Intelligent control system for rear row of vehicle

Abstract

The invention particularly relates to an intelligent control system for a rear row of a vehicle, which relates to the technical field of automobile active safety and comprises a danger signal receiving and analyzing module, a passenger state sensing module, an intelligent decision-making and instruction generating module and a multi-actuator cooperative control module. According to the system, multi-module cooperation and multi-technology fusion are achieved, and the protection limitation of a traditional back-row safety system is broken through; the danger signal receiving and analyzing module can accurately extract the collision type, the collision intensity and the predicted collision time, and divides the priority to quickly wake up the system; the passenger state sensing module fuses three types of data of vision, physical signs and seats, generates a noise-free snapshot through Kalman filtering and cross validation, and accurately judges the type, weight and risk state of a passenger; dynamic association of collision characteristics and passenger states is achieved in the whole process, a protection strategy is made to adapt to individual differences, injuries such as air bag false triggering and waist diving are effectively avoided, and the safety guarantee level of rear-row passengers is remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of automotive active safety technology, and in particular to an intelligent control system for the rear seats of a vehicle. Background Technology

[0002] With the development of the automotive industry and the improvement of consumers' safety awareness, vehicle safety protection has been upgraded from traditional passive collision protection to active prediction and dynamic adaptation.

[0003] Currently, most mainstream vehicle safety systems focus on front-seat occupants, while protection solutions for rear-seat occupants still have significant limitations.

[0004] On the one hand, traditional rear-seat safety systems rely on a single sensor (such as a seat pressure sensor) to sense the occupant's status, which is easily affected by changes in light, clothing wrinkles, and non-occupant objects (such as backpacks), leading to misjudgment of occupant type and deviation in sitting posture recognition, thereby affecting the accuracy of safety strategies.

[0005] On the other hand, collision warning and safety actuators (airbags, seat belts, seats) cannot dynamically adjust protective actions according to the type of collision (frontal / side / offset), collision intensity, and individual differences of occupants (adults / children, weight, sitting posture). For example, child occupants may suffer additional injuries due to airbags deploying erroneously, and occupants in a forward-leaning sitting position are prone to injury due to lack of lumbar support, causing their bodies to drop downwards during a collision.

[0006] To address this, the present invention proposes an intelligent control system for the rear seats of vehicles. Through multi-module collaboration and multi-technology integration, it solves the aforementioned problems and achieves precise, intelligent, and efficient rear-seat safety protection. Summary of the Invention

[0007] The purpose of this invention is to provide an intelligent control system for the rear seats of a vehicle in order to solve the above-mentioned problems.

[0008] To achieve the above objectives, the present invention adopts the following technical solution:

[0009] An intelligent control system for the rear seats of a vehicle includes:

[0010] The hazard signal receiving and parsing module acquires collision warning signals and completes information parsing within a preset time period;

[0011] The occupant status perception module receives the collision warning signal and acquires key information about the rear occupants within a preset time period, generating an occupant status snapshot;

[0012] The intelligent decision-making and instruction generation module integrates the collision warning signal and occupant status snapshot to generate a customized instruction package, which is then sent to subsequent modules.

[0013] The multi-actuator collaborative control module receives customized instruction packages and controls the corresponding actuators to synchronously execute their respective instructions within the instruction packages.

[0014] Preferably, the step of acquiring the collision warning signal and completing information parsing within a preset time period specifically includes:

[0015] Continuously monitor the vehicle's high-speed CAN bus and filter collision risk signal frames sent by forward collision warning, automatic emergency braking, and electronic stability program in real time;

[0016] The received pre-collision warning signal data frame is decoded, and three key pieces of information are extracted, including: collision type, collision intensity, and estimated collision time.

[0017] Preferably, the method further includes:

[0018] The parsed standardized early warning information is simultaneously sent to the occupant status perception module and the intelligent decision-making and instruction generation module, while a hardware-level wake-up signal is sent to other modules in a dormant state to drive the system to quickly switch from low-power mode to emergency response mode.

[0019] Preferably, the process of obtaining the occupant status snapshot includes:

[0020] The system acquires visual data, vital sign data, and seat data of rear-seat occupants, fuses the three types of data, filters out interference, and generates a noise-free snapshot of the occupant's state within a preset time period.

