Occupant protection method, system, equipment, medium and product based on side pole collision

Abstract

The present application discloses a method, system, device, medium and product for protecting passengers based on side pole collision, which relates to the field of vehicle safety. The method includes obtaining seat pressure and safety belt working status, judging whether the passenger is in a normal sitting position by seat pressure and safety belt working status, obtaining vehicle side acceleration, and when the change of vehicle side acceleration within a preset time is greater than a second threshold, it is concluded that the vehicle is hit by a side pole; when the part of the vehicle hit by the side pole corresponds to the passenger's sitting position, and when the passenger's shoulder is in a dangerous range, the side airbag, backrest airbag and safety belt are activated to protect the passenger. The present application avoids the damage to the shoulder caused by the door panel interior during the side pole collision.

Description

Technical Field

[0001] The present application relates to the field of vehicle safety, and in particular to an occupant protection method, system, device, medium and product based on side pole collision. Background Art

[0002] When evaluating the safety performance of a car, the side impact test is one of the tests in the NCAP (New Car Assessment Program). The side pole impact is a specific type of side impact test. During this collision, the contact area between the vehicle and the fixed obstacle is small, the collision is fierce, the collision energy is high, and the deformation of the side sheet metal of the vehicle is large, which will cause the door panel interior to squeeze the occupants and cause injuries to the occupants. The above injuries mainly include two aspects. On the one hand, it will cause the occupants to have high chest pressure, and on the other hand, it will cause the shoulder force to exceed the standard. If the occupant's shoulder is facing the edge corners of the door panel interior, the occupant's shoulder is easily squeezed by the edge corners, causing serious injuries to the occupant's shoulder. Alternatively, the door panel interior may collapse during the collision. Since the door panel interior collapses at a high speed, when it contacts the occupant's shoulder, it will generate an instantaneous force, hitting the occupant's shoulder, causing serious injuries to the occupant's shoulder.

[0003] During the vehicle safety development process, the problem of high chest pressure when a side pole collision occurs can be solved by adjusting the shape and stiffness of the side airbags. However, no reasonable solution has been given to the problem of excessive shoulder force. Summary of the invention

[0004] The purpose of the present application is to provide a method, system, device, medium and product for protecting passengers from side pole collision, which can avoid damage to the shoulders caused by the door panel interior when the vehicle is hit from the side.

[0005] To achieve the above objectives, this application provides the following solutions:

[0006] In a first aspect, the present application provides an occupant protection method based on a side pole collision, comprising:

[0007] Acquiring seat pressure and seat belt working state, setting the seat pressure being greater than or equal to a first threshold as a first condition, setting the seat pressure being evenly distributed as a second condition, and setting the seat belt being in a normal working state as a third condition, and when the first condition, the second condition, and the third condition are simultaneously met, the occupant is in a normal sitting position;

[0008] Acquire the side acceleration of the vehicle, and when the change amount of the side acceleration of the vehicle within a preset time is greater than a first threshold, determine that the side pole of the vehicle has collided; wherein the side acceleration of the vehicle includes the sill acceleration, the door acceleration and the acceleration of the lower end of the B-pillar;

[0009] When the part hit by the side pole corresponds to the seated position of the occupant and the shoulder of the occupant is in a dangerous range, the side airbag, the backrest airbag and the safety belt are activated to protect the occupant.

[0010] In a second aspect, the present application provides an occupant protection system based on a side pole collision, comprising:

[0011] a first acquisition module, for acquiring seat pressure and a safety belt working state, setting the seat pressure greater than or equal to a first threshold and the seat pressure distribution being uniform as a first condition, setting the safety belt being in a normal working state as a second condition, and when the first condition and the second condition are satisfied at the same time, the occupant is in a normal sitting position;

[0012] A second acquisition module is used to acquire the side acceleration of the vehicle. When the change amount of the side acceleration of the vehicle within a preset time is greater than a second threshold, it is determined that the vehicle is hit by a side pole. The side acceleration of the vehicle includes the acceleration of the door sill, the acceleration of the door, and the acceleration of the lower end of the B-pillar.

[0013] The starting module is used to start the restraint system to protect the occupant when the part of the vehicle hit by the side pole corresponds to the sitting position of the occupant. The restraint system includes side airbags, backrest airbags and seat belts.

[0014] In a third aspect, the present application provides a computer device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of any one of the above-mentioned methods for protecting an occupant based on a side pole impact.

[0015] In a fourth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of any one of the above-mentioned methods for protecting an occupant based on a side pole impact.

[0016] In a fifth aspect, the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of any one of the above-mentioned methods for protecting an occupant based on a side pole impact.

