WO2023231372A1 - 一种安全装置控制方法及装置 - Google Patents

一种安全装置控制方法及装置 Download PDF

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Publication number
WO2023231372A1
WO2023231372A1 PCT/CN2022/139395 CN2022139395W WO2023231372A1 WO 2023231372 A1 WO2023231372 A1 WO 2023231372A1 CN 2022139395 W CN2022139395 W CN 2022139395W WO 2023231372 A1 WO2023231372 A1 WO 2023231372A1
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WIPO (PCT)
Prior art keywords
seat
pop
safety device
stroke
control
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Application number
PCT/CN2022/139395
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English (en)
French (fr)
Inventor
张绍卫
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合众新能源汽车股份有限公司
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Publication of WO2023231372A1 publication Critical patent/WO2023231372A1/zh

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    • 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
    • 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
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B60N2/0244—Non-manual adjustments, e.g. with electrical operation with logic circuits
    • 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
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B60N2/0244—Non-manual adjustments, e.g. with electrical operation with logic circuits
    • B60N2/0272—Non-manual adjustments, e.g. with electrical operation with logic circuits using sensors or detectors for detecting the position of seat parts
    • 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
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B60N2/0244—Non-manual adjustments, e.g. with electrical operation with logic circuits
    • B60N2/0276—Non-manual adjustments, e.g. with electrical operation with logic circuits reaction to emergency situations, e.g. crash
    • 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
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/10—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable tiltable
    • 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
    • B60N2/4207—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 characterised by the direction of the g-forces
    • B60N2/4214—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 characterised by the direction of the g-forces longitudinal
    • B60N2/4221—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 characterised by the direction of the g-forces longitudinal due to impact coming from the front
    • 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
    • B60N2/50—Seat suspension devices
    • B60N2/502—Seat suspension devices attached to the base of the 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
    • B60N2/50—Seat suspension devices
    • B60N2/52—Seat suspension devices using fluid means
    • 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
    • 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
    • B60R21/015—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 the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
    • B60R21/01554—Seat position sensors
    • 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
    • B60R2021/0002—Type of accident
    • B60R2021/0004—Frontal collision
    • 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
    • B60R2021/01013—Means for detecting collision, impending collision or roll-over
    • 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
    • B60R2021/01204—Actuation parameters of safety arrangents
    • B60R2021/01211—Expansion of air bags
    • B60R2021/01238—Expansion of air bags control of expansion shape

Definitions

  • This application belongs to the field of vehicle safety technology, and specifically relates to a safety device control method and device.
  • the purpose of the embodiments of the present application is to provide a safety device control method and device to solve the problem in the existing technology that the traditional passive safety system on the vehicle may not be able to effectively protect the occupants of the seats in different states when a collision occurs.
  • the problem is to provide a safety device control method and device to solve the problem in the existing technology that the traditional passive safety system on the vehicle may not be able to effectively protect the occupants of the seats in different states when a collision occurs.
  • inventions of the present application provide a safety device control method, applied to a vehicle.
  • the safety device includes: an airbag and a first buffer device; the airbag includes at least two pop-up states, and each pop-up state The extension length of the airbag in the longitudinal direction of the vehicle is different; the first buffer device is provided between the seat and the vehicle floor, and is used to buffer the seat along the vertical direction of the vehicle. Movement in the direction of the car floor;
  • the safety device control method includes:
  • the status information includes: the longitudinal stroke of the target seat, the inclination angle of the seat basin of the target seat, and the inclination angle of the backrest of the target seat;
  • the safety device corresponding to the target seat is controlled to execute a work strategy matching the status information.
  • a safety device control device which includes:
  • the safety device includes: an airbag and a first buffer device; the airbag includes at least two pop-up states, and the extension length of the airbag in the longitudinal direction of the vehicle is different in each pop-up state; the The first buffer device is disposed between the seat and the vehicle floor for buffering the movement of the seat in the direction of the vehicle floor in the vertical direction of the vehicle;
  • the safety device control device includes:
  • An acquisition module configured to acquire status information of the target seat; wherein the status information includes: the longitudinal stroke of the target seat, the inclination angle of the seat basin of the target seat, and the angle of the backrest of the target seat. slope;
  • a control module configured to control the safety device corresponding to the target seat and execute a work strategy matching the status information when a collision is detected with the vehicle and the collision intensity is greater than or equal to the intensity threshold.
  • inventions of the present application provide an electronic device.
  • the electronic device includes a processor and a memory.
  • the memory stores programs or instructions that can be run on the processor.
  • the program or instructions are used by the processor. When executed, the steps in the safety device control method described in the first aspect are implemented.
  • embodiments of the present application provide a readable storage medium.
  • Programs or instructions are stored on the readable storage medium.
  • the security device control as described in the first aspect is implemented. steps in the method.
  • the corresponding safety device when a vehicle collides, if the collision intensity reaches the intensity threshold, the corresponding safety device is triggered according to the state of the target seat to effectively protect the occupants on the seat.
  • the longitudinal travel of the seat and the inclination angle of the backrest affect the distance between the occupant and the airbag.
  • the pop-up state of the airbag can be determined based on the longitudinal travel of the seat and the inclination angle of the backrest to effectively protect the occupants.
  • the inclination angle of the seat basin affects the safety of the occupant's lumbar spine.
  • the first buffer device can be used to control the seat basin to return to a safe speed, reduce the inclination angle, and buffer the vertical direction of the seat basin. force to reduce the damage caused by the seat basin to the occupant's lumbar spine.
  • the technical solutions provided by the embodiments of this application can take different safety protection measures according to different states of the seats, so that the occupants in collision accidents can be effectively and more comprehensively protected.
  • Figure 1 is a schematic diagram of the state of vehicle seats and the sitting posture of passengers in the prior art
  • Figure 2 is a schematic structural diagram of a vehicle safety system provided by an embodiment of the present application.
  • Figure 3 is a schematic diagram of the positional relationship between the first buffer device, the second buffer device and the seat provided by the embodiment of the present application;
  • Figure 4 is a schematic flowchart of a safety device control method provided by an embodiment of the present application.
  • Figure 5 is a schematic structural diagram of an airbag provided by an embodiment of the present application.
  • FIG. 6 is a schematic diagram of the control logic of the safety device provided by the embodiment of the present application.
  • Figure 7 is a schematic block diagram of a safety device control device provided by an embodiment of the present application.
  • sequence numbers of the steps do not mean the absolute execution sequence.
  • the execution sequence of each step should be determined by its function and internal logic. Therefore, the sequence numbers of each step should not be used in this application.
  • the implementation process of the application embodiment constitutes an absolute limitation.
  • the embodiment of the present application provides a safety device control method, which is applied to a vehicle including a passive safety system.
  • the passive safety system may include: a system controller 201 and seats 202 , safety devices 203 , driving assistance systems 204 and various sensors 205 that are electrically connected to the system controller 201 respectively.
  • the safety device 203 may include: an airbag 2031 and a first buffer device 2032.
  • the airbag 2031 in the embodiment of the present application has the feature of variable contour, which includes at least two pop-up states, and the longitudinal extension length of the airbag 2031 (the longitudinal direction of the vehicle, that is, the front and rear direction of the vehicle) in each pop-up state is different. , to meet the airbag usage needs of occupants at different distances.
  • the airbag 2031 can be controlled to be ejected with a smaller longitudinal extension after a collision, so that when the collision occurs, While protecting the occupants, it can also prevent the airbag from causing impact damage to the occupants due to the large longitudinal extension length; when the distance between the occupant on the seat 202 and the front airbag 2031 (in the unpopped state) is relatively long, After a collision occurs, the airbag 2031 can be controlled to pop up with a larger longitudinal extension, so that the airbag 2031 has more contact with the occupants and achieves better protection.
  • the system controller 201 may send a control signal to the airbag 2031 to control the pop-up state of the airbag 2031.