[0021] The occupant status snapshots are classified and corresponding risk status markers are applied according to preset rules, and the marked status information is synchronously sent to the intelligent decision-making and instruction generation module.

[0022] Preferably, the step of integrating the collision warning signal and the occupant status snapshot to generate a customized instruction package specifically includes:

[0023] It synchronously receives warning information from the danger signal receiving module and status snapshots from the occupant status perception module, and completes data format unification within a preset time period;

[0024] It invokes a pre-built multi-scenario safety optimization algorithm model to generate accurate decisions for different scenarios, including airbag adjustment decisions, seat adjustment decisions, seat belt adjustment decisions, and entertainment system decisions.

[0025] Preferably, the method further includes:

[0026] The decision results are packaged into standardized instruction packages according to the actuator type and sent to the multi-actuator collaborative control module through a high-speed communication interface.

[0027] Preferably, the step of receiving customized instruction packages and controlling the corresponding actuators to synchronously execute the corresponding instructions within the instruction packages specifically includes:

[0028] Based on actuator type, the system is divided into airbag control subunit, seat control subunit, seat belt control subunit, and entertainment system control subunit. Each subunit only receives instruction packets of the corresponding type, completes parsing within a preset time, and clarifies the specific action parameters of the actuator.

[0029] Preferably, the method further includes:

[0030] After the actuator completes its action, the position sensor and tension sensor collect the action results and synchronously feed them back to the intelligent decision-making and instruction generation module and the system management and interaction module.

[0031] Preferably, the system management and interaction module performs daily operation management, fault diagnosis, and human-computer interaction of the system, ensuring that the system operates with low power consumption in non-early warning states, promptly alarms when a fault occurs, and provides feedback on the system status to the user.

[0032] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0033] 1. This invention breaks through the limitations of traditional rear-seat safety systems by integrating multiple modules and technologies. The hazard signal receiving and analysis module can accurately extract the collision type, intensity, and estimated collision time, and prioritize and quickly wake up the system. The occupant status perception module integrates visual, vital signs, and seat data, and generates a noise-free snapshot through Kalman filtering and cross-validation to accurately determine the occupant category, weight, and risk status. The entire process realizes the dynamic correlation between collision characteristics and occupant status, allowing the protection strategy to adapt to individual differences, effectively avoiding injuries such as airbag mis-triggering and lumbar drop, and significantly improving the safety level of rear-seat occupants.

[0034] 2. This invention optimizes overall performance through refined management and interactive design while ensuring safety; in non-warning states, the control core module enters a low-power mode, retaining only the warning monitoring function to avoid excessive power consumption; through a 1-second cycle self-check and a three-level fault response mechanism, faults can be detected and reported in a timely manner, and fault information is stored in EEPROM and supports OBD reading for easy maintenance; users can customize child mode and comfort mode via touch screen or voice to meet personalized needs; during pre-collision, voice prompts can guide occupants to adjust their seating position to help improve the protective effect; the power management unit can cope with vehicle voltage fluctuations to ensure stable system operation. Attached Figure Description

[0035] Further details, features, and advantages of this application are disclosed in the following description of exemplary embodiments in conjunction with the accompanying drawings, in which:

[0036] Figure 1 This is a system structure diagram of the present invention. Detailed Implementation

[0037] Several embodiments of this application will now be described in more detail with reference to the accompanying drawings to enable those skilled in the art to implement this application. This application may be embodied in many different forms and for various purposes and should not be limited to the embodiments set forth herein. These embodiments are provided to make this application thorough and complete, and to fully convey the scope of this application to those skilled in the art. The embodiments described do not limit this application.

[0038] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. It will be further understood that terms such as those defined in commonly used dictionaries shall be interpreted as having a meaning consistent with their meaning in the relevant field and / or the context of this specification, and shall not be interpreted in an idealized or overly formal sense unless expressly defined herein.

[0039] Example 1

[0040] Its specific implementation method is combined with the appendix Figure 1 Please provide a detailed explanation.