[0017] According to the specific embodiments provided in this application, this application discloses the following technical effects:

[0018] The present application provides a method, system, device, medium and product for protecting passengers based on side pole collision. By obtaining seat pressure and safety belt working state, it is judged whether the passenger is in a normal sitting position by seat pressure and safety belt working state. The first condition is set as the seat pressure being greater than or equal to the first threshold, the second condition is set as the seat pressure distribution being uniform, and the third condition is set as the safety belt being in a normal working state. When the first condition, the second condition and the third condition are met at the same time, it is concluded that the passenger is in a normal sitting position. The passenger being in a normal sitting position is one of the conditions for activating the side airbag, the backrest airbag and the safety belt. Only when the passenger is in a normal sitting position can the protection measures be implemented. Then, the vehicle side acceleration is obtained. When the change amount of the vehicle side acceleration within a preset time is greater than the second threshold, it is concluded that the vehicle is hit by a side pole. The vehicle side acceleration includes the threshold acceleration, the door acceleration and the acceleration of the lower end of the B-pillar. When the part of the vehicle hit by the side pole corresponds to the sitting position of the passenger, and when the shoulder of the passenger is in a dangerous range, the side airbag, the backrest airbag and the safety belt are activated to protect the passenger. This means that during a side pole impact, the side airbags will deploy at the same time as the seatback airbags, pushing the occupant's body toward the front of the vehicle, thereby preventing the occupant from hitting edges or corners when striking the door interior, and effectively reducing injuries to the occupant's shoulders. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 A schematic flow chart of an occupant protection method based on a side pole collision provided in one embodiment of the present application;

[0021] Figure 2 A schematic diagram of the installation position of a backrest airbag provided in an embodiment of the present application;

[0022] Figure 3 A schematic diagram of a side airbag deployed when an occupant is in a normal seating position provided by an embodiment of the present application;

[0023] Figure 4 A schematic diagram of a side airbag and a backrest airbag being deployed simultaneously when an occupant is in a normal seating position provided by an embodiment of the present application;

[0024] Figure 5 A graph showing a change in shoulder force after a vehicle side is hit according to an embodiment of the present application;

[0025] Figure 6 A schematic diagram of functional modules of an occupant protection system based on a side pole impact provided by an embodiment of the present application;

[0026] Figure 7 A schematic diagram of the structure of a computer device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0028] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0029] In the current NCAP standard, the side impact test condition includes the side pole collision. In this collision condition, the contact area between the vehicle and the barrier is relatively small, resulting in a very violent impact force and high collision energy during the collision. Due to the concentration of collision energy, the side sheet metal structure of the vehicle will be greatly deformed, which will cause the door panel interior to have a serious squeezing effect on the occupants. First, the pressure on the chest of the occupant will increase. This problem can be solved by adjusting the shape and stiffness of the side airbag; second, the force on the shoulder of the occupant may exceed the limit value specified by NCAP (that is, when the shoulder force exceeds the limit value, the chest and abdomen score will be 0 points, and the shoulder force on the occupant in the collision is judged to be too large).

[0030] The main reason for the excessive shoulder force is usually that the shoulder of the occupant directly hits the corner of the side door panel interior during the collision. Simply adjusting the shape and stiffness of the side airbag cannot significantly improve the relative position of the occupant to the side door panel interior, so it is difficult to effectively improve the force on the occupant's shoulder. In actual driving, if the vehicle is hit by a violent side impact, the sheet metal structure of the side door will be deformed, which will cause the door panel interior to squeeze the occupant. If the occupant's shoulder is aligned with the edge of the door panel interior, then during the collision, the occupant's shoulder will be squeezed by the edge, resulting in serious injury. In addition, during the collision, the door panel interior may collapse. Due to the high speed of collapse, once it contacts the person's shoulder, a momentary force will be generated that directly acts on the shoulder, causing serious injury to the occupant. In order to more effectively protect the occupant's shoulders in a side rigid column collision, a backrest airbag is set on the seat back. The backrest airbag can inflate quickly at the moment of collision, pushing the occupant's shoulders, thereby preventing the occupant's shoulders from directly hitting the interior of the side door, thereby reducing the risk of injury.

[0031] NCAP is an internationally adopted automobile safety performance evaluation system that uses a series of tests to evaluate a vehicle's ability to protect occupants in the event of a collision and its safety features.

[0032] NCAP tests usually include the following types of crash tests:

[0033] Frontal collision test, side collision test, rollover test, child occupant protection test, pedestrian protection test, and active safety technology test.

[0034] Test results are usually rated in star terms, with the highest five stars indicating that the vehicle performs best in the test. These test results are very important to consumers because they can make more informed car-buying decisions based on this information. At the same time, NCAP tests also encourage automakers to continuously improve vehicle design and enhance the overall safety of vehicles. PoleSide Impact is a specific type of side impact test. This test simulates a collision between one side of a vehicle and a fixed obstacle (such as a tree or a pole). This type of collision is characterized by a small contact area, so the impact energy is concentrated in a relatively small area, which makes the collision very intense and may cause serious structural deformation and occupant injury.

