Safety belt control method, seat, vehicle and storage medium

Abstract

The invention provides a safety belt control method, a seat, a vehicle and a storage medium, a safety belt comprises a shoulder belt and an abdominal belt, when the vehicle runs normally and the safety belt is used for restraining a passenger on the seat, the safety belt is in a first working state, and the pre-tightening force of the shoulder belt and the abdominal belt is adjusted in stages; and the safety and comfort of passengers in collision are improved. In the first stage, the shoulder strap is kept in a relaxed state, the passenger is allowed to freely incline forwards, excessive compression on the thorax and the clavicle is avoided, and it is ensured that alignment is not hindered. Meanwhile, the bellyband exerts high pre-tightening force to stabilize the lower half body and prevent the lower half body from rushing forwards. In the second stage, the shoulder straps are restored to the standard, excessive forward rushing of the body is prevented, and the head is prevented from impacting the interior trim. At the moment, the shoulder straps provide effective restraint for the upper body, and the bellyband appropriately reduces the pre-tightening force, relieves the pressure on the belly soft tissue and the ilium, reduces the risk of secondary injury and improves the comfort.

Description

Technical Field

[0001] The present application relates to the field of seat belt control, and in particular to a seat belt control method, a seat, a vehicle, and a storage medium. Background Art

[0002] With the rapid development of smart vehicles and autonomous driving technologies, vehicle driving modes are undergoing a transformation from traditional manual control to intelligent driving. Intelligent driving not only significantly reduces the driver's operating burden, but also allows vehicle passengers to adopt a freer and more comfortable posture during driving. Especially on long-distance trips, more and more passengers tend to adopt a reclining sitting position to improve the riding experience and relieve fatigue.

[0003] Some passenger vehicles currently on the market are equipped with "zero-gravity seats" designed to enhance occupant comfort. Compared to traditional seats that offer only basic adjustment functions (such as fore-and-aft movement and backrest angle adjustment), these seats offer increased adjustability in various aspects, including seat cushion angle, lumbar support, leg support, and armrest position, to maximize occupant comfort. However, despite this significant improvement in comfort, safety issues also arise. In particular, a reclined sitting position alters the occupant's body dynamics in the event of a collision, posing new safety challenges.

[0004] Research has shown that when occupants lean back, they are more likely to experience a dive phenomenon, where their bodies slide forward and downward along the seat. This can cause the seatbelt to overload the abdomen, leading to serious internal injuries. Furthermore, this posture can reduce the effectiveness of seatbelts and airbags, further increasing the risk of injury. Currently, existing occupant protection systems are primarily designed for an upright sitting position and are not fully adapted to the protection needs of a reclined position.

[0005] In order to address these problems, it is necessary to propose a solution that can effectively prevent occupants from diving and protect the spine, thereby providing an effective and low-cost safety protection solution for occupants sitting in a reclining position. Summary of the Invention

[0006] The present application provides a seat belt control method, seat, vehicle and storage medium. Based on the linkage mechanism of the shoulder belt and the abdominal belt, a phased and regional collaborative protection strategy is formed from the shoulder to the abdomen. While effectively preventing the occupant from diving, it can also reduce high-risk injuries such as lumbar compression and iliac shearing, thereby improving the overall occupant safety performance in the reclining sitting position.

[0007] In a first aspect, the present application provides a seat belt control method, wherein the seat belt includes a shoulder belt and an abdominal belt. When the vehicle is driving normally and the seat belt is used to restrain the occupant on the seat, the seat belt is in a first working state. The method includes: in a first stage, controlling the shoulder belt to be in a relaxed state, and the abdominal belt to be a first pre-tightening force, and the first pre-tightening force is greater than the pre-tightening force of the abdominal belt in the first working state; in a second stage, controlling the shoulder belt to be in the first working state, and the abdominal belt to be a second pre-tightening force, and the second pre-tightening force is less than the first pre-tightening force.

[0008] By adjusting the preload of the shoulder and abdominal belts in stages, the safety and comfort of the occupants in a collision are improved. In the first stage, when there is a potential danger, the shoulder belts remain relaxed, allowing the occupants to lean forward freely, avoiding excessive pressure on the thorax and clavicle, and ensuring that there is no obstruction when returning to the center. At the same time, the abdominal belt applies a higher preload to stabilize the lower body and prevent it from rushing forward. In the second stage, after a collision, the shoulder belts are restored to standard to prevent the body from rushing forward excessively and avoiding the head from hitting the interior. At this time, the shoulder belts provide effective restraint for the upper body, while the abdominal belt moderately reduces the preload, alleviating pressure on the abdominal soft tissue and ilium, reducing the risk of secondary injury and improving comfort.

[0009] As a possible implementation, the safety belt is installed on the seat.

[0010] Part or all of the seat belt components are directly installed into the seat structure, making the seat belt and the seat an integral whole. The position of the seat belt can be optimized according to the design of the seat to better accommodate occupants of different body sizes.

[0011] As a possible implementation, the second pre-tightening force is smaller than the pre-tightening force of the abdominal belt in the first working state.

[0012] In the second stage after the collision, a certain level of abdominal belt restraint needs to be maintained to prevent body displacement caused by inertia. Reducing the abdominal belt preload to the preload in the first working state helps relieve pressure on the abdominal soft tissue and ilium, reducing the risk of injury caused by secondary compression.

[0013] As a possible implementation, the method further includes: in the third stage, controlling the shoulder straps to be in a relaxed state, the abdominal strap to be at a third pre-tightening force, the third pre-tightening force being greater than the first pre-tightening force, and the third stage being between the first stage and the second stage.

[0014] In the third stage, the shoulder straps remain relaxed, allowing the occupant to adjust their sitting position based on pre-crash dynamics, avoiding discomfort or unnecessary injury caused by premature restraint. By gradually increasing the restraint force from the first to the third level, the bilateral restraint force of the abdominal belt is strengthened, effectively securing the ilium, preventing the occupant from diving (i.e., the ilium slipping out of the abdominal belt), and ensuring the stability of the occupant's lower body.

[0015] As a possible implementation, the method further includes: controlling the shoulder belt to be in a relaxed state when the angle between the seat back and the seat cushion of the seat is greater than a set angle.

[0016] If the angle between the seatback and cushion does not exceed the set angle, the occupant is in a standard sitting position and no intervention is required. The seatbelt maintains its basic restraint function, ensuring that the occupant will not be displaced from the optimal sitting position due to accidental sliding or minor bumps, while also avoiding unnecessary restraint. If the angle between the seatback and cushion exceeds the set angle, the shoulder belt is kept relaxed to avoid the risk of soft tissue damage or rib fractures in the early stages of a collision, hindering its natural righting motion and increasing the stress on the neck and spine.

[0017] As a possible implementation, the first stage is before the vehicle collision occurs, and the second stage is after the vehicle collision occurs.

[0018] In the first stage (the emergency moment when a collision is about to occur but contact has not yet occurred), the shoulder belt tension is reduced to a very low level or zero, so that the shoulder belt maintains a very low tension or even a completely relaxed state within a given initial extension. This allows the occupant's body to lean forward freely, avoiding unnecessary tension on the shoulder belt when the occupant straightens, and ensures that the occupant can smoothly push the torso back to an upright position. The second stage is after the vehicle collision, with the aim of reducing the risk of secondary injury. The shoulder belt returns to normal working condition, restraining the upper body according to the pre-set standard tension value to ensure that the upper body is fully fixed.

[0019] As a possible implementation manner, the vehicle further includes an airbag corresponding to the seat, and the method further includes: detonating the airbag corresponding to the seat after a first period of time after the vehicle collision occurs.

[0020] The first duration is set based on the predicted occupant motion during a collision and the restraint system's response characteristics, ensuring optimal airbag deployment for effective contact with the occupant's body and maximum cushioning. Following a collision, the shoulder straps quickly return to their standard tension level, guiding the occupant's upper body back to a near-vertical position. This approach more precisely matches the occupant's posture changes, optimizing airbag deployment timing and maximizing occupant protection.

[0021] As a possible implementation, the first duration is determined based on a first angle, where the first angle is an angle between a seat back and a seat cushion when a vehicle collision occurs.

[0022] By establishing a relationship between different first angle values ​​and the timing of airbag deployment, the timing of airbag deployment is determined. When the vehicle is in normal driving condition, the controller continuously monitors the angle between the seat back and the seat cushion. Once a collision occurs, the optimal time for airbag deployment is determined based on the change in the first angle.

[0023] As a possible implementation manner, the collision type of the vehicle collision is a forward collision.

[0024] By adjusting the pre-tensioning force of the shoulder belt and abdominal belt in stages, the safety and comfort of the occupants in a forward collision are significantly improved.

[0025] As a possible implementation, the seat belt includes a retractor, which is used to reel in, release, and restrain the shoulder belt; the method also includes: in a first stage, controlling the retractor so that the shoulder belt is in a relaxed state, and the maximum length of the shoulder belt released by the retractor is no more than a set length, and the set length is the minimum length that the retractor needs to release the shoulder belt when the occupant on the seat is in an upright sitting position.