[0041] Appendix Figure 1 This invention provides a structural block diagram of an intelligent control system for the rear seats of a vehicle, illustrating the connection relationship between the hazard signal receiving and parsing module and the system management and interaction module, and marking the main functional interaction flow of each module.

[0042] In this embodiment, it includes:

[0043] The hazard signal receiving and parsing module acquires collision warning signals and completes information parsing within a preset time period;

[0044] Specifically, it includes:

[0045] It continuously monitors the vehicle's high-speed CAN bus (or Ethernet) and filters collision risk signal frames sent by systems such as Forward Collision Warning (FCW), Automatic Emergency Braking (AEB), and Electronic Stability Program (ESP) in real time to ensure that no high-risk warning information is missed and can automatically filter non-collision interference signals.

[0046] The received pre-collision warning signal data frame is decoded, and three key pieces of information are extracted, including: collision type (frontal, side, offset), collision intensity (quantified by estimating the vehicle deceleration G value at the moment of collision, with an accuracy controlled within ±0.2G), and estimated time to collision (TTC) (the remaining time from the current point to the collision, with an accuracy of ±10ms). At the same time, invalid data such as sensor false alarms are removed.

[0047] The credibility of the warning is improved by cross-validating multiple signals (for example, when FCW and AEB signals are received at the same time, it is judged as a high credibility warning); then the warning priority is divided by combining the collision intensity and the expected collision time (TTC), among which TTC<200ms and G value>5G are the highest priority, which will immediately trigger all modules to respond at full speed.

[0048] The parsed standardized early warning information (in a unified format of collision type-intensity-TTC-priority) is simultaneously sent to the occupant status perception module and the intelligent decision-making and command generation module, while sending hardware-level wake-up signals to other modules in a dormant state to drive the system to quickly switch from low-power mode to emergency response mode.

[0049] The hardware involved is described below:

[0050] Equipped with a high-speed CAN bus interface chip that supports the CANFD protocol and has a baud rate of 500kbps-8Mbps, it ensures high-speed data interaction with the airbag control unit (ACU) and the main domain controller.

[0051] Equipped with a 32-bit MCU (such as the Infineon AURIX series) as the signal processing unit, it can quickly decode data frames and complete signal verification;

[0052] It has a built-in 128KBSRAM cache unit for temporary storage of warning information to prevent data loss;

[0053] It also features a wake-up control circuit that supports level-triggered / edge-triggered operation to ensure timely wake-up of other modules.

[0054] The occupant status perception module receives the collision warning signal and acquires key information about the rear occupants within a preset time period, generating an occupant status snapshot;

[0055] The process of obtaining a occupant status snapshot includes:

[0056] The system acquires visual data, vital sign data, and seat data of rear-seat occupants. It then uses a Kalman filter algorithm and multi-source data cross-validation technology to fuse the three types of data. After filtering out interference such as visual bias caused by changes in light and radar misjudgment caused by clothing wrinkles, it generates a noise-free occupant status snapshot within a preset time period (e.g., 10 milliseconds).

[0057] in,

[0058] Visual data acquisition: The rear high-speed CMOS camera (frame rate no less than 60fps, resolution 1280×720, field of view 120° and supports wide dynamic range) continuously captures the relative distance between the occupant's head and the B / C pillar, the torso posture (upright / reclining / leaning forward / sideways), and limb movements (such as whether the occupant is supporting the front seat), while eliminating interference from non-occupant objects such as backpacks and toys.

[0059] Vital data collection: Using 24GHz millimeter-wave radar (detection distance 0.3-3m, accuracy ±2cm, scanning angle 120°), the body contour, shoulder width and sitting height of the occupants are scanned. Combined with preset adult / child / infant body size thresholds, the occupant category is accurately determined to avoid misjudgment.

[0060] Seat data acquisition: The pressure distribution of the occupants is collected by a 32-channel seat pressure sensor array (range 0-500N, accuracy ±50g), and combined with the seat front-to-back / height position feedback from Hall effect seat rail position sensors (resolution 0.1mm, range 0-500mm) to help determine the occupant's weight range (accuracy ±5kg) and sitting posture offset.