  • the first buffer device 2032 is disposed between the seat 202 and the vehicle floor 300 for buffering the movement of the seat 202 along the vehicle floor direction in the vertical direction of the vehicle. Therefore, the first buffer device 2032 can also be called a vertical energy management device.
  • the first buffer device 2032 can be released along the vertical stroke of the seat 202 under the control of the system controller 101. When released, the seat 202 and the passengers on the seat 202 are controlled to move downward (ie, in the direction of the vehicle floor). During the movement of the seat 202, the first buffer device 2032 absorbs the vertical energy generated by the collision.
  • the first buffering device 2032 may be a pneumatic device or a hydraulic device, or may be a device for energy buffering based on friction between mechanisms, or may be based on collapse, bending deformation, etc. of structural parts. Energy buffering device.
  • the first buffer device 2032 no matter which form is mentioned above, has at least the following two characteristics:
  • the seat basin 2021 has characteristics that can be triggered, for example, it has an insurance mechanism such as a shear pin.
  • the first buffer device 2032 When the first buffer device 2032 is not triggered, the state of the seat basin 2021 is stable and cannot be crushed; after the first buffer device 2032 is triggered, the seat basin 2021 can move vertically under constraints.
  • various sensors 205 may include: a collision sensor 2051 , a seat travel position sensor 2052 , a seat basin tilt angle sensor 2053 and a backrest tilt angle sensor 2054 .
  • the collision sensor 2051 can sense the collision, detect the collision intensity, and then send the collision information and the collision intensity information to the system controller 201 .
  • the seat stroke position sensor 2052 may be disposed on the connection interface between the seat 202 and the vehicle floor 300 to detect the longitudinal stroke position of the seat 202 .
  • the overall longitudinal travel range of the seat 202 is 0-500mm, and the travel closest to the front of the car is set to the minimum value (ie, 0mm), and the longitudinal travel farthest from the front of the car is set to the maximum value (ie, 500mm).
  • the seat travel position sensor 2052 can detect the specific travel position of the seat 202, such as the longitudinal travel position at 200mm, 300mm, 500mm, etc.
  • the longitudinal strokes described in the embodiments of this application all mean that the stroke closest to the front of the vehicle is set as the minimum stroke, and the stroke farthest from the front of the vehicle is set as the maximum stroke.
  • the seat basin inclination angle sensor 2053 can be disposed on the rotation axis 2023 of the seat basin 2021 to detect the inclination angle of the seat basin 2021 .
  • the backrest tilt angle sensor 2054 may be disposed on the rotation axis 2024 of the backrest 2022 to detect the tilt angle of the backrest 2022 .
  • the basin tilt angle sensor 2053 and the backrest tilt angle sensor 2054 can be disposed at the same position.
  • the inclination angles of the seat basin 2021 and the backrest 2022 can be adjusted synchronously or separately. Therefore, the seat basin inclination angle sensor 2053 and the backrest inclination angle sensor 2054 can be the same sensor (for example, the inclination angles of the seat basin 2021 and the backrest 2022 are synchronized. In the case of adjustment), different sensors may also be used (such as in the case of adjusting the inclination angles of the seat basin 2021 and the backrest 2022 respectively).
  • the driving assistance system 204 can predict the possibility of a collision based on obstacles in front of the vehicle. If it is determined that the probability of a collision is greater than or equal to the probability threshold, it can send a pre-collision signal to the system controller 201 .
  • the system controller 201 can maintain communication with the safety device 203, the driving assistance system 204 and various sensors 205, etc., and can determine whether the system function is normal through self-test, for example, through micro-current to detect whether the loop in the passive safety system is normal. Unobstructed, and check whether the electrical performance of each device in the passive safety system is normal.
  • the safety device control method may include:
  • Step 401 Obtain status information of the target seat.
  • the target seat may be any seat in the vehicle equipped with the aforementioned safety device.
  • the status information of the target seat may include: the longitudinal stroke of the target seat, the inclination angle of the seat basin of the target seat, and the inclination angle of the backrest of the target seat. It should be noted that the longitudinal stroke of the target seat refers to the stroke of the target seat in the longitudinal direction of the vehicle.
  • the system controller 201 can obtain the status information of the target seat in real time or regularly, or when the system controller 201 receives the pre-collision signal sent by the driving assistance system 204, the system controller 201 To obtain the status information of the target seat, the system controller 201 may also obtain the status information of the target seat when the system controller 201 receives the collision signal sent by the collision sensor 2051 .
  • the specific situation can be set according to actual needs.
  • Step 402 When a vehicle collision is detected and the collision intensity is greater than or equal to the intensity threshold, control the safety device corresponding to the target seat and execute a work strategy matching the status information.
  • the safety device corresponding to the target seat refers to the safety device configured for the target seat.
  • the intensity threshold mentioned here is a collision intensity value that has a high probability of causing personal injury. Therefore, when a vehicle collides and the collision intensity is greater than or equal to the intensity threshold, it means that the collision is serious.
  • different safety system control methods can be adopted based on the longitudinal travel of the seat, the inclination angle of the seat basin and the inclination angle of the backrest when a collision occurs, so as to achieve a comprehensive protective effect. For example, the longitudinal travel of the seat and the inclination angle of the backrest affect the distance between the occupant and the airbag.
  • the pop-up state of the airbag can be determined based on the longitudinal travel of the seat and the inclination angle of the backrest to effectively protect the occupants.
  • the inclination angle of the seat basin affects the safety of the occupant's lumbar spine. Therefore, when the inclination angle of the seat basin is large, the first buffer device can be used to control the seat basin to return to a safe speed, reduce the inclination angle, and buffer the vertical direction of the seat basin. force to reduce the damage caused by the seat basin to the occupant's lumbar spine.
  • the activation of the safety device follows the optimal principle, that is, while achieving the optimal protection effect, possible negative harm is avoided.
  • the airbag 2031 includes: a first pop-up state 20311 and a second pop-up state 20312.
  • the longitudinal extension length of the airbag 2031 in the first pop-up state 20311 is smaller than that in the second pop-up state. Longitudinal extension length in state 20312.
  • the airbag 2031 is preferably a dual-contour forward airbag.
  • the first contour line 20311 of the airbag 2031 locks the shape of the airbag 2031 into a smaller shape.
  • the airbag 2031 can be controlled to only deploy to The first contour line 20311 avoids accidental damage to the occupants.
  • the second contour line 20312 of the airbag 2031 fills the shape of the airbag 2031 into a larger shape.
  • the airbag 2031 can be controlled to be deployed to The second contour line 20312 effectively protects occupants who are far away.
  • step 402 Control the safety device corresponding to the target seat and execute a work strategy matching the status information, which may include:
  • the airbag is controlled to pop up in the first pop-up state or the second pop-up state.
  • the embodiment of the present application can determine the pop-up state of the airbag by combining the longitudinal travel of the seat and the tilt angle of the backrest. Provide occupants with better protection.
  • the airbag can be controlled to pop up in the first pop-up state;
  • the airbag can be controlled to pop up in the second pop-up state;
  • the stroke value in the first stroke range is smaller than the stroke value in the second stroke range.
  • the entire longitudinal travel range of the target seat is 0-500mm, and then the entire longitudinal travel range can be divided into multiple sub-travel ranges. For example, if it is divided into two sub-travel ranges: 0-250mm and 250-500mm, then the sub-travel range of 0-250mm
  • the stroke range corresponds to the aforementioned first stroke range
  • the sub-stroke range of 250-500mm corresponds to the aforementioned second stroke range.
  • the division of specific travel ranges can be adjusted according to actual needs. This is only an example and is not a specific limitation on the embodiments of the present application.
  • Figure 6 illustrates the control logic of the safety device in different states of the seat.
  • the first level state of the airbag i.e. the first pop-up state
  • the secondary state of the airbag that is, the second pop-up state
  • the secondary state of the airbag is triggered regardless of the inclination angle of the backrest.
  • the safety device may also include: a second buffer device 2033.
