CN117400795A - Vehicle safety intervention adjustment system and method, vehicle safety intervention system and vehicle - Google Patents

Vehicle safety intervention adjustment system and method, vehicle safety intervention system and vehicle Download PDF

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Publication number
CN117400795A
CN117400795A CN202310826503.3A CN202310826503A CN117400795A CN 117400795 A CN117400795 A CN 117400795A CN 202310826503 A CN202310826503 A CN 202310826503A CN 117400795 A CN117400795 A CN 117400795A
Authority
CN
China
Prior art keywords
seat
collision
vehicle
safety
occupant
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310826503.3A
Other languages
Chinese (zh)
Inventor
万婧
王振飞
杨慧
汤宇挺
朱志
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Automotive Technologies Zhangjiagang Co Ltd
Original Assignee
ZF Automotive Technologies Zhangjiagang Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Automotive Technologies Zhangjiagang Co Ltd filed Critical ZF Automotive Technologies Zhangjiagang Co Ltd
Priority to PCT/CN2023/107524 priority Critical patent/WO2024012579A1/en
Publication of CN117400795A publication Critical patent/CN117400795A/en
Pending legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/22—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/427—Seats or parts thereof displaced during a crash
    • B60N2/42727—Seats or parts thereof displaced during a crash involving substantially rigid displacement
    • B60N2/42736—Seats or parts thereof displaced during a crash involving substantially rigid displacement of the whole seat
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/427—Seats or parts thereof displaced during a crash
    • B60N2/42727—Seats or parts thereof displaced during a crash involving substantially rigid displacement
    • B60N2/42745—Seats or parts thereof displaced during a crash involving substantially rigid displacement of the back-rest
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/037—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for occupant comfort, e.g. for automatic adjustment of appliances according to personal settings, e.g. seats, mirrors, steering wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0134—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle, e.g. using radar systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/18—Anchoring devices
    • B60R22/20—Anchoring devices adjustable in position, e.g. in height
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/18—Anchoring devices
    • B60R22/26—Anchoring devices secured to the seat
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R22/00—Safety belts or body harnesses in vehicles
    • B60R22/18—Anchoring devices
    • B60R22/20—Anchoring devices adjustable in position, e.g. in height
    • B60R2022/208—Anchoring devices adjustable in position, e.g. in height by automatic or remote control means

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Seats For Vehicles (AREA)

Abstract

The invention provides an adjusting system and method for safety intervention in a vehicle cabin, a safety intervention system of a vehicle and a vehicle, wherein the adjusting system comprises: an occupant observation unit configured to acquire occupant observation information of an occupant in the vehicle; an external observation unit for acquiring collision information corresponding to an obstacle outside the vehicle; an adjusting unit configured to adjust a safety system of the seat so that the occupant is in a safe pose, based on the collision information and occupant observation information; wherein the safety system of the seat comprises a seat integrated with a seat belt system. The invention can realize the improvement of the safety guarantee of passengers when the vehicle runs.

Description

Vehicle safety intervention adjustment system and method, vehicle safety intervention system and vehicle
Technical Field
The invention relates to the field of intelligent driving, in particular to an adjusting system and method for safely intervening a vehicle cabin, a safety intervening system of a vehicle and the vehicle.
Background
In recent years, the automobile industry has advanced to the field of automatic driving, and host factories and seat suppliers of vehicle-mounted systems have proposed a zero-gravity seat concept so that passengers can sit on an automobile in a more comfortable posture. When the passenger sits in the automobile, the adjusting range of the backrest can be increased to tens of Degrees (DEG) or more, and besides, the seat backrest is matched with a foot rest and the like, so that the passenger is more comfortable. However, once the car collides, the more comfortable sitting posture can bring more damage to the passengers due to no matched safety protection measures.
Disclosure of Invention
The invention aims to solve the technical problem of providing an adjusting system and method for safety intervention of a vehicle cabin, a safety intervention system of a vehicle and the vehicle, and aims to improve the safety protection function of passengers while realizing comfort experience of the passengers.