[0061] According to preset rules, the occupant status snapshots are classified and corresponding risk status is marked. For example, children, forward-leaning sitting posture, and head close to the side airbag are marked as high-risk statuses. The marked status information is then sent to the intelligent decision-making and instruction generation module.

[0062] The occupant status snapshot acquisition method integrates multi-dimensional data from three categories: visual, physical signs, and seat position. Utilizing a Kalman filter algorithm and multi-source data cross-validation technology, it efficiently filters out interference factors such as lighting changes and clothing wrinkles, generating a noise-free and accurate snapshot within 10 milliseconds. Specifically, a high-speed CMOS camera captures occupant posture and body movements while excluding non-occupant objects like backpacks; a 24GHz millimeter-wave radar accurately classifies occupants as adults, children, or toddlers; and a 32-channel pressure sensor and Hall effect sensor assist in determining weight range and posture shift. This completely solves the problem of misjudgment inherent in traditional single-sensor systems, achieving comprehensive and reliable perception of the rear-seat occupant status.

[0063] By classifying snapshots according to preset rules and marking high-risk states (such as children, forward-leaning posture, and head-closed side airbags), individual occupant differences and risk levels can be clearly transmitted to the intelligent decision-making module, providing a crucial basis for the generation of subsequent customized safety instructions. This design breaks through the protection limitations of traditional safety systems, allowing subsequent safety strategies to accurately adapt to the states and risks of different occupants, significantly improving the targeting of rear-seat safety protection and effectively ensuring the safety of different types of occupants (especially special groups such as children).

[0064] The intelligent decision-making and instruction generation module integrates the collision warning signal and occupant status snapshot to generate a customized instruction package, which is then sent to subsequent modules.

[0065] Specifically, it includes:

[0066] It synchronously receives warning information from the hazard signal receiving module and status snapshots from the occupant status perception module, and completes data format unification within a preset time (e.g., associating and mapping "collision intensity G value" with "occupant weight") to provide standardized input data for subsequent decision-making algorithms and avoid computational delays caused by inconsistent data formats.

[0067] It calls upon a pre-built multi-scenario safety optimization algorithm model to generate precise decisions for different scenarios, including airbag adjustment decisions, seat adjustment decisions, seat belt adjustment decisions, and entertainment system decisions;

[0068] Airbag adjustment decision: If the occupant is a child / toddler, or the distance between the head and the side airbag deployment point is less than 15cm, an instruction is generated to disable the corresponding side airbag or reduce the airbag deployment intensity (e.g., dual-stage ignition only triggers the primary stage); if the occupant is a standard sitting adult, an instruction is generated to deploy the airbag at full power.

[0069] Seat adjustment decision: Calculate the optimal impact protection angle based on the collision type (100-110° for frontal collision and 90-100° for side collision), and simultaneously generate instructions for seat back adjustment speed (maximum speed 150rpm) and adjustment direction (clockwise / counterclockwise); if the occupant is in a forward-leaning posture, an additional instruction for lumbar support lifting (travel 5-8cm) is generated to prevent the waist from sinking during a collision.

[0070] Seatbelt adjustment decision: Based on the occupant's weight and sitting posture offset, instructions are generated for the seatbelt pretension length (5-10cm), pretension speed (0.5-1m / s), and force limiting value (3-5kN for adults, 1-2kN for children) to balance restraint effect and protection safety.

[0071] Entertainment system decision: Generate unified instructions to immediately cut off the power to the rear screens and stop audio output to avoid secondary damage caused by broken screen glass or noise interference.

[0072] The customized instruction package generation mechanism first synchronously receives warning information and occupant status snapshots, and quickly completes data format unification (such as associating the collision intensity G-value with occupant weight). This effectively avoids computational delays caused by inconsistent data formats, providing standardized, high-quality input data for subsequent decision-making algorithms and ensuring the efficiency and accuracy of the entire decision-making process. Simultaneously, by invoking pre-built multi-scenario safety optimization algorithm models, it can generate precise decisions for four core modules: airbags, seats, seat belts, and entertainment systems. This covers key aspects of collision protection, breaking the limitations of traditional safety systems that can only trigger basic protective actions in a single instance, and achieving collaborative planning of multi-dimensional safety strategies.