[0035] Side pole impact tests usually include the following key points:

[0036] Impact speed: The test vehicle will typically impact a fixed obstacle at a certain speed (e.g. 50 km / h or 30 mph).

[0037] Obstacle: An obstacle is typically a rigid cylinder with a diameter of 254 mm (10 in) and represents common roadside obstacles such as trees or light poles.

[0038] Contact location: The collision occurs in the door frame area on the side of the vehicle, usually the B-pillar on the driver or passenger side.

[0039] Evaluation criteria: The test will evaluate the deformation degree of the passenger compartment, the effectiveness of the occupant protection systems (such as side airbags and seat belts), and the injury indicators of the occupant dummies.

[0040] In the side pole impact test, the vehicle's side structural strength, the design of the occupant protection system, and the energy absorption mechanism are all key factors to be evaluated. Because the contact area is small, the vehicle must be able to absorb a large amount of energy in a short period of time, reducing the energy transferred to the passenger compartment, thereby reducing the damage to the occupants. With the continuous improvement of automobile safety standards, the side pole impact test has become part of many NCAP test items.

[0041] The Airbag Control System (ACU) is an electronic control unit responsible for monitoring vehicle collisions and activating airbags and other restraint systems when necessary. The ACU collects data through multiple sensors in the vehicle. Once a collision that meets the ignition conditions is detected, it will quickly ignite the gas generator in the airbag, causing the airbag to inflate and deploy rapidly. When the vehicle has a side collision, the ACU collects data through the collision sensor to determine whether the ignition conditions have been met. Once it is confirmed that the ignition conditions have been met, the ACU will immediately issue an ignition command.

[0042] The conventional side airbags and backrest airbags are detonated simultaneously, inflating and deploying rapidly to protect the occupants. The conventional side airbags provide chest and head protection. The backrest airbags provide additional support for the shoulders and back, reducing the lateral displacement of the occupants, thereby reducing the force on the shoulders. The combined use of the conventional restraint system and the backrest airbags provides more comprehensive protection for the occupants.

[0043] In an exemplary embodiment, Figure 1 As shown, a method for protecting an occupant based on a side pole collision is provided, comprising the following steps 101 to 103. Among them:

[0044] Step 101, obtain the seat pressure and the working status of the seat belt, set the seat pressure greater than or equal to the first threshold as the first condition, set the seat pressure distribution evenly as the second condition, set the seat belt in a normal working state as the third condition, when the first condition, the second condition and the third condition are met at the same time, the occupant is in a normal sitting position.

[0045] Specifically, in order to ensure that the occupants' sitting position in the vehicle is normal, it is necessary to monitor the pressure on the seat and the working status of the seat belt. First, obtain the pressure data on the seat and analyze whether the data meets the conditions. The seat pressure is greater than or equal to the preset first threshold as the first condition, and the uniform distribution of seat pressure is defined as the second condition. This means that the pressure distribution on the seat is uniform, without abnormal concentration or deviation. Secondly, the seat belt is defined as being in a normal working state as the second condition. This includes whether the seat belt can be tightened and released normally, and whether it can provide sufficient protection in an emergency. Only when these two conditions are met at the same time can it be judged that the occupants are in a normal sitting position and the potential risks caused by improper sitting position can be avoided.

[0046] The process of obtaining the seat pressure and the seat belt working status includes the following sub-steps:

[0047] Step S1011, obtaining seat pressure based on a seat pressure sensor, wherein at least three seat pressure sensors are provided, and the at least three seat pressure sensors are evenly distributed on the seat, and if the seat pressures monitored by the at least three seat pressure sensors are equal, it is concluded that the seat pressure distribution is even;

[0048] Step S1012: determining whether the seat belt is in a normal working state based on the seat belt tension sensor.

[0049] Specifically, the system sends the seat pressure data and the seat belt tension data to the ACU, which analyzes the received data to determine whether the occupant is in a normal sitting position. If the pressure values ​​detected by the seat pressure sensor are all greater than or equal to the first threshold value, and the pressure distribution is uniform, and the seat belt tension sensor confirms that the seat belt is in a normal working state, the ACU outputs a signal indicating that the occupant is in a safe sitting position. In addition, if the ACU detects an abnormal situation, such as a loose seat belt or abnormal seat pressure, the ACU will promptly issue a warning signal to remind the occupant to take corresponding measures.

[0050] Step 102, obtaining the vehicle side acceleration, when the change in the vehicle side acceleration within a preset time is greater than a first threshold, it is determined that the vehicle is hit by a side pole; wherein the vehicle side acceleration includes the threshold acceleration, the door acceleration and the acceleration of the lower end of the B-pillar.