To solve the above technical problem, the present invention provides an adjustment system for safety intervention in a vehicle cabin, wherein the adjustment system comprises: an occupant observation unit configured to acquire occupant observation information of an occupant in the vehicle; an external observation unit for acquiring collision information corresponding to an obstacle outside the vehicle; an adjusting unit configured to adjust a safety system of the seat so that the occupant is in a safe pose, based on the collision information and occupant observation information; wherein the safety system of the seat comprises a seat integrated with a seat belt system.
In an embodiment of the invention, the regulation system further comprises a high-regulation unit; the high-tuning unit is used for: the position of the seat belt upper end locator on the seat to which it belongs is adjusted.
In an embodiment of the invention, the adjustment system further comprises: a seat adjusting unit; and the device is used for adjusting the position and the backrest angle of the seat according to the collision information and the occupant observation information.
In an embodiment of the invention, the adjusting system further comprises a latch adjusting unit; the lock catch adjusting unit is used for: with the adjustment of the angle of the backrest, the inclination angle of the lock catch is adaptively adjusted so as to enable the safety belt lock catch to adapt to the pose of the passenger.
In an embodiment of the invention, the collision information includes a collision probability, the external observation unit is configured to determine the collision probability from the external obstacle data and the own vehicle movement data, and the adjustment unit adjusts the seat safety system to be in the target constraint state when the collision probability is greater than a first threshold.
In an embodiment of the invention, the collision information further comprises a relative velocity and/or a collision overlap ratio;
wherein the adjusting unit adjusts the seat safety system to be in a corresponding target constraint state according to the relative speed and/or the collision overlapping rate.
In one embodiment of the invention, the adjustment system further comprises: when the collision probability is greater than a first threshold value, the adjusting unit adjusts the seat belt system on the seat so that the seat belt is in a tensioned state, and an occupant is abutted against the seat back.
In one embodiment of the invention, the adjustment system further comprises: the current state acquisition unit is used for acquiring current state data of the seat; wherein the adjusting unit is further configured to: and adjusting a seat safety system according to the current state data and the occupant observation information so as to obtain safety constraint in the current state.
In an embodiment of the invention, the occupant observation information includes a body type category including one or more of a population percentile of 5%, 10%, 50%, 90%, 95% respectively corresponding body type categories.
In one embodiment of the invention, the adjustment system further comprises: a collision absorption protection unit located below the seat, the collision absorption unit comprising a seat support mechanism and a controllable crush mechanism; the collision absorption protection unit is provided with: when the seat supporting mechanism receives collision information, the supporting effect on the seat is relieved, so that the controllable crushing mechanism generates crumple deformation under the action of gravity of the seat and an occupant, so as to absorb impact force generated by collision and protect the spinal column part of the occupant.
In an embodiment of the invention, the collision absorption protection unit is arranged between the seat cushion of the seat and the bottom of the vehicle cabin.
In one embodiment of the invention, the controllable crushing mechanism comprises a plastically deformable member.
In one embodiment of the invention, the plastically deformable member comprises a honeycomb aluminum plate.
In an embodiment of the invention, the occupant observation unit may obtain occupant observation information at least from information of the TOF camera.
The invention also provides a safety intervention system of a vehicle, comprising: the adjustment system of any one of the preceding claims, at least one seat safety system corresponding to the adjustment system, at least one TOF camera corresponding to the adjustment system, and at least one obstacle sensor corresponding to the adjustment system.
In one embodiment of the invention, the obstacle sensor is configured to acquire obstacle data including a size, a speed of movement, and a direction of the obstacle.
In an embodiment of the invention, the adjustment system is configured to: based on the vehicle collision data of the cloud database and the simulation result of the simulation database, calculating the expected collision speed and the collision surface coverage rate of the obstacle and the vehicle; wherein the collision surface coverage means a ratio of an area of the collision surface to an area of the vehicle outer side surface.
In an embodiment of the invention, the safety intervention system further comprises a balloon system, wherein the balloon system is configured to:
based on the collision information acquired by the external observation unit, an airbag action unit of the airbag system is activated.
The invention also provides a vehicle which adopts the safety intervention system.
