 300 causes the action of the restraint arm 412 and the passenger to follow and maintains a preset distance from the passenger at any time, and causes the restraint arm 412 to return after the passenger returns to the normal sitting position;

(D) And (3) judging the running risk: in the normal driving process, the risk of driving is monitored at any time through the environment sensing module 100 and the risk prejudging module 200 in the automatic driving and the Internet of vehicles, and if the risk of collision is found, a collision early warning signal is sent to the control module 300;

(E) Tightening and locking: when a collision warning signal occurs, the control module 300 controls the restraint arm 412 to closely engage the occupant's shoulder. Meanwhile, the control module 300 controls the band-type brake to lock the corresponding driving motor 413, so that mechanical locking is realized, and the constraint arm 412 is prevented from loosening. At this time, the occupant is restrained on the seat 700 in the collision, and will not be injured by the inertial movement striking the vehicle interior;

(F) Force limiting: setting a force limiting value of the restraint device according to the damage tolerance of the passenger, and when the force of the driving motor 413 reaches the force limiting value, releasing the rotation locking state of the band-type brake on the driving motor 413, wherein the multi-section restraint arm unit 410 enters a follow-up mode, but the driving motor 413 can apply a certain force to the corresponding restraint arm 412 in the follow-up process of the stage, so that the restraint arm 412 still applies a restraint force with a certain magnitude to the passenger when the restraint arm 412 moves along with the passenger, and the passenger is decelerated;

(G) Releasing restraint, and leaving the passenger seat: when the end of normal riding or the end of collision is detected, the restraint arm 412 is controlled by the driving motor 413 to retract to the state shown in fig. 2 and 3, so that the escape of the occupant from the seat or the rescue of the occupant and the rescue of the rescue personnel are not affected.

Another embodiment of the present invention provides a vehicle seat assembly, as shown in fig. 2-7, comprising a seat 700 and a vehicle occupant restraint as described in any one of the above; the restraint module 400 of the vehicle occupant restraint device is provided on the seat 700.

As described above in the vehicle seat 700 assembly, the multi-section restraining arm unit 410 of the restraint module of the vehicle occupant restraining device can be tightly attached to the shoulders of the occupant, i.e., the most firm part of the human body is restrained, so that the least damage can be generated when the collision occurs, and the restraint effectiveness is verified through sandbox experiments and model simulation, compared with the conventional safety belt and safety airbag restraint, the protection effect on the occupant is better, the deformation of the chest of the occupant can be improved, the chest stress is more uniform compared with the safety belt, and the trend of the diving movement of the occupant is greatly reduced; in addition, the control module 300 controls the multi-section restraining arm unit 410 to rotate when the target vehicle is at collision risk until the multi-section restraining arm unit 410 is closely attached to the shoulder of the passenger in the target vehicle, so that the restraint of the passenger is realized, the restraint is not required to be applied to the passenger at all times in the driving process, but the restraint is applied to the passenger at the proper time, and the riding comfort of the passenger and the pertinence and the sufficiency of protection are greatly improved.

Another embodiment of the present invention provides a vehicle comprising a vehicle seat assembly as described above.

As one example, the vehicle is an unmanned vehicle.

As described above, the multi-section restraining arm unit 410 of the restraint module of the vehicle occupant restraining apparatus can be closely attached to the shoulder of the occupant, i.e., apply restraint to the firmest part of the human body, so that minimal injury can be generated when a collision occurs, and the restraint effectiveness is verified through sandboxed experiments and model simulation, compared with the conventional safety belt and airbag restraint, the occupant protection effect is better, and not only can the deformation of the chest of the occupant be improved, so that the chest stress is more uniform than that of the safety belt, but also the trend of the diving movement of the occupant is greatly reduced; in addition, the control module 300 controls the multi-section restraining arm unit 410 to rotate when the target vehicle is at collision risk until the multi-section restraining arm unit 410 is closely attached to the shoulder of the passenger in the target vehicle, so that the restraint of the passenger is realized, the restraint is not required to be applied to the passenger at all times in the driving process, but the restraint is applied to the passenger at the proper time, and the riding comfort of the passenger and the pertinence and the sufficiency of protection are greatly improved.

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

The above examples illustrate only a few embodiments of the invention, which are described in detail and are not to be construed as limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.