  • the second buffer device 2033 is disposed between the seat 202 and the vehicle floor 300 and is used to buffer the movement of the seat 202 in the longitudinal direction of the vehicle. Therefore, the second buffer device 2033 may also be called a longitudinal energy management device.
  • the second buffer device 2033 can be released along the longitudinal stroke of the seat 202 under the control of the system controller 201. When released, the seat 202 and the occupants on the seat 202 are controlled to move forward (i.e., toward the front of the vehicle). During the movement of the seat 202, the second buffer device 2033 absorbs the longitudinal energy generated by the collision.
  • the second buffering device 2033 may be a device that buffers energy based on friction between mechanisms, or may be a device that buffers energy based on collapse, bending deformation, shearing, etc. of structural components.
  • the second buffer device 2033 no matter which form is mentioned above, has at least the following two characteristics:
  • the second buffer device 2033 has characteristics that can be triggered, for example, it has an insurance mechanism such as a shear pin.
  • the state of the seat 202 is stable; after the second buffer device 2033 is triggered, the seat 202 can move longitudinally under constraints.
  • step 102 Control the safety device corresponding to the target seat and execute a work strategy matching the status information, which may include:
  • the second buffer device When the longitudinal stroke of the target seat is within the second stroke range, the second buffer device is controlled to start; wherein, under the action of the second buffer device, the target seat moves in the longitudinal direction at a speed less than the first speed threshold Move toward the front of the vehicle and stop when it reaches the preset travel position.
  • the first speed threshold may be the boundary value between the safe speed and the dangerous speed of the seat movement speed during the collision, or it may be a speed value among the safe speeds.
  • the second buffer when the distance between the occupant and the airbag is relatively long, in order for the airbag to effectively protect the occupant, in addition to achieving this purpose by controlling the pop-up state of the airbag, the second buffer can also be used.
  • the device shortens the distance between the occupants and the airbag to increase the contact area between the airbag and the occupants, so that the occupants are better protected.
  • the longitudinal energy management device when the seat stroke is in the second half, the longitudinal energy management device is activated.
  • the seat can also be controlled to stop when it moves to a preset stroke position to prevent the distance between the occupant and the airbag from being too close, causing the airbag to cause damage to the occupant.
  • the second buffer device can lock the seat so that the seat cannot move forward or backward. After a collision, the seat can be unlocked so that the seat can move forward under the action of inertia. During the forward movement of the seat, the second buffer device can generate resistance to the forward movement of the seat, thereby increasing the forward movement speed of the seat. Within a safe range.
  • step 102 Control the safety device corresponding to the target seat and execute a work strategy matching the status information, which may include:
  • the first buffer device When the inclination angle of the seat basin is greater than or equal to the second angle threshold, the first buffer device is controlled to start; wherein, under the action of the first buffer device, the target seat moves in the vertical direction at a speed less than the second speed threshold Move toward the car floor, that is, the seat basin rotates around the seat basin rotation axis toward the car floor.
  • the second angle threshold can be set according to the empirical value, for example, it can be greater than or equal to 20 degrees, such as 20 degrees, 30 degrees or 40 degrees.
  • the second speed threshold may be the boundary value between the safe speed and the dangerous speed of the seat basin rotation speed during the collision, or may be a speed value among the safe speeds.
  • the inclination angle of the seat basin can be combined status to determine whether to activate the first buffer device. For example, when the inclination angle of the seat basin is large (such as greater than or equal to the second angle threshold), the seat basin can be controlled to move downward at a safe speed, while absorbing the energy of the collision, buffering the vertical resistance of the seat basin, and lowering the seat basin. Risk of lumbar spine injury to the occupants. As shown in Figure 6, when the inclination angle of the seat basin is large, the vertical energy management device is activated.
  • the first buffer device can lock the seat and fix the inclination angle of the seat basin.
  • the seat basin can be unlocked, driving the seat basin to move downward, and can generate resistance to the downward movement of the seat basin, so that the downward movement speed of the seat basin is within a safe range.
  • the safety device may also include: a safety belt 2034 with installation points on the seat.
  • the installation point of traditional seat belts on vehicles is located on the body.
  • the seat belts may not be able to restrain the occupants well. In the event of a vehicle collision, , or even cut the occupants.
  • the installation points of the seat belt 2034 in the embodiment of the present application are all on the seat, so that the seat belt 2034 can move with the seat. No matter what posture the passenger sits on the seat, the seat belt 2034 can be connected with the seat.
  • the body-fitting design provides better protection for the occupants.
  • the safety device control method may also include:
  • the seat belt When it is detected that the probability of a collision is greater than or equal to the probability threshold, the seat belt is controlled to be tightened in advance; when no collision occurs after the preset time of tightening the seat belt, the seat belt is controlled to be relaxed.
  • the seat belt in the embodiment of the present application has a pre-tensioning function, that is, the seat belt is pre-tightened before a collision occurs.
  • the vehicle's driving assistance system 204 can predict the possibility of a collision based on obstacles in front of the vehicle.
  • the driving assistance system 204 determines that a collision is inevitable (for example, when the probability of a collision is greater than or equal to the probability threshold)
  • it sends a pre-collision signal to the system controller 201 .
  • the system controller 201 activates the pre-tensioning function of the seat belt 2034 at the preset time before the collision, tightens the seat belt 2034, reduces the gap between the seat belt and the occupant, and pre-positions the occupant.
  • the seat belt is the basic device of the passive safety system. No matter what state the seat is in, it will be triggered when a collision occurs and reaches the intensity threshold.
  • the pretensioning function of the seat belt is reversible. If a collision does not actually occur, the seat belt will be automatically released to maintain the comfort of the occupants. In this way, no matter whether the collision eventually occurs, the seat belt will not Bodily injury and property damage.
  • the aforementioned preset time can be set to 0.3 seconds, or if technology permits, the value of the preset time can be set to a higher value. Large, such as 0.5 seconds, etc.
  • the installation point of the seat belt 2034 may be located on the backrest 2022 of the seat 202 .
  • the safety belt 2034 may be a three-point safety belt, that is, having three mounting points.
  • the automatic tightening and loosening of the seat belt 2034 can be realized by a motor, and the rotation of the motor drives the tightening and loosening of the seat belt webbing.
  • the target seat may be a long-stroke seat, that is, the longitudinal stroke length of the target seat is greater than 250 mm.
  • the 250mm travel seat is a conventional travel seat.
  • the technical solutions provided by the embodiments of the present application are particularly suitable for long-stroke seats.
  • the occupants on the seats are prone to be far away from the airbag. Therefore, the safety measures in different ejection states provided by the embodiments of the present application
  • the airbag and the second buffer device can well cope with the situation where the occupant is far away from the airbag, and effectively protect the occupant after a collision.
  • the execution subject of the safety device control method provided by the embodiment of the present application may be the system controller 201.
  • an embodiment of the present application also provides a safety device control device, which is applied to vehicles.
  • the safety device includes: an airbag and a first buffer device; the airbag includes at least two pop-up states, and the extension length of the airbag in the longitudinal direction of the vehicle is different in each pop-up state;
  • the first buffer device is provided between the seat and the vehicle floor, and is used to buffer the movement of the seat in the direction of the vehicle floor in the vertical direction of the vehicle.
  • the safety device control device may include:
  • the acquisition module 701 is used to acquire the status information of the target seat.
  • the status information includes: the longitudinal stroke of the target seat, the inclination angle of the seat basin of the target seat, and the inclination angle of the backrest of the target seat.
  • the control module 702 is configured to control the safety device corresponding to the target seat and execute a work strategy matching the status information when a collision is detected with the vehicle and the collision intensity is greater than or equal to the intensity threshold. .
  • the airbag includes a first pop-up state and a second pop-up state, and the longitudinal extension length of the air bag in the first pop-up state is smaller than the longitudinal extension length in the second pop-up state.
  • the control module 702 may include:
  • a first control unit configured to control the airbag to pop up in the first pop-up state or the second pop-up state according to the longitudinal stroke of the target seat and the inclination angle of the backrest.