[0073] Each module's decision-making is highly adaptable and targeted to different scenarios: the airbag adjustment can flexibly switch between disabled, reduced intensity, or full-power deployment modes based on the occupant type (child / adult) and the distance between the head and the airbag, avoiding accidental airbag triggering or excessive impact injuries; the seat adjustment can calculate the optimal impact protection angle based on the collision type, and additionally raise the lumbar support when the occupant is in a forward-leaning posture to prevent the lower back from sinking, thus improving the body's impact resistance; the seat belt adjustment can customize the pre-tensioning and force limiting values ​​based on weight and sitting posture parameters, balancing restraint effect and safety; the entertainment system's power-off and sound-off functions effectively avoid secondary injuries such as glass shards and noise interference, comprehensively improving the safety protection level of rear occupants in collision scenarios.

[0074] The decision results are packaged into standardized instruction packages conforming to ISO11898-2 according to actuator type, and sent to the multi-actuator collaborative control module through a high-speed communication interface supporting CANFD / Ethernet (transmission rate 8Mbps).

[0075] The multi-actuator collaborative control module receives customized instruction packages and controls the corresponding actuators to synchronously execute their respective instructions within the instruction packages.

[0076] Specifically, it includes:

[0077] Based on actuator type, the system is divided into airbag control subunit, seat control subunit, seat belt control subunit, and entertainment system control subunit. Each subunit only receives instruction packets of the corresponding type, completes parsing within a preset time, and clarifies the specific action parameters of the actuator (such as motor speed, ignition stage, power-off time, etc.).

[0078] Airbag control subunit: It establishes communication with ACU via CAN bus, sends airbag adjustment commands (such as disabling side airbags and reducing ignition intensity) to ACU, and overrides ACU default parameters; at the same time, it collects the command execution status of ACU in real time (such as side airbags being disabled) and feeds it back to the intelligent decision and command generation module.

[0079] Seat control sub - unit: Drive a high - torque DC seat motor (torque ≥ 5 N·m, speed ≥ 150 rpm), adjust the backrest angle according to the command, and control the angle error within ±1°. If the lumbar support needs to be adjusted, drive the lumbar support motor (stroke 0 - 10 cm) to lift the lumbar support to the specified stroke. During the operation, real - time closed - loop control is carried out through the seat position sensor to ensure the action accuracy.

[0080] Seat - belt control sub - unit: Drive the seat - belt pretensioner motor (speed ≥ 3000 rpm, torque ≥ 2 N·m), retract the seat - belt by 5 - 10 cm according to the command to achieve pre - tightening. At the same time, control the mechanical structure of the force limiter, preset the force limit value to the target range (error ±0.2 kN) to avoid excessive pulling force from hurting the occupants.

[0081] Entertainment system control sub - unit: Cut off the backlight power supply of the rear - row screen (ensure the screen goes black within 10 ms) through a high - voltage power - off relay with a response time ≤ 5 ms. Then send a mute command to the audio module through the I2C bus to immediately stop all audio outputs and eliminate noise interference.

[0082] The actuator control scheme splits out four independent control sub - units: airbag, seat, seat - belt, and entertainment system by category. Each sub - unit only receives the corresponding type of instruction package, which can fundamentally avoid misoperations caused by the confusion of different actuator instructions (such as avoiding seat adjustment instructions interfering with airbag control). At the same time, each sub - unit can quickly parse the instructions within the preset time and clarify specific parameters such as motor speed and ignition level, greatly improving the instruction response efficiency. Among them, the airbag sub - unit communicates with the ACU in real - time through the CAN bus, which can not only cover the default parameters for precise adjustment but also feedback the execution status to ensure the implementation of the decision. The seat sub - unit relies on a high - torque motor (≥5 N·m) and real - time closed - loop control, controls the backrest angle error within ±1°, and the lumbar support adjustment is accurate to the specified stroke, completely solving the problems of insufficient accuracy and response lag in traditional seat adjustment.