Compared with the prior art, the invention has the following advantages: according to the technical scheme, when the vehicle runs to reach the set condition, each executing mechanism on the seat is driven in advance, so that the seat posture returns to the normal sitting posture, the situation of injury of passengers is avoided and reduced, and the running safety of the vehicle is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and together with the description serve to explain the principles of the application.
In the accompanying drawings:
fig. 1 is a schematic diagram of the composition of an adjustment system for safety intervention in a vehicle cabin according to an embodiment of the present application.
Fig. 2 is a schematic diagram of the components of a safety intervention system of a vehicle according to an embodiment of the present application.
Fig. 3 is a schematic view of the belt upper end positioner according to an embodiment of the present application for adjusting the height of the upper end of the belt.
Fig. 4 is a schematic view of a latch adaptation process of a safety system of a seat according to an embodiment of the present application.
Fig. 5 is a schematic diagram of the composition of an adjustment system for safety intervention in a vehicle cabin according to an embodiment of the present application.
Fig. 6 is a flow chart of a method of regulating a safety intervention in a vehicle cabin according to an embodiment of the present application.
Fig. 7 is a schematic view showing the constitution of a collision absorption protection unit in an adjusting system for safety intervention in a vehicle cabin according to an embodiment of the present application.
Fig. 8 is a schematic view showing the operation of the collision absorption protection unit in the adjusting system for safety intervention in the cabin of the vehicle according to the embodiment of the present application.
Fig. 9 is a schematic view showing the operation of the collision absorption protection unit in the adjusting system for safety intervention in the cabin of the vehicle according to the embodiment of the present application.
Detailed Description
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are used in the description of the embodiments will be briefly described below. It is apparent that the drawings in the following description are only some examples or embodiments of the present application, and it is obvious to those skilled in the art that the present application may be applied to other similar situations according to the drawings without inventive effort. Unless otherwise apparent from the context of the language or otherwise specified, like reference numerals in the figures refer to like structures or operations.
As used in this application and in the claims, the terms "a," "an," "the," and/or "the" are not specific to the singular, but may include the plural, unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that the steps and elements are explicitly identified, and they do not constitute an exclusive list, as other steps or elements may be included in a method or apparatus.
In the description of the present application, it should be understood that, where azimuth terms such as "front, rear, upper, lower, left, right", "transverse, vertical, horizontal", and "top, bottom", etc., indicate azimuth or positional relationships generally based on those shown in the drawings, only for convenience of description and simplification of the description, these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present application; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.
Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.
In addition, the terms "first", "second", etc. are used to define the components, and are merely for convenience of distinguishing the corresponding components, and unless otherwise stated, the terms have no special meaning, and thus should not be construed as limiting the scope of the present application. Furthermore, although terms used in the present application are selected from publicly known and commonly used terms, some terms mentioned in the specification of the present application may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Furthermore, it is required that the present application be understood, not simply by the actual terms used but by the meaning of each term lying within.
It will be understood that when an element is referred to as being "on," "connected to," "coupled to," or "contacting" another element, it can be directly on, connected or coupled to, or contacting the other element or intervening elements may be present. In contrast, when an element is referred to as being "directly on," "directly connected to," "directly coupled to," or "directly contacting" another element, there are no intervening elements present. Likewise, when a first element is referred to as being "electrically contacted" or "electrically coupled" to a second element, there are electrical paths between the first element and the second element that allow current to flow. The electrical path may include a capacitor, a coupled inductor, and/or other components that allow current to flow even without direct contact between conductive components.
Flowcharts are used in this application to describe the operations performed by systems according to embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed in order precisely. Rather, the various steps may be processed in reverse order or simultaneously. At the same time, other operations are added to or removed from these processes.
Embodiments of the present application describe an adjustment system and method for safety intervention in a vehicle cabin, a safety intervention system for a vehicle, and a vehicle.
Fig. 1 is a schematic diagram of the composition of an adjustment system for safety intervention in a vehicle cabin according to an embodiment of the present application.
As shown in fig. 1, an adjustment system 100 (which may also be simply referred to as an adjustment system 100) for safety intervention in a vehicle cabin includes an occupant observation unit 111, an external observation unit 112, and an adjustment unit 101.