[0051] Specifically, in order to ensure the safe driving of the vehicle, the lateral acceleration of the vehicle needs to be monitored in real time. Lateral acceleration refers to the acceleration of the vehicle in the lateral direction, which can reflect the dynamic changes of the vehicle when turning or being subjected to lateral impact. By continuously monitoring the lateral acceleration of the vehicle, potential safety hazards can be discovered in time. The vehicle will be equipped with a series of acceleration sensors installed in different positions of the vehicle to monitor the acceleration changes during side collisions.

[0052] The side acceleration of a vehicle consists of three parts: the threshold acceleration, the door acceleration and the acceleration at the lower end of the B-pillar. The threshold refers to the reinforcement structure at the bottom of the side of the vehicle. The acceleration sensor is installed at the threshold to monitor the change in acceleration when the side of the vehicle is hit. The threshold acceleration refers to the acceleration of the threshold of the vehicle in the lateral direction, which can reflect the dynamic changes of the bottom of the vehicle when it is impacted. An acceleration sensor is installed inside the door to obtain the acceleration changes of the door area in real time. The door acceleration refers to the acceleration of the door of the vehicle in the lateral direction, which can reflect the dynamic changes of the door when it is impacted. The B-pillar is a structural pillar located between the front door and the rear door of the vehicle. An acceleration sensor is installed at its lower end to monitor the acceleration changes in this area. The acceleration at the lower end of the B-pillar refers to the acceleration of the bottom of the B-pillar of the vehicle in the lateral direction, which can reflect the dynamic changes of the body structure when it is impacted.

[0053] It can be understood that in order to determine whether the vehicle is hit by a side pole, a time range needs to be set. Within this preset time range, the change of the vehicle's side acceleration is continuously monitored. If the change in the vehicle's side acceleration exceeds the set first threshold during this period of time, it can be determined that the vehicle has suffered a side pole hit. The selection of the preset time range depends on the design of the vehicle itself, which is usually a short period of time, such as between tens of milliseconds and hundreds of milliseconds. The system transmits the threshold acceleration, door acceleration and B-pillar lower end acceleration obtained by the sensor to the ACU, and calculates the acceleration change of the threshold acceleration, door acceleration and B-pillar lower end acceleration within the preset time period. If at least one of the acceleration changes of the threshold acceleration, door acceleration and B-pillar lower end acceleration is greater than or equal to the first threshold, the system will determine that the vehicle has suffered a side pole hit. The first threshold is set according to the actual performance and safety standards of the vehicle to ensure that potential collision risks can be accurately identified during actual driving.

[0054] Step 103, when the part of the vehicle hit by the side pole corresponds to the seated position of the occupant, and the shoulder of the occupant is in a dangerous range, the side airbag, the backrest airbag and the seat belt are activated to protect the occupant.

[0055] Specifically, the ACU uses a series of sensors, including seat pressure sensors, door accelerometers, door accelerometers, and B-pillar lower end accelerometers, to collect and analyze data. These sensors can detect the specific part of the vehicle that is hit by the side pole, and can also determine the specific position of the vehicle occupants in the vehicle. Based on this data, the ACU can activate the corresponding protection mechanism to ensure that the protection measures match the impact part and the occupant position.

[0056] For example, when the driver's side door sill of the vehicle is hit, the door sill acceleration sensor will immediately detect the change in acceleration and compare it with the preset threshold. Once the acceleration change exceeds this threshold, the ACU will react quickly. It will activate the side airbags and backrest airbags, which provide additional support and protection for the waist, chest and back of the occupants respectively. The purpose of this is to effectively prevent the occupants from severe lateral impact when a collision occurs. At the same time, the ACU will also adjust the tension of the seat belt to ensure that the occupants are firmly fixed in the seat during the collision, thereby reducing excessive forward tilt or lateral displacement caused by the collision, and further reducing the risk of occupant injury. The activation and execution of the entire protection mechanism are based on the precise judgment of the occupant position and the impact site to ensure that the most effective protection can be provided at the critical moment.

[0057] It should be noted that the ACU will also determine whether the occupant's shoulders are in a potentially dangerous area to ensure timely protection when necessary.