[0026] If the shoulder strap is too long, it may not be able to effectively restrain the occupant in an emergency situation (such as sudden braking or collision), increasing the risk of injury. The shoulder strap is in a relaxed state, but its maximum length is limited to the set length to prevent the shoulder strap from being too loose and to ensure that the occupant is not hindered when returning to the upright position.

[0027] As a possible implementation manner, the vehicle further includes an airbag corresponding to the seat; the method further includes: when the length of the shoulder belt released by the retractor reaches a set length, detonating the airbag corresponding to the seat.

[0028] By linking the timing of airbag deployment to shoulder strap length, the airbag is ensured to deploy at the optimal moment. At this point, the occupant's upper body is in a near-vertical position, allowing the airbag to fully contact the occupant's body for maximum cushioning. Furthermore, when the retractor extends the shoulder strap to the set length, indicating that the shoulder strap is ready to provide effective restraint, deploying the airbag ensures that the two work together to maximize protection. The set length is designed to take into account the needs of occupants of different body shapes, ensuring that occupants of all sizes, regardless of height or weight, can receive optimal protection at the appropriate time.

[0029] As a possible implementation, the method further includes: determining the first preload and the second preload based on at least one of the occupant's body shape characteristics, the occupant's sitting posture characteristics, the angle between the seat back and the seat cushion, vehicle environment information, and vehicle driving information.

[0030] By rationally setting the preload level for the shoulder and abdominal belts based on at least one of the occupant's body type, seating posture, the angle between the seat back and cushion, vehicle environmental information, and driving information, a balance between effective occupant protection and comfort can be achieved. By dynamically adjusting the restraint force of the shoulder and abdominal belts at different stages, the occupant is prevented from dangerous displacements such as diving or lunging during a collision, while also avoiding soft tissue damage or bone compression caused by excessive restraint.

[0031] In a second aspect, the present application provides a seat, comprising a seat belt and a controller, wherein the seat belt comprises a shoulder belt and an abdominal belt, wherein when the vehicle is driving normally and the seat belt is used to restrain an occupant on the seat, the seat belt is in a first working state;

[0032] The controller is used to: in a first stage, control the shoulder belt to be in a relaxed state, and the abdominal belt to be in a first pre-tightening force, which is greater than the pre-tightening force of the abdominal belt in the first working state; in a second stage, control the shoulder belt to be in the first working state, and the abdominal belt to be in a second pre-tightening force, which is less than the first pre-tightening force.

[0033] In a third aspect, the present application provides a vehicle, comprising the seat provided in the second aspect.

[0034] In a fourth aspect, a computer-readable storage medium stores a program or instruction, and when the program or instruction is executed, the method of the first aspect is implemented.

[0035] In a fifth aspect, a computer program product comprises a computer program code, which enables the computer to execute the method according to the first aspect when the computer program code is run on the computer. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 This is a schematic diagram of the application scenario of this application;

[0037] Figure 2 Schematic diagram of spinal forces;

[0038] Figure 3 A schematic diagram of a seat structure;

[0039] Figure 4 A schematic structural diagram of a seat frame provided by the present application is shown;

[0040] Figure 5A This is a diagram of the structure of a seat belt Figure 1 ;

[0041] Figure 5B This is a diagram of the structure of a seat belt Figure 2 ;

[0042] Figure 6A schematic diagram of a control architecture provided by this application is shown Figure 1 ;

[0043] Figure 7 A schematic diagram of a shoulder belt restraining an occupant;

[0044] Figure 8 This is an illustration of the phased control of seat belts for this application Figure 1 ;

[0045] Figure 9 This is an illustration of the phased control of seat belts for this application Figure 2 ;

[0046] Figure 10 A schematic diagram of a control architecture provided by this application is shown Figure 2 ;

[0047] Figure 11 Schematic diagram of the airbag detonation when the occupant is in the rearward position. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0049] It should be noted that the embodiments illustrated below can be implemented in various forms and should not be construed as being limited to the embodiments described below; on the contrary, providing these embodiments can make the embodiments of the present application more comprehensive and complete, and can fully convey its concept to those skilled in the art. Moreover, the specific details described in the following description are intended to facilitate a full understanding of the embodiments of the present application by those skilled in the art, but it should be understood that the embodiments of the present application can be implemented in a variety of other ways different from those described herein, and those skilled in the art can make similar generalizations without violating the connotation of the present application, that is, the embodiments of the present application are not limited by the specific embodiments disclosed below. Similarly, the subsequent descriptions in the specification are all preferred embodiments for implementing the embodiments of the present application. Of course, the description is for the purpose of illustrating the general principles of the embodiments of the present application, and is not intended to limit the scope of the embodiments of the present application. The scope of protection of the embodiments of the present application shall be determined by the appended claims.

[0050] In addition, the drawings of the embodiments of the present application are only used to illustrate relative positional relationships and do not represent true proportions. The words expressing positions and directions described in the embodiments of the present application are all explained using the drawings as examples, but can be changed as needed, and the changes made are included in the scope of protection of the embodiments of the present application. The same symbols in the drawings represent the same or similar structures, and their repeated descriptions will be omitted.

[0051] (1) Zero-gravity car seat: A zero-gravity seat is a seat designed to simulate the natural relaxation state of the human body in a microgravity environment through the freedom of adjustment functions (such as seat cushion inclination, backrest inclination, lumbar support and leg support, etc.), aiming to provide higher comfort and reduce fatigue.

[0052] (2) Lumbar spine injury refers to excessive bending or compression loads on the lumbar spine during a collision, causing fractures, disc herniation, or other injuries, which may be accompanied by local pain or limited mobility.

[0053] (3) The airbag control unit (ACU) is primarily responsible for receiving and processing collision signals, determining whether the airbag needs to be deployed, and issuing an ignition command when necessary. The airbag controller works by capturing collision signals through an acceleration sensor and then collecting, analyzing, determining, and processing these signals.

[0054] (4) Submarining injury refers to a dangerous situation in which the occupant's body slides out from under the abdominal belt of the seat belt. This phenomenon usually occurs in a frontal collision when the seat belt fails to fully restrain the occupant's pelvis and the occupant's body slides forward and downward.

[0055] (5) Occupant repositioning refers to the process of returning the upper torso of a rearward-leaning occupant from a rearward-leaning position to an upright position.

[0056] (6) The three-point seat belt is a widely used occupant restraint system in automobiles that aims to reduce the risk of injury in a collision by limiting the occupant's body movement. It is called "three-point" because it secures the occupant to the seat at three fixed points. The existing three-point seat belt protection strategy is mainly to prevent the occupant from diving as the core goal, and its means are usually achieved by increasing the preload and restraint force of the shoulder strap and abdominal belt.

[0057] The previous text introduced some of the terms involved in this application. The following text introduces the possible application scenarios of this application.

[0058] In one possible implementation, the seat belt control method provided by the present application is applied to a seat, which can be integrated into a vehicle, such as a car, truck, bus, train, recreational vehicle, station wagon, van, amusement park vehicle, construction vehicle, tram, golf cart, sightseeing car, patrol car, smart car, digital car, etc. Figure 1, illustrating a possible application scenario of the present invention. Taking a sedan as an example, this application utilizes a linkage mechanism between the shoulder and abdominal belts to create a phased, regionalized coordinated protection strategy from the shoulders to the abdomen. This effectively prevents occupants from diving while also reducing high-risk injuries such as lumbar compression and iliac shearing, thereby improving overall occupant safety in a reclining sitting position.

[0059] It should be understood that the above application scenarios are merely examples, and the seat provided herein can be used in other possible scenarios, not limited to the examples above. For example, the seat can also be integrated into other modes of transportation, such as subways, high-speed trains, ships, ferries, passenger vessels, airplanes, or helicopters, to reduce the pressure on the lumbar spine of a rear-leaning passenger in the event of a collision. This list is not repeated here.

[0060] It should be noted that the application scenarios described in this application are intended to more clearly illustrate the technical solutions of this application and do not constitute a limitation on the technical solutions provided in this application.

[0061] As described in the background, with the development of smart cars and autonomous driving technology, vehicle driving is gradually shifting towards autonomous and intelligent driving. Passengers tend to adopt a more comfortable reclining sitting position to enhance comfort during long journeys. However, this posture presents new safety challenges in the event of a collision.

[0062] Some models on the market are equipped with zero-gravity seats, which enhance the riding experience through multi-degree-of-freedom adjustments (such as seat cushion tilt, lumbar support, and leg support). However, studies have shown that passengers sitting in a reclined position are more likely to experience dive, where the body slides forward and downward along the seat, causing the seatbelt's abdominal band to dig into the abdomen, potentially causing soft tissue or bone damage and weakening the protective effectiveness of the seatbelt and airbag.

[0063] The spinal injury load of the rear-leaning occupant is highly correlated with the kinematic response of the spine during the collision. Specifically, the response process of the spine can be divided into three stages, such as Figure 2 As shown:

[0064] In stage 1, axial pressure is concentrated in the middle of the S segment; in stage 2, the bending center slips, causing the bending moment concentration area to move downward; in stage 3, the lumbar spine releases the load and rebounds.

