WO2021204229A1 - 通过汽车安全带增强司乘人员安全性的系统和方法 - Google Patents

通过汽车安全带增强司乘人员安全性的系统和方法 Download PDF

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Publication number
WO2021204229A1
WO2021204229A1 PCT/CN2021/086053 CN2021086053W WO2021204229A1 WO 2021204229 A1 WO2021204229 A1 WO 2021204229A1 CN 2021086053 W CN2021086053 W CN 2021086053W WO 2021204229 A1 WO2021204229 A1 WO 2021204229A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
data
passengers
active
seat belt
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PCT/CN2021/086053
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English (en)
French (fr)
Inventor
徐紫红
林森
陈婷
成元祎
Original Assignee
采埃孚汽车科技(上海)有限公司
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Filing date
Publication date
Application filed by 采埃孚汽车科技(上海)有限公司 filed Critical 采埃孚汽车科技(上海)有限公司
Priority to US17/917,966 priority Critical patent/US20230131504A1/en
Priority to EP21785515.4A priority patent/EP4144598A4/en
Publication of WO2021204229A1 publication Critical patent/WO2021204229A1/zh

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    • 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
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/46—Reels with means to tension the belt in an emergency by forced winding up
    • 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
    • B60R22/48—Control systems, alarms, or interlock systems, for the correct application of the belt or harness
    • 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
    • B60R21/0132—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 vehicle motion parameters, e.g. to vehicle longitudinal or transversal deceleration or speed value
    • 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
    • B60N2/002—Seats provided with an occupancy detection means mounted therein or thereon
    • B60N2/0021—Seats provided with an occupancy detection means mounted therein or thereon characterised by the type of sensor or measurement
    • B60N2/0022—Seats provided with an occupancy detection means mounted therein or thereon characterised by the type of sensor or measurement for sensing anthropometric parameters, e.g. heart rate or body temperature
    • 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
    • B60N2/002—Seats provided with an occupancy detection means mounted therein or thereon
    • B60N2/0021—Seats provided with an occupancy detection means mounted therein or thereon characterised by the type of sensor or measurement
    • B60N2/0024—Seats provided with an occupancy detection means mounted therein or thereon characterised by the type of sensor or measurement for identifying, categorising or investigation of the occupant or object on the seat
    • B60N2/0027—Seats provided with an occupancy detection means mounted therein or thereon characterised by the type of sensor or measurement for identifying, categorising or investigation of the occupant or object on the seat for detecting the position of the occupant or of occupant's body part
    • 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
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/44—Belt retractors, e.g. reels with means for reducing belt tension during use under normal conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2210/00—Sensor types, e.g. for passenger detection systems or for controlling seats
    • B60N2210/10—Field detection presence sensors
    • B60N2210/16—Electromagnetic waves
    • B60N2210/20—Radar
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2210/00—Sensor types, e.g. for passenger detection systems or for controlling seats
    • B60N2210/10—Field detection presence sensors
    • B60N2210/16—Electromagnetic waves
    • B60N2210/22—Optical; Photoelectric; Lidar [Light Detection and Ranging]
    • B60N2210/24—Cameras
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2210/00—Sensor types, e.g. for passenger detection systems or for controlling seats
    • B60N2210/10—Field detection presence sensors
    • B60N2210/26—Ultrasonic, e.g. sonar
    • 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
    • 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
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/46—Reels with means to tension the belt in an emergency by forced winding up
    • B60R2022/4666—Reels with means to tension the belt in an emergency by forced winding up characterised by electric actuators
    • 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
    • B60R22/34—Belt retractors, e.g. reels
    • B60R22/46—Reels with means to tension the belt in an emergency by forced winding up
    • B60R2022/4685—Reels with means to tension the belt in an emergency by forced winding up with means to adjust or regulate the tensioning force in relation to external parameters

Definitions

  • the invention relates to a system and method for enhancing the safety of drivers and passengers through a car seat belt.
  • the car seat belt is a safety device for restraining the occupant during a collision and avoiding a secondary collision between the occupant and the steering wheel and dashboard during a collision, or avoiding death and injury caused by rushing out of the vehicle during a collision.
  • the car seat belt has become the first consideration for the driver and the occupants, and it is also one of the most important features of the car.
  • many proposals for improving the safety belt of automobiles have been derived.
  • the invention patent application with the publication number CN102910140A records an adjustable car seat belt buckle, which includes a lock and a device for separately judging the seat belt wearing condition and the vehicle operating condition and sending the seat belt buckle lifting control signal according to the judgment result.
  • the controller can automatically adjust the lifting of the seat belt buckle according to the vehicle condition, thereby improving the comfort of operation when the seat belt is worn.
  • An object of the present invention is to provide a system for enhancing the safety of drivers and passengers through a car seat belt, which can achieve adaptive protection for passengers in different seat positions and different sitting postures.
  • Another object of the present invention is to provide a method for enhancing the safety of passengers and passengers through a car seat belt, which can realize adaptive protection for passengers in different seat positions and different sitting postures.
  • Another object of the present invention is to provide a computer readable medium capable of implementing a method for enhancing the safety of drivers and passengers through a car seat belt.
  • the system for enhancing the safety of drivers and passengers through car seat belts includes:
  • the in-car observation system is used to collect the posture data of the drivers and passengers in the car and/or the body shape data of the people in the car and/or the posture data of the seats in the car and/or the mental state data of the drivers and the passengers in the car;
  • Active seat belt system including active retractor and active lifting buckle
  • the integrated security domain control unit is used to receive the data collected by the in-vehicle observation system and monitor the state of the active retractor and the active lift lock, and according to the received at least one data, the The slack state of the active retractor and the position state of the active lifter buckle formulate a car seat belt protection strategy;
  • the car seat belt protection strategy includes:
  • the active roll is selectively made The retractor tightens or relaxes;
  • the active lifting type is selectively made The lock is raised or lowered.
  • system further includes:
  • Collision prediction system including:
  • Vehicle external information monitoring module used to monitor obstacles around the body
  • Body attitude monitoring module used to monitor body movement and body attitude
  • the integrated safety domain control unit is configured to calculate the collision probability and the collision time between the vehicle body and the obstacle according to the vehicle external information monitoring module and the body attitude monitoring module;
  • the integrated safety domain control unit formulates the vehicle seat belt protection strategy before the moment of collision.
  • the collision prediction system further includes an Internet of Vehicles module, and the Internet of Vehicles module and the vehicle external information monitoring module jointly provide external information of the vehicle body.
  • the integrated safety domain control unit provides collision judgment based on the mental state data of the passengers and the collision probability. If the result of the collision judgment is yes, the integrated safety domain control unit is based on the collision Judge and formulate reminder strategies;
  • the reminder strategy includes:
  • the active lifting lock buckle is pre-lifted and pre-lowered cyclically.
  • the vehicle external information monitoring module includes one or a combination of millimeter wave radar, ultrasonic radar, laser radar, and external camera.
  • the vehicle body attitude monitoring module includes a speed sensor, a yaw speed sensor, and a steering wheel angle sensor;
  • the speed sensor is used to monitor the movement of the vehicle body
  • the yaw speed sensor and the steering wheel angle sensor are used to monitor the posture of the vehicle body.
  • the integrated safety domain control unit includes a modeling unit and a calculation unit.
  • the modeling unit models obstacles according to the monitoring information of the vehicle external information monitoring module, and Modeling the vehicle body with the monitoring information of the vehicle body attitude monitoring module;
  • the calculation unit calculates the collision probability according to the modeling information.
  • system further includes a cloud database and a simulation database, the cloud database is used to provide historical data of vehicle collisions, and the simulation database is used to provide simulation data of vehicle collisions according to the modeling information;
  • the calculation unit calculates the relative speed between the vehicle body and the obstacle during the collision and the collision overlap rate according to the historical data and the simulation data.
  • the in-vehicle observation system includes an image acquisition unit and a state collection unit, and the image acquisition unit is used to collect posture data of the driver and passengers in the car, seat posture data in the car, and personnel in the car. Body type data, and the state collection unit is used to collect mental state data of drivers and passengers in the vehicle.
  • the image acquisition unit is one of a 3D camera, a 2D camera, or a combination thereof.
  • the state collection unit is a camera and/or an in-vehicle radar.
  • the posture data of the driver and the passenger in the vehicle includes the position data of the driver's torso and/or the position data of the joint points of the driver and the passenger.