[0058] The method for determining whether the shoulder of the occupant is in a dangerous range includes the following sub-steps:

[0059] S1, monitoring the shoulder stress of the occupant in real time based on the sensor arranged on the surface of the backrest airbag;

[0060] S2, when the shoulder force is greater than or equal to the third threshold, the occupant's shoulder is in a dangerous range;

[0061] Specifically, the ACU will monitor and evaluate in real time whether the occupant's shoulder is in a potentially dangerous range to ensure that timely protective measures can be provided when necessary. The ACU will use pressure sensors or force sensors installed on the surface of the backrest airbag to monitor the force on the occupant's shoulder in real time. These sensors can obtain the force on the occupant's shoulder and transmit the data to the ACU for processing. The above sensors can be piezoelectric sensors, resistive sensors or other types of force sensitive elements. In this way, the ACU can continuously understand the force state of the occupant's shoulder and evaluate whether it is within a safe range. By timely discovering changes in force that may cause occupant injury, measures can be implemented. In addition, the ACU will set a specific threshold to determine whether the occupant's shoulder is in a dangerous range. When the sensor detects that the force on the occupant's shoulder is greater than or equal to the preset third threshold, the ACU will determine that the occupant's shoulder is in a potentially dangerous range. This threshold is set based on the occupant's physiological characteristics and safety standards to ensure that protective measures can be initiated in time at critical moments. In addition, when the part of the vehicle that is hit by a side pole corresponds to the occupant's sitting position, and when the occupant's shoulders are in a safe range, the side airbags and seat belts are activated to protect the occupants. In this case, there is no need to activate the backrest airbags.

[0062] In one embodiment, a visual sensor can also be used to determine whether the shoulder of the passenger is in a safe range or a dangerous range. One or more cameras can be installed on the seat backs inside the vehicle, and the cameras are used to obtain images of the interior environment of the vehicle. Through real-time image processing and analysis technology, the sensor can identify the specific position of the passenger's shoulder. This process is achieved by identifying specific points, such as shoulders, etc., to determine the passenger's body posture. Next, the system will compare and analyze the identified shoulder position with the edge or corner of the door interior. If the visual sensor detects that the distance between the position of the shoulder and the edge or corner of the door interior is less than a preset safety threshold, then it can be considered that the shoulder is in a dangerous range. In order to ensure the accuracy of the judgment, a buffer zone of the safe range can be set. For example, a specific safety distance threshold, such as 5 cm, can be set. If the distance between the shoulder and the edge or corner of the door interior is less than the preset safety threshold, that is, less than 5 cm, then the system will determine that the shoulder is in a dangerous range. On the contrary, if the distance between the shoulder and the edge or corner of the door interior is greater than the preset safety threshold, that is, greater than 5 cm, then the system will determine that the shoulder is in a safe range.

[0063] In one embodiment, the backrest airbag is designed and installed on the seat, close to one side of the door panel interior, and the height of the backrest airbag ensures that it can cover the upper chest rib area of ​​the occupant sitting on the seat.

[0064] Specifically, the main function of this type of seatback airbag is to help passengers avoid direct impact from the side door interior by pushing their shoulders forward before the door interior intrudes and hits them, thereby effectively reducing the damage to the passengers' shoulders caused by impacting the door interior. Figure 2 As shown, Figure 2 The figure is a schematic diagram of the installation position of the backrest airbag. The position marked with a circle in the figure is the installation position of the backrest airbag. In order to ensure that the backrest airbag can be firmly fixed to the seat during use, a variety of fixing methods can be selected. For example, the backrest airbag can be directly fixed to the seat back sheet metal by bolts, or fixed by gluing. These fixing methods are not the only choice, but their common goal is to ensure that the airbag can always be firmly fixed to the seat during the deployment of the backrest airbag to avoid falling off. When the backrest airbag is deployed in an emergency and reaches its maximum volume, it will cover the shoulder and upper back area of ​​the occupant. This design can not only protect the shoulders of the occupants, but also protect the upper back to a certain extent, thereby providing more comprehensive protection for the occupants. In this way, the backrest airbag can play its due role at a critical moment and minimize the injuries suffered by the occupants in traffic accidents.