[0065] Among them, stage 1 corresponds to the rapid increase of vertebral axial pressure, and stage 2 corresponds to the lumbar flexion moment reaching peak values ​​one by one. The risk of lumbar injury is determined by the axial pressure and flexion moment. Therefore, the transition period between stage 1 and stage 2 is the risk period of lumbar injury. The core of protection should be to achieve lumbar return and reduce the posterior tilt angle of the lumbar segment as soon as possible to achieve the purpose of reducing the axial load.

[0066] Currently, traditional occupant protection and restraint systems primarily include seats, three-point seatbelts, airbags, and knee guards. These systems are primarily designed for an upright occupant position, aiming to reduce secondary collisions between occupants and vehicle interior structures by properly restricting occupant movement. However, these traditional restraint systems still have limitations in their effectiveness for occupants in a reclining position.

[0067] Previous studies have shown that improving the design of restraint systems can improve the safety of occupants in a reclining position to a certain extent. However, these studies have also raised new concerns: in a reclining position, measures to limit dives significantly increase the load on the lumbar spine and pelvis, leading to a higher risk of spinal injury.

[0068] Restraint systems can restrain the occupant's upper torso earlier, helping to reduce the risk of diving, but they also exacerbate lumbar flexion and load concentration. The angle of the abdominal belt is a key factor influencing diving. However, when the restraint system effectively prevents diving, the occupant's lumbar spine and hips often experience greater stress, significantly increasing the risk of injury.

[0069] Although existing technologies have alleviated the diving problem in a reclining sitting position to a certain extent by optimizing the parameters of the restraint system, they generally adopt a control strategy of synchronously enhancing the pre-tightening of the shoulder and abdominal belts, making it difficult to achieve a dynamic balance between effectively preventing diving and reducing spinal and pelvic injuries. This is because in the process of resisting diving, excessive restraint force is often applied, resulting in abnormal loads on the lumbar spine, sacrum, ilium and other parts, thereby increasing the risk of injury to the occupants.

[0070] Therefore, this application proposes a seat belt control method, which is based on the linkage mechanism of the shoulder strap and the abdominal strap to form a phased and regional collaborative protection strategy from the shoulder to the abdomen. While effectively preventing the occupants from diving, it can also reduce high-risk injuries such as lumbar compression and iliac shearing, thereby improving the safety of occupants in a reclining sitting position.

[0071] Based on the above content, the following Figure 3 To the attached Figure 10 , the solution provided in the embodiments of this application is described in detail.

[0072] Below Figure 3 Each component involved is introduced and explained separately to provide an exemplary specific implementation solution.

[0073] 1. Seat body

[0074] like Figure 3 As shown, the seat 300 includes a seat body 301 and a headrest 302 , and the headrest 302 is fixed to the seat body 301 .

[0075] The seat body 301 may include a seat frame and a seat cover. The seat cover is attached to the seat frame, forming the exterior of the seat body 301. As the supporting component of the seat body 301, the seat frame must possess sufficient structural strength and rigidity and is typically made of steel, aluminum, magnesium, or a composite material. The seat cover, also known as the surface or cover, comes into direct contact with the occupant and can be made of a relatively soft material such as leather, artificial leather, fabric, or natural fiber.

[0076] Further, optionally, see Figure 4 A structural schematic diagram of a seat frame provided by the present application is shown. In this example, the seat frame may include a backrest 401, a rotating shaft 402 and a seat cushion 403, and the backrest 401 and the seat cushion 403 are rotatably connected via the rotating shaft 402. When the occupant sits on the seat body 301, the occupant can adjust the inclination angle between the backrest 401 and the seat cushion 403 by rotating the backrest 401 to find a seat state suitable for the current posture. For example, when the seat 300 is in the zero-gravity seat mode, the backrest 401 can be rotated to a position with a larger inclination angle, so that the occupant can lean more closely against the backrest 401 and improve the rest comfort. When it is necessary to sit, the backrest 401 can be rotated to a position with a smaller inclination angle to view a more comprehensive scenery.

[0077] Further, optionally, see Figure 4 The seat frame may also include a seat basin frame 404, the seat cushion 403 is fixed on the seat basin frame 404, the seat basin frame 404 is placed above the support plate 405, and is slidably connected to the support plate 405. Among them, the support plate 405 can be understood as the bottom plate of the space where the seat 300 is located, such as the bottom plate inside the car. The sliding connection between the seat basin frame 404 and the support plate 405 can be achieved in a variety of ways, such as a slide groove is provided on the support plate 405 (or the seat basin frame 404), and a guide rail is provided on the seat basin frame 404 (or the support plate 405). By embedding the guide rail in the slide groove, the seat basin frame 404 can slide relative to the support plate 405. With this structural design, when the occupant sits on the seat body 301, the occupant can also find a seat position suitable for his or her body shape by pushing the seat basin frame 404 to slide relative to the support plate 405. For example, a larger passenger can push the seat pan frame 404 to a further rearward position, while a smaller passenger can push it to a further forward position, so that there is space in front of the body that suits their body shape, thereby improving the riding comfort of the passengers.

[0078] 2. Seat belt system

[0079] See Figure 5A As shown, Figure 5A This is a diagram of the structure of a seat belt Figure 1 .like Figure 5AAs shown, the seat belt system 500 includes a seat belt 501, a seat belt insert 502 provided on the seat belt 501, and a seat belt buckle 503 for engaging with the seat belt insert 502. The first end of the seat belt 501 is fixed to the guide plate ( Figure 5A (not shown in the figure), the safety belt 501 can be made of synthetic fibers such as nylon or polyester.

[0080] See Figure 5B As shown, Figure 5B This is a diagram of the structure of a seat belt Figure 2 The portion of the seatbelt insert plate 502 extending into the cabin is provided with a locking tongue 504. The locking tongue 504 can be engaged with the seatbelt buckle 503 to fasten or unfasten the seatbelt 501. Furthermore, for a three-point safety belt, the seatbelt 501 includes a shoulder strap 5011 and an abdominal strap 5012. A fixing pin 505 is provided at one end of the seatbelt 501 extending into the cabin. The fixing pin 505 can be fixed to the inner wall of the cabin or the inner side of the seat 300. After the passenger fastens the seatbelt 501, the portion of the seatbelt between the guide plate 506 and the locking tongue 504 becomes the shoulder strap 5011, which can secure the passenger's shoulders. The portion of the seatbelt 210 between the fixing pin 505 and the locking tongue 504 becomes the abdominal strap 5012, which can secure the passenger's waist, thereby ensuring the passenger's riding safety.

[0081] Continue reading Figure 5B As shown, the seat belt system further includes a seat belt storage device, in which a retractor 511 is provided. The seat belt 501 can be partially or fully wound around the retractor 511, and the remaining portion can extend from the retractor 511 into the cabin.

[0082] In some embodiments, the retractor 511 may utilize a ratchet mechanism. Under normal circumstances, the occupant can freely and uniformly withdraw the seat belt 501 from the seat. However, once the continuous withdrawal of the seat belt 501 from the retractor 511 stops or when the vehicle encounters an emergency, the ratchet mechanism automatically locks the seat belt 501, preventing further withdrawal of the seat belt 501, thereby achieving the protective function of the seat belt 501. It should be noted that since the retractor 511 is a well-known and commonly used mechanism in the art, its specific structural configuration will not be described in detail.

[0083] In some embodiments, the retractor 511 may include a pretensioner that tightens the seat belt 501, reducing the distance the occupant moves forward. In one possible embodiment, the pretensioner may act on both the shoulder belt 5011 and the abdominal belt 5012 simultaneously, meaning that both parts of the seat belt are tightened or loosened together. In another possible embodiment, the pretensioner may independently control the pretensioning force of the shoulder belt 5011 and the abdominal belt 5012.

[0084] Independent preload control of the shoulder strap 5011 and abdominal strap 5012 can also be achieved by adding a dynamic lock tongue (DLT). The DLT is a lightweight and compact device consisting of a seatbelt tongue with a rotating cam and a concealed spring. When the seatbelt 501 is buckled and in normal use, the DLT allows the seatbelt 501 to pass freely through the tongue, ensuring comfort and convenience for daily use. If an emergency brake or collision causes the seatbelt 501 to be subjected to a force greater than the set force, the DLT will tighten the seatbelt 501 and work together with other seatbelt features.

[0085] Part or all of the seat belt 501 components can be directly integrated into the seat 300. The seat belt 501 is typically pulled out from a retractor inside the seat backrest of the seat 300, passes directly through a guide device above the seat, and then returns to another fixed point inside the seat 300. This design makes the seat belt 501 and the seat become an integral whole, and the position of the seat belt 501 can be optimized according to the design of the seat 300 to better accommodate occupants of different body shapes.