  • the in-vehicle seat posture data includes one or a combination of seat position data and backrest angle data.
  • the mental state data includes one or a combination of driver's health status data and driver's facial data.
  • the system further includes a collision sensor that monitors vehicle body collision information and vehicle body collision degree information, and transmits the information to the integrated safety domain control unit, which is based on The combination of the received information and the data collected by the in-vehicle observation system relaxes the active retractor and raises the active lift lock.
  • the integrated security domain control unit provides driver and passenger intent judgment based on the data collected by the in-vehicle observation system, and selectively causes the active retractor according to the intent judgment result. Tightening or loosening the device; and/or selectively raising or lowering the active lifting lock.
  • the method for enhancing the safety of drivers and passengers through car seat belts to achieve the other purpose mentioned above includes the following steps:
  • the active roll is selectively made The retractor tightens or relaxes;
  • the active lifting type is selectively made The lock is raised or lowered.
  • the method for enhancing the safety of drivers and passengers further includes:
  • collision probability and time of collision judge whether the passengers and passengers notice the possibility of collision; if not, pre-tighten and pre-relax the active retractor cyclically; and/or The active lifting lock buckle is pre-lifted and pre-lowered cyclically.
  • the method for enhancing the safety of drivers and passengers further includes:
  • the active retractor is selectively tightened or relaxed; and/or the active lift lock is selectively raised or lowered.
  • the integrated safety domain control unit After collecting the attitude of the driver and passenger through the in-vehicle observation system, the integrated safety domain control unit is used to adaptively formulate the driver and passenger protection strategy, which improves the protection efficiency and protection effect of the active seat belt system.
  • Figure 1 shows a schematic diagram of an implementation of the system
  • FIG. 2 shows a schematic flowchart of an embodiment of a method for enhancing the safety of drivers and passengers through a car seat belt
  • FIG. 3 shows a schematic flowchart of another embodiment of the method for enhancing the safety of drivers and passengers through a car seat belt
  • FIG. 4 shows a schematic flowchart of another embodiment of the method for enhancing the safety of drivers and passengers through a car seat belt
  • FIG. 5 shows a schematic flowchart of another embodiment of the method for enhancing the safety of drivers and passengers through a car seat belt.
  • first and second features are formed above or above the second feature, which may include an embodiment in which the first and second features are directly connected, or may be formed between the first and second features. Additional features are implemented so that there may be no direct connection between the first and second features.
  • reference numerals and/or letters may be repeated in different examples in these disclosures. The repetition is for brevity and clarity, and does not indicate the relationship between the various embodiments and/or structures to be discussed.
  • first element when the first element is described in the manner of being connected or combined with the second element, the description includes the embodiment in which the first and second elements are directly connected or combined with each other, and also includes the use of one or more other intervening elements to add The first and second elements are indirectly connected or combined with each other.
  • the system for enhancing the safety of drivers and passengers through the car seat belt includes: an in-vehicle observation system 1, an active seat belt system 2 and an integrated safety domain control unit 3.
  • the in-vehicle observation system 1 is used to collect one or a combination of posture data of in-vehicle drivers and passengers, body shape data of in-vehicle personnel, in-vehicle seat posture data, and mental state data of in-vehicle passengers and passengers.
  • the active seat belt system 2 includes an active retractor 21 and an active lifting lock 22.
  • the active retractor 21 is an actively controlled retractor device, which may be composed of a webbing, a webbing reel and a drive motor.
  • the drive motor can drive the webbing to rotate around the shaft through a transmission mechanism, such as a drive wheel, so as to tighten or loosen the webbing wound around the outer circumference of the webbing shaft.
  • the active lifting lock 22 is an active control lock device, which may include a lock body, a lock lifting part and a drive motor.
  • the lock body is used in conjunction with the active retractor 21, specifically,
  • the free end of the webbing in the active retractor 21 is provided with a locking tongue, and a locking groove is provided on the buckle body. After the locking tongue is inserted into the locking groove, the locking pawl in the locking groove restricts the locking tongue to the self-locking groove Prolapse.
  • the lock lifter and the drive motor can be connected by a transmission mechanism such as a worm gear transmission mechanism, so that the lock lifter is raised or lowered when the drive motor works, thereby driving the lock body and the bolt inserted into the lock body to lift up Or lower.
  • the integrated safety domain control unit 3 is used to receive the data collected by the in-vehicle observation system 1, and at the same time continuously monitor the state of the active retractor 21 and the active lifting lock 22, and according to the received at least one data, the active coil
  • the slack state of the retractor and the position state of the active lifting buckle formulate the car seat belt protection strategy.
  • the data received by the integrated security domain control unit 3 may be one or a combination of the posture data of the driver and the passenger in the vehicle, the posture data of the seat in the vehicle, and the mental state data of the driver and the passenger in the vehicle.
  • the car seat belt protection strategy includes: selectively tightening the active retractor 21 according to the posture data of the driver and the occupant in the car and/or the body shape data of the occupant in the car and/or the seat posture data and the slack state and the position state of the car. Or relax.
  • the active lift lock 22 is selectively raised or lowered according to the posture data of the passenger in the vehicle and/or the body shape data of the passenger in the vehicle and/or the posture data of the seat in the vehicle and the slack state and position state. Or a combination of the aforementioned two methods.
  • the protection strategy may be to selectively tighten or relax the active retractor 21 according to the seat position and/or the sitting posture, relaxation state, and position state of the driver, or according to the seat position and/or the driver.
  • the sitting posture, the relaxed state, and the position state of the active lifter lock 22 can be selectively raised or lowered.
  • the car seat belt protection strategy may also include selectively tightening or relaxing the active retractor 21 according to the seat position and/or the sitting posture, slack state and position state of the driver and passenger, and , According to the seat position and/or the sitting posture, slack state and position state of the driver and passengers, the active lifting lock 22 is selectively raised or lowered.
  • An exemplary embodiment of a vehicle seat belt protection strategy may be as follows.
  • the in-vehicle observation system 1 collects the distance between the driver and the backrest as the first distance, and if the first distance is greater than the first threshold, it is determined that the driver and the passenger are in the first posture.
  • the integrated safety domain control unit 3 formulates the first attitude protection strategy, including selectively making the motor in the active retractor 21 rotate N1 turns in the first direction, so that the webbing in the active retractor 21 is Recover L1 centimeters so that the driver and passenger can cling to the seat.
  • Another exemplary embodiment of the automobile seat belt protection strategy may be as follows.
  • the in-vehicle observation system 1 collects that the distance between the driver and the backrest is the second distance, and if the second distance is greater than the second threshold, it is determined that the driver is in the second position.
  • the integrated safety domain control unit 3 formulates a second attitude protection strategy, including selectively rotating the motor in the active lift lock 22 in the first direction for N2 cycles, so that the active lift lock 22 is lowered L2 Centimeters, so that the driver and passenger close to the seat.
  • Another exemplary embodiment of the automobile seat belt protection strategy may be as follows.
  • the internal observation system 1 collects that the distance between the driver and the backrest is the third distance, and if the third distance is greater than the third threshold, it is determined that the driver and the passenger are in the third posture.
  • the integrated safety domain control unit 3 formulates a third attitude protection strategy, including selectively rotating the motor in the active retractor 21 in the second direction for N3 cycles, so that the webbing in the active retractor 21 is Recovering L3 cm; and selectively making the motor in the active lift lock 22 rotate N3 turns in the first direction, so that the active lift lock 22 is lowered by L4 cm.
  • the in-vehicle observation system 1 can also determine whether the driver and passenger are tilted to the left or right. If the driver and passenger are tilted to the left or right by more than a certain angle, they can also recover the webbing and/or the lifting lock to make the driver and passenger tilt. The crew clung to the seat.
  • the integrated security domain control unit 3 in the previous embodiment may include one or more hardware processors, such as a system on a chip (SOC), a microcontroller, and a microprocessor (for example, an MCU chip or a 51 single-chip microcomputer).
  • RISC Reduced instruction set computer
  • ASIC application specific integrated circuit
  • ASIP application specific instruction integrated processor
  • CPU central processing unit
  • GPU graphics processing unit
  • PPU physical processing unit
  • microcontroller Unit microcontroller Unit
  • DSP digital signal processor
  • FPGA field programmable gate array
  • ARM programmable logic device
  • PLD programmable logic device
  • the in-vehicle observation system 1 includes an image acquisition unit 11 and a status collection unit 12.