[0083] The seat - belt sub - unit uses a high - speed pretensioner motor (≥3000 rpm), which can accurately retract the seat - belt by 5 - 10 cm according to the command. With the precise control of the force limit value of ±0.2 kN, it can not only achieve effective restraint through pre - tightening but also avoid excessive pulling force from hurting the occupants. The entertainment system sub - unit借助≤5ms响应的高压断电继电器与I2C总线指令,10ms内完成屏幕断电黑屏与音频静音,高效规避玻璃飞溅、噪音干扰等二次伤害。四大子单元的协同执行,既保证了各安全动作的独立性与精准性,又能在碰撞预警场景下同步联动,让防护动作全面覆盖乘员安全需求,最大化降低碰撞伤害风险。

[0084] It seems there is an incomplete sentence in the translation of . Please check and correct it if necessary. The corrected translation of is as follows: The seat - belt sub - unit uses a high - speed pretensioner motor (≥3000 rpm), which can accurately retract the seat - belt by 5 - 10 cm according to the command. With the precise control of the force limit value of ±0.2 kN, it can not only achieve effective restraint through pre - tightening but also avoid excessive pulling force from hurting the occupants. The entertainment system sub - unit uses a high - voltage power - off relay with a response time ≤ 5 ms and I2C bus instructions to complete screen power - off and black - screening and audio muting within 10 ms, efficiently avoiding secondary injuries such as glass splashing and noise interference. The coordinated execution of the four sub - units not only ensures the independence and accuracy of each safety action but also enables synchronous linkage in the collision warning scenario, allowing the protection actions to fully cover the safety needs of the occupants and maximizing the reduction of the collision injury risk.After the actuator completes its action, the system collects the action results (such as the backrest being adjusted to 105° and the seatbelt being pre-tightened by 8cm) through position sensors (such as seat position sensors) and tension sensors (such as seatbelt tension sensors), and synchronously feeds the results back to the intelligent decision-making and instruction generation module and the system management and interaction module.

[0085] The system management and interaction module performs daily operation management, fault diagnosis, and human-computer interaction, ensuring low-power operation of the system in non-warning states, timely alarms in case of faults, and feedback on system status to users. Specifically, this includes:

[0086] In non-warning mode, the occupant status perception module and the multi-actuator collaborative control module enter a low-power mode (total system current ≤10mA), while only the danger signal receiving module and its own CAN bus monitoring function are maintained; when a wake-up command is received, the entire system can be woken up within 10 milliseconds, balancing power consumption and response speed to avoid excessive power consumption;

[0087] The hardware status of each module is periodically checked through a cyclic self-test algorithm (such as whether the camera is faulty, whether the motor is stuck, and whether the bus communication is abnormal), with a detection cycle of ≤1 second, to ensure that problems are detected in a timely manner.

[0088] Faults are classified into minor faults (such as camera image quality deviation), moderate faults (such as seat belt motor response delay), and severe faults (such as decision module algorithm abnormality). Minor faults are only logged, while moderate / severe faults immediately send a system fault signal to the vehicle's instrument panel via the CAN bus and trigger the rear red LED fault light to flash as an alarm.

[0089] The fault information (occurrence time, fault module, fault type) is stored in 1MB EEPROM non-volatile memory (erase and write cycles ≥ 100,000 times), which can be read through the OBD interface, making it convenient for maintenance personnel to troubleshoot problems;

[0090] The system's current status (such as normal operation, low power standby, and fault alarm) can be displayed in real time via the rear center console screen (800×480 resolution) or indicator lights, allowing users to intuitively understand the system's condition.

[0091] Users can customize settings for child mode (side airbags disabled by default, seat belt force limiter reduced) and comfort mode (seat adjustment priority is higher than safety preparation in non-warning state) via the rear touch screen or voice module (voice recognition rate ≥95%), improving the flexibility of use;

[0092] When the pre-collision warning is triggered, a beeping sound will be emitted through the rear speakers (volume 60-80dB) and a voice message will be played asking passengers to sit up straight, reminding them to maintain the correct posture, and the assistance system will complete the state optimization.