In some embodiments, the occupant observation unit 111 is configured to acquire occupant observation information in the vehicle, that is, to acquire observation information for the occupant in the vehicle. The external observation unit 112 is used to acquire collision information corresponding to an obstacle outside the vehicle. The vehicle exterior obstacle includes, for example, an exterior obstacle in the vicinity of the vehicle. The occupant observation information includes, for example, pose, body shape, or weight data of an occupant (occupant). The weight data are acquired, for example, by means of a mass sensor mounted on the seat.
The various components of the regulating system for safety intervention in the vehicle cabin are connected or coupled through the in-vehicle interconnection network, such as a CAN bus, so as to realize the transmission of data and instructions.
The adjusting unit 101 is configured to adjust the safety system of the seat so that the occupant is in a safe pose, based on the collision information and occupant observation information. Wherein the safety system of the seat comprises a seat integrated with a seat belt system.
In some embodiments, the occupant observation unit may obtain occupant observation information based at least on information of a TOF (Time of Flight) camera (sensor).
In some embodiments, the regulation system further comprises a high-regulation unit. Referring to fig. 1, the regulation system 100 further includes a high-regulation unit 118. The height adjustment unit 118 is used to adjust the position of the seat belt upper end locator on the seat to which it belongs.
In some embodiments, the adjustment system further comprises a seat adjustment unit 114. The seat adjusting unit 114 is configured to adjust the position and the backrest angle of the seat based on the collision information and the occupant observation information. The position of the seat includes a corresponding spatial position (also referred to as a stroke) of the seat cushion.
In some embodiments, the seat adjustment unit 114 includes a seat back rotating motor and a seat cushion travel adjustment motor; the upper end positioner of the safety belt comprises a safety belt upper end height adjusting motor. The seat adjusting unit 114 is configured to adjust the seat cushion stroke and the seatback angle by controlling the seatback rotating motor and the seat cushion stroke adjusting motor, and to adjust the seat belt upper end height by controlling the seat belt upper end height adjusting motor, for example. The control of the adjustment amount and the adjustment speed can be realized by controlling different motors.
In some embodiments, the adjustment system further comprises a latch adjustment unit. Referring to fig. 1, the adjustment system 100 further includes a latch adjustment unit 116. The buckle adjusting unit 116 is used for adaptively adjusting the inclination angle of the buckle along with the adjustment of the angle of the seat back so as to adapt the seat belt buckle to the pose of the occupant.
Fig. 4 is a schematic view of a latch adaptation process of a safety system of a seat according to an embodiment of the present application.
As shown in fig. 4, the seat safety system includes a seat belt compliant latch 403 located on a first side of the seat cushion 402. The buckle adjustment unit 116 is configured to adaptively adjust the inclination angle of the buckle as the angle of the seat back 401 is adjusted, so as to adapt the seat belt buckle to the occupant's pose. Specifically, for example, the adjustment directions A1 and A2 in fig. 4 are shown.
In some embodiments, the collision information includes a collision probability, and the external observation unit 112 is configured to determine the collision probability from external obstacle data, as well as from vehicle motion data.
When the collision probability is greater than a first threshold value, the adjusting unit adjusts the seat safety system to be in a target constraint state. The target constraint state includes, for example, an initial constraint state, and more specifically, the initial constraint state may include an initial travel position of the seat and an initial angle of the seat back.
In some embodiments, the collision information also includes relative velocity and/or collision overlap rate. Wherein the adjustment unit 101 will adjust the seat safety system to be in the respective target constraint state based on said relative speed and/or collision overlap ratio. The target constraint state may include an initial constraint state, or may be set according to different relative speeds and collision overlapping rates, and accordingly, the adjustment parameters for the travel position and the seatback angle of the seat may be different.
In some embodiments, a plurality of intervals corresponding to the threshold values may be set, and different relative speeds and collision overlapping rates may be set, so that the seat safety system is adjusted to be in the corresponding target constraint state according to the interval corresponding to the threshold value that the relative speeds and the collision overlapping rates fall into.