  • the image acquisition unit 11 is used to collect posture data of the passengers in the car, seat posture data in the car, and body shape data of the people in the car.
  • the status collection unit 12 is used to collect the mental state data of the drivers and passengers in the car.
  • the image acquisition unit 11 is one of a 3D camera, a 2D camera, or a combination thereof.
  • the posture data of the driver and passenger in the vehicle collected by the image acquisition unit 11 includes the torso position data of the driver and the passenger and/or the joint point position data of the driver and the passenger.
  • the seat posture data in the vehicle collected by the image acquisition unit 11 includes one or a combination of seat position data and backrest angle data.
  • the method for enhancing the safety of drivers and passengers through a car seat belt used in Embodiment 1 can be shown in Figure 2. It is used in a vehicle, and the vehicle includes an active seat belt system, which includes an active retractor and an active lift lock Buckle, wherein, the method includes the following steps:
  • S102 Collect posture data of the driver and passenger in the car and/or body shape data of the driver and/or seat posture data in the car and/or mental state data of the driver and passenger in the car;
  • S103 Provide monitoring data of the slack state of the active retractor and the position state of the active lift lock;
  • the formulated protection strategy includes: selectively enabling the active retractor 21 according to the posture data of the driver and the occupant in the car and/or the body shape data of the occupant in the car and/or the posture data of the car seat and the slack state and the position state. Tighten or relax; and/or selectively lift the active lift lock 22 according to the posture data of the passenger in the car and/or the body shape data of the occupant in the car and/or the posture data of the car seat and the slack state and the position state Or lower
  • the integrated safety domain control unit 3 is used to adaptively formulate the driver and passenger protection strategy, which improves the protection efficiency and protection effect of the active seat belt system 2.
  • Embodiment 2 the following systems or modules can be added on the basis of the foregoing Embodiment 1. The following describes only the added parts.
  • the system for enhancing the safety of drivers and passengers through a car seat belt also includes a collision prediction system 4, which includes a vehicle external information monitoring module 41 and a body attitude monitoring module 42.
  • the vehicle external information monitoring module 41 is used to monitor obstacles around the vehicle body
  • the vehicle body posture monitoring module 42 is used to monitor vehicle body movement and vehicle body posture.
  • the vehicle body attitude monitoring module 42 includes a speed sensor, a yaw speed sensor, and a steering wheel angle sensor.
  • the speed sensor is used to monitor the movement of the vehicle body, and the yaw speed sensor and the steering wheel angle sensor are used to monitor the body attitude.
  • the vehicle external information monitoring module 41 includes one or a combination of millimeter wave radar, ultrasonic radar, laser radar, and external camera.
  • millimeter wave radar, ultrasonic radar and lidar are used to locate obstacles and collect obstacles' speed, angle, distance and other data.
  • the millimeter wave radar is not susceptible to weather interference and has a long detection distance, which can monitor long-distance obstacles.
  • Lidar has higher accuracy and simple data processing. It can complement the information collected by millimeter wave radar in data content and accuracy, so that the monitoring results are more accurate.
  • the external camera is used to collect the image information of the obstacle, and is used to distinguish and recognize the obstacle.
  • the integrated safety domain control unit 3 is used to calculate the collision probability between the vehicle body and the obstacle, the time of collision, and the collision position between the vehicle body and the obstacle according to the vehicle external information monitoring module 41 and the body attitude monitoring module 42. At the same time, the integrated safety domain control unit 3 receives the data collected by the in-vehicle observation system 1, and formulates a protection strategy before the time of the collision based on the received data.
  • the data received by the integrated security domain control unit 3 may be one or a combination of the posture data of the driver and the passenger in the vehicle, the posture data of the seat in the vehicle, and the mental state data of the driver and the passenger in the vehicle.
  • the integrated security domain control unit 3 may include a modeling unit and a calculation unit.
  • the modeling unit models the obstacles and the car body respectively.
  • the modeling unit integrates data collected by millimeter wave radar, lidar, and external cameras, and continuously performs real-time modeling of obstacles.
  • the modeling unit constantly checks the vehicle body motion information monitored by the speed sensor, the vehicle body yaw rate information monitored by the yaw speed sensor, and the vehicle steering wheel angle information monitored by the steering wheel angle sensor. Perform real-time modeling.
  • the calculation unit compares the real-time updated obstacle modeling information and vehicle body modeling information to calculate the probability of collision and the time of collision. At the same time, the calculation unit updates the calculation results in real time during calculation, and keeps the calculation results with real-time observation results. Make comparisons to correct the accuracy of calculations and reduce errors.
  • FIG. 3 The method for enhancing the safety of drivers and passengers through a car seat belt used in Embodiment 2 can be shown in FIG. 3, which includes the following steps on the basis of FIG. 2:
  • S1001 Provide monitoring data of obstacles around the vehicle body
  • S1002 Collect body movement and body state
  • S1003 Calculate the collision probability and collision time between the vehicle and the obstacle according to the obstacles around the body, the movement of the body, and the state of the body.
  • step S105 the active vehicle seat belt system activates the active protection.
  • the integrated safety domain control unit 3 formulates a protection strategy before the time of collision, so that when a collision occurs, the seat belt has been adjusted to make the driver and passenger close to the seat, which further improves the active type.
  • Embodiment 3 on the basis of the foregoing Embodiment 2, the following systems or modules can be added, and only the added parts are described below.
  • the collision prediction system 4 also includes an Internet of Vehicles module 43.
  • the Internet of Vehicles can provide distance information between vehicles through communication with other vehicles and network systems in motion.
  • the Internet of Vehicles module 43 can communicate with other vehicles.
  • the vehicle exterior information monitoring module 41 jointly provides vehicle exterior information, and the modeling unit continuously updates the obstacles around the vehicle body to model the obstacles around the vehicle body based on the vehicle exterior information.
  • Embodiment 4 on the basis of the foregoing Embodiment 2, the following systems or modules can be added, and only the added parts are described below.
  • the integrated safety domain control unit 3 provides a collision judgment based on the mental state data of the driver and the passenger and the collision probability. For the possibility of collision, develop a reminder strategy.
  • the reminding strategy includes: cyclically pre-tightening and pre-relaxing the active retractor 21 and/or cyclically pre-lifting and pre-lowering the active lifting lock 22.
  • the state collection unit 12 for collecting mental state data of the driver and passenger in the vehicle is a camera and an in-vehicle radar, and the collected mental state data may include the health state data of the driver and the passenger and the face of the driver and passenger.
  • the health status data monitored by the camera may include, for example, heartbeat information
  • the facial data information may include facial emotional state information (such as excitement, anger), facial fatigue state information (such as blinking frequency, hitting breath), and facial sight information.
  • the in-vehicle radar can be used for in-vehicle live detection and heartbeat detection.
  • An exemplary embodiment of the reminding strategy may be as follows.
  • the state collection unit 12 collects the driver’s heartbeat data as the first value and the blink frequency as the second value. It is judged according to the database information that the driver is in the first mental state at this time. Able to observe the occurrence of a collision without making a reminder strategy.
  • the state collecting unit 12 collects the heartbeat data of the driver and the passenger as the third value, the blinking frequency is the fourth value, and the facial sight has left the road for more than the first time, and this is determined based on the database information.
  • a reminder strategy is formulated at this time.
  • Embodiment 4 The method for enhancing the safety of drivers and passengers through a car seat belt used in Embodiment 4 may be shown in FIG. 4, which further includes the method shown in FIG. 3 based on:
  • step S1004 Determine whether the driver and passenger notice the possibility of a collision according to the mental state data, collision probability, and the time of the collision. If not, go to step S1005, if yes, go to the judgment step: judge whether a collision has occurred
  • step S1005 After executing S1005, it is then judged whether the collision has been avoided. If so, go to step S1001 to continue monitoring the obstacles around the vehicle body; if not, go to S105.
  • Embodiment 5 on the basis of the foregoing Embodiment 1, the following systems or modules can be added, and only the added parts are described below.
  • the system for enhancing the safety of drivers and passengers through car seat belts also includes a cloud database and a simulation database.
  • the cloud database is used to provide historical data of vehicle collisions
  • the simulation database is used to provide simulation data of vehicle collisions based on modeling information.
  • the calculation unit calculates the relative speed between the vehicle and the obstacle during the collision and the collision overlap rate according to the historical data and the simulation data, so as to further calculate the collision probability.
  • the angle that can be turned in a limited time the collision position and overlap rate at the time of collision can be calculated.