  • the first control unit may include:
  • a first control subunit configured to control the airbag in the first pop-up state when the longitudinal travel of the target seat is in the first travel range and the inclination angle of the backrest is less than a first angle threshold. pop up.
  • a second control subunit configured to operate when the longitudinal travel of the target seat is within the first travel range and the inclination angle of the backrest is greater than or equal to the first angle threshold, or when the target seat When the longitudinal stroke of the chair is in the second stroke range, the airbag is controlled to pop up in the second pop-up state.
  • the stroke value in the first stroke range is smaller than the stroke value in the second stroke range.
  • the safety device may further include: a second buffer device disposed between the seat and the vehicle floor for buffering the movement of the seat along the front direction of the vehicle in the longitudinal direction.
  • the control module 702 may include:
  • the second control unit is used to control the activation of the second buffer device when the longitudinal stroke of the target seat is within the second stroke range.
  • the target seat moves toward the front of the vehicle in the longitudinal direction at a speed less than the first speed threshold, and stops moving when it moves to the preset stroke position.
  • control module 702 may include:
  • a third control unit is configured to control the activation of the first buffer device when the inclination angle of the seat basin is greater than or equal to the second angle threshold.
  • the target seat moves toward the vehicle floor in the vertical direction at a speed less than the second speed threshold.
  • the safety device may also include: a safety belt with installation points on the seat.
  • the safety device control device may also include:
  • the fourth control unit is used to control the seat belt to be pre-tightened when it is detected that the probability of collision is greater than or equal to the probability threshold.
  • the fifth control unit is used to control the seat belt to loosen when no collision occurs after tightening the seat belt for a preset period of time.
  • the longitudinal stroke length of the target seat is greater than 250mm.
  • the safety device control device provided by the embodiment of the present application can implement each process implemented by the safety device control device in the method embodiment shown in Figure 4. To avoid duplication, details will not be described here.
  • An embodiment of the present application also provides a vehicle, including a processor and a memory.
  • the memory stores programs or instructions that can be run on the processor.
  • the program or instructions are executed by the processor, the above safety device control method is implemented.
  • Each step in the example can achieve the same technical effect. To avoid repetition, we will not repeat them here.
  • Embodiments of the present application also provide a readable storage medium.
  • Programs or instructions are stored on the readable storage medium.
  • the program or instructions are executed by a processor, each process of the above safety device control method embodiment is implemented, and can To achieve the same technical effect, to avoid repetition, we will not repeat them here.
  • the device embodiments described above are only illustrative.
  • the units described as separate components may or may not be physically separated.