[0086] 3. Controller

[0087] Optionally, the controller can be any device that can realize the control function, and can be arranged in the seat 300 or outside the seat 300. In one example, the controller can be a cockpit domain controller or a vehicle control unit (VCU). In this way, the controller that already exists in the vehicle can be used to implement the seat belt control method to improve the utilization rate of the in-vehicle devices. Alternatively, in another example, in order to reduce the working pressure of the cockpit domain controller or VCU, a separate controller can be set up specifically for performing seat belt control. The controller can be arranged in the seat body 301 or the headrest 302, or it can be independent of the seat 300 and can be connected to the seat belt 501 through wiring.

[0088] See also Figure 6 , Figure 6 A schematic diagram of a control architecture provided by this application is shown Figure 1 The architecture includes a controller 600, a seat 300, and a seat belt 501. The seat belt 501 includes a shoulder belt 5011 and an abdominal belt 5012. The seat belt 501 can be installed on the seat 300. The integrated design of the seat belt 501 and the seat 300 can more accurately match the occupant's sitting posture, ensuring that the shoulder belt 5011 and abdominal belt 5012 can effectively restrain key parts of the body in the event of a collision. This avoids the problem of poor restraint angles caused by seat position adjustment in traditional seat belts fixed to the vehicle body.

[0089] Because the seat belt 501 is integrated into the seat 300 and moves with the seat 300, no matter how the seat 300 is adjusted (forward or backward, tilted, etc.), the seat belt 501 always maintains a suitable wearing angle, reducing pressure or discomfort on the occupant's body. This is particularly suitable for seats with large adjustable angles, such as zero-gravity seats.

[0090] When the vehicle is driving normally and the seat belt 501 is used to restrain the occupant on the seat, the seat belt 501 is in a first working state, wherein normal driving of the vehicle means that the vehicle is in a non-collision, non-emergency state, that is, a working condition where no accident occurs. At this time, the seat belt 501 has been used, the occupant has fastened the seat belt 501 and is sitting on the seat, and the seat belt 501 is in a standard restraint mode, that is, the shoulder belt 5011 and the abdominal belt 5012 apply appropriate tension to the occupant to provide basic protection, but no additional pre-tightening action is performed.

[0091] In the current seat belt system, the shoulder belt pre-tensioning function is to quickly tighten the seat belt in the event of a collision, limiting the occupant's forward movement and preventing the head from hitting the vehicle's interior structure. At this time, the seat belt is in the first working state, which will cause the following problems: Figure 7 As shown, Figure 7 A diagram illustrating the shoulder harness restraining an occupant. In its original position, shoulder harness 5011 restricts the forward movement of the occupant's back, hindering the natural return of the lumbar spine and increasing the risk of shear forces on the spine.

[0092] With the development of intelligent driving technology, a reclining passenger's sitting position will become the norm. Due to this change in posture, the inertial return process of the upper body of a reclining passenger differs significantly from that of an upright passenger. As the upper body of a reclining passenger attempts to return to an upright position due to collision inertia, the securing effect of shoulder strap 5011 may restrict this natural process, negatively impacting the passenger's collision safety. After the reclining passenger's upper body returns to an upright position, shoulder strap 5011 needs to continue providing subsequent collision protection. However, existing shoulder strap 5011 designs have poor adaptability in adjusting restraint force and lack an adaptive adjustment mechanism tailored to the passenger's posture and collision intensity, making it impossible to effectively balance protection and injury risk.

[0093] To prevent diving, existing protective measures typically enhance restraint by pre-tightening the abdominal belt 5012. However, a reclined sitting position significantly increases the occupant's tendency to dive, leading to different injury risks in both non-diving and diving situations. In the non-diving situation, excessive pre-tightening of the abdominal belt concentrates the restraint force on the ilium, significantly increasing the risk of iliac fractures. In the diving situation, the abdominal belt detaches from the ilium and penetrates the occupant's abdomen. The high level of abdominal belt force will directly act on the occupant's abdominal organs, posing an extremely high safety risk.

[0094] Therefore, this application is based on the linkage between the shoulder strap and the abdominal belt, and is used to solve the contradiction between the current seat belt in preventing the occupant from diving and reducing spinal and pelvic injuries when the occupant is sitting in a reclining position. A phased and regional collaborative protection strategy from the shoulder to the abdomen is proposed, which controls the shoulder strap to loosen first and then tighten, and the abdominal belt to tighten first and then loosen, thereby effectively preventing the occupant from diving while reducing high-risk injuries such as lumbar compression and iliac shearing, effectively dispersing the impact loads of the chest, lumbar spine and pelvis in each collision stage, and improving the overall occupant safety performance in a reclining sitting position.

[0095] See Figure 8 As shown, Figure 8 This is an illustration of the phased control of seat belts for this application Figure 1 The controller 600 is used to control the shoulder belt 5011 to be in a relaxed state and the abdominal belt 5012 to be in a first pre-tightening force in the first stage, and the first pre-tightening force is greater than the pre-tightening force of the abdominal belt 5012 in the first working state.

[0096] The first stage is the period before a collision occurs, when the vehicle's safety system detects a potentially dangerous situation, such as a forward obstacle, sudden braking, or a sudden turn, but has not yet confirmed that an actual collision is imminent. This is when the vehicle enters the first stage.

[0097] In the initial stages of a frontal collision, occupants tend to lean forward due to inertia. If the shoulder belt applies excessive tension too early at this point, it will not only cause excessive pressure on the thorax and clavicle, but may also prevent the occupant from naturally returning to an upright position after the collision, adversely affecting the occupant's torso's ability to recover and potentially causing additional injury.

[0098] The main purpose of this stage is to prepare for the impending emergency. Specifically, in the first stage (the emergency moment when a collision is about to occur but contact has not yet occurred), the tightening force of the shoulder belt 5011 is reduced to a very low level or zero, so that the shoulder belt 5011 maintains a very low tension or even a completely relaxed state within a given initial extension. This allows the occupant's body to lean forward freely, avoids the shoulder belt 5011 exerting unnecessary tension on the occupant when the occupant returns to the upright position, and ensures that the occupant can smoothly return the torso to an upright position.

[0099] At the same time, the abdominal belt 5012 applies a high preload (the first preload) during this phase, helping to stabilize the occupant's lower body, preventing the body from lurching forward due to sudden deceleration, and improving lumbar stability in the initial stages of a collision. This approach not only prepares the occupant for the impending collision during the first phase, but also minimizes potential damage to the occupant from the seat belt 501 itself, enhancing overall safety and comfort.

[0100] For example, in traffic scenarios, if the vehicle ahead suddenly brakes or a pedestrian suddenly crosses the road, the system will enter the first stage in advance to better protect the occupants. This mode can also be activated as a preventive measure when the autonomous driving system predicts that it is about to enter complex road conditions (such as narrow roads or construction areas).

[0101] For further information, see Figure 8 As shown, the first stage can be a critical warning and preparation stage before a collision, which can be understood as an emergency moment when the vehicles are about to collide and the time is approaching but no actual contact has occurred. Specifically, the first stage is initiated when an impending vehicle collision event is detected. It is between milliseconds and seconds before the collision occurs and belongs to a high-confidence pre-collision stage. At this time, the controller 600 has confirmed that the collision risk is extremely high, but no actual physical collision has occurred.

[0102] Furthermore, the controller 600 may determine the collision moment when the vehicles collide, including: acquiring vehicle environment information and vehicle driving information; and determining the collision moment when the vehicles collide according to the vehicle environment information and the vehicle driving information.

[0103] Vehicle environmental information can include information determined by radar and camera systems, lidar, and ultrasonic sensors. For example, the radar and camera system is equipped with front, side, and rear radars and cameras to monitor the surrounding environment, while lidar is used to generate a three-dimensional environmental model to help identify potential hazards.

[0104] Vehicle driving information may include information determined by accelerometers, gyroscopes, vehicle speed sensors, and GPS data. Accelerometers measure changes in the vehicle's acceleration in three dimensions. Gyroscopes can sense changes in the vehicle's rotation angle and are used to understand the vehicle's posture. Vehicle speed sensors are used to sense changes in the vehicle's rotation angle, which helps understand the vehicle's posture.

[0105] The data collected by all of the aforementioned sensors is fed into the controller for fusion processing. Based on preset safety thresholds, for example, when the vehicle approaches a forward obstacle and its relative speed exceeds a certain value, an alarm or action is triggered. The model is trained using historical collision data, enabling it to predict impending collisions in new environments. The controller 600 evaluates the input information and determines whether a collision has occurred or is imminent. If a collision is confirmed, it calculates the moment of collision.

[0106] For example, the conditions for the controller 600 to enter the first stage of controlling the seat belt 501 may include: the forward collision warning signal (FCW) is activated, the obstacle ahead is identified through radar or camera, and it is judged that a collision is about to occur, or the driver brakes suddenly and the distance to the obstacle ahead is too close, combined with the pedal input and sensor data, it is judged that the driver is performing an avoidance operation, or the predicted time to collision (TTC) is lower than the set time threshold, or the result of multi-sensor fusion judgment (such as vision + millimeter wave radar + lidar jointly judge that a collision is about to occur).

[0107] As a possible implementation manner, the controller 600 determines the collision moment when the vehicle collides, specifically including: using a braking signal sent by an automatic emergency braking system AEB to determine the collision moment when the vehicle collides.