  • An exemplary embodiment of calculating the collision probability may be as follows.
  • the cloud database provides historical data of vehicle collisions as the first collision model
  • the simulation database is used to provide the simulation data of vehicle collisions according to the modeling information as the second collision model
  • the calculation unit fuses the first collision model.
  • the data information of the first collision model and the second collision model calculates that the relative speed between the vehicle and the obstacle during the collision is the first speed, and the collision overlap rate is the first overlap rate. At this time, it is calculated according to the first speed and the first collision position
  • the probability of collision is the first probability.
  • Embodiment 6 On the basis of the foregoing embodiment 1, the following systems or modules can be added, and only the added parts will be described below.
  • the system that enhances the safety of the driver and passengers through the car seat belt also includes a collision sensor, which can monitor the body collision information of the body and the body collision degree information, and transmit the information to the integrated safety domain control unit 3.
  • a collision sensor which can monitor the body collision information of the body and the body collision degree information, and transmit the information to the integrated safety domain control unit 3.
  • the integrated safety domain control unit 3 judges according to the data collected by the in-vehicle observation system 2. If the driver and passengers have been protected and there is no secondary injury at this time, then The active retractor 21 is relaxed and the active lift lock 22 is lifted, so that the driver and the passenger can be detached from the seat.
  • Embodiment 7 on the basis of the foregoing Embodiment 1, the following systems or modules can be added, and only the added parts are described below.
  • the integrated safety domain control unit 3 performs driver and passenger intention judgment based on the data collected by the in-vehicle observation system 2, and selectively activates the active retractor according to the result of the intention judgment. 21. Tighten or relax, and/or selectively raise or lower the active lift lock 22.
  • the integrated safety domain control unit 3 performs driver and passenger intention judgment based on the data collected by the in-vehicle observation system 2, and selectively activates the active retractor according to the result of the intention judgment. 21. Tighten or relax, and/or selectively raise or lower the active lift lock 22.
  • An exemplary embodiment of the driver's intention judgment is as follows: the camera detects that the angle of the occupant's arm exceeds the fourth degree, and the body turns back more than the fifth degree. At this time, the integrated security domain control unit 3 judges that the occupant's intention at this time is: Grab the item in the rear row direction. At this time, the webbing in the active retractor 21 is relaxed to no force so that the occupant can take things.
  • Embodiment 7 The method for enhancing the safety of drivers and passengers through a car seat belt used in Embodiment 7 may be as shown in FIG. 5, which further includes the method shown in FIG. 1 based on:
  • S201 Provide driver and passenger intention judgment based on the data collected by the in-vehicle observation system
  • S202 Selectively tighten or loosen the active retractor and/or selectively raise or lower the active lifting lock according to the judgment result of the driver's intention.
  • this document also provides a computer-readable storage medium.
  • the above-mentioned computer-readable storage medium provided by the present disclosure has computer instructions stored thereon.
  • the computer instruction When executed by the processor, it can implement at least a part of the steps in the method for enhancing the safety of drivers and passengers through a car seat belt provided by any one of the above embodiments, so as to enable the active retractor 21 and the active lifting type
  • the lock buckle can cooperate with the in-vehicle observation system.