  • the components shown as units may or may not be physical units, that is, they may be located in One location, or it can be distributed across multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Persons of ordinary skill in the art can understand and implement the method without any creative effort.
  • each embodiment can be implemented by software plus a necessary general hardware platform, and of course, it can also be implemented by hardware.
  • the computer software products can be stored in computer-readable storage media, such as ROM, RAM, magnetic disc, optical disk, etc., including a number of instructions to cause a computer device (which may be a personal computer, a server or a network device, etc.) to execute the methods described in various embodiments or certain parts of the embodiments.

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Abstract

本申请实施例提供了一种安全装置控制方法及装置。该安全装置控制方法包括：获取目标座椅的状态信息；其中，所述状态信息包括：所述目标座椅的纵向行程、所述目标座椅的座盆的倾斜角度和所述目标座椅的靠背的倾斜角度；在检测到所述车辆发生碰撞且碰撞强度大于或等于强度阈值的情况下，控制与所述目标座椅对应的所述安全装置，执行与所述状态信息匹配的工作策略。本申请实施例提供的技术方案，能够解决现有技术中在碰撞发生时，车辆上的传统被动安全系统可能无法对不同状态下的座椅上的乘员进行有效保护的问题。

Description

一种安全装置控制方法及装置
相关申请的交叉引用
本申请要求在2022年05月31日提交中国专利局、申请号为202210609954.7、名称为“一种安全装置控制方法及装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请属于车辆安全技术领域，具体涉及一种安全装置控制方法及装置。
背景技术
随着车辆技术的发展，车辆中的座椅出现多样的乘坐模式，比如会议模式、交谈模式、会客模式、休息模式等，但在这些乘坐模式下，乘员可能面临到安全问题。例如，如图1所示，乘员以躺姿坐在处于休息模式下的座椅上，在碰撞发生时，由于此时乘员与传统的安全气囊距离较远，因此无法得到安全气囊的保护。另外，这种坐姿下，座椅的座盆处于仰起状态，碰撞时乘员腰椎会受到躯干的惯性挤压，造成腰椎伤害。总之，碰撞发生时，传统的被动安全系统可能无法对不同状态下的座椅上的乘员进行有效保护。
发明内容
本申请实施例的目的是提供一种安全装置控制方法及装置，以解决现有技术中在碰撞发生时，车辆上的传统被动安全系统可能无法对不同状态下的座椅上的乘员进行有效保护的问题。
第一方面，本申请实施例提供了一种安全装置控制方法，应用于车辆，所述安全装置包括：安全气囊和第一缓冲装置；所述安全气囊包括至少两种弹出状态，且每种弹出状态下所述安全气囊在所述车辆的纵向方向上的延伸长度不同；所述第一缓冲装置设置于座椅与车地板之间，用于缓冲座椅沿所述车辆的垂向方向中的车地板方向的移动；
其中，所述安全装置控制方法包括：
获取目标座椅的状态信息；其中，所述状态信息包括：所述目标座椅的 纵向行程、所述目标座椅的座盆的倾斜角度和所述目标座椅的靠背的倾斜角度；
在检测到所述车辆发生碰撞且碰撞强度大于或等于强度阈值的情况下，控制与所述目标座椅对应的所述安全装置，执行与所述状态信息匹配的工作策略。
第二方面，本申请实施例提供一种安全装置控制装置，所述装置包括：
所述安全装置包括：安全气囊和第一缓冲装置；所述安全气囊包括至少两种弹出状态，且每种弹出状态下所述安全气囊在所述车辆的纵向方向上的延伸长度不同；所述第一缓冲装置设置于座椅与车地板之间，用于缓冲座椅沿所述车辆的垂向方向中的车地板方向的移动；
其中，所述安全装置控制装置包括：
获取模块，用于获取目标座椅的状态信息；其中，所述状态信息包括：所述目标座椅的纵向行程、所述目标座椅的座盆的倾斜角度和所述目标座椅的靠背的倾斜角度；
控制模块，用于在检测到所述车辆发生碰撞且碰撞强度大于或等于强度阈值的情况下，控制与所述目标座椅对应的所述安全装置，执行与所述状态信息匹配的工作策略。
第三方面，本申请实施例提供一种电子设备，该电子设备包括处理器和存储器，所述存储器存储可在所述处理器上运行的程序或指令，所述程序或指令被所述处理器执行时实现如第一方面所述的安全装置控制方法中的步骤。
第四方面，本申请实施例提供了一种可读存储介质，所述可读存储介质上存储程序或指令，所述程序或指令被处理器执行时实现如第一方面所述的安全装置控制方法中的步骤。
本申请实施例中，在车辆发生碰撞时，若碰撞强度达到了强度阈值，则根据目标座椅的状态，触发相应的安全装置对座椅上的乘员进行有效保护。例如，座椅的纵向行程与靠背倾斜角度影响乘员与安全气囊之间的距离，则 可以根据座椅的纵向行程与靠背倾斜角度，确定安全气囊的弹出状态，以对乘员进行有效保护。再例如，座盆的倾斜角度影响乘员的腰椎安全，因此，在座盆倾斜角度较大时，可以通过第一缓冲装置控制座盆于安全速度归位，减小倾斜角度，缓冲座盆的垂向作用力，降低座盆对乘员腰椎的伤害。总之，本申请实施例提供的技术方案，可以根据座椅的不同状态，采取不同的安全保护措施，从而使得碰撞事故中的乘员能够得到有效且更加全面的保护。
附图说明
图1为现有技术中车辆座椅状态以及乘员坐姿的示意图；
图2为本申请实施例提供的车辆的安全系统的构成示意图；
图3为本申请实施例提供的第一缓冲装置和第二缓冲装置与座椅之间的位置关系示意图；
图4为本申请实施例提供的安全装置控制方法的流程示意图；
图5为本申请实施例提供的安全气囊的结构示意图；
图6为本申请实施例提供的安全装置的控制逻辑示意图；
图7为本申请实施例提供的安全装置控制装置的示意框图。
具体实施例
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，下面所描述的实施例是本申请的一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，均属于本申请保护的范围。
应理解，说明书中提到的“一个实施例”或“一实施例”意味着与实施例有关的特定特征、结构或特性包括在本申请的至少一个实施例中。因此，在整个说明书各处出现的“在一个实施例中”或“在一实施例中”未必一定指相同的实施例。此外，这些特定的特征、结构或特性可以任意适合的方式结合在一个或多个实施例中。
在本申请的各种实施例中，应理解，步骤的序号并不意味着绝对的先后 执行顺序，各步骤的执行顺序应以其功能和内在逻辑进行确定，因此，各步骤的序号不应对本申请实施例的实施过程构成绝对的限定。
下面结合附图，通过具体的实施例及其应用场景对本申请实施例提供的安全装置控制方法进行详细地说明。
本申请实施例提供了一种安全装置控制方法，应用于车辆，该车辆包括被动安全系统。如图2所示，该被动安全系统可以包括：系统控制器201以及分别与系统控制器201电连接的座椅202、安全装置203、驾驶辅助系统204和各种传感器205。
其中，安全装置203可以包括：安全气囊2031和第一缓冲装置2032。
本申请实施例中的安全气囊2031具备轮廓可变的特征，其包括至少两种弹出状态，且每种弹出状态下安全气囊2031的纵向(车辆的纵向方向，即车辆的前后方向)延伸长度不同，以满足不同距离下的乘员对安全气囊的使用需求。例如，当座椅202上的乘员与前方安全气囊2031(未弹出状态下)之间的距离较近时，在碰撞发生后可以控制安全气囊2031以纵向延伸长度较小的状态弹出，这样在达到保护乘员目的的同时，也能够避免安全气囊纵向延伸长度较大对乘员造成击打伤害；当座椅202上的乘员与前方安全气囊2031(未弹出状态下)之间的距离较远时，在碰撞发生后可以控制安全气囊2031以纵向延伸长度较大的状态弹出，以使安全气囊2031更多的与乘员接触，达到较好的保护作用。其中，系统控制器201可以发送控制信号至安全气囊2031，以控制安全气囊2031的弹出状态。