[0065] It is understandable that in an emergency situation where a vehicle is hit by a side pole, the impact object enters the vehicle at a very high speed. Due to the effect of inertia, the occupants in the vehicle will move in the direction of the collision. In this process, the occupants' bodies will inevitably hit the side door interior of the vehicle. In order to reduce the damage caused by this collision, side airbags are used in automobile safety systems. Figure 3 and Figure 4 As shown, Figure 3 This is a schematic diagram of the side airbag deploying when the occupant is in the normal seating position. Figure 4This is a schematic diagram of the simultaneous deployment of the side airbag and the backrest airbag when the occupant is in a normal sitting position. The side airbag is set on the side of the seat. When the vehicle is in a side collision, the airbag will be deployed quickly before the occupant hits the side door interior. When the vehicle hits an obstacle from the side, the side structure of the vehicle will deform, and the acceleration sensor will detect this deformation and quickly read the relevant acceleration data. This data will be transmitted to the ACU. Once the acceleration reaches the preset safety threshold, the ACU will send an ignition current to trigger the detonation of the airbag. After the side airbag is deployed, it will quickly rush out from the side of the seat to form a protective layer between the occupant and the side door interior. This protective layer can effectively absorb part of the collision energy and reduce the impact force of the occupant's body directly hitting the hard interior. As the occupant continues to move forward, the gas in the side airbag will gradually leak out, but the airbag will maintain a certain rigidity to ensure that it can continue to absorb energy during the collision, thereby controlling the possible injuries to the occupant within a relatively small range. However, although the side airbag plays an important role in protecting the occupant's chest, it cannot fully take into account the protection of the occupant's shoulder. During a collision, if the shoulder of an occupant hits the edge or corner of the door interior, the impact force on the shoulder may exceed the safety standard, causing serious injury to the occupant. Figure 4 As shown in the figure, the backrest airbag is designed to be deployed when the passenger moves toward the door interior after a side collision. The main function of the backrest airbag is to push the passenger's body toward the front of the car, so as to prevent the passenger from hitting the edge or corner when hitting the door interior, which can effectively reduce the damage to the passenger's shoulders and other parts. Figure 5 As shown, Figure 5 This is a curve diagram showing the change in force on the shoulder of a vehicle after it is hit from the side. Figure 5 In the figure, BASE represents the curve of the force on the shoulder during a side pole collision under traditional protection, that is, without a backrest airbag, and CASE represents the curve of the force on the shoulder after the backrest airbag is added, which causes the shoulder to be pushed and deflected toward the front of the car. In the vertical axis of this figure, the part below 0 represents the shoulder being squeezed, and the part above 0 represents the shoulder being stretched. By observing Figure 5 , we can clearly see the effect of the backrest airbag on the shoulder force. After adding the backrest airbag, the occupants can avoid injuries to the shoulders and other parts of the occupants caused by edges or corners when hitting the door interior during a side pole collision.

[0066] In one embodiment, after the backrest airbag is deployed to reach a maximum volume, the backrest airbag covers the shoulder and upper back area of ​​the occupant.

[0067] Specifically, when the backrest airbag is fully deployed and reaches its maximum volume, it will cover the shoulder and upper back area of ​​the occupant. In order to ensure that the airbag can effectively protect the occupant, sensors for detecting the height and posture of the occupant can be integrated into the seat. These sensors can determine whether the occupant's shoulders are within the protection area of ​​the backrest airbag, thereby ensuring that the airbag can be deployed in a timely and accurate manner in the event of a collision to provide the occupant with the best protection. At the same time, the shape of the airbag should be considered so that it can cover the shoulder and upper back area of ​​the occupant when deployed. By integrating sensors that detect the height and posture of the occupant in the seat, it can be determined whether the occupant's shoulders cover the back airbag area.

[0068] It should be noted that in this embodiment, the main function of the backrest airbag is to push the occupant's body to deflect and change his posture during a collision. Therefore, the design of the backrest airbag does not need to be equipped with a vent hole like a traditional airbag. On the contrary, in order to maximize the protection effect, the contact area between the backrest airbag and the occupant should be as large as possible. Whether a drawstring is required inside the airbag needs to be specifically analyzed based on the design and safety requirements of the specific vehicle model.

[0069] It is understood that when the backrest airbag and the side airbag are deployed at the same time, the bag shape of the backrest airbag and the side airbag can be adjusted to ensure that they do not interfere with each other when deployed. For example, the shape and size of the airbag can be optimized to leave enough space during the deployment process, thereby reducing the interference between them. The deployment process of the airbag can also be controlled by adjusting the inflation speed and pressure of the airbag to further reduce the possibility of conflict. The degree of interference can also be evaluated as needed. If the degree of interference is small and has little effect on the protection effect of the occupants, then the degree of interference can be ignored. On the other hand, the backrest airbag plays an important role in protecting the occupants. It can effectively push the occupants away and prevent the occupants from direct contact with the impact object. Therefore, it is possible to consider matching the vehicle model with the backrest airbag and the side airbag at the same time. In this case, the protection area of ​​the side airbag can be appropriately reduced to ensure that the two airbags can work together to provide the best protection effect for the occupants in the event of a collision.

[0070] This application is based on the side pole collision condition. For the side pole collision condition, a specific test scenario is usually considered, that is, by sliding or driving the vehicle, it moves laterally and finally collides with a rigid column. This collision usually occurs on the driver's side of the vehicle, and the purpose is to simulate the side impact that the vehicle may encounter during actual driving. Under this condition, a specific collision angle is formed between the direction of movement of the vehicle and the rigid column. This collision angle is defined by the angle between a plane perpendicular to the vehicle collision velocity vector and the longitudinal centerline of the vehicle. According to standard requirements, this angle should be kept within the range of 75°±3°. This angle setting is to ensure that the simulation of the collision is closer to the side impact of the vehicle in real life. In order to further ensure the accuracy of the test, the surface centerline of the rigid column needs to intersect with the outer surface of the collision side of the vehicle and the vertical plane through the center of gravity of the dummy's head. This intersection is called the collision reference line. On the plane perpendicular to the direction of movement of the vehicle, the position of the surface centerline of the rigid column needs to be within the range of ±25mm of the collision reference line to ensure the consistency of the collision point.