  • the integrated safety domain control unit 3 is used to adaptively formulate the protection strategy for the driver and passengers, which improves the protection efficiency and protection effect of the active seat belt system 2.
  • the steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be directly embodied in hardware, in a software module executed by a processor, or in a combination of the two.
  • the software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.
  • An exemplary storage medium is coupled to the processor such that the processor can read information from and write information to the storage medium.
  • the storage medium may be integrated into the processor.
  • the processor and the storage medium may reside in the ASIC.
  • the ASIC may reside in the user terminal.
  • the processor and the storage medium may reside as discrete components in the user terminal.
  • the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, each function can be stored as one or more instructions or codes on a computer-readable medium or transmitted through it.
  • Computer-readable media includes both computer storage media and communication media, including any medium that facilitates the transfer of a computer program from one place to another.
  • the storage medium may be any available medium that can be accessed by a computer.
  • such computer-readable media may include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or can be used to carry or store instructions or data in the form of a structure Any other medium that agrees with the program code and can be accessed by a computer.
  • any connection is also properly called a computer-readable medium.
  • the software is transmitted from a web site, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave .
  • coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of the medium.
  • Disks and discs as used in this article include compact discs (CD), laser discs, optical discs, digital versatile discs (DVD), floppy disks and Blu-ray discs, in which disks are often reproduced in a magnetic manner Data, and a disc (disc) optically reproduces the data with a laser. Combinations of the above should also be included in the scope of computer-readable media.

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Abstract

一种通过汽车安全带增强司乘人员安全性的系统，其能够实现对不同座位位置及不同坐姿下的乘员提供适应性保护；以及一种通过汽车安全带增强司乘人员安全性的方法；以及一种计算机可读介质。其中，通过汽车安全带增强司乘人员安全性的系统包括车内观测系统（1）、主动式安全带系统（2）以及集成安全域控制单元（3）。集成安全域控制单元根据接收到的车内观测系统数据以及主动式安全带系统中主动式卷收器（21）的松弛状态和主动升降式锁扣（22）的位置状态制定汽车安全带保护策略，以实现选择性地收紧或放松主动式卷收器和/或抬升或降低主动升降式锁扣。

Description

通过汽车安全带增强司乘人员安全性的系统和方法 技术领域
本发明涉及一种通过汽车安全带增强司乘人员安全性的系统和方法。
背景技术
汽车安全带是为了在碰撞时对乘员进行约束以及避免碰撞时乘员与方向盘及仪表板等发生二次碰撞或避免碰撞时冲出车外导致死伤的安全装置。目前汽车安全带已成为驾驶员和乘员首要考虑的问题，也是汽车等最重要的性能之一。随着汽车行业的发展，衍生出了许多对于汽车安全带改进的方案。
公开号为CN102910140A的发明专利申请记载了一种调节型汽车安全带锁扣，其包括锁头以及用于分别判断安全带佩戴状况和车辆运行状况并根据判断结果发送安全带锁扣升降控制信号的控制器，其能够根据车况自动调节安全带锁扣的升降，从而提高安全带佩戴时的操作舒适性。
然而发明人发现，随着自动驾驶的发展，乘员的座位位置及坐姿将发生很大变化，亟需提供一种汽车安全带装置以保护不同座位位置及不同坐姿下的司乘人员。
发明内容
本发明的一个目的在于提供一种通过汽车安全带增强司乘人员安全性的系统，其能够实现对不同座位位置及不同坐姿下的乘员提供适应性保护。
本发明的另一目的在于提供一种通过汽车安全带增强司乘人员安全性的方法，其能够实现对不同座位位置及不同坐姿下的乘员提供适应性保护。
本发明的又一目的在于提供一种计算机可读介质，能够实现执行通过汽车安全带增强司乘人员安全性的方法。
为实现前述一个目的的通过汽车安全带增强司乘人员安全性的系统包括：
车内观测系统，用于采集车内司乘人员姿态数据和/或车内人员体型数据和/或车内座椅姿态数据和/或车内司乘人员精神状态数据；
主动式安全带系统，包括主动式卷收器以及主动升降式锁扣；以及
集成安全域控制单元，用于接收所述车内观测系统采集到的数据以及监测所 述主动式卷收器与所述主动升降式锁扣的状态，并根据接收到的至少一个数据、所述主动式卷收器的松弛状态以及所述主动升降式锁扣的位置状态制定汽车安全带保护策略；
其中，汽车安全带保护策略包括：
根据所述车内司乘人员姿态数据和/或所述车内人员体型数据和/或所述车内座椅姿态数据和所述松弛状态以及所述位置状态选择性地使所述主动式卷收器收紧或放松；和/或
根据所述车内司乘人员姿态数据和/或所述车内人员体型数据和/或所述车内座椅姿态数据和所述松弛状态以及所述位置状态选择性地使所述主动升降式锁扣抬升或降低。
在一个或多个实施方式中，所述系统还包括：
碰撞预测系统，包括：
车辆外部信息监测模块，用于监测车身周围障碍物；
车身姿态监测模块，用于监测车身运动以及车身姿态；
所述集成安全域控制单元，用于根据所述车辆外部信息监测模块以及所述车身姿态监测模块计算车身与障碍物的碰撞概率以及碰撞时刻；
其中，所述集成安全域控制单元在碰撞时刻之前制定所述汽车安全带保护策略。
在一个或多个实施方式中，所述碰撞预测系统还包括车联网模块，所述车联网模块与所述车辆外部信息监测模块共同提供车身的外部信息。
在一个或多个实施方式中，所述集成安全域控制单元根据车内司乘人员精神状态数据以及碰撞概率提供碰撞判断，若碰撞判断结果为是，所述集成安全域控制单元根据所述碰撞判断制定提醒策略；
所述提醒策略包括：
循环地预收紧及预放松所述主动式卷收器；和/或
循环地预抬升及预降低所述主动升降式锁扣。
在一个或多个实施方式中，所述车辆外部信息监测模块包括毫米波雷达、超声波雷达、激光雷达以及外部摄像头的其中之一或其组合。
在一个或多个实施方式中，所述车身姿态监测模块包括速度传感器、横摆速 度传感器以及方向盘转角传感器；
其中，所述速度传感器用于监测车身运动，所述横摆速度传感器以及所述方向盘转角传感器用于监测车身姿态。
在一个或多个实施方式中，所述集成安全域控制单元包括建模单元以及计算单元，所述建模单元根据所述车辆外部信息监测模块的监测信息对障碍物进行建模，以及根据所述车身姿态监测模块的监测信息对车身进行建模；
所述计算单元根据建模信息计算碰撞概率。
在一个或多个实施方式中，所述系统还包括云端数据库以及仿真数据库，所述云端数据库用于提供车辆碰撞的历史数据，所述仿真数据库用于根据建模信息提供车辆碰撞的仿真数据；
所述计算单元根据所述历史数据以及所述仿真数据计算碰撞时车身与障碍物之间的相对速度以及碰撞重叠率。