如图3所示，第一缓冲装置2032设置于座椅202与车辆的车地板300之间，用于缓冲座椅202沿车辆垂向方向中的车地板方向的运动，因此，第一缓冲装置2032也可以称为垂向能量管理装置。第一缓冲装置2032可以在系统控制器101的控制下沿座椅202的垂向行程释放，释放时座椅202及座椅202上的乘客一同受控的向下方(即车地板方向)移动。在座椅202移动过程中，第一缓冲装置2032吸收碰撞产生的垂向能量。
可选地，第一缓冲装置2032可以是一种气压装置或液压装置，也可以 是基于机构之间的摩擦力进行能量缓冲的装置，还可以是基于结构件的溃缩、弯曲变形等方式进行能量缓冲的装置。
其中，第一缓冲装置2032无论是前述哪种形式，均至少具备如下两个特征：
一、具备可以被触发的特性，例如，具有剪切销之类的保险机构。第一缓冲装置2032未被触发时，座盆2021的状态是稳定不可压溃的；第一缓冲装置2032被触发后，座盆2021可以受约束的垂向运动。
二、具备向座盆2021运动方向的反方向施加抵抗力的特性。
如图2所示，各种传感器205可以包括：碰撞传感器2051、座椅行程位置传感器2052、座盆倾斜角度传感器2053和靠背倾斜角度传感器2054。
碰撞传感器2051可以感应碰撞，并检测碰撞强度，然后将碰撞信息和碰撞强度信息发送至系统控制器201。
如图3所示，座椅行程位置传感器2052可以设置在座椅202与车地板300的连接界面上，以检测座椅202在纵向行程的位置。例如，座椅202的整体纵向行程范围为0-500mm，并将与车头距离最近的行程设置为最小值(即0mm)，将与车头距离最远的纵向行程设置为最大值(即500mm)，则座椅行程位置传感器2052可以检测出座椅202的具体行程位置，如200mm、300mm、500mm处等的纵向行程位置。需要说明的是，本申请实施例中所述的纵向行程均是指：将与车头距离最近的行程设置为最小行程，将与车头距离最远的行程设置为最大行程。
如图3所示，座盆倾斜角度传感器2053可以设置于座盆2021的旋转轴2023上，用以检测座盆2021的倾斜角度。
如图3所示，靠背倾斜角度传感器2054可以设置于靠背2022的旋转轴2024上，用以检测靠背2022的倾斜角度。
可以理解的是，当座盆旋转轴2023与座椅旋转轴2024为同一旋转轴时，可以将座盆倾斜角度传感器2053和靠背倾斜角度传感器2054设置在相同位置处。其中，座盆2021和靠背2022的倾斜角度可以同步调整，也可以分别 调整，因此，座盆倾斜角度传感器2053和靠背倾斜角度传感器2054可以是同一传感器(如座盆2021和靠背2022的倾斜角度同步调整的情况下)，也可以是不同的传感器(如座盆2021和靠背2022的倾斜角度分别调整的情况下)。
其中，驾驶辅助系统204可以根据车辆前方障碍物，预判发生碰撞的可能性，在确定碰撞发生概率大于或等于概率阈值的情况下，可以将预碰撞信号发送至系统控制器201。
其中，系统控制器201可以与安全装置203、驾驶辅助系统204以及各种传感器205等时刻保持通信，并可以通过自检判断系统功能是否正常，例如，通过微电流检测被动安全系统中的回路是否通畅，以及检测被动安全系统中的各装置的电性能是否正常。
如图4所示，该安全装置控制方法可以包括：
步骤401：获取目标座椅的状态信息。
其中，目标座椅可以是车辆中的任一配置有前述安全装置的座椅。
其中，目标座椅的状态信息可以包括：目标座椅的纵向行程、目标座椅的座盆的倾斜角度和目标座椅的靠背的倾斜角度。需要说明的是，目标座椅的纵向行程是指目标座椅在车辆的纵向方向的行程。
本申请实施例中，可以由系统控制器201实时或定时获取目标座椅的状态信息，也可以在系统控制器201接收到驾驶辅助系统204发送的预碰撞信号的情况下，由系统控制器201获取目标座椅的状态信息，还可以在系统控制器201接收到碰撞传感器2051发送的碰撞信号的情况下，由系统控制器201获取目标座椅的状态信息。具体情况可根据实际需求设置。
步骤402：在检测到车辆发生碰撞且碰撞强度大于或等于强度阈值的情况下，控制与目标座椅对应的安全装置，执行与状态信息匹配的工作策略。
其中，与目标座椅对应的安全装置是指为目标座椅配置的安全装置。
这里所述的强度阈值是具有较大概率造成人员伤害的碰撞强度数值，因此，在车辆发生碰撞且碰撞强度大于或等于强度阈值的情况下，说明碰撞情 况严重，为减小碰撞对人员造成的伤害，可以根据碰撞发生时座椅的纵向行程、座盆的倾斜角度以及靠背的倾斜角度，采取不同的安全系统控制方式，从而起到全面的防护作用。例如，座椅的纵向行程与靠背倾斜角度影响乘员与安全气囊之间的距离，则可以根据座椅的纵向行程与靠背倾斜角度，确定安全气囊的弹出状态，以对乘员进行有效保护。再例如，座盆的倾斜角度影响乘员的腰椎安全，因此，在座盆倾斜角度较大时，可以通过第一缓冲装置控制座盆于安全速度归位，减小倾斜角度，缓冲座盆的垂向作用力，降低座盆对乘员腰椎的伤害。本申请实施例中，安全装置的启动遵循最优原则，即在起到最优的保护效果的同时，避免可能的负面伤害。
作为一种可选实施例，如图5所示，安全气囊2031包括：第一弹出状态20311和第二弹出状态20312，安全气囊2031在第一弹出状态20311下的纵向延伸长度小于在第二弹出状态20312下的纵向延伸长度。
本申请实施例中，安全气囊2031优选为一种双轮廓的前向气囊。如图5所示，该安全气囊2031的第一轮廓线20311，将安全气囊2031的形状锁定为一种较小的形状，当乘员离安全气囊2031较近时，可以控制安全气囊2031只展开到第一轮廓线20311，避免对乘员击打造成意外伤害。如图5所示，该安全气囊2031的第二轮廓线20312，将该安全气囊2031的形状充满成一种较大的形状，当乘员离该安全气囊2031较远时，可以控制安全气囊2031展开到第二轮廓线20312，对距离较远的乘员进行有效保护。
其中，步骤402：控制与目标座椅对应的安全装置，执行与状态信息匹配的工作策略，可以包括：
根据目标座椅的纵向行程以及靠背的倾斜角度，控制安全气囊以第一弹出状态或第二弹出状态弹出。
由于座椅纵向行程和靠背倾斜角度，影响座椅上的乘员与前方安全气囊之间的距离，因此，本申请实施例可以结合座椅纵向行程和靠背倾斜角度，确定安全气囊的弹出状态，以使乘员得到更好的保护。
具体地，在目标座椅的纵向行程处于第一行程范围且靠背的倾斜角度小 于第一角度阈值的情况下，说明乘员距离安全气囊较近，则可以控制安全气囊以第一弹出状态弹出；在目标座椅的纵向行程处于第一行程范围且靠背的倾斜角度大于或等于第一角度阈值的情况下，靠背倾斜导致乘员与安全气囊之间的距离增大，则可以控制安全气囊以第二弹出状态弹出；在目标座椅的纵向行程处于第二行程范围的情况下，无论靠背的倾斜角度如何，乘员与安全气囊之间的距离均较远，则可以控制安全气囊以第二弹出状态弹出。
其中，第一行程范围内的行程数值小于第二行程范围内的行程数值。例如，目标座椅的整个纵向行程范围为0-500mm，然后可以将整个纵向行程范围划分为多个子行程范围，如划分为0-250mm和250-500mm两个子行程范围，则0-250mm的子行程范围对应前述第一行程范围，250-500mm的子行程范围对应前述第二行程范围。具体行程范围的划分可根据实际需求调整，这里仅是举例说明，并是对本申请实施例的具体限定。
图6示意了座椅不同状态下安全装置的控制逻辑，如图6所示，在座椅的纵向行程处于前半程(对应第一行程范围)且靠背倾斜角度较小(对应倾斜角度小于第一角度阈值)时，则触发安全气囊的一级状态(即第一弹出状态)。在座椅的纵向行程处于前半程且靠背倾斜角度较大(对应倾斜角度大于或等于第一角度阈值)时，则触发安全气囊的二级状态(即第二弹出状态)。在座椅的纵向行程处于后半程时，无论靠背的倾斜角度如何，均触发安全气囊的二级状态。
作为一种可选实施例，如图3所示，该安全装置还可以包括：第二缓冲装置2033。该第二缓冲装置2033设置于座椅202与车地板300之间，用于缓冲座椅202沿纵向方向中的车头方向的移动，因此，第二缓冲装置2033也可以称为纵向能量管理装置。第二缓冲装置2033可以在系统控制器201的控制下沿座椅202的纵向行程进行释放，释放时座202椅及座椅202上的乘员一同受控的向前方(即车头方向)移动。在座椅202移动过程中，第二缓冲装置2033吸收碰撞产生的纵向能量。
可选地，第二缓冲装置2033可以是基于机构之间的摩擦力进行能量缓 冲的装置，还可以是基于结构件的溃缩、弯曲变形、剪切等方式进行能量缓冲的装置。
其中，第二缓冲装置2033无论是前述哪种形式，均至少具备如下两个特征：
一、具备可以被触发的特性，例如，具有剪切销之类的保险机构。第二缓冲装置2033未被触发时，座椅202的状态是稳定的；第二缓冲装置2033被触发后，座椅202可以受约束的纵向运动。