In some embodiments, when the collision probability is greater than the first threshold, the adjustment unit 101 adjusts the seat belt system on the seat so that the seat belt is in a tensioned state, causing the occupant to abut against the seat back, i.e., functioning as an active seat belt early warning to keep the occupant against the seat.
In some embodiments, the regulation system for safety intervention in the vehicle cabin further comprises a current state acquisition unit. The current state acquisition unit is used for acquiring current state data of the seat.
Fig. 5 is a schematic diagram of the composition of an adjustment system for safety intervention in a vehicle cabin according to an embodiment of the present application. Referring to fig. 5, the adjustment system 100 further includes a current state acquisition unit 119 for acquiring current state data of the seat. The adjusting unit is also used for adjusting the seat safety system according to the current state data and the occupant observation information so as to obtain the safety constraint in the current state. The seat safety system is regulated by controlling the high regulating unit to regulate the position of the upper end positioner of the seat belt on the seat to which the upper end positioner belongs. The belt upper end retainer is located, for example, above the first side edge of the seat back.
In some embodiments, the occupant observation information includes body type categories including one or more of a population percentile of 5%, 10%, 50%, 90%, 95% respectively corresponding body type categories.
Based on the category of body type data statistics, the 5% crowd percentile refers to a size with 5% crowd less than 5% percentile, which may represent a small stature size. The 50% crowd percentile refers to a size with 50% crowd less than 50% percent value, and may represent a medium stature size. The 90% or 95% population percentile refers to a size having a 90% or 95% population less than 90% or 95% percentile value, and may represent a large stature size. Herein, "small size", "medium size" and "large size" are expressions which are easy to understand in classifying body type data, and may be expressed as, for example, "first size", "second size" and "third size".
Fig. 3 is a schematic view of the belt upper end positioner according to an embodiment of the present application for adjusting the height of the upper end of the belt.
Fig. 3 (a) and (b) show a schematic view of the seat belt upper end height adjusted by the seat belt upper end positioner 301 when the occupant 302 having a body type corresponding to a 50% crowd percentage is positioned at the first back angle and the second back angle.
Fig. 3 (c) and (d) show the seat belt upper end positioner 301 adjusting the seat belt upper end height when the occupant 303 having the body type corresponding to the 5% crowd percentage is positioned at the first back angle and the second back angle.
As can be seen from fig. 3 (a) and (b), when the backrest angle of the seat is increased, the height of the upper end of the seat belt is correspondingly adjusted by the upper end positioner 301 of the seat belt; it can also be seen from fig. 3 (c) and (d). As can be seen from fig. 3 (a) and (c), the same seat back angle is also adjusted by the seat belt upper end positioner 301 for the occupant of different body types; it can also be seen from fig. 3 (b) and (d).
In some embodiments, the conditioning system 100 for safety intervention in a vehicle cabin of the present application includes a collision absorption protection unit. Fig. 7 is a schematic view showing the constitution of a collision absorption protection unit in an adjusting system for safety intervention of a vehicle cabin according to an embodiment of the present application.
Referring to fig. 7, the collision absorption guard unit 700 is located under the seat 710, and more specifically, the collision absorption guard unit 700 is disposed between the seat cushion 711 and the bottom 721 of the vehicle cabin. The impact absorbing unit 700 includes a seat support mechanism 701 and a controllable crush mechanism 702. The collision absorption guard unit 711 is provided to: when the seat support mechanism 701 receives the collision information, the support action on the seat 710 is released, so that the controllable crushing mechanism 702 is crushed and deformed under the gravity action of the seat 710 and the occupant 723 to absorb the impact force generated by the collision and protect the spinal column portion of the occupant.
Fig. 8 is a schematic view showing the operation of the collision absorption protection unit in the adjusting system for safety intervention in the cabin of the vehicle according to the embodiment of the present application. Fig. 9 is a schematic view showing the operation of the collision absorption protection unit in the adjusting system for safety intervention in the cabin of the vehicle according to the embodiment of the present application.