在一个或多个实施方式中，所述车内观测系统包括图像采集单元以及状态收集单元，所述图像采集单元用于采集车内司乘人员姿态数据、车内座椅姿态数据以及车内人员体型数据，所述状态收集单元用于采集车内司乘人员精神状态数据。
在一个或多个实施方式中，所述图像采集单元为3D摄像头、2D摄像头的其中之一或其组合。
在一个或多个实施方式中，所述状态收集单元为摄像头和/或车内雷达。
在一个或多个实施方式中，所述车内司乘人员姿态数据包括司乘人员躯干位置数据和/或司乘人员关节点位置数据。
在一个或多个实施方式中，所述车内座椅姿态数据包括座椅位置数据以及靠背角度数据的其中之一或其组合。
在一个或多个实施方式中，所述精神状态数据包括司乘人员健康状态数据以及司乘人员面部数据的其中之一或其组合。
在一个或多个实施方式中，所述系统还包括碰撞传感器，所述碰撞传感器监测车身碰撞信息以及车身碰撞程度信息，并传输至所述集成安全域控制单元，所述集成安全域控制单元根据所接收的信息结合以及所述车内观测系统采集的数据使所述主动式卷收器放松以及使所述主动升降式锁扣抬升。
在一个或多个实施方式中，所述集成安全域控制单元根据所述车内观测系统采集到的数据提供司乘意图判断，并根据所述意图判断结果选择性地使所述主动式卷收器收紧或放松；和/或选择性地使所述主动升降式锁扣抬升或降低。
为实现前述另一目的的通过汽车安全带增强司乘人员安全性的方法包括如下步骤：
采集车内司乘人员姿态数据和/或车内人员体型数据和/或车内座椅姿态数据和/或车内司乘人员精神状态数据；
提供所述主动式卷收器的松弛状态与所述主动升降式锁扣的位置状态的监测数据；
制定汽车安全带保护策略，包括：
根据所述车内司乘人员姿态数据和/或所述车内人员体型数据和/或所述车内座椅姿态数据和所述松弛状态以及所述位置状态选择性地使所述主动式卷收器收紧或放松；和/或
根据所述车内司乘人员姿态数据和/或所述车内人员体型数据和/或所述车内座椅姿态数据和所述松弛状态以及所述位置状态选择性地使所述主动升降式锁扣抬升或降低。
在一个或多个实施方式中，增强司乘人员安全性的方法还包括：
提供车身周围障碍物的监测数据；
收集车身运动以及车身状态；
根据车身周围障碍物、车身运动以及车身状态计算车辆与障碍物之间的碰撞概率和碰撞时刻；
根据车内司乘人员精神状态数据、碰撞概率以及碰撞时刻判断司乘人员是否注意到发生碰撞的可能性，若否，循环地预收紧及预放松所述主动式卷收器；和/或循环地预抬升及预降低所述主动升降式锁扣。
在一个或多个实施方式中，增强司乘人员安全性的方法还包括：
根据所述车内观测系统采集到的数据提供司乘意图判断；
根据所述司乘意图判断结果选择性地使所述主动式卷收器收紧或放松；和/或选择性地使所述主动升降式锁扣抬升或降低。
为实现前述又一目的的计算机可读介质，其上存储有计算机指令，所述计算 机指令在由处理器执行时实现如前任一项所述的通过汽车安全带增强司乘人员安全性的方法的步骤。
本发明的增益效果在于：
通过车内观测系统对司乘人员的姿态进行采集后，利用集成安全域控制单元适应性地制定司乘人员保护策略，提升了主动式安全带系统的保护效率以及保护效果。
附图概述
本发明的具体特征、性能由以下的实施例及其附图进一步给出。
图1示出了本系统一个实施方式下的示意图；
图2示出了通过汽车安全带增强司乘人员安全性的方法一个实施方式下的流程示意图；
图3示出了通过汽车安全带增强司乘人员安全性的方法另一实施方式下的流程示意图；
图4示出了通过汽车安全带增强司乘人员安全性的方法又一实施方式下的流程示意图；
图5示出了通过汽车安全带增强司乘人员安全性的方法又一实施方式下的流程示意图。
本发明的最佳实施方式
下述公开了多种不同的实施所述的主题技术方案的实施方式或者实施例。为简化公开内容，下面描述了各元件和排列的具体实例，当然，这些仅仅为例子而已，并非是对本申请的保护范围进行限制。例如在说明书中随后记载的第一特征在第二特征上方或者上面形成，可以包括第一和第二特征通过直接联系的方式形成的实施方式，也可包括在第一和第二特征之间形成附加特征的实施方式，从而第一和第二特征之间可以不直接联系。另外，这些公开内容中可能会在不同的例子中重复附图标记和/或字母。该重复是为了简要和清楚，其本身不表示要讨论的各实施方式和/或结构间的关系。进一步地，当第一元件是用与第二元件相连或结合的方式描述的，该说明包括第一和第二元件直接相连或彼此结合的实施方式，也包括采用一个或多个其他介入元件加入使第一和第二元件间接地相连或彼此结 合。
实施例1
请结合参见图1来理解本系统如下实施例，通过汽车安全带增强司乘人员安全性的系统包括：车内观测系统1、主动式安全带系统2以及集成安全域控制单元3。
其中，车内观测系统1用于采集车内司乘人员姿态数据、车内人员体型数据、车内座椅姿态数据以及车内司乘人员精神状态数据的其中之一或其组合。
主动式安全带系统2，包括主动式卷收器21以及主动升降式锁扣22。
其中，主动式卷收器21顾名思义是一种主动控制卷收器装置，其可以是由织带、织带绕轴以及驱动电机组成。驱动电机可以通过传动机构如一驱动轮带动织带绕轴旋转，以实现对缠绕于织带绕轴外周侧织带的收紧或放松。
主动升降式锁扣22顾名思义是一种主动控制锁扣装置，其可以包括锁扣本体、锁扣升降部以及驱动电机，其中，锁扣本体是与主动式卷收器21配合使用，具体地，在主动式卷收器21中的织带自由端设置有锁舌，在锁扣本体上具有锁槽，通过将锁舌插入至锁槽内后，锁槽内的锁爪限制锁舌自锁槽中脱出。锁扣升降部与驱动电机可以通过传动机构如一涡轮蜗杆传动机构传动连接，以使驱动电机工作时带动锁扣升降部抬升或降低，从而带动锁扣本体以及插入至锁扣本体中的锁舌抬升或降低。
集成安全域控制单元3用于接收车内观测系统1采集到的数据，同时不断监测主动式卷收器21以及主动升降式锁扣22的状态，并根据接收到的至少一个数据、主动式卷收器的松弛状态以及主动升降式锁扣的位置状态制定汽车安全带保护策略。其中，集成安全域控制单元3接收到的数据可以是车内司乘人员姿态数据、车内座椅姿态数据以及车内司乘人员精神状态数据的其中之一或其组合。
汽车安全带保护策略包括：根据车内司乘人员姿态数据和/或车内人员体型数据和/或车内座椅姿态数据和松弛状态以及位置状态选择性地使主动式卷收器21收紧或放松。或是，根据车内司乘人员姿态数据和/或车内人员体型数据和/或车内座椅姿态数据和所述松弛状态以及位置状态选择性地使主动升降式锁扣22抬升或降低。或是前述两种方式的结合。具体而言，保护策略可以是根据座位位置和/或司乘人员的坐姿、松弛状态以及位置状态选择性地使主动式卷收器21收紧或放松 或是根据座位位置和/或司乘人员的坐姿、松弛状态以及位置状态选择性地使主动升降式锁扣22抬升或降低。以及在另一实施方式中，汽车安全带保护策略也可以是包括根据座位位置和/或司乘人员的坐姿、松弛状态以及位置状态选择性地使主动式卷收器21收紧或放松，并且，根据座位位置和/或司乘人员的坐姿、松弛状态以及位置状态选择性地使主动升降式锁扣22抬升或降低。
汽车安全带保护策略的一个实例性实施例可以如下，车内观测系统1采集到司乘人员与靠背距离为第一距离，该第一距离大于第一阈值，则判定司乘人员处于第一姿态，此时集成安全域控制单元3制定第一姿态保护策略，包括选择性地使主动式卷收器21中的电机以第一方向转动N1圈，以使主动式卷收器21中的织带被回收L1厘米，使司乘人员紧贴座椅。
汽车安全带保护策略的另一实例性实施例可以如下，车内观测系统1采集到司乘人员与靠背距离为第二距离，该第二距离大于第二阈值，则判定司乘人员处于第二姿态，此时集成安全域控制单元3制定第二姿态保护策略，包括选择性的使主动升降式锁扣22中的电机以第一方向转动N2圈，以使主动升降式锁扣22被下降L2厘米，使司乘人员紧贴座椅。
汽车安全带保护策略的又一实例性实施例可以如下，内观测系统1采集到司乘人员与靠背距离为第三距离，该第三距离大于第三阈值，则判定司乘人员处于第三姿态，此时集成安全域控制单元3制定第三姿态保护策略，包括选择性地使主动式卷收器21中的电机以第二方向转动N3圈，以使主动式卷收器21中的织带被回收L3厘米；以及选择性的使主动升降式锁扣22中的电机以第一方向转动N3圈，以使主动升降式锁扣22被下降L4厘米。通过主动式卷收器21中织带的回收以及主动升降式锁扣22的下降使司乘人员紧贴座椅。
此外，车内观测系统1还可以判断司乘人员左右倾斜的情况，如果司乘人员向左或向右倾斜超过一定角度，也可以通过回收织带，和/或，升降锁扣的方式，使司乘人员紧贴座椅。
可以理解的是，如前的实施方式中的集成安全域控制单元3可以包括一个或多个硬件处理器，诸如片上系统(SOC)、微控制器、微处理器(例如MCU芯片或51单片机)、精简指令集计算机(RISC)、专用集成电路(ASIC)、应用特定指令集成处理器(ASIP)、中央处理单元(CPU)、图形处理单元(GPU)、 物理处理单元(PPU)、微控制器单元、数字信号处理器(DSP)、现场可编程门阵列(FPGA)、高级RISC机(ARM)、可编程逻辑器件(PLD)、能够执行一个或多个功能的任何电路或处理器等中的一种或多种的组合。
车内观测系统1包括图像采集单元11以及状态收集单元12，其中的图像采集单元11用于采集车内司乘人员姿态数据、车内座椅姿态数据、以及车内人员体型数据，状态收集单元12用于采集车内司乘人员精神状态数据。具体来说，图像采集单元11为3D摄像头、2D摄像头的其中之一或其组合。
图像采集单元11用于采集的车内司乘人员姿态数据包括司乘人员躯干位置数据和/或司乘人员关节点位置数据。
图像采集单元11用于采集的车内座椅姿态数据包括座椅位置数据以及靠背角度数据的其中之一或其组合。
用于实施例1的通过汽车安全带增强司乘人员安全性的方法可以如图2所示，其用于车辆，车辆包括主动式安全带系统，其包括主动式卷收器以及主动升降式锁扣，其中，该方法包括如下步骤：
S102：采集车内司乘人员姿态数据和/或车内人员体型数据和/或车内座椅姿态数据和/或车内司乘人员精神状态数据；
S103：提供主动式卷收器的松弛状态与主动升降式锁扣的位置状态的监测数据；
S104：制定汽车安全带保护策略；
