Pre-collision active safety seat control system and method, vehicle and vehicle-mounted terminal

Abstract

The invention discloses a pre-collision active safety seat control method. The pre-collision active safety seat control method comprises the steps that a pre-collision sensing danger signal of a vehicle is obtained and analyzed; acquiring information related to a passenger on a target seat of the vehicle; when it is detected that the pre-collision sensing danger signal reaches a preset collision condition, motion information of a vehicle of a collision event corresponding to the collision sensing danger signal is determined; based on the motion information and the passenger related information, collision information of the vehicle is pre-judged, and the collision information at least comprises a collision angle and a collision speed; determining an optimal energy distribution scheme among the vehicle, the target seat and the passenger; and the target seat is automatically adjusted. Based on the comprehensive driving environment data, targeted collision energy management is performed on the actual state of the passenger, the control system actively adjusts the seat to the safest posture, and the purposes of reducing passenger injury to the maximum extent and optimizing collision energy distribution are achieved.

Description

Technical Field

[0001] The present invention mainly relates to the technical field of automobile seat frames, and specifically relates to a pre-collision active safety seat control system, method, vehicle and vehicle-mounted terminal. Background Art

[0002] The current status of automobile driving safety protection systems is that active and passive safety systems such as airbags and automatic emergency brakes all act within milliseconds before a collision occurs. The degree of injury to the occupants depends entirely on the effectiveness of the above systems. However, the actual effectiveness of these safety systems is greatly affected by comprehensive factors such as collision angle, speed, occupant posture, rigidity of the object being hit, and system response time.

[0003] The current active safety pre-collision system mainly plays a role at the moment of collision, such as active braking / active pre-tightening of seat belts, etc., and does not involve adaptive adjustments of passengers and the cabin environment, and does not perform targeted collision energy management based on the actual status of passengers. Existing active safety systems focus on the control of vehicle posture and speed, and do not involve the adaptive adjustment of passengers and the cabin environment. The adjustment of passengers mainly lies in adjusting their seats. As part of the vehicle occupant restraint system, the seat is an important component related to occupant safety. When a car collides, the body itself will be impacted to a certain extent, and this impact will also be transmitted to the seat. When the energy absorption of the seat reaches the upper limit, it will cause damage to the driver's body.

[0004] Existing car seats are only crash tested for occupants of a specific body type / weight during development, and only validate specific seat adjustment positions. When a collision occurs, the stiffness of the seat frame is not optimally matched to the body parameters of the passenger, which can lead to inappropriate collision energy transmission and increase the injury value of the occupants.

[0005] In view of the above problems, the inventors of this application have designed a pre-collision active safety seat control system after years of research. Based on comprehensive driving environment data, it conducts targeted collision energy management of the actual status of the passengers, effectively reducing the degree of injury to the occupants caused by collision impact. Summary of the invention

[0006] In response to the above-mentioned problems, one of the objects of the present invention is to provide a pre-collision active safety seat control system, method, vehicle and vehicle-mounted terminal, which, based on comprehensive driving environment data, performs targeted collision energy management on the actual state of the passengers, and actively adjusts the seats to the safest posture by the control system, so as to minimize occupant injuries and optimize the distribution of collision energy.

[0007] The technical solution adopted by the present invention to solve the above technical problems is: In a first aspect, the present invention provides a pre-crash active safety seat control method, comprising: Acquire and analyze the vehicle's pre-collision perception danger signals; Acquiring information related to an occupant on a target seat of the vehicle, the occupant-related information including body shape information, sitting posture information, and seat adjustment information of the occupant; When it is detected that the pre-collision sensing danger signal reaches a preset collision condition, determining the motion information of the vehicle of the collision event corresponding to the collision sensing danger signal; Predicting collision information of the vehicle based on the motion information and the occupant-related information, the collision information including at least a collision angle and a collision speed; Determine the best energy distribution plan among the vehicle, the target seat and the occupant based on the predicted vehicle collision information and the energy analysis of different collision information in the development stage; The target seat is automatically adjusted according to the optimal energy distribution scheme.

[0008] In an achievable manner of the first aspect, the parameters of the target seat are adjusted according to the optimal energy distribution scheme, the parameters including parameters of the seat front and rear position, the seat height position, and the seat stiffness; The target seat is automatically adjusted according to the adjustment parameters of the seat.

[0009] In an achievable manner of the first aspect, the vehicle ECU module makes different response strategies according to different distances between the vehicle and the predicted collision source when the pre-collision perception danger signal is acquired; And / or, when the pre-collision sensing danger signal disappears, the target seat is readjusted to an initial state.

[0010] In an achievable manner of the first aspect, when the distance between the vehicle and the collision source exceeds 2 km, no intervention is required; When the distance between the vehicle and the collision source is within the range of 1km~2km, if the driver actively slows down or changes lanes, no intervention will be made. If the driver does not respond, weak intervention will be initiated; When the distance between the vehicle and the collision source is less than 1 km, if the driver actively slows down or changes lanes, weak intervention is initiated; if the driver does not respond, strong intervention is initiated.