[0071] In addition, the speed of the vehicle during the collision is also an important parameter. According to the test standards, the collision speed of the vehicle should be set at 32+ / -0.5km / h. In order to ensure the stability and consistency of the speed, the vehicle needs to maintain this speed for at least 0.5 meters before the collision. Such speed control is to ensure that the kinetic energy of the collision is similar to that in the actual traffic accident, so that the test results are more valuable for reference. The setting of the side pole collision condition is to simulate the side collision situation that the vehicle may encounter during actual driving. By accurately controlling parameters such as the collision angle, the position of the rigid column and the vehicle collision speed, it is ensured that the test results can truly reflect the safety performance of the vehicle under side collision.

[0072] Based on the same inventive concept, the embodiment of the present application also provides an occupant protection system for implementing the occupant protection method based on side pole impact. The implementation scheme for solving the problem provided by the system is similar to the implementation scheme recorded in the above method, so the specific limitations of one or more occupant protection system embodiments based on side pole impact provided below can refer to the limitations of the occupant protection method based on side pole impact above, and will not be repeated here.

[0073] In an exemplary embodiment, Figure 6 As shown, an occupant protection system based on a side pole collision is provided, comprising:

[0074] A first acquisition module 610 is used to acquire seat pressure and a safety belt working state, wherein the seat pressure is greater than or equal to a first threshold as a first condition, the seat pressure distribution is uniform as a second condition, and the safety belt is in a normal working state as a third condition. When the first condition, the second condition and the third condition are met at the same time, the occupant is in a normal sitting position;

[0075] The second acquisition module 620 is used to acquire the side acceleration of the vehicle. When the change amount of the side acceleration of the vehicle within a preset time is greater than a second threshold, it is determined that the vehicle is hit by a side pole. The side acceleration of the vehicle includes the acceleration of the door sill, the acceleration of the door, and the acceleration of the lower end of the B-pillar.

[0076] The activation module 630 is used to activate the restraint system to protect the occupant when the part of the vehicle hit by the side pole corresponds to the sitting position of the occupant. The restraint system includes side airbags, backrest airbags and seat belts.

[0077] As an optional implementation, in the first acquisition module 610, the method for determining whether the shoulder of the occupant is in a dangerous range specifically includes:

[0078] The sensor arranged on the surface of the backrest airbag monitors the shoulder stress of the occupant in real time;

[0079] When the shoulder force is greater than or equal to the third threshold, the occupant's shoulder is in a dangerous range.

[0080] As an optional implementation, the occupant protection system based on side pole collision also includes:

[0081] When the portion of the vehicle hit by a side pole corresponds to the seat position of the occupant and when the shoulder of the occupant is in a safe range, the side airbag and the seat belt are activated to protect the occupant.

[0082] As an optional embodiment, in the starting module 630, the backrest airbag is arranged on the side of the seat close to the door panel interior, and the height of the backrest airbag is at the upper chest ribs of the occupant sitting on the seat. The backrest airbag is used to push the occupant's shoulders forward when detonated.

[0083] As an optional implementation manner, the first acquisition module 610 is specifically configured to:

[0084] Acquiring seat pressure based on seat pressure sensors, wherein at least three seat pressure sensors are provided, and at least three seat pressure sensors are evenly distributed on the seat, and if the seat pressures monitored by at least three seat pressure sensors are equal, it is concluded that the seat pressure distribution is even;

[0085] It is determined whether the seat belt is in a normal working state based on the seat belt tension sensor.

[0086] As an optional implementation, in the activation module 630, after the backrest airbag is deployed to reach the maximum volume, the backrest airbag covers the shoulder and upper back area of ​​the occupant.

[0087] In an exemplary embodiment, a computer device is provided. The computer device may be a server or a terminal. The internal structure diagram thereof may be as follows: Figure 7 As shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, referred to as I / O) and a communication interface. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store seat pressure and seat belt working status data and vehicle side acceleration data. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, an occupant protection method based on side pole collision is implemented.

[0088] Those skilled in the art will understand that Figure 7 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0089] In an exemplary embodiment, a computer device is further provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps in the above-mentioned method embodiments when executing the computer program.

[0090] In an exemplary embodiment, a computer-readable storage medium is provided, storing a computer program, and when the computer program is executed by a processor, the steps in the above method embodiments are implemented.

[0091] In an exemplary embodiment, a computer program product is provided, including a computer program, and when the computer program is executed by a processor, the steps in the above method embodiments are implemented.

[0092] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0093] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM may be in various forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM).

[0094] The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. The non-relational database may include a distributed database based on blockchain, etc., but is not limited thereto. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., but is not limited thereto.