其中，所制定的保护策略包括：根据车内司乘人员姿态数据和/或车内人员体型数据和/或车内座椅姿态数据和松弛状态以及位置状态选择性地使主动式卷收器21收紧或放松；和/或根据车内司乘人员姿态数据和/或车内人员体型数据和/或车内座椅姿态数据和松弛状态以及位置状态选择性地使主动升降式锁扣22抬升或降低
以及S105：主动式汽车安全带系统启动主动保护。
在将来自动驾驶的情境下，乘员并非端坐在座椅上，左倾右倾前倾是非常常见的，此时光通过座椅的位置，并无法判断成员所处的位置。通过车内观测系统1对司乘人员的姿态进行采集后，利用集成安全域控制单元3适应性地制定司乘人 员保护策略，提升了主动式安全带系统2的保护效率以及保护效果。
实施例2
实施例2在前述实施例1的基础上还可以增加如下系统或模块，以下仅针对所增加的部分进行描述。
如图1所示，通过汽车安全带增强司乘人员安全性的系统还包括有碰撞预测系统4，其包括车辆外部信息监测模块41以及车身姿态监测模块42。
其中，车辆外部信息监测模块41用于监测车身周围障碍物，车身姿态监测模块42用于监测车身运动以及车身姿态。
车身姿态监测模块42包括速度传感器、横摆速度传感器以及方向盘转角传感器，速度传感器用于监测车身运动，横摆速度传感器以及方向盘转角传感器用于监测车身姿态。
具体地，在一些实施方式中，车辆外部信息监测模块41包括毫米波雷达、超声波雷达、激光雷达以及外部摄像头的其中之一或其组合。其中，毫米波雷达、超声波雷达和激光雷达用于对障碍物进行定位，采集障碍物的速度、角度、距离等数据。其中毫米波雷达不易受天气干扰且探测距离远，能够对远距离的障碍物进行监测。激光雷达精度更高，数据处理简单，能够与毫米波雷达所采集的信息在数据内容以及精度上进行互补，以使得监测结果更加准确。外部摄像头用于采集障碍物的图像信息，用于对障碍物的分辨与识别。
集成安全域控制单元3用于根据车辆外部信息监测模块41以及车身姿态监测模块42计算车身与障碍物的碰撞概率、碰撞时刻以及车身与障碍物之间的碰撞位置。同时，集成安全域控制单元3接收车内观测系统1采集到的数据，并根据所接收到的数据在碰撞时刻之前制定保护策略。其中，集成安全域控制单元3接收到的数据可以是车内司乘人员姿态数据、车内座椅姿态数据以及车内司乘人员精神状态数据的其中之一或其组合。
具体地，在一些实施方式中，集成安全域控制单元3可以包括建模单元以及计算单元。其中，建模单元分别对障碍物以及车身进行建模。具体地，一方面，建模单元将毫米波雷达、激光雷达以及外部摄像头所采集到的数据进行融合处理，不断对障碍物进行实时建模。另一方面，建模单元根据速度传感器所监测到的车身运动信息、横摆速度传感器所监测到的车身横摆角速度信息以及方向盘转 角传感器所监测到的车辆方向盘角度信息，不断对行驶中的车身进行实时建模。
计算单元对实时更新的障碍物建模信息以及车身建模信息对比计算碰撞发生概率以及碰撞时刻信息，与此同时，计算单元在计算时将实时更新计算结果，并将计算结果与实时观测结果不断的进行对比，修正计算的精确度，减少误差。
用于实施例2的通过汽车安全带增强司乘人员安全性的方法可以如图3所示，其在图2的基础上包括还如下步骤：
S1001：提供车身周围障碍物的监测数据；
S1002：收集车身运动以及车身状态；
S1003：根据车身周围障碍物、车身运动以及车身状态计算车辆与障碍物之间的碰撞概率和碰撞时刻。
若碰撞概率低则重复执行步骤S1001至步骤S1003，若碰撞概率高则执行步骤S105：主动式汽车安全带系统启动主动保护。
通过计算碰撞时刻，使得集成安全域控制单元3是在碰撞时刻之前制定保护策略，使得在碰撞发生时，安全带就已经做好适应性调整使得司乘人员贴紧座椅，进一步提升了主动式安全带系统2的保护效果。
实施例3
实施例3在前述实施例2的基础上还可以增加如下系统或模块，以下仅针对所增加的部分进行描述。
如图1所示，碰撞预测系统4还包括车联网模块43，车联网通过与其它行驶中的车辆和网络系统的通信能够提供车与车之间的间距信息，其中，车联网模块43可以与车辆外部信息监测模块41共同提供车身外部信息，建模单元根据该车身外部信息不断对车身周围的障碍物实时更新地进行建模。
实施例4
实施例4在前述实施例2的基础上还可以增加如下系统或模块，以下仅针对所增加的部分进行描述。
其中，集成安全域控制单元3根据司乘人员精神状态数据以及碰撞概率提供碰撞判断，该碰撞判断包括：判断司乘人员是否不能够注意到碰撞发生的可能性，若司乘人员能够注意到该碰撞发生的可能性，则制定提醒策略。其中，该提醒策略包括：循环地预收紧及预放松主动式卷收器21和/或循环地预抬升及预降低 主动升降式锁扣22。
在一个实施例中，用于采集车内司乘人员精神状态数据的状态收集单元12为摄像头以及车内雷达，其所采集的精神状态数据可以是包括司乘人员健康状态数据以及司乘人员面部数据的其中之一或其组合。具体来说，通过摄像头监测的健康状态数据可以包括如心跳信息等，面部数据信息可以包括面部情绪状态信息(比如激动，暴怒)、面部疲劳状态信息(如眨眼频率、打哈气)、面部视线信息(如摄像头对人的视线进行追踪来判定驾驶员是否注意到障碍物)、面部朝向信息(如根据面部朝向判断司乘人员的头部转向进行分析来判定人是否将注意力集中在前方)，车内雷达可做车内活体检测，以及心跳检测功能。
提醒策略的一个实例性实施例可以如下，状态收集单元12采集到司乘人员的心跳数据为第一值，眨眼频率为第二值，根据数据库信息判断此时司乘人员处于第一精神状态，能够观察到碰撞发生，不制定提醒策略。
提醒策略的另一实例性实施例可以如下，状态收集单元12采集到司乘人员的心跳数据为第三值，眨眼频率为第四值，面部视线离开路面超过第一时间，根据数据库信息判断此时司乘人员处于第二精神状态，无法观察到碰撞发生，此时制定提醒策略。
用于实施例4的通过汽车安全带增强司乘人员安全性的方法可以如图4所示，其在图3所示的方法基础上还包括：
S1004：根据车内司乘人员精神状态数据、碰撞概率以及碰撞时刻判断司乘人员是否注意到发生碰撞的可能性。若否，转到步骤S1005，若是，则转到判断步骤：判断是否已发生碰撞
S1005：循环地预收紧及预放松主动式卷收器和/或循环地预抬升及预降低升降式锁扣，以提醒乘员注意到碰撞的发生；
执行完S1005后，随后判断是否已避免碰撞，若是，则转到步骤S1001，继续监测车身周围障碍物，若否，则转到S105。
实施例5
实施例5在前述实施例1的基础上还可以增加如下系统或模块，以下仅针对所增加的部分进行描述。
通过汽车安全带增强司乘人员安全性的系统还包括云端数据库以及仿真数据 库，云端数据库用于提供车辆碰撞的历史数据，仿真数据库用于根据建模信息提供车辆碰撞的仿真数据。计算单元根据历史数据以及仿真数据计算碰撞时车辆与障碍物之间的相对速度以及碰撞重叠率，从而进一步计算碰撞概率。具体来说，一方面，一定时间内汽车行驶的距离S＝VT，速度V＝aT，如果在对应的时间和距离内减速度无法使速度降到0，那么可以认为碰撞概率高。另一方面，使车辆转过一定的角度也需要时间，如果在对应的时间和距离内无法转过足够的角度，那么碰撞也无法避免。可以通过算出在有限的时间内能转过的角度，计算出发生碰撞时的碰撞位置和重叠率。
计算碰撞概率的一个实例性实施例可以如下，云端数据库提供车辆碰撞的历史数据为第一碰撞模型，仿真数据库用于根据建模信息提供车辆碰撞的仿真数据为第二碰撞模型，计算单元融合第一碰撞模型以及第二碰撞模型的数据信息计算出碰撞时车辆与障碍物之间的相对速度为第一速度、碰撞重叠率为第一重叠率，此时根据第一速度以及第一碰撞位置计算出碰撞概率为第一概率。
实施例6
实施例6在前述实施例1的基础上还可以增加如下系统或模块，以下仅针对所增加的部分进行描述。
通过汽车安全带增强司乘人员安全性的系统还包括碰撞传感器，碰撞传感器可以监测车身的车身碰撞信息以及车身碰撞程度信息，并将该信息传输至集成安全域控制单元3。当车身碰撞传感器监测到车身已经发生碰撞后，此时集成安全域控制单元3根据车内观测系统2采集到的数据进行判断，若此时司乘人员已被保护且不存在二次伤害，则使主动式卷收器21放松以及使主动升降式锁扣22抬升，从而使得司乘人员能够自座椅上脱离。
实施例7
实施例7在前述实施例1的基础上还可以增加如下系统或模块，以下仅针对所增加的部分进行描述。
通过汽车安全带增强司乘人员安全性的系统中，集成安全域控制单元3根据车内观测系统2采集到的数据进行司乘意图判断，并根据意图判断结果选择性地使主动式卷收器21收紧或放松，和/或选择性地使主动升降式锁扣22抬升或降低。具体地请参见下述示意性实施例。
司乘意图判断的一个示意性实施例如下：摄像头采集到乘员手臂伸出的角度超过第四度数，身体向后转超过第五度数，此时集成安全域控制单元3判断此时乘员意图为：向后排方向抓取物品。此时主动式卷收器21中的织带被放松至无作用力，以便乘员能够取物。
用于实施例7的通过汽车安全带增强司乘人员安全性的方法可以如图5所示，其在图1所示的方法基础上还包括：
S201：根据车内观测系统采集到的数据提供司乘意图判断；
S202：根据司乘意图判断结果选择性地使主动式卷收器收紧或放松和/或选择性地使主动升降式锁扣抬升或降低。
通过分析乘员意图来收紧或放松主动式卷收器和/或是抬升或降低主动升降式锁扣，使得司乘人员想要进行如自后排拿东西时，不必将安全带解开即可完成操作，在提升了司乘人员的使用便利的同时，也从另一方面加强了主动式安全带系统2对司乘人员的保护。
根据本公开的另一方面，本文还提供了一种计算机可读存储介质。
本公开提供的上述计算机可读存储介质，其上存储有计算机指令。该计算机指令由处理器执行时，可以实施上述任意一个实施例所提供的通过汽车安全带增强司乘人员安全性的方法中的至少一部分步骤，从而能够使得主动式卷收器21以及主动升降式锁扣能够与车内观测系统相互配合，在碰撞发生后利用集成安全域控制单元3适应性地制定司乘人员保护策略，提升了主动式安全带系统2的保护效率以及保护效果。