Claims

1. A vehicle occupant restraint device, characterized by comprising: the system comprises an environment sensing module (100), a risk pre-judging module (200), a control module (300) and a constraint module (400);

the restraint module (400) is for mounting on a seat (700) of a target vehicle and comprises at least one multi-section restraint arm unit (410); the multi-section constraining arm unit (410) includes: a mounting case (411), a plurality of restraint arms (412), and a plurality of drive motors (413) that are rotatable in the forward direction and in the reverse direction, provided on the seat (700); the two adjacent constraint arms (412) and the innermost constraint arm (412) are hinged with the mounting shell (411), and a guide wheel (414) is arranged at the hinge position; the driving motor (413) is arranged on the mounting shell (411) and is electrically connected with the control module (300), and the output end of the driving motor (413) is matched with the corresponding guide wheel (414) through a control cable (415) to form a closed control loop so as to control the corresponding constraint arm (412) to be unfolded or folded; the control cables (415) between the outer restraint arms (412) and the corresponding driving motors (413) are wound on the guide wheels (414) corresponding to the inner restraint arms (412) adjacent to the outer restraint arms (412), the middle parts of the control cables (415) are wound on the output shafts of the corresponding driving motors (413), and the two ends of the control cables (415) are fixed on the corresponding restraint arms (412) after bypassing the corresponding guide wheels (414);

the environment sensing module (100) is used for acquiring and sending road environment information to the risk pre-judging module (200);

the risk pre-judging module (200) is used for judging whether the target vehicle has collision risk according to the road environment information, and then sending a judging result to the control module (300);

the control module (300) is used for controlling the multisection restraining arm unit (410) to rotate when the target vehicle is in collision risk until the multisection restraining arm unit (410) is tightly attached to the shoulder of an occupant in the target vehicle.

2. The vehicle occupant restraint device according to claim 1, wherein the number of the driving motors (413) and the restraint arms (412) is n, the driving motors (413) are orderly arranged in a top-to-bottom direction, the restraint arms (412) are orderly arranged in a bottom-to-top direction, and the m-th driving motor (413) and the m-th guide wheel (414) corresponding to the restraint arms (412) cooperate to form the control loop, wherein m is all integers from 1 to n.

3. The vehicle occupant restraint device according to claim 1, characterized in that the vehicle occupant restraint device further comprises: a locking module (500) electrically connected to the control module (300);

the locking module (500) comprises a band-type brake for locking the corresponding driving motor (413) when the restraint arm (412) is tightly attached to the shoulder of the occupant.

4. A vehicle occupant restraint device according to any one of claims 1 to 3, wherein the number of the multi-section restraint arm units (410) is two, and the multi-section restraint arm units (410) are distributed on both left and right sides of the seat (700).

5. The vehicle occupant restraint device according to claim 4, wherein the restraint module (400) further comprises: and the adjusting unit (420) is used for adjusting the distance between the two multi-section constraint arm units (410).

6. The vehicle occupant restraint device according to claim 5, wherein the restraint module (400) further comprises: a shoulder width acquisition unit electrically connected to the control module (300) and the adjustment unit (420);

the control module (300) is used for controlling the adjusting unit (420) to adjust the distance between the two multi-section restraint arm units (410) based on the shoulder width of the passenger.

7. The vehicle occupant restraint device according to claim 6, wherein the adjustment unit (420) comprises: an adjusting motor (421) arranged on the seat (700) and electrically connected with the control module (300), a screw (422) connected with the output end of the adjusting motor (421), and a nut (423) arranged on the screw (422);

the adjusting motor (421) can rotate positively and negatively, and the nut (423) is connected with the multi-section constraint arm unit (410).

8. A vehicle occupant restraint device according to any one of claims 1 to 3, characterized in that the vehicle occupant restraint device further comprises: an occupant state sensing module (600), the occupant state sensing module (600) being configured to acquire and send a seating state of the occupant to the control module (300);

the control module (300) is used for controlling the multi-section restraint arm unit (410) to rotate when the riding state of the passenger changes in the normal running process of the target vehicle, so that a preset distance exists between the multi-section restraint arm unit (410) and the shoulder of the passenger.

9. A vehicle seat assembly, characterized in that the vehicle seat assembly comprises a seat (700) and a vehicle occupant restraint according to any one of claims 1-8;

a restraint module (400) of the vehicle occupant restraint device is disposed on the seat (700).

10. A vehicle comprising the vehicle seat assembly of claim 9.