Referring to fig. 7 to 9, when the seat support mechanism 701 receives the collision information, the support action on the seat 710 is released, so that the controllable crushing mechanism 702 is crushed by the gravity G of the seat 710 and the occupant 723 to absorb the impact force generated by the collision and protect the spinal portion of the occupant. The seat support mechanism 701 includes, for example, an engagement mechanism or a connection mechanism 728, and when collision information is received, the seat support mechanism 701 releases the support of the seat 710 by adjusting the engagement mechanism or the connection mechanism 728, so that the controllable crushing mechanism 702 is crushed by the gravity G of the seat 710 and the occupant 723.
In some embodiments, the controllable crushing mechanism comprises a plastically deformable member. The plastic deformation member comprises a honeycomb aluminum plate. The cellular aluminum plate is deformed by the gravity G of the seat 710 and the occupant 723 to collapse, thereby absorbing the impact force generated by the collision to protect the spinal portion of the occupant.
The application also provides a safety intervention system of the vehicle.
The safety intervention system comprises, for example, the aforementioned adjustment system, and further comprises at least one seat safety system corresponding to the adjustment system, at least one TOF camera corresponding to the adjustment system, and at least one obstacle sensor corresponding to the adjustment system.
In some embodiments, the obstacle sensor is configured to acquire obstacle data including a size, a speed of movement, and a direction of the obstacle. For example, the obstacle sensor may acquire sensing data from a laser radar, a millimeter wave radar, and a camera installed outside the vehicle.
In some embodiments, the adjustment system is configured to: and calculating the expected collision speed and the collision surface coverage rate of the obstacle and the vehicle based on the vehicle collision data of the cloud database and the simulation result of the simulation database. Wherein the collision surface coverage means a ratio of an area of the collision surface to an area of the vehicle outer side surface. The vehicle exterior side includes one or more of a front side, a rear side, a left side, and a right side of the vehicle.
In some embodiments, the safety intervention system of the vehicle further comprises an airbag system.
Fig. 2 is a schematic diagram of the components of a safety intervention system of a vehicle according to an embodiment of the present application. Referring to fig. 2, the safety intervention system 200 of the vehicle further comprises an airbag system 115 configured to: based on the collision information acquired by the external observation unit 112, an airbag action unit of the airbag system 115 is activated. The airbag action units include, for example, a front airbag, a curtain airbag, and a side airbag.
The application also provides a vehicle which adopts the safety intervention system described above to realize the safety early warning and intervention functions for vehicle passengers.
The application also provides an adjusting method for safely intervening the vehicle cabin.
Fig. 6 is a flow chart of an adjustment method for safety intervention in a vehicle cabin according to an embodiment of the present application. Referring to fig. 6, the method for adjusting safety intervention in a vehicle cabin includes a step 601 of acquiring occupant observation information of an occupant in the vehicle; step 602, acquiring collision information corresponding to an obstacle outside the vehicle; and 603, adjusting a safety system of the seat according to the collision information and the occupant observation information so as to enable the occupant to be in a safe pose.
In some embodiments, the method of adjusting a safety intervention in a vehicle cabin further comprises adjusting the position of a seat belt upper end locator on the seat to which it belongs.
In some embodiments, the method of adjusting safety intervention in the vehicle cabin adjusts the position and back angle of the seat based on the collision information and occupant observation information. More specifically, the method may further include adaptively adjusting an inclination angle of the buckle as the seat back angle is adjusted, so that the seat belt buckle is adapted to the occupant's pose.
In some embodiments, the method of adjusting safety intervention in a vehicle cabin further comprises determining a collision probability from external obstacle data, and from vehicle motion data; when the collision probability is greater than a first threshold value, the adjusting unit adjusts the seat safety system to be in a target constraint state.
According to the adjusting system and method for performing safety intervention on the vehicle cabin and the safety intervention system of the vehicle, the posture of the passenger is detected by combining the observation unit in the passenger cabin (or called as the cockpit), and the observation information of the surrounding environment of the vehicle, when the set condition (such as an emergency state starting condition) is reached, each actuating mechanism on the seat is driven in advance, so that the posture of the seat returns to the normal sitting posture, the situation of injury to the passenger is avoided and reduced, and the running safety of the vehicle is improved.