[0108] Among them, the automatic emergency braking system AEB is a driving assistance system whose main function is to automatically intervene in braking when a collision may occur to reduce or avoid the occurrence of an accident. The controller 600 can obtain the following information from AEB: whether AEB is activated, the AEB triggering time point (that is, the moment when the braking force begins to be applied), the braking force size or the acceleration change rate, and whether the vehicle has actually collided.

[0109] AEB is based on a comprehensive assessment of the distance to the obstacle ahead, its relative speed, and the vehicle's own speed. Therefore, AEB braking typically occurs tens of milliseconds before an actual collision. Controller 600 can use this information in the following ways:

[0110] If AEB has been triggered and subsequently detects a sharp deceleration of the vehicle body exceeding a set threshold, it can be confirmed that a real collision will occur.

[0111] If no strong deceleration is detected within a short period of time after AEB is triggered, it may indicate that the obstacle has been successfully avoided, and it is determined that no real collision will occur.

[0112] The specific process of determining the moment of collision may include:

[0113] Step 1: Monitor the AEB status signal in real time to determine whether AEB is activated and when AEB starts braking.

[0114] Step 2: Record the AEB triggering time and use this time as the starting warning time for possible collision.

[0115] Step 3: Determine whether the deceleration exceeds the preset threshold. If the deceleration exceeds the preset threshold, determine the moment of collision of the vehicle based on the time when AEB starts braking and the deceleration.

[0116] By using the AEB braking signal as a collision warning input, the controller 600 can obtain a reaction time (about tens of milliseconds) before the actual collision occurs, thereby determining the collision moment more accurately.

[0117] Optionally, the controller 600 determines the collision moment when the vehicle collides using a collision signal received by the airbag control unit ACU.

[0118] The moment of collision when a vehicle collides comes directly from the existing passenger airbag control unit ACU, rather than relying on independent sensors or additional computing logic. The ACU is responsible for monitoring the vehicle status and quickly deploying the airbag when a collision is detected. It monitors the dynamic changes of the vehicle in real time by connecting to multiple sensors (such as accelerometers, pressure sensors, etc.). When the ACU recognizes a specific type of collision mode (such as a frontal collision, side collision, etc.), it will immediately activate the corresponding airbag and other related safety equipment.

[0119] The controller 600 receives a signal from the ACU specifically designed to indicate the occurrence of a collision. This signal includes the specific time point for airbag activation and the severity level of the collision. Once the ACU signals the occurrence of a collision, the controller 600 deems that time point the "crash moment." Because the ACU is designed to respond quickly and activate the airbags to protect the occupants, the collision moment it provides is accurate.

[0120] The above method does not require additional hardware or complex algorithms to independently determine the time of collision, reducing overall complexity and cost. Because it uses the verified ACU signal, this approach can provide reliable information about the moment of collision. Leveraging the ACU's rapid response capability, it ensures that controller 600 correctly controls seatbelt 501.

[0121] During the first stage, the retraction force of the shoulder belt 5011 is reduced, which helps reduce the forward pull on the occupant's upper body, thereby avoiding excessive shear force on the lumbar spine during a collision. The abdominal belt 5012 applies a higher preload (first preload) during this stage, further limiting excessive flexion and extension of the lumbar spine, allowing the lumbar spine to maintain a closer-to-natural physiological curve during a collision, thereby reducing the risk of fracture or dislocation. The enhanced bilateral restraint of the abdominal belt 5012 can effectively fix the position of the ilium, preventing the occupant from diving during a collision and avoiding serious abdominal or pelvic injuries.

[0122] In addition, the controller 600 is also used to control the retractor to relax the shoulder belt in the first stage, and the maximum length of the shoulder belt released by the retractor is not greater than the set length. The set length is the minimum length of the shoulder belt that the retractor needs to release when the occupant on the seat is in an upright sitting position.

[0123] The shoulder strap is in a relaxed state, but its maximum length is limited to the set length to prevent the shoulder strap from being too loose. If the shoulder strap is too long, it may not be able to effectively restrain the occupant in an emergency situation (such as sudden braking or collision), increasing the risk of injury. The length of the retractor 511 released or the shoulder strap 5011 pulled out directly reflects the degree of forward movement of the occupant's torso. When the occupant returns to a standard sitting position from a reclined position, their upper body moves forward, thereby pulling on the shoulder strap 5011. The retractor 511 can accurately measure the amount of shoulder strap extension through an internal encoder or Hall sensor, with high repeatability and stability. Compared with visual or pressure sensing methods, the extended length of the shoulder strap 5011 is less susceptible to environmental noise, lighting conditions, or differences in occupant body size, and can serve as an indirect but reliable indicator for judgment during posture recovery. Seat belts typically have the ability to monitor the movement of the retractor 511. The controller 600 only needs to receive relevant signals to implement control, without the need for additional complex hardware. Due to the high feedback frequency of the retractor 511, the controller 600 can complete status judgment within milliseconds, making it suitable for scenarios with extremely short time windows in collision conditions.

[0124] The set length refers to when the length of the shoulder strap released by the retractor 511 reaches a certain value, at which point the controller 600 determines that the occupant has completed posture adjustment. Setting this threshold requires consideration of multiple factors. The shoulder strap extension length required to return from a reclined position to a standard sitting position is determined based on average human dimensions and the range of sitting posture variations. For example, for an adult of standard size, returning from a reclined position of 105° to 90° may require the shoulder strap to be extended by approximately 10 cm. Alternatively, multiple tests can be conducted using mannequins of varying size through simulated crash tests, with the actual extended shoulder strap length recorded each time the standard sitting position is restored. Based on this data, a reasonable average value or distribution range is calculated as the set length.

[0125] The controller 600 is used to control the shoulder belt 5011 to be in the first working state and the abdominal belt 5012 to be in the second pre-tightening force in the second stage, and the second pre-tightening force is smaller than the first pre-tightening force.

[0126] The second stage can occur after a vehicle collision. Once a collision occurs, the controller 600 triggers the second stage, aiming to maximize occupant movement and reduce the risk of secondary injury. The shoulder belt 5011 returns to normal operation, applying a pre-set standard tension value to ensure adequate upper-body restraint. The abdominal belt 5012 is adjusted to a second preload. While lower than the first preload used in the first stage, it is still sufficient to maintain effective occupant restraint and prevent body displacement due to inertia. Furthermore, in the second stage after a collision, the controller 600 not only restores the restraining function of the shoulder belt 5011 but also actively applies a stronger preload than in normal driving conditions, resulting in a stronger upper-body restraint. This stronger preload effectively limits upper-body forward motion, reduces head / chest velocity, and prevents injuries from secondary impact. The controller 600 can determine whether to actively apply a stronger preload than in normal driving conditions to the shoulder belt 5011 based on information such as the severity of the collision and the occupant's posture.

[0127] During the second stage, the body begins to experience inertia and displacement. Restoring the shoulder strap 5011 to its standard or higher tension effectively prevents excessive forward movement, preventing problems such as head impact with interior trim and misaligned airbag deployment timing. Simultaneously, the abdominal strap can be partially released (from the first preload to the second preload) to avoid excessive pressure on the pelvis and abdomen and maintain a certain cushioning space. Immediately after a collision, the shoulder strap 5011 returns to its standard first operating position and tightens, effectively controlling inertial movement of the occupant's upper body, preventing the head or other body parts from colliding with the vehicle's interior structure and providing improved protection. Simultaneously, the restraining force of the abdominal strap 5012 automatically decreases to the second preload, lower than the high preload of the first stage. This reduces secondary pressure on the ilium and soft tissues, minimizing the risk of injury from prolonged high pressure. The lower preload of the abdominal strap 5012 also enhances post-crash recovery comfort, allowing the occupant to more easily adjust their sitting position and reducing discomfort caused by excessive restraint.

[0128] Furthermore, the second preload force applied by the abdominal belt 5012 in the second stage is less than the preload force of the abdominal belt 5012 in the first working state. In the first stage before the collision, the abdominal belt preload force is increased to enhance the restraint on the occupant's lower body and prevent the pelvis from tilting forward and diving, thereby providing good support for the lumbar spine and maintaining its natural physiological curvature. In the second stage after the collision, although a certain level of abdominal belt restraint still needs to be maintained to prevent body displacement due to inertia, appropriately reducing the preload force helps to relieve pressure on the abdominal soft tissue and ilium, and reduce the risk of injury caused by secondary compression.

[0129] Among them, if the preload force of the shoulder strap 5011 is too high, it may cause unnecessary pressure on the occupant, especially excessive pressure in the thorax and clavicle area, causing discomfort to the occupant, and even causing the risk of soft tissue injury or rib fracture in the early stage of the collision. In addition, excessive shoulder strap tension may also limit the occupant's ability to adjust their posture before the collision, hinder their natural righting movement, and increase the stress burden on the neck and spine. If the preload force of the shoulder strap 5011 is too low, it will not be able to provide sufficient upper body restraint during the collision, which may cause the occupant's head or torso to rush forward excessively, increasing the risk of collision with the vehicle's internal structure (such as the steering wheel, dashboard or airbag). It may also affect the matching of the airbag deployment timing with the occupant's position, thereby reducing the overall safety performance.