二、具备向座椅202运动方向的反方向施加抵抗力的特性。
其中，步骤102：控制与目标座椅对应的安全装置，执行与状态信息匹配的工作策略，可以包括：
在目标座椅的纵向行程处于第二行程范围内的情况下，控制第二缓冲装置启动；其中，在第二缓冲装置的作用下，目标座椅在纵向方向上以小于第一速度阈值的速度向车头方向移动，并在移动至预设行程位置时停止移动。
其中，第一速度阈值可以是碰撞过程中，座椅移动速度的安全速度与危险速度之间的边界值，也可以是安全速度中的一个速度值。
本申请实施例中，在乘员与安全气囊之间的距离较远时，为了安全气囊能够对乘员进行有效保护，除了可以通过控制安全气囊的弹出状态来达到这一目的，还可以通过第二缓冲装置，拉近乘员与安全气囊之间的距离，以增大安全气囊与乘员之间的接触面积，使乘员得到更好的保护。如图6所示，在座椅行程处于后半程时，启动纵向能量管理装置。此外，本申请实施例中，还可以控制座椅移动至预设行程位置时停止，以免乘员与安全气囊之间的距离过近，使安全气囊对乘员造成击打伤害。
其中，在碰撞发生前，每次调节完座椅的纵向位置后，第二缓冲装置可以锁止座椅，使座椅无法发生前后移动。在碰撞发生后，可以解锁座椅，使座椅可以在惯性作用下前移，座椅前移过程中，第二缓冲装置可以对座椅前移产生阻力，从而使得座椅向前的运动速度在安全范围内。
作为一种可选实施例，步骤102：控制与目标座椅对应的安全装置，执 行与状态信息匹配的工作策略，可以包括：
在座盆的倾斜角度大于或等于第二角度阈值的情况下，控制第一缓冲装置启动；其中，在第一缓冲装置的作用下，目标座椅在垂向方向上以小于第二速度阈值的速度向车地板方向移动，即座盆围绕座盆旋转轴，向车地板方向旋转。
其中，第二角度阈值可以根据经验值设置，如可以大于或等于20度，如20度、30度或40度等。
其中，第二速度阈值可以是碰撞过程中，座盆旋转速度的安全速度与危险速度之间的边界值，也可以是安全速度中的一个速度值。
在碰撞发生时，乘员由于惯性会向前运动，但由于座盆角度的缘故，座盆会产生垂向的抵抗力造成乘员腰椎的损伤，因此，本申请实施例中，可以结合座盆倾斜角度状态，确定是否激活第一缓冲装置。例如，在座盆倾斜角度较大(如大于或等于第二角度阈值)时，则可以控制座盆以安全速度向下移动，同时吸收碰撞的能量，缓冲座盆垂向的抵抗力，降低座盆给乘员造成腰椎损伤的风险。如图6所示，在座盆倾斜角度较大时，启动垂向能量管理装置。
其中，在碰撞发生前，每次调节完座座盆的倾斜角度后，第一缓冲装置可以锁止座椅，固定座盆倾斜角度。在碰撞发生后，可以解锁座盆，带动座盆向下移动，并可以对座盆下移产生阻力，从而使得座盆下移的运动速度在安全范围内。
作为一种可选实施例，如图2所示，该安全装置还可以包括：安装点均处于座椅上的安全带2034。
车辆上的传统安全带，其安装点位于车身上，当乘员以图1所示的躺姿坐于座椅上时，安全带可能无法很好地对乘员起到约束作用，在车辆发生碰撞时，甚至会割伤乘员。而本申请实施例中的安全带2034，其安装点均在座椅上，这样可以使得安全带2034随座椅一同移动，无论乘客以何种姿势坐于座椅上，安全带2034均可以与人体贴合，对乘员起到更好的保护作用。
其中，该安全装置控制方法还可以包括：
在检测到发生碰撞的概率大于或等于概率阈值的情况下，控制安全带预先收紧；在收紧安全带的预设时长后未发生碰撞的情况下，控制安全带放松。
本申请实施例中的安全带具有预张紧功能，即在碰撞发生之前，预先收紧安全带。例如，车辆的驾驶辅助系统204可以根据车辆前方障碍物，预判发生碰撞的可能性。在驾驶辅助系统204判断碰撞不可避免要发生时(如发生碰撞的概率大于或等于概率阈值时)，发送预碰撞信号至系统控制器201。系统控制器201接收到预碰撞信号后，在碰撞发生之前的预设时间，激发安全带2034的预张紧功能，收紧安全带2034，减小安全带与乘员之间的间隙，预先将乘员更加牢固的固定在座椅上，这样可以在一定程度上降低事故的严重性，提高乘员的安全性。如图6所示，安全带是被动安全系统的基础装置，无论座椅在何种状态下，碰撞发生且达到强度阈值时，均会被触发。
本申请实施例中，安全带的预张紧功能是可逆的，如果碰撞实际未发生，则安全带自动释放，以保持乘员乘坐的舒适性，这样无论碰撞是否最终发生，安全带均不会产生人体损伤和财产损失。
统计数据表明，碰撞发生不可逆的时间点一般在碰撞发生之前的0.3S左右，因此，前述预设时间可以设置为0.3秒，或者在技术允许的情况下，该预设时间的数值可以设置的更大，如0.5秒等。
可选地，安全带2034的安装点具体可以位于座椅202的靠背2022上。
可选地，安全带2034可以是三点式安全带，即具有三个安装点。
可选地，安全带2034的自动收紧与放松可以通过电机实现，通过电机转动带动安全带织带收紧与放松。
作为一种可选实施例，本申请实施例中，目标座椅可以是长行程座椅，即目标座椅的纵向行程长度大于250mm。其中，250mm行程的座椅为常规行程座椅。
本申请实施例提供的技术方案尤其适用于长行程座椅，对于长行程座椅，座椅上的乘员容易发生距离安全气囊较远的情况，因此，本申请实施例 提供的不同弹出状态的安全气囊和第二缓冲装置，可以很好的应对乘员距离安全气囊远的情况，在碰撞发生后对乘员进行有效保护。
最后需要说明的，本申请实施例提供的安全装置控制方法的执行主体可以是系统控制器201。
以上即为对本申请实施例提供的安全装置控制方法的描述。
综上所述，本申请实施例提供的技术方案，在车辆发生碰撞时，若碰撞强度达到了强度阈值，则可以根据目标座椅的状态，采取不同的安全保护措施，从而使得碰撞事故中的乘员能够得到有效且更加全面的保护。
以上介绍了本申请实施例提供的安全装置控制方法，下面将结合附图介绍本申请实施例提供的安全装置控制装置。
如图7所示，本申请实施例还提供了一种安全装置控制装置，应用于车辆。
其中，所述安全装置包括：安全气囊和第一缓冲装置；所述安全气囊包括至少两种弹出状态，且每种弹出状态下所述安全气囊在所述车辆的纵向方向上的延伸长度不同；所述第一缓冲装置设置于座椅与车地板之间，用于缓冲座椅沿所述车辆的垂向方向中的车地板方向的移动。
其中，所述安全装置控制装置可以包括：
获取模块701，用于获取目标座椅的状态信息。
其中，所述状态信息包括：所述目标座椅的纵向行程、所述目标座椅的座盆的倾斜角度和所述目标座椅的靠背的倾斜角度。
控制模块702，用于在检测到所述车辆发生碰撞且碰撞强度大于或等于强度阈值的情况下，控制与所述目标座椅对应的所述安全装置，执行与所述状态信息匹配的工作策略。
可选地，所述安全气囊包括第一弹出状态和第二弹出状态，所述安全气囊在所述第一弹出状态下的纵向延伸长度小于在所述第二弹出状态下的纵向延伸长度。
所述控制模块702可以包括：
第一控制单元，用于根据所述目标座椅的纵向行程以及所述靠背的倾斜角度，控制所述安全气囊以所述第一弹出状态或所述第二弹出状态弹出。
可选地，所述第一控制单元可以包括：
第一控制子单元，用于在所述目标座椅的纵向行程处于第一行程范围且所述靠背的倾斜角度小于第一角度阈值的情况下，控制所述安全气囊以所述第一弹出状态弹出。
第二控制子单元，用于在所述目标座椅的纵向行程处于所述第一行程范围且所述靠背的倾斜角度大于或等于所述第一角度阈值的情况下，或在所述目标座椅的纵向行程处于第二行程范围的情况下，控制所述安全气囊以所述第二弹出状态弹出。
其中，所述第一行程范围内的行程数值小于所述第二行程范围内的行程数值。
可选地，所述安全装置还可以包括：第二缓冲装置，所述第二缓冲装置设置于座椅与车地板之间，用于缓冲座椅沿所述纵向方向中的车头方向的移动。
所述控制模块702可以包括：
第二控制单元，用于在所述目标座椅的纵向行程处于第二行程范围内的情况下，控制所述第二缓冲装置启动。
其中，在所述第二缓冲装置的作用下，所述目标座椅在所述纵向方向上以小于第一速度阈值的速度向车头方向移动，并在移动至预设行程位置时停止移动。
可选地，所述控制模块702可以包括：
第三控制单元，用于在所述座盆的倾斜角度大于或等于第二角度阈值的情况下，控制所述第一缓冲装置启动。
其中，在所述第一缓冲装置的作用下，所述目标座椅在所述垂向方向上以小于第二速度阈值的速度向车地板方向移动。
可选地，所述安全装置还可以包括：安装点均处于座椅上的安全带。
其中，所述安全装置控制装置还可以包括：
第四控制单元，用于在检测到发生碰撞的概率大于或等于概率阈值的情况下，控制所述安全带预先收紧。
第五控制单元，用于在收紧所述安全带的预设时长后未发生碰撞的情况下，控制所述安全带放松。
可选地，所述目标座椅的纵向行程长度大于250mm。
本申请实施例提供的安全装置控制装置能够实现图4所示方法实施例中安全装置控制装置实现的各个过程，为避免重复，这里不再赘述。