[0011] In an achievable manner of the first aspect, the weak intervention includes adjusting the stiffness of the target seat; The strong intervention includes adjusting the seat back angle, seat fore-and-aft position, and seat height position of the target seat.

[0012] In an achievable manner of the first aspect, the pre-collision sensing danger signal includes: abnormal road condition information transmitted by the vehicle active safety system, the abnormal road condition information including at least one of congestion information, construction information, obstacle information and high-risk curve information of the road ahead of the vehicle, and the obstacle information including obstacle type information and obstacle size information; and / or, vehicle surrounding abnormal information transmitted by vehicle radar or visual equipment, wherein the vehicle surrounding abnormal information includes at least one of the following: front accident information, road damage information, and abnormal information of front and rear vehicles; And / or, abnormal driving status information transmitted by the vehicle active safety system, wherein the abnormal driving status information includes at least one of abnormal speeding information, abnormal slow speed information and frequent lane change information.

[0013] And / or, abnormal driver vital sign information transmitted by the vehicle active safety system, wherein the abnormal driver vital sign information includes at least one of abnormal heart rate, abnormal blood pressure and abnormal emotion.

[0014] In an achievable manner of the first aspect, the occupant-related information further includes occupant's physical health status information; And / or, the seat adjustment information includes seat back angle information, seat front-to-back distance information, seat stiffness information and seat belt tensioning information.

[0015] And / or, the vehicle movement information at least includes vehicle speed information and lane information.

[0016] In a second aspect, the present invention provides a pre-crash active safety seat control system, comprising: an acquisition module, the acquisition module comprising a danger signal acquisition module and an occupant information acquisition module, the danger signal acquisition module is used to acquire the pre-collision perception danger signal of the vehicle, and the occupant information acquisition module is used to acquire body shape information, physical health information, sitting posture information, and seat adjustment information of an occupant in a target seat of the vehicle; A predicted collision determination module is used to determine the motion information of the vehicle corresponding to the collision event when the pre-collision perception danger signal reaches the preset collision condition; A vehicle ECU module, wherein the vehicle ECU module predicts collision information of the vehicle based on the motion information and the occupant-related information, and determines an optimal energy distribution scheme among the vehicle, the target seat, and the occupant according to the predicted vehicle collision information and energy analysis of different collision information in the development stage; A seat adjustment module, wherein the seat control module automatically adjusts the target seat according to the optimal energy distribution scheme determined by the vehicle ECU module.

[0017] In a third aspect, the present invention provides a vehicle that adopts the above-mentioned pre-crash active safety seat control method.

[0018] In a fourth aspect, the present invention provides a vehicle-mounted terminal, comprising a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set are loaded and executed by the processor to implement the above-mentioned pre-collision active safety seat control method.

[0019] (1) The impact energy transmitted to the anti-submarine tube varies according to different collision parameters, different dummy body parameters, and different sitting posture parameters of the dummy. The anti-submarine tube at the bottom of the seat frame in the prior art cannot make targeted and optimized deformation according to the above differences. The present invention can better adjust the stiffness, so that the anti-submarine tube can make targeted and optimized deformation, thereby minimizing the damage to the occupants during the collision.

[0020] (2) The present invention is based on comprehensive driving environment data and aims to minimize occupant injuries / optimize collision energy distribution. The control system actively adjusts the seat to the safest posture.

[0021] (3) The focus of the present invention is not active braking or other emergency management at the moment of collision. The focus is on intervention at a longer distance and with a greater advance amount. Intervention begins 2 kilometers or more away from the danger source, adjusting the seat to the optimal state in advance, and gradually correcting it as it approaches the danger source. Based on the logic of real-time correction, intervention action is initiated a few minutes in advance from a few kilometers away. Different from the millisecond-level response requirements of current active braking systems, the focus is on prevention and advance response, which can minimize damage to occupants.

[0022] (4) The present invention provides a pre-collision active safety seat control system. Based on comprehensive driving environment data, the present invention performs targeted collision energy management on the actual state of the passenger. The control system actively adjusts the seat to the safest posture, thereby minimizing occupant injury and optimizing collision energy distribution. The present invention provides a pre-collision active safety seat control system. Based on comprehensive driving environment data, the present invention performs targeted collision energy management on the actual state of the passenger. The control system actively adjusts the seat to the safest posture, thereby minimizing occupant injury and optimizing collision energy distribution.