[0130] If the preload force of the abdominal belt 5012 is too high, it will cause discomfort to the occupants and soft tissue damage. When the preload force of the abdominal belt 5012 is set too high, it will exert excessive pressure on the abdomen and pelvic area, which will not only cause the occupants to feel obvious oppression and discomfort, but may also cause soft tissue damage, such as muscle strain or skin bruises. Excessive preload force of the abdominal belt 5012 will concentrate on the ilium, which may cause excessive compression in the pelvic area, thereby increasing the risk of fractures or bone cracks. It may also limit the occupants from making necessary posture adjustments before a collision, such as preventing the body from naturally leaning back to disperse the impact force, thereby increasing the possibility of shear force damage to the spine, especially the lumbar segment. The preload force of the abdominal belt 5012 is too low, and effective restraint cannot be achieved. If the preload force of the abdominal belt 5012 is set too low, it cannot provide sufficient restraint force to stabilize the position of the occupant's lower body, which may easily cause body displacement during a collision, which will significantly increase the risk of damage to the abdominal internal organs and increase body movement during a collision. In the case of insufficient preload force, the occupant may have a large forward movement at the moment of collision, which not only increases the possibility of a direct collision with the vehicle's internal structure, but may also affect the effective operation of other safety systems (such as airbags), reducing the overall protection effect.

[0131] Therefore, properly setting the preload levels of the shoulder straps 5011 and abdominal straps 5012 is key to achieving a balance between effective occupant protection and comfort during the initial stages of a collision. By dynamically adjusting the restraint force of the shoulder and abdominal straps at different stages, the occupant is prevented from dangerous displacements such as diving or lunging during a collision, while also avoiding soft tissue damage or bone compression caused by excessive restraint. Adaptive control based on driving scenarios and occupant characteristics enhances the overall safety, biomechanical compatibility, and ride comfort of the seatbelt system.

[0132] The controller 600 may determine the first preload and the second preload according to at least one of the occupant's body shape characteristics, the occupant's sitting posture characteristics, the angle between the seat back and the seat cushion of the seat, vehicle environment information, and vehicle driving information.

[0133] In order to achieve effective protection of the occupants during a collision while taking into account ride comfort, a dynamic adjustment mechanism based on multivariable mapping and intelligent prediction can be used to reasonably set the preload levels of the shoulder strap 5011 and the abdominal strap 5012.

[0134] This application realizes dynamic adjustment of the preload of the shoulder strap 5011 and the abdominal strap 5012 by establishing a multi-dimensional variable database and introducing an agent model based on machine learning, so as to achieve rapid response and precise control of the seat belt restraint level under different collision conditions; the database is constructed based on test and simulation data, including signal characteristics such as collision direction, intensity and duration, and working performance parameters of the retractor 511 and the preloader, such as response time, tension output characteristics and release curve, while considering factors affecting the force distribution of the human body, such as occupant height, weight, gender, sitting posture, etc., and combining vehicle status information such as seat position, backrest angle, AEB start signal, to form a mapping relationship between input and output; matching appropriate preload settings according to the real-time collected vehicle and occupant status, thereby improving the adaptability to different scenarios, ensuring occupant safety while taking into account wearing comfort.

[0135] By analyzing the above variables, a variety of typical working conditions were constructed, and trolley tests and finite element simulation methods were used to obtain data samples on the relationship between the preload force of the shoulder strap 5011 and the abdominal strap 5012 and the protective effect. The above data covers the impact of the seat belt restraint on various parts of the occupant's body under different collision conditions.

[0136] Based on the collected data, it is integrated into a multivariate mapping data set to establish the association relationship between input variables and output variables, wherein the input variables include but are not limited to the collision type, occupant body characteristics, seat posture, and the working parameters of the shoulder belt retractor 511 and the abdominal belt pretensioner; the output variables include but are not limited to the pretension setting values ​​of the shoulder belt 5011 and the abdominal belt 5012 at different stages, including the first pretension and the second pretension. This data set supports subsequent real-time matching and intelligent prediction, which helps to achieve dynamic adjustment of seat belts for different scenarios.

[0137] When a collision occurs or is about to occur, the vehicle and occupant status information is collected in real time as input parameters, including: vehicle dynamic signals, such as collision warning signals, AEB activation status, longitudinal and lateral acceleration, occupant feature recognition information, occupant body shape, sitting posture and seat belt wearing status obtained through cameras and pressure sensors, seat and adjustment device status, such as seat position, backrest angle, seat belt pull-out length, etc.

[0138] Controller 600 inputs this information into a pre-set multivariable mapping dataset and quickly matches the current operating conditions with existing data in the database to determine appropriate preload settings for shoulder strap 5011 and abdominal strap 5012. This matching method includes an interpolation algorithm, a weighted evaluation mechanism, and fuzzy logic. The interpolation algorithm performs linear or nonlinear interpolation between existing data to obtain recommended values ​​that approximate the current conditions. The weighted evaluation mechanism assigns weights to input variables based on their varying influence on preload, improving matching accuracy. Fuzzy logic addresses uncertainty in boundary conditions, enhancing adaptability and stability.

[0139] Through the above method, the controller 600 can complete the data analysis and matching process in a relatively short time, output the preload control instructions suitable for the current scenario, and realize the dynamic optimization control of the restraint levels of the shoulder straps and abdominal straps.

[0140] To further improve the efficiency and accuracy of preload setting, this application uses a machine learning approach based on a proxy model to replace traditional lookup tables or empirical formulas. This method uses a data-driven approach to establish a nonlinear mapping relationship between input and output variables, helping to enhance adaptability under different working conditions.

[0141] The surrogate model is constructed using the aforementioned multivariate mapping dataset as training data. Input variables include, but are not limited to, key factors influencing preload setting, such as crash intensity, occupant weight, and seat angle. The output variables are the preload values ​​of the shoulder strap 5011 and abdominal strap 5012 at different stages. The model can be trained using algorithms such as random forests, support vector machines, or deep neural networks. After training, its predictive performance is evaluated through cross-validation and testing to ensure good accuracy and stability.

[0142] When a collision occurs or is about to occur, controller 600 inputs the real-time collected operating condition characteristics into the trained proxy model. The model quickly outputs corresponding recommended preload values ​​for shoulder strap 5011 and abdominal strap 5012, thereby guiding controller 600 to dynamically adjust the seatbelt system. This method allows for flexible adjustment of restraint strategies based on actual scenarios, improving the responsiveness and adaptability of preload settings.

[0143] See Figure 9 As shown, Figure 9 This is an illustration of the phased control of seat belts for this application Figure 2 The controller 600 is also used to control the shoulder belt to be in a relaxed state and the abdominal belt to be in a third pre-tightening force in the third stage, the third pre-tightening force is greater than the first pre-tightening force, and the third stage is between the first stage and the second stage.

[0144] The controller 600 is further configured to control the shoulder straps 5011 to be in a relaxed state during the third stage, while simultaneously adjusting the abdominal strap 5012 to a third preload force that is greater than the first preload force. The third stage is located between the first and second stages. The time window for the third stage can be dynamically determined based on the progress of the actual collision event. It can be an emergency moment before the collision occurs but after it has been confirmed that the collision is inevitable, the moment of the collision, or a very short period immediately after the collision. These are not further defined herein, and those skilled in the art can freely determine the time window based on actual circumstances.

[0145] In the third stage, information about the impact intensity, direction, and stage of the collision is obtained to drive the abdominal belt 5012 to apply a third preload. At this point, the shoulder belt 5011 remains relaxed, allowing the occupant to adjust their sitting posture based on pre-crash dynamics, thus avoiding discomfort or unnecessary injury caused by premature restraint. By gradually increasing the restraint force, particularly by strengthening the bilateral restraint force of the abdominal belt 5012, the ilium can be effectively stabilized, preventing the occupant from diving (i.e., the ilium slipping out of the abdominal belt), thereby ensuring the stability of the occupant's lower body.

[0146] Specifically, by applying a third preload force higher than the first preload force in the third stage, the controller 600 can maximize the limitation of lower body displacement without causing excessive pressure on the occupants, ensuring that the occupants can be in the optimal force-bearing position when a collision occurs, further improving the overall safety performance.

[0147] The controller 600 is also used to control the shoulder belt to be in a relaxed state when the angle between the seat back and the seat cushion of the seat is greater than a set angle.

[0148] Controller 600 also determines the angle between the backrest and seat cushion of seat 300. When the reclining angle of seat 300 exceeds a set angle, shoulder straps 5011 are controlled to relax. Seat 300 includes an adjustable backrest and seat cushion, and the angle between them is detected as the reclining angle. This seat design supports multi-level adjustment, meeting the occupant's daily comfort needs while also providing posture awareness.