[0093] The integrated power management unit (PMU) has an input voltage range of 9-16V and an output voltage stability of 12V±0.5V. It also supports overvoltage, overcurrent, and short-circuit protection to ensure that the system can still obtain a stable power supply when the voltage drops suddenly during vehicle startup or when the voltage fluctuates during driving, thus avoiding functional failure due to power supply problems.

[0094] The above formulas are all dimensionless calculations. The formulas are derived from software simulations based on a large amount of collected data to obtain the most recent real-world results. The preset parameters in the formulas are set by those skilled in the art according to the actual situation.

[0095] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

[0096] It should be noted that, in this document, the use of relational terms such as "first" and "second" is merely for distinguishing one entity or operation from another, and does not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0097] It should be understood that in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0098] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0099] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0100] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0101] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0102] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0103] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. An intelligent control system for rear row of a vehicle, characterized in that, Comprise: The hazard signal receiving and analysis module acquires the collision warning signal and completes information analysis within a preset time length; The occupant state perception module receives the collision warning signal and acquires the key information of the rear passengers within a preset time length, and generates an occupant state snapshot; The intelligent decision and instruction generation module integrates the collision warning signal and the occupant state snapshot to generate a customized instruction package, and sends it to the subsequent module; The multi-actuator cooperative control module receives the customized instruction package and controls the corresponding actuators to execute the respective instructions in the instruction package synchronously.

2. The intelligent control system for rear seats of a vehicle according to claim 1, wherein, Acquire the collision warning signal within a preset time length and complete information analysis, specifically including: Continuously monitor the vehicle high-speed CAN bus, and real-time filter the collision risk signal frames sent by the front collision warning, automatic emergency braking and electronic stability program; Decode the received pre-collision warning signal data frame, and extract three key information, including: collision type, collision intensity, and estimated collision time.

3. The intelligent control system for rear seats of a vehicle according to claim 2, wherein, Also include: Synchronously send the analyzed standardized warning information to the occupant state perception module and the intelligent decision and instruction generation module, and send a hardware level wake-up signal to other modules in a dormant state, to promote the system to quickly switch from low power consumption mode to emergency response mode.

4. The intelligent control system for rear seats of a vehicle according to claim 1, wherein, The process of obtaining the occupant state snapshot includes: Obtain the visual data, vital sign data and seat data of the rear passengers, fuse the three types of data, filter the interference, and generate a noise-free occupant state snapshot within a preset time length; Classify the occupant state snapshot according to the preset rules and mark the corresponding risk state, and synchronously send the marked state information to the intelligent decision and instruction generation module.

5. The intelligent control system for rear seats of a vehicle according to claim 1, wherein, Integrate the collision warning signal and the occupant state snapshot to generate a customized instruction package, specifically including: Synchronously receive the warning information of the hazard signal receiving module and the state snapshot of the occupant state perception module, and complete data format unification within a preset time length; Call the pre-set multi-scene safety optimization algorithm model to generate accurate decisions for different scenes, including airbag adjustment decision, seat adjustment decision, safety belt adjustment decision, and entertainment system decision.

6. The intelligent control system for rear seats of a vehicle according to claim 5, wherein, Also include: Pack the decision results into standardized instruction packages according to the actuator type, and send them to the multi-actuator cooperative control module through the high-speed communication interface.

7. The intelligent control system for rear seats of a vehicle according to claim 1, wherein, Receive the customized instruction package, and control the corresponding actuators to execute the respective instructions in the instruction package synchronously, specifically including: Divide into airbag control subunit, seat control subunit, safety belt control subunit and entertainment system control subunit according to actuator category, each subunit only receives the instruction package of the corresponding type, and completes analysis within a preset time length, and clearly defines the specific action parameters of the actuator.

8. The intelligent control system for rear seats of a vehicle according to claim 7, wherein, Also include: After the actuator action is completed, collect the action results through the position sensor and tension sensor, and feed back the results to the intelligent decision and instruction generation module and the system management and interaction module.

9. The intelligent control system for rear seats of a vehicle according to claim 1, wherein, The system management and interaction module performs daily operation management, fault diagnosis and human-computer interaction of the system, ensures low power consumption operation of the system in non-warning state, and timely alarms in case of fault, and feeds back the system state to the user.

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