结合本文中公开的实施例描述的方法或算法的步骤可直接在硬件中、在由处理器执行的软件模块中、或在这两者的组合中体现。软件模块可驻留在RAM存储器、闪存、ROM存储器、EPROM存储器、EEPROM存储器、寄存器、硬盘、可移动盘、CD-ROM、或本领域中所知的任何其他形式的存储介质中。示例性存储介质耦合到处理器以使得该处理器能从/向该存储介质读取和写入信息。在替换方案中，存储介质可以被整合到处理器。处理器和存储介质可驻留在ASIC中。ASIC可驻留在用户终端中。在替换方案中，处理器和存储介质可作为分立组件驻留在用户终端中。
在一个或多个示例性实施例中，所描述的功能可在硬件、软件、固件或其任 何组合中实现。如果在软件中实现为计算机程序产品，则各功能可以作为一条或更多条指令或代码存储在计算机可读介质上或藉其进行传送。计算机可读介质包括计算机存储介质和通讯介质两者，其包括促成计算机程序从一地向另一地转移的任何介质。存储介质可以是能被计算机访问的任何可用介质。作为示例而非限定，这样的计算机可读介质可包括RAM、ROM、EEPROM、CD-ROM或其它光盘存储、磁盘存储或其它磁存储设备、或能被用来携带或存储指令或数据结构形式的合意程序代码且能被计算机访问的任何其它介质。任何连接也被正当地称为计算机可读介质。例如，如果软件是使用同轴电缆、光纤电缆、双绞线、数字订户线(DSL)、或诸如红外、无线电、以及微波之类的无线技术从web网站、服务器、或其它远程源传送而来，则该同轴电缆、光纤电缆、双绞线、DSL、或诸如红外、无线电、以及微波之类的无线技术就被包括在介质的定义之中。如本文中所使用的盘(disk)和碟(disc)包括压缩碟(CD)、激光碟、光碟、数字多用碟(DVD)、软盘和蓝光碟，其中盘(disk)往往以磁的方式再现数据，而碟(disc)用激光以光学方式再现数据。上述的组合也应被包括在计算机可读介质的范围内。
本发明虽然以较佳实施例公开如上，但其并不是用来限定本发明，任何本领域技术人员在不脱离本发明的精神和范围内，都可以做出可能的变动和修改。因此，凡是未脱离本发明技术方案的内容，依据本发明的技术实质对以上实施例所作的任何修改、等同变化及修饰，均落入本发明权利要求所界定的保护范围之内。

Claims (20)

  1. 一种通过汽车安全带增强司乘人员安全性的系统，其特征在于，包括：
    车内观测系统，用于采集车内司乘人员姿态数据和/或车内人员体型数据和/或车内座椅姿态数据和/或车内司乘人员精神状态数据；
    主动式安全带系统，包括主动式卷收器以及主动升降式锁扣；以及
    集成安全域控制单元，用于接收所述车内观测系统采集到的数据以及监测所述主动式卷收器与所述主动升降式锁扣的状态，并根据接收到的至少一个数据、所述主动式卷收器的松弛状态以及所述主动升降式锁扣的位置状态制定汽车安全带保护策略；
    其中，汽车安全带保护策略包括：
    根据所述车内司乘人员姿态数据和/或所述车内人员体型数据和/或所述车内座椅姿态数据和所述松弛状态以及所述位置状态选择性地使所述主动式卷收器收紧或放松；和/或
    根据所述车内司乘人员姿态数据和/或所述车内人员体型数据和/或所述车内座椅姿态数据和所述松弛状态以及所述位置状态选择性地使所述主动升降式锁扣抬升或降低。
  2. 如权利要求1所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，还包括：
    碰撞预测系统，包括：
    车辆外部信息监测模块，用于监测车身周围障碍物；
    车身姿态监测模块，用于监测车身运动以及车身姿态；
    所述集成安全域控制单元，用于根据所述车辆外部信息监测模块以及所述车身姿态监测模块计算车身与障碍物的碰撞概率以及碰撞时刻；
    其中，所述集成安全域控制单元在碰撞时刻之前制定所述汽车安全带保护策略。
  3. 如权利要求2所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述碰撞预测系统还包括车联网模块，所述车联网模块与所述车辆外部信 息监测模块共同提供车身的外部信息。
  4. 如权利要求2所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述集成安全域控制单元根据车内司乘人员精神状态数据以及碰撞概率提供碰撞判断，若碰撞判断结果为是，所述集成安全域控制单元根据所述碰撞判断制定提醒策略；
    所述提醒策略包括：
    循环地预收紧及预放松所述主动式卷收器；和/或
    循环地预抬升及预降低所述主动升降式锁扣。
  5. 如权利要求2所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述车辆外部信息监测模块包括毫米波雷达、超声波雷达、激光雷达以及外部摄像头的其中之一或其组合。
  6. 如权利要求2所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述车身姿态监测模块包括速度传感器、横摆速度传感器以及方向盘转角传感器；
    其中，所述速度传感器用于监测车身运动，所述横摆速度传感器以及所述方向盘转角传感器用于监测车身姿态。
  7. 如权利要求2所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述集成安全域控制单元包括建模单元以及计算单元，所述建模单元根据所述车辆外部信息监测模块的监测信息对障碍物进行建模，以及根据所述车身姿态监测模块的监测信息对车身进行建模；
    所述计算单元根据建模信息计算碰撞概率。
  8. 如权利要求7所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，还包括云端数据库以及仿真数据库，所述云端数据库用于提供车辆碰撞的历史数据，所述仿真数据库用于根据建模信息提供车辆碰撞的仿真数据；
    所述计算单元根据所述历史数据以及所述仿真数据计算碰撞时车身与障碍物之间的相对速度以及碰撞重叠率。
  9. 如权利要求6所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述车内观测系统包括图像采集单元以及状态收集单元，所述图像采集单元用于采集车内司乘人员姿态数据、车内座椅姿态数据以及车内人员体型数据，所述状态收集单元用于采集车内司乘人员精神状态数据。
  10. 如权利要求9所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述图像采集单元为3D摄像头、2D摄像头的其中之一或其组合。
  11. 如权利要求9所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述状态收集单元为摄像头和/或车内雷达。
  12. 如权利要求9所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述车内司乘人员姿态数据包括司乘人员躯干位置数据和/或司乘人员关节点位置数据。
  13. 如权利要求9所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述车内座椅姿态数据包括座椅位置数据以及靠背角度数据的其中之一或其组合。
  14. 如权利要求9所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述精神状态数据包括司乘人员健康状态数据以及司乘人员面部数据的其中之一或其组合。
  15. 如权利要求1所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，还包括碰撞传感器，所述碰撞传感器监测车身碰撞信息以及车身碰撞程度信息，并传输至所述集成安全域控制单元，所述集成安全域控制单元根据所接 收的信息结合以及所述车内观测系统采集的数据使所述主动式卷收器放松以及使所述主动升降式锁扣抬升。
  16. 如权利要求1所述的通过汽车安全带增强司乘人员安全性的系统，其特征在于，所述集成安全域控制单元根据所述车内观测系统采集到的数据提供司乘意图判断，并根据所述意图判断结果选择性地使所述主动式卷收器收紧或放松；和/或选择性地使所述主动升降式锁扣抬升或降低。
  17. 一种通过汽车安全带增强司乘人员安全性的方法，用于车辆，其特征在于，所述车辆包括主动式安全带系统，其包括主动式卷收器以及主动升降式锁扣，所述方法包括：
    采集车内司乘人员姿态数据和/或车内人员体型数据和/或车内座椅姿态数据和/或车内司乘人员精神状态数据；
    提供所述主动式卷收器的松弛状态与所述主动升降式锁扣的位置状态的监测数据；
    制定汽车安全带保护策略，包括：
    根据所述车内司乘人员姿态数据和/或所述车内人员体型数据和/或所述车内座椅姿态数据和所述松弛状态以及所述位置状态选择性地使所述主动式卷收器收紧或放松；和/或
    根据所述车内司乘人员姿态数据和/或所述车内人员体型数据和/或所述车内座椅姿态数据和所述松弛状态以及所述位置状态选择性地使所述主动升降式锁扣抬升或降低。
  18. 如权利要求17所述的通过汽车安全带增强司乘人员安全性的方法，其特征在于，还包括：
    提供车身周围障碍物的监测数据；
    收集车身运动以及车身状态；
    根据车身周围障碍物、车身运动以及车身状态计算车辆与障碍物之间的碰撞概率和碰撞时刻；
    根据车内司乘人员精神状态数据、碰撞概率以及碰撞时刻判断司乘人员是否注意到发生碰撞的可能性，若否，循环地预收紧及预放松所述主动式卷收器；和/或循环地预抬升及预降低所述主动升降式锁扣。
  19. 如权利要求17所述的通过汽车安全带增强司乘人员安全性的方法，其特征在于，还包括：
    根据所述车内观测系统采集到的数据提供司乘意图判断；
    根据所述司乘意图判断结果选择性地使所述主动式卷收器收紧或放松；和/或选择性地使所述主动升降式锁扣抬升或降低。
  20. 一种计算机可读介质，其特征在于，其上存储有计算机指令，所述计算机指令在由处理器执行时实现如权利要求17至19中任意一项所述的通过汽车安全带增强司乘人员安全性的方法的步骤。
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