本申请实施例中，在车辆发生碰撞时，若碰撞强度达到了强度阈值，则可以根据目标座椅的状态，采取不同的安全保护措施，从而使得碰撞事故中的乘员能够得到有效且更加全面的保护。
本申请实施例还提供了一种车辆，包括处理器和存储器，存储器上存储有可在所述处理器上运行的程序或指令，该程序或指令被处理器执行时实现上述安全装置控制方法实施例的各个步骤，且能达到相同的技术效果，为避免重复，这里不再赘述。
本申请实施例还提供了一种可读存储介质，所述可读存储介质上存储有程序或指令，该程序或指令被处理器执行时实现上述安全装置控制方法实施例的各个过程，且能达到相同的技术效果，为避免重复，这里不再赘述。
以上所描述的装置实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性的劳动的情况下，即可以理解并实施。
通过以上的实施方式的描述，本领域的技术人员可以清楚地了解到各实施方式可借助软件加必需的通用硬件平台的方式来实现，当然也可以通过硬件。基于这样的理解，上述技术方案本质上或者说对现有技术做出贡献的部 分可以以软件产品的形式体现出来，该计算机软件产品可以存储在计算机可读存储介质中，如ROM、RAM、磁碟、光盘等，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器或者网络设备等)执行各个实施例或者实施例的某些部分所述的方法。
最后应说明的是：以上实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的精神和范围。

Claims (16)

  1. 一种安全装置控制方法，应用于车辆，其特征在于，所述安全装置包括：安全气囊和第一缓冲装置；所述安全气囊包括至少两种弹出状态，且每种弹出状态下所述安全气囊在所述车辆的纵向方向上的延伸长度不同；所述第一缓冲装置设置于座椅与车地板之间，用于缓冲座椅沿所述车辆的垂向方向中的车地板方向的移动；
    其中，所述安全装置控制方法包括：
    获取目标座椅的状态信息；其中，所述状态信息包括：所述目标座椅的纵向行程、所述目标座椅的座盆的倾斜角度和所述目标座椅的靠背的倾斜角度；
    在检测到所述车辆发生碰撞且碰撞强度大于或等于强度阈值的情况下，控制与所述目标座椅对应的所述安全装置，执行与所述状态信息匹配的工作策略。
  2. 根据权利要求1所述的安全装置控制方法，其特征在于，所述安全气囊包括第一弹出状态和第二弹出状态，所述安全气囊在所述第一弹出状态下的纵向延伸长度小于在所述第二弹出状态下的纵向延伸长度；
    所述控制与所述目标座椅对应的所述安全装置，执行与所述状态信息匹配的工作策略，包括：
    根据所述目标座椅的纵向行程以及所述靠背的倾斜角度，控制所述安全气囊以所述第一弹出状态或所述第二弹出状态弹出。
  3. 根据权利要求2所述的安全装置控制方法，其特征在于，所述根据所述目标座椅的纵向行程以及所述靠背的倾斜角度，控制所述安全气囊以所述第一弹出状态或所述第二弹出状态弹出，包括：
    在所述目标座椅的纵向行程处于第一行程范围且所述靠背的倾斜角度小于第一角度阈值的情况下，控制所述安全气囊以所述第一弹出状态弹出；
    在所述目标座椅的纵向行程处于所述第一行程范围且所述靠背的倾斜角度大于或等于所述第一角度阈值的情况下，或在所述目标座椅的纵向行程 处于第二行程范围的情况下，控制所述安全气囊以所述第二弹出状态弹出；
    其中，所述第一行程范围内的行程数值小于所述第二行程范围内的行程数值。
  4. 根据权利要求1或3所述的安全装置控制方法，其特征在于，所述安全装置还包括：第二缓冲装置，所述第二缓冲装置设置于座椅与车地板之间，用于缓冲座椅沿所述纵向方向中的车头方向的移动；
    所述控制与所述目标座椅对应的所述安全装置，执行与所述状态信息匹配的工作策略，包括：
    在所述目标座椅的纵向行程处于第二行程范围内的情况下，控制所述第二缓冲装置启动；其中，在所述第二缓冲装置的作用下，所述目标座椅在所述纵向方向上以小于第一速度阈值的速度向车头方向移动，并在移动至预设行程位置时停止移动。
  5. 根据权利要求1所述的安全装置控制方法，其特征在于，所述控制与所述目标座椅对应的所述安全装置，执行与所述状态信息匹配的工作策略，包括：
    在所述座盆的倾斜角度大于或等于第二角度阈值的情况下，控制所述第一缓冲装置启动；其中，在所述第一缓冲装置的作用下，所述目标座椅在所述垂向方向上以小于第二速度阈值的速度向车地板方向移动。
  6. 根据权利要求1所述的安全装置控制方法，其特征在于，所述安全装置还包括：安装点均处于座椅上的安全带；
    所述安全装置控制方法还包括：
    在检测到发生碰撞的概率大于或等于概率阈值的情况下，控制所述安全带预先收紧；
    在收紧所述安全带的预设时长后未发生碰撞的情况下，控制所述安全带放松。
  7. 根据权利要求1所述的安全装置控制方法，其特征在于，所述目标座椅的纵向行程长度大于250mm。
  8. 一种安全装置控制装置，应用于车辆，其特征在于，所述安全装置包括：安全气囊和第一缓冲装置；所述安全气囊包括至少两种弹出状态，且每种弹出状态下所述安全气囊在所述车辆的纵向方向上的延伸长度不同；所述第一缓冲装置设置于座椅与车地板之间，用于缓冲座椅沿所述车辆的垂向方向中的车地板方向的移动；
    其中，所述安全装置控制装置包括：
    获取模块，用于获取目标座椅的状态信息；其中，所述状态信息包括：所述目标座椅的纵向行程、所述目标座椅的座盆的倾斜角度和所述目标座椅的靠背的倾斜角度；
    控制模块，用于在检测到所述车辆发生碰撞且碰撞强度大于或等于强度阈值的情况下，控制与所述目标座椅对应的所述安全装置，执行与所述状态信息匹配的工作策略。
  9. 根据权利要求8所述的安全装置控制装置，其特征在于，所述安全气囊包括第一弹出状态和第二弹出状态，所述安全气囊在所述第一弹出状态下的纵向延伸长度小于在所述第二弹出状态下的纵向延伸长度；
    所述控制模块包括：
    第一控制单元，用于根据所述目标座椅的纵向行程以及所述靠背的倾斜角度，控制所述安全气囊以所述第一弹出状态或所述第二弹出状态弹出。
  10. 根据权利要求9所述的安全装置控制装置，其特征在于，所述第一控制单元包括：
    第一控制子单元，用于在所述目标座椅的纵向行程处于第一行程范围且所述靠背的倾斜角度小于第一角度阈值的情况下，控制所述安全气囊以所述第一弹出状态弹出；
    第二控制子单元，用于在所述目标座椅的纵向行程处于所述第一行程范围且所述靠背的倾斜角度大于或等于所述第一角度阈值的情况下，或在所述目标座椅的纵向行程处于第二行程范围的情况下，控制所述安全气囊以所述第二弹出状态弹出；
    其中，所述第一行程范围内的行程数值小于所述第二行程范围内的行程数值。
  11. 根据权利要求8或10所述的安全装置控制装置，其特征在于，所述安全装置还包括：第二缓冲装置，所述第二缓冲装置设置于座椅与车地板之间，用于缓冲座椅沿所述纵向方向中的车头方向的移动；
    所述控制模块包括：
    第二控制单元，用于在所述目标座椅的纵向行程处于第二行程范围内的情况下，控制所述第二缓冲装置启动；其中，在所述第二缓冲装置的作用下，所述目标座椅在所述纵向方向上以小于第一速度阈值的速度向车头方向移动，并在移动至预设行程位置时停止移动。
  12. 根据权利要求8所述的安全装置控制装置，其特征在于，所述控制模块包括：
    第三控制单元，用于在所述座盆的倾斜角度大于或等于第二角度阈值的情况下，控制所述第一缓冲装置启动；其中，在所述第一缓冲装置的作用下，所述目标座椅在所述垂向方向上以小于第二速度阈值的速度向车地板方向移动。
  13. 根据权利要求8所述的安全装置控制装置，其特征在于，所述安全装置还包括：安装点均处于座椅上的安全带；
    所述安全装置控制装置还包括：
    第四控制单元，用于在检测到发生碰撞的概率大于或等于概率阈值的情况下，控制所述安全带预先收紧；
    第五控制单元，用于在收紧所述安全带的预设时长后未发生碰撞的情况下，控制所述安全带放松。
  14. 根据权利要求8所述的安全装置控制装置，其特征在于，所述目标座椅的纵向行程长度大于250mm。
  15. 一种车辆，其特征在于，包括处理器和存储器，所述存储器存储可在所述处理器上运行的程序或指令，所述程序或指令被所述处理器执行时实 现如权利要求1至7任一项所述的安全装置控制方法的步骤。
  16. 一种可读存储介质，其特征在于，所述可读存储介质上存储程序或指令，所述程序或指令被处理器执行时实现如权利要求1至7任一项所述的安全装置控制方法的步骤。
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