[0095] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0096] This article uses specific examples to illustrate the principles and implementation methods of this application. The description of the above embodiments is only used to help understand the method and core ideas of this application. At the same time, for those skilled in the art, according to the ideas of this application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting this application.

Claims

1. A method for protecting an occupant from a side pole collision, characterized in that: The occupant protection method based on side pole collision includes: Acquiring seat pressure and a safety belt working state, and judging whether the occupant is in a normal sitting position according to the seat pressure and the safety belt working state, wherein the seat pressure being greater than or equal to a first threshold is set as a first condition, the seat pressure distribution being uniform is set as a second condition, and the safety belt being in a normal working state is set as a third condition, and when the first condition, the second condition, and the third condition are met at the same time, it is concluded that the occupant is in a normal sitting position; Acquire the side acceleration of the vehicle, and when the change amount of the side acceleration of the vehicle within a preset time is greater than a second threshold, it is concluded that the vehicle is hit by a side pole; wherein the side acceleration of the vehicle includes the sill acceleration, the door acceleration and the acceleration of the lower end of the B-pillar; When the part of the vehicle hit by a side pole corresponds to the seat position of the occupant, and when the shoulder of the occupant is in a dangerous range, and when the occupant is in a normal seat position, the side airbag, the backrest airbag and the seat belt are activated to protect the occupant; The method for determining whether the shoulder of the occupant is in a dangerous range includes: Based on the sensor arranged on the surface of the backrest airbag, the force applied to the shoulder of the occupant is monitored in real time; When the force on the shoulder is greater than or equal to a third threshold, the shoulder of the occupant is in a dangerous range; Among them, the backrest airbag is arranged on the side of the seat close to the door panel interior. The height of the backrest airbag can cover the upper chest rib area of ​​the occupant sitting on the seat. The backrest airbag is used to push the occupant's shoulders forward when detonated to avoid the occupant facing the edges or corners when hitting the door interior.

2. The occupant protection method based on side pole collision according to claim 1, characterized in that: The occupant protection method based on side pole collision also includes: When the portion of the vehicle hit by a side pole corresponds to the seat position of the occupant and when the shoulder of the occupant is in a safe range, the side airbag and the seat belt are activated to protect the occupant.

3. The occupant protection method based on side pole collision according to claim 1, characterized in that: The obtaining of seat pressure and seat belt working status specifically includes: Acquiring seat pressure based on seat pressure sensors, wherein at least three seat pressure sensors are provided, and at least three seat pressure sensors are evenly distributed on the seat, and if the seat pressures monitored by at least three seat pressure sensors are equal, it is concluded that the seat pressure distribution is even; It is determined whether the seat belt is in a normal working state based on the seat belt tension sensor.

4. The occupant protection method based on side pole collision according to claim 1, characterized in that: After the backrest airbag is deployed to reach a maximum volume, the backrest airbag covers the shoulder and upper back areas of the occupant.

5. An occupant protection system based on side pole collision, characterized in that: The occupant protection system based on side pole collision includes: a first acquisition module, for acquiring seat pressure and a safety belt working state, setting the seat pressure greater than or equal to a first threshold and the seat pressure distribution being uniform as a first condition, setting the safety belt being in a normal working state as a second condition, and when the first condition and the second condition are satisfied at the same time, the occupant is in a normal sitting position; A second acquisition module is used to acquire the side acceleration of the vehicle. When the change amount of the side acceleration of the vehicle within a preset time is greater than a second threshold, it is determined that the vehicle is hit by a side pole. The side acceleration of the vehicle includes the acceleration of the door sill, the acceleration of the door, and the acceleration of the lower end of the B-pillar. A starting module, for starting the side airbag, the backrest airbag and the seat belt to protect the occupant when the part of the vehicle hit by the side pole corresponds to the seat position of the occupant, when the shoulder of the occupant is in a dangerous range, and when the occupant is in a normal seat position; The method for determining whether the shoulder of the occupant is in a dangerous range includes: Based on the sensor arranged on the surface of the backrest airbag, the force applied to the shoulder of the occupant is monitored in real time; When the force on the shoulder is greater than or equal to a third threshold, the shoulder of the occupant is in a dangerous range; Among them, the backrest airbag is arranged on the side of the seat close to the door panel interior. The height of the backrest airbag can cover the upper chest rib area of ​​the occupant sitting on the seat. The backrest airbag is used to push the occupant's shoulders forward when detonated to avoid the occupant facing the edges or corners when hitting the door interior.

6. A computer device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the occupant protection method based on side pole collision according to any one of claims 1 to 4.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the occupant protection method based on a side pole collision according to any one of claims 1 to 4 are implemented.

8. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the occupant protection method based on a side pole collision according to any one of claims 1 to 4 are implemented.

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