[0149] During normal driving, seatbelt 501 is in its first operating state: both shoulder strap 5011 and abdominal strap 5012 maintain appropriate tension, effectively restraining the occupant. If the angle between the seatback and seat cushion does not exceed the set angle, indicating the occupant is in a standard sitting position, no intervention is required, and controller 600 does not perform any special actions. In this state, the seatbelt maintains only a basic restraint function, ensuring that the occupant will not be displaced from the optimal sitting position due to accidental slippage or minor jolts, while also avoiding any unnecessary feeling of restraint.

[0150] An angle sensor (not limited to this method) installed on the seat monitors the angle between the seatback and cushion in real time. If the angle exceeds a set value (for example, from the standard 90° to 105° or above), the occupant is determined to be in a reclining position. Angle sensors can be potentiometers, Hall Effect sensors, or inertial measurement units, with the specific type selected being determined by a combination of vehicle cost, accuracy requirements, and space constraints.

[0151] In addition, the controller 600 is also used to determine the sitting posture of the occupant. When the occupant is in a backward leaning posture, the shoulder belt 5011 is controlled to be in a relaxed state.

[0152] In addition to the aforementioned components, the seat 300 may also include a pressure detection unit. This pressure detection unit may be located solely on the headrest 302, or on both the headrest and the seat body 301. The pressure detection unit may be any device capable of detecting pressure. For example, in one example, it may be a pressure sensor. Multiple pressure sensors may be evenly distributed over the primary stress-bearing areas of the headrest 302, the seat body 301, or both. In another example, the pressure detection unit may be a pressure sensing film directly attached to the primary stress-bearing areas of the seat body 301, the headrest 302, or both, to detect the pressure applied by the user to the pressure sensing film. In yet another example, the seat cover may be made directly of a soft, pressure-sensitive material, such as a pressure-sensitive textile. This seat cover, applied to the exterior of the headrest 302 and the seat body 301, constitutes the exterior surface of the seat 300 and can be used to directly detect pressure in the area where the occupant contacts the seat cover.

[0153] Furthermore, optionally, taking the example of a pressure detection unit provided on the headrest 302 and the seat body 301, the pressure detection unit detects the first pressure on the headrest 302 in real time and transmits the second pressure on the seat body 301 to the controller 600. Based on the first and second pressures received at the same moment, the controller 600 can determine that the occupant is in a reclining posture at the current moment when the first pressure is greater than the first pressure threshold and the second pressure is greater than the second pressure threshold. The first pressure threshold is used to indicate the critical pressure value of the user's head against the headrest 302, and the second pressure threshold is used to indicate the critical pressure value of the user's back against the backrest 1011. The first and second pressure thresholds can be obtained, for example, through experimental testing.

[0154] Controller 600 can determine whether the user is reclining in the seat by analyzing the pressure of the user's head on the headrest 302, or also by analyzing the pressure of the user's back on the seat body 301. The pressure detection unit typically collects data at a high frequency and provides good real-time performance, so this detection method can promptly determine the user's posture at any given moment. Furthermore, combining head and back pressure to comprehensively determine whether the user is reclining in the seat avoids misjudgments caused by analyzing only head pressure, thereby improving the accuracy of detecting the user's posture.

[0155] Alternatively, a camera module may be provided in front of the seat 300, which may be connected to the controller 600 and periodically capture images of the occupant sitting on the seat and transmit the images to the controller 600. The controller 600 then detects the images received at each moment and determines the distance between the user's head in the image and the headrest 302 of the seat 300. When the distance is less than a distance threshold, it can be determined that the user is currently leaning against the headrest 302, and the occupant can be considered to be lying on the seat 300. The distance threshold is used to indicate the critical distance value at which the user's head rests against the headrest 302.

[0156] Optionally, the aforementioned camera module may be, for example, a depth camera that can capture first depth information between the user's head and the camera module, as well as second depth information between the headrest 302 and the camera module. The controller 600 can algorithmically identify the first and second depth information to obtain a first distance between the user's head and the camera module, and a second distance between the headrest 302 and the camera module. The controller 600 can then use the difference between the second distance and the first distance as the distance between the user's head and the headrest 302. Alternatively, in some scenarios, the controller 600 may also obtain a correspondence between a plurality of preset positions and a plurality of second distances. The plurality of positions refers to any position of the seat 300 during forward and backward movement. The second distance corresponding to each position refers to the distance between the headrest 302 and the camera module when the seat 300 is in that position. The correspondence between the plurality of positions and the plurality of second distances can be measured after the seat 300 and the camera module are assembled.

[0157] It is understandable that the camera module may also be other types of cameras, for example, a binocular camera. By calculating the parallax of the images captured by the binocular camera, the distance from the binocular camera to the user's head can be estimated. Alternatively, it may be a common camera, which can be located above the seat. By capturing an image of the user sitting on the seat 300 from above, the distance between the user's head and the headrest 302 can be directly identified from the image. In addition, the camera module is not limited to being placed directly in front of the seat. The camera module may also be placed in other positions of the seat 300, such as the left front, right front, upper front, or lower front, etc. This application does not limit this.

[0158] Existing airbag systems typically rely on signals from collision sensors (such as accelerometers) to trigger the airbag controller unit (ACU) to deploy the airbag. When a vehicle collides, the ACU determines whether to deploy the airbag based on a preset threshold. However, this deployment mechanism, which relies on a single collision intensity or acceleration change, has limitations: it cannot dynamically adapt to changes in the occupant's posture, especially if the occupant was in a non-vertical sitting position before the collision. As a result, the airbag may not fully contact the occupant's body during deployment, significantly reducing the airbag's protective effectiveness and even causing the risk of secondary injury.

[0159] See also Figure 10 , Figure 10 A schematic diagram of a control architecture provided by this application is shown Figure 2 The architecture also includes an airbag 1000 corresponding to the seat, and the controller 600 detonates the airbag 1000 corresponding to the seat after a first period of time after the vehicle collision occurs.

[0160] The first duration is set based on the prediction of the occupant's movement path during a collision and the response characteristics of the restraint system to ensure that the airbag 1000 is deployed at the optimal time, thereby achieving effective contact with the occupant's body and achieving the maximum cushioning effect. Specifically, after a collision occurs, the shoulder belt 5011 quickly returns to the standard tension level, guiding the occupant's upper body back to a nearly vertical position. Figure 11 As shown, Figure 11 Schematic diagram of the airbag detonation when the occupant is in the rearward position.

[0161] The first duration can be determined based on the first angle, which is the angle between the seat back and the seat cushion when the vehicle collides. To ensure that the airbag 1000 deploys at the optimal time, the controller 600 dynamically calculates and determines the first duration based on the angle between the seat back and the seat cushion when the vehicle collides (i.e., the first angle). This method can more accurately match the occupant's posture changes, thereby optimizing the airbag deployment timing and maximizing its protective effect on the occupant. The seat is equipped with an angle sensor for real-time monitoring of the angle changes between the seat back and the seat cushion; the controller 600 continuously receives data from the angle sensor and records the first angle before and after the collision. Through a large number of sled tests and simulation analyses, a mapping relationship between different first angle values ​​and the airbag deployment timing is established. These data are integrated into a multivariate mapping database as the basis for subsequent intelligent prediction. The controller 600 uses a machine learning agent model to predict the optimal first duration based on the first angle value obtained in real time, combined with other key parameters (such as acceleration signals, occupant posture, etc.).

[0162] When the vehicle is driving normally, the controller 600 continuously monitors the angle between the seat back and the seat cushion (first angle), the occupant's posture and the vehicle dynamic signal. Once a collision warning signal or AEB activation signal is detected, the controller 600 begins to record the time of occurrence of the collision event and the first angle value. Based on the change of the first angle, the controller 600 updates the optimal time for airbag detonation in real time.

[0163] The controller 600 is further configured to detonate the airbag 1000 corresponding to the seat when the length of the shoulder belt released by the retractor reaches a set length.

[0164] By linking the timing of airbag 1000 deployment to the length of shoulder strap 5011, the airbag 1000 is deployed at the optimal moment. At this point, the occupant's upper body is in a near-vertical position, allowing the airbag 1000 to fully contact the occupant's body and maximize its cushioning effect. Furthermore, when the shoulder strap has been deployed from the retractor 511 to the set length, the shoulder strap is ready to provide effective restraint. At this point, deploying the airbag 1000 ensures that the two elements work together to maximize protection. The set length design takes into account the needs of occupants of varying body shapes, ensuring that all occupants, regardless of size, receive optimal protection at the appropriate time.

[0165] In order to further enhance the protective effect of the airbag 1000 on the occupants during a collision, the controller 600 can also collect information on the occupants' sitting posture, seat belt extension length, and vehicle dynamics based on a variety of sensors, including seat pressure sensors, cameras, accelerometers, etc.

[0166] Based on this sensor data, a multivariate mapping database was constructed. This database integrates extensive sled test and finite element simulation data, covering the relationship between airbag deployment timing and occupant body response under different collision types (frontal, offset, and side), different collision intensities, and different occupant body shapes and postures.