While the basic concepts have been described above, it will be apparent to those skilled in the art that the above disclosure is by way of example only and is not intended to be limiting. Although not explicitly described herein, various modifications, improvements, and adaptations of the present application may occur to one skilled in the art. Such modifications, improvements, and modifications are intended to be suggested within this application, and are therefore within the spirit and scope of the exemplary embodiments of this application.
Meanwhile, the present application uses specific words to describe embodiments of the present application. Reference to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic is associated with at least one embodiment of the present application. Thus, it should be emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various positions in this specification are not necessarily referring to the same embodiment. Furthermore, certain features, structures, or characteristics of one or more embodiments of the present application may be combined as suitable.
Some aspects of the present application may be performed entirely by hardware, entirely by software (including firmware, resident software, micro-code, etc.) or by a combination of hardware and software, such as an electronic control unit. The above hardware or software may be referred to as a "data block," module, "" engine, "" unit, "" component, "or" system. The processor may be one or more Application Specific Integrated Circuits (ASICs), digital Signal Processors (DSPs), digital signal processing devices (DAPDs), programmable Logic Devices (PLDs), field Programmable Gate Arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, or a combination thereof. Furthermore, aspects of the present application may take the form of a computer product, comprising computer-readable program code, embodied in one or more computer-readable media. For example, computer-readable media can include, but are not limited to, magnetic storage devices (e.g., hard disk, floppy disk, tape … …), optical disk (e.g., compact disk CD, digital versatile disk DVD … …), smart card, and flash memory devices (e.g., card, stick, key drive … …).
Likewise, it should be noted that in order to simplify the presentation disclosed herein and thereby aid in understanding one or more inventive embodiments, various features are sometimes grouped together in a single embodiment, figure, or description thereof. This method of disclosure, however, is not intended to imply that more features than are presented in the claims are required for the subject application. Indeed, less than all of the features of a single embodiment disclosed above.
While the present application has been described with reference to the present specific embodiments, those of ordinary skill in the art will recognize that the above embodiments are for illustrative purposes only, and that various equivalent changes or substitutions can be made without departing from the spirit of the present application, and therefore, all changes and modifications to the embodiments described above are intended to be within the scope of the claims of the present application.

Claims (24)

1. An adjustment system for safety intervention in a vehicle cabin, wherein the adjustment system comprises:
the passenger observing unit is used for acquiring passenger observing information in the vehicle;
an external observation unit for acquiring collision information corresponding to an obstacle outside the vehicle;
an adjusting unit configured to adjust a safety system of the seat so that the occupant is in a safe pose, based on the collision information and occupant observation information; wherein the safety system of the seat comprises a seat integrated with a seat belt system.
2. The regulation system of claim 1, wherein the regulation system further comprises a high regulation unit;
the high-tuning unit is used for: the position of the seat belt upper end locator on the seat to which it belongs is adjusted.
3. The adjustment system according to claim 1 or 2, characterized in that the adjustment system further comprises:
a seat adjusting unit; and the device is used for adjusting the position and the backrest angle of the seat according to the collision information and the occupant observation information.
4. The adjustment system of claim 3, further comprising a latch adjustment unit;
the lock catch adjusting unit is used for: with the adjustment of the angle of the backrest, the inclination angle of the lock catch is adaptively adjusted so as to enable the safety belt lock catch to adapt to the pose of the passenger.
5. The system according to any one of claims 1 to 4, wherein the collision information includes a collision probability, the external observation unit is configured to determine the collision probability based on external obstacle data, and the own vehicle movement data,
and when the collision probability is greater than the first threshold value, the adjusting unit adjusts the seat safety system to be in the target constraint state.
6. The adjustment system of claim 5, wherein the collision information further comprises relative velocity and/or collision overlap ratio;
wherein the adjusting unit adjusts the seat safety system to be in a corresponding target constraint state according to the relative speed and/or the collision overlapping rate.
7. The adjustment system of claim 5, further comprising:
when the collision probability is greater than a first threshold value, the adjusting unit adjusts the seat belt system on the seat so that the seat belt is in a tensioned state, and an occupant is abutted against the seat back.