[0167] Based on this, the system uses a machine learning proxy model to intelligently predict the airbag deployment timing. This proxy model can be trained using algorithms such as random forests, support vector machines, or deep neural networks. Input variables include, but are not limited to, the crash acceleration curve, the occupant's seating angle, the current tension of the shoulder and abdominal belts 5011 and 5012, the seatback angle, and the occupant's weight and height. The output variable is the recommended optimal airbag deployment time.

[0168] The controller 600 receives the predictions from the proxy model and coordinates the deployment of the airbag 1000 with the staged preload adjustments of the shoulder straps 5011 and abdominal straps 5012. Specifically, at the moment the shoulder straps quickly return from a relaxed state to a standard tension level and the occupant's upper body returns to a near-vertical position, the controller 600 sends a detonation command to the airbag control unit (ACU), ensuring that the airbag 1000 deploys when the occupant is in the optimal contact position.

[0169] Through the above mechanism, intelligent control of the airbag deployment timing is achieved, enabling it to be dynamically adjusted according to actual working conditions, thereby improving the effective contact rate between the airbag and the occupant's body, enhancing the cushioning effect, and reducing the impact risk in the head, chest and pelvic areas, while taking into account the system's response speed and adaptability.

[0170] The present application also provides a control device for executing the method executed by the controller in the above method embodiment. The relevant features can be found in the above method embodiment and are not described in detail here. The control device includes a processor, which is connected to a memory, and the memory stores instructions. The processor calls the instructions stored in the memory to implement any of the above methods or the functions of each unit of the device, wherein the processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is a memory within the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuits, and the functions of some or all of the units can be realized by designing the hardware circuits. The hardware circuit can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), which realizes the functions of some or all of the above units by designing the logical relationship of the components in the circuit. For another example, in another implementation, the hardware circuit can be implemented by a programmable logic device (PLD). Taking a field programmable gate array (FPGA) as an example, it can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by configuring the configuration file, thereby realizing the functions of some or all of the above units. All units of the above devices can be implemented in the form of software called by the processor, or in the form of hardware circuits, or in part by software called by the processor, and the rest by hardware circuits.

[0171] In an embodiment of the present application, a processor is a circuit with a signal processing capability. In one implementation, the processor may be a circuit with the capability to read and execute instructions, such as a CPU, a microprocessor, a graphics processing unit (GPU) (which may be understood as a microprocessor), or a digital signal processor (DSP); in another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the hardware circuit configuration may be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it may also be a hardware circuit designed for artificial intelligence, which may be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), and the like.

[0172] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0173] In addition, the various units in the above devices can be fully or partially integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the various units of the device. The type of the at least one processor can be different, for example, including a CPU and FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0174] An embodiment of the present application also relates to a processor, which is used to call a computer program or computer instruction stored in a memory so that the processor executes the method of any of the above embodiments.

[0175] For example, in the embodiments of the present application, the processor is an integrated circuit chip with signal processing capabilities. For example, the processor can be an FPGA, a general-purpose processor, a DSP, an ASIC or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, a system on chip (SoC), a CPU, a network processor (NP), a microcontroller unit (MCU), a PLD or other integrated chip, and can implement or execute the various methods, steps and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor. The steps of the method disclosed in the embodiments of the present application can be directly embodied as being executed by a hardware decoding processor, or can be executed by a combination of hardware and software modules in the decoding processor. The software module can be located in a storage medium mature in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory or electrically erasable programmable memory, registers, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware.

[0176] It should be understood that the embodiments of the present application may be provided as methods, systems, or computer program products.

[0177] In one possible implementation, an embodiment of the present application provides a computer-readable storage medium, which stores program code. When the program code runs on a computer, the computer executes the above method.

[0178] In one possible implementation, an embodiment of the present application provides a computer program product, which, when executed on a computer, enables the computer to execute the above method.

[0179] Therefore, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present application may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0180] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1The function specified in one or more boxes.

[0181] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 The steps for the function specified in one or more boxes.

[0182] In this application, "at least one" means one or more, and "plurality" means two or more. "There is at least one item (individual)" or similar expressions thereof refers to any combination of these items, including any combination of single items (individual) or plural items (individual). For example, at least one item (individual) of a, b or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple. In addition, in this application, the word "exemplarily" or "optionally" is used to indicate an example, illustration or description. Any embodiment or design described in this application as "example" or "optional" should not be interpreted as being more preferred or more advantageous than other embodiments or design schemes. Alternatively, it can be understood that the use of the word "example" or "optional" is intended to present concepts in a specific way and does not constitute a limitation on this application.

[0183] It will be appreciated that the various numerical numbers involved in this application are merely for the purpose of describing the distinctions made, and are not intended to limit the scope of the embodiments of the present application. The size of the sequence numbers of the above-mentioned processes does not imply the order of execution, and the order of execution of each process should be determined by its function and inherent logic. Terms such as "first", "second", and similar expressions are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, comprising a series of steps or units. Methods, systems, products, or devices are not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or that are inherent to these processes, methods, products, or devices.

[0184] Obviously, those skilled in the art can make various changes and modifications to the embodiments of the present application without departing from the scope of the embodiments of the present application. Thus, if these modifications and variations of the embodiments of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these changes and variations. In the various embodiments of the present application, unless otherwise specified or logically conflicting, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

Claims

1. A seat belt control method, wherein the seat belt comprises a shoulder belt and an abdominal belt, and when the vehicle is driving normally and the seat belt is used to restrain an occupant on a seat, the seat belt is in a first working state, characterized in that: The method comprises: In the first stage, the shoulder belt is controlled to be in a relaxed state, and the abdominal belt is in a first pre-tightening force, which is greater than the pre-tightening force of the abdominal belt in the first working state; In the second stage, the shoulder belt is controlled to be in the first working state, and the abdominal belt is in a second pre-tightening force, which is smaller than the first pre-tightening force.

2. The seat belt control method according to claim 1, characterized in that: The safety belt is installed on the seat.

3. The seat belt control method according to claim 1, characterized in that: The second pre-tightening force is smaller than the pre-tightening force of the abdominal belt in the first working state.

4. The seat belt control method according to any one of claims 1 to 3, characterized in that: The method further comprises: In the third stage, the shoulder belt is controlled to be in a relaxed state, and the abdominal belt is in a third pre-tightening force, which is greater than the first pre-tightening force. The third stage is between the first stage and the second stage.

5. The seat belt control method according to any one of claims 1 to 4, characterized in that: The method further comprises: When the angle between the backrest and the seat cushion of the seat is greater than a set angle, the shoulder strap is controlled to be in a relaxed state.

6. The seat belt control method according to any one of claims 1 to 5, characterized in that: The first stage is before the vehicle collision occurs, and the second stage is after the vehicle collision occurs.

7. The seat belt control method according to any one of claims 1 to 6, characterized in that: The vehicle further includes an airbag corresponding to the seat, and the method further includes: After a first time period after the vehicle collides, an airbag corresponding to the seat is detonated.

8. The seat belt control method according to any one of claims 1 to 7, characterized in that: The first duration is determined according to a first angle, where the first angle is an angle between a seat back and a seat cushion of the seat when a vehicle collides.

9. The seat belt control method according to any one of claims 6 to 8, characterized in that: The collision type of the vehicle collision is a forward collision.

10. The seat belt control method according to any one of claims 1 to 9, characterized in that: The safety belt includes a retractor, which is used to reel in, release and restrain the shoulder belt; The method further comprises: In the first stage, the retractor is controlled to put the shoulder belt in a relaxed state, and the maximum length of the shoulder belt released by the retractor is no greater than a set length. The set length is the minimum length of the shoulder belt that the retractor needs to release when the occupant on the seat is in an upright sitting position.

11. The seat belt control method according to claim 10, characterized in that: The vehicle also includes an airbag corresponding to the seat; The method further comprises: When the length of the shoulder belt released by the retractor reaches the set length, the airbag corresponding to the seat is detonated.

12. The seat belt control method according to any one of claims 1 to 11, characterized in that: The method further comprises: The first preload force and the second preload force are determined according to at least one of the occupant's body shape characteristics, the occupant's sitting posture characteristics, the angle between the seat back and the seat cushion of the seat, vehicle environment information, and vehicle driving information.

13. A seat, characterized in that: The seat includes a seat belt and a controller, wherein the seat belt includes a shoulder belt and an abdominal belt, and when the vehicle is driving normally and the seat belt is used to restrain the occupant on the seat, the seat belt is in a first working state; The controller is used to: In the first stage, the shoulder belt is controlled to be in a relaxed state, and the abdominal belt is in a first pre-tightening force, which is greater than the pre-tightening force of the abdominal belt in the first working state; In the second stage, the shoulder belt is controlled to be in the first working state, and the abdominal belt is in a second pre-tightening force, which is smaller than the first pre-tightening force.

14. A vehicle, characterized in that: The vehicle includes the seat of claim 13.

15. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a program or instruction, and when the program or instruction is executed, the method according to any one of claims 1 to 12 is implemented.

16. A computer program product, characterized in that The method comprises a computer program code, which, when run on a computer, causes the computer to perform the method according to any one of claims 1 to 12.

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