8. The adjustment system according to any one of claims 1 to 7, characterized by further comprising:
the current state acquisition unit is used for acquiring current state data of the seat;
wherein the adjusting unit is further configured to:
and adjusting a seat safety system according to the current state data and the occupant observation information so as to obtain safety constraint in the current state.
9. The adjustment system of claim 8, wherein the occupant observation information includes a body type category including one or more of a population percentile of 5%, 10%, 50%, 90%, 95% respectively corresponding body type categories.
10. The adjustment system according to any one of claims 1 to 7, characterized by further comprising:
a collision absorption protection unit located below the seat, the collision absorption unit comprising a seat support mechanism and a controllable crush mechanism;
the collision absorption protection unit is provided with:
when the seat supporting mechanism receives collision information, the supporting effect on the seat is relieved, so that the controllable crushing mechanism generates crumple deformation under the action of gravity of the seat and an occupant, so as to absorb impact force generated by collision and protect the spinal column part of the occupant.
11. The adjustment system according to claim 10, characterized in that the collision absorption protection unit is arranged between the seat cushion of the seat and the bottom of the vehicle cabin.
12. The adjustment system of claim 10, wherein the controllable crushing mechanism comprises a plastically deformable member.
13. The conditioning system of claim 12, wherein the plastically deformable member comprises a honeycomb aluminum plate.
14. The adjustment system of claim 1, wherein the occupant observation unit is operable to obtain occupant observation information based at least on information from a TOF camera.
15. A safety intervention system for a vehicle, comprising:
the adjustment system of any one of claims 1 to 13, at least one seat safety system corresponding to the adjustment system, at least one TOF camera corresponding to the adjustment system, and at least one obstacle sensor corresponding to the adjustment system.
16. The vehicle safety intervention system of claim 15, wherein the obstacle sensor is configured to acquire obstacle data comprising a size, a speed of movement, and a direction of the obstacle.
17. The vehicle safety intervention system of claim 15, wherein the adjustment system is configured to: based on the vehicle collision data of the cloud database and the simulation result of the simulation database, calculating the expected collision speed and the collision surface coverage rate of the obstacle and the vehicle;
wherein the collision surface coverage means a ratio of an area of the collision surface to an area of the vehicle outer side surface.
18. The safety intervention system of claim 15, further comprising an airbag system, wherein the airbag system is configured to:
based on the collision information acquired by the external observation unit, an airbag action unit of the airbag system is activated.
19. A vehicle employing a safety intervention system as claimed in any of claims 15 to 18.
20. An adjustment method for safety intervention in a vehicle cabin, comprising:
acquiring occupant observation information of an occupant in the vehicle;
acquiring collision information corresponding to an obstacle outside the vehicle;
and adjusting a safety system of the seat according to the collision information and the occupant observation information so as to enable the occupant to be in a safe pose.
21. The adjustment method according to claim 20, characterized by further comprising: the position of the seat belt upper end locator on the seat to which it belongs is adjusted.
22. The adjustment method according to claim 20, characterized by further comprising: and adjusting the position and the backrest angle of the seat according to the collision information and the occupant observation information.
23. The method of adjusting of claim 22, further comprising: with the adjustment of the angle of the backrest, the inclination angle of the lock catch is adaptively adjusted so as to enable the safety belt lock catch to adapt to the pose of the passenger.
24. The adjustment method according to claim 20, characterized in that the collision information comprises a collision probability, the method further comprising:
determining a collision probability from the external obstacle data and the own vehicle movement data;
when the collision probability is greater than a first threshold value, the adjusting unit adjusts the seat safety system to be in a target constraint state.
CN202310826503.3A 2022-07-15 2023-07-06 Vehicle safety intervention adjustment system and method, vehicle safety intervention system and vehicle Pending CN117400795A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/CN2023/107524 WO2024012579A1 (en) 2022-07-15 2023-07-14 Adjustment system and method for safety intervention of vehicle, safety intervention system for vehicle, and vehicle

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202210836027 2022-07-15
CN2022108360279 2022-07-15

Publications (1)

Publication Number Publication Date
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