[0023] (5) The anti-submarine tube mechanism with adjustable stiffness in the present invention can adjust the stiffness of the anti-submarine tube of the seat according to different impact energies, thereby ensuring that the anti-submarine tube makes targeted and optimized deformation and minimizing the damage to the occupants. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1A schematic flow chart of a pre-crash active safety seat control method provided in an embodiment of the present invention; Figure 2 A schematic diagram of different response strategies for a vehicle ECU module in an embodiment of the present invention; Figure 3 Schematic diagram of the distance between a vehicle and a pre-collision source in an embodiment of the present invention; Figure 4 is a schematic diagram of the three-dimensional structure of the seat cushion frame in the embodiment of the present invention from the back side perspective; Figure 5 An exploded view of the anti-submergence pipe mechanism with adjustable stiffness in an embodiment of the present invention; Figure 6 Schematic diagram of the weakest stiffness state of the anti-submergence pipe mechanism with adjustable stiffness in an embodiment of the present invention; Figure 7 Schematic diagram of the maximum stiffness state of the anti-submergence pipe mechanism with adjustable stiffness in an embodiment of the present invention.

[0025] Numbers in the figure: 100. Seat cushion frame; 150. Anti-submarine tube; 151. Bidirectional rotating screw; 152. Driving motor; 153. Connecting piece; 154. Adjustable tube A; 155. Adjustable tube B. DETAILED DESCRIPTION

[0026] To facilitate understanding of the present invention, the present invention will be described more comprehensively below with reference to the relevant drawings. Several embodiments of the present invention are given in the drawings, but the present invention can be implemented in different forms and is not limited to the embodiments described in the text. On the contrary, these embodiments are provided to make the content disclosed in the present invention more thorough and comprehensive.

[0027] It should be noted that when an element is referred to as being "fixed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used in this article are for illustrative purposes only.

[0028] Example: Figure 1It is a flowchart of a pre-collision active safety seat control method provided by an embodiment of the present invention. This specification provides method operation steps as described in the embodiment or flowchart, but may include more or fewer operation steps based on conventional or non-creative labor. The order of steps listed in the embodiment is only one way of executing the steps among many orders, and does not represent the only order of execution. When the actual system or server product is executed, it can be executed in sequence or in parallel (for example, in a parallel processor or multi-threaded processing environment) according to the method shown in the embodiment or the drawings. Specifically, Figure 1 As shown, the method may include: S10: Acquire and analyze the vehicle's pre-collision perception danger signal, the pre-collision perception danger signal includes but is not limited to the following four types: S101. abnormal road condition information transmitted by a vehicle active safety system, wherein the abnormal road condition information includes at least one of congestion information, construction information, obstacle information and high-risk curve information of the road ahead of the vehicle, wherein the obstacle information includes obstacle type information and obstacle size information.

[0029] S102, vehicle surrounding abnormal information transmitted by vehicle radar or visual equipment, wherein the vehicle surrounding abnormal information includes at least one of the following: front accident information, road damage information, and abnormal information of front and rear vehicles.

[0030] S103, abnormal driving status information transmitted by the vehicle active safety system, wherein the abnormal driving status information includes at least one of abnormal speeding information, abnormal slow speed information and frequent lane change information.

[0031] It can be understood that the above-mentioned active safety system is an advanced driver assistance system (ADAS) that integrates multiple active safety functions. It uses sensors such as radars and cameras to collect vehicle driving status information and vehicle surrounding environment data, identify and track static and dynamic objects, and obtain the driving status information and the obstacle information.

[0032] S104. Abnormal driver vital sign information transmitted by the vehicle active safety system, wherein the abnormal driver vital sign information includes at least one of abnormal heart rate, abnormal blood pressure and abnormal emotion.

[0033] The monitoring of abnormal driver vital signs information can be achieved by the following means: In some embodiments, the driver's heart rate monitoring can be performed by installing an optical sensor on the steering wheel or seat to measure the heart rate by using changes in light absorption; or by installing electrodes on the seat or seat belt to obtain heart rate data by monitoring the heart's electrical signals.

[0034] In some embodiments, the driver's blood pressure monitoring can estimate blood pressure by measuring the time difference for the pulse wave to be transmitted from the heart to the wrist or other parts.

[0035] In some embodiments, driver emotion monitoring may capture changes in the driver's facial expressions through an on-board camera and analyze his or her emotional state.

[0036] In some embodiments, the monitoring of the above-mentioned abnormal vital signs of the driver can be achieved through comprehensive monitoring through smart wearable devices. Specifically, devices such as bracelets or chest straps worn by the driver can be used to transmit parameters to the vehicle system in real time for analysis.

[0037] S20: Acquiring information related to an occupant on a target seat of the vehicle, wherein the occupant-related information includes the occupant's body information, sitting posture information, and seat adjustment information; In some embodiments, the occupant's physical information includes the occupant's age, gender, height, weight and physical health information. In possible implementations, the occupant's physical health information is mainly set for long-term occupants and drivers, and can be entered by the occupant through manual input. For example, the vehicle is provided with a control panel, and the control panel can be a physical touch screen or an image projection touch screen. The occupant's physical health information is mainly used to record some of the occupant's health records, such as what diseases they have, what surgeries they have undergone, etc., in order to comprehensively consider the occupant's relevant health conditions in the subsequent solution configuration, which is conducive to minimizing the damage.

[0038] The physical state information can be obtained through a detection device. The specific detection device uses sensor technology and image recognition technology to achieve detection. In a possible implementation, the sensor technology includes pressure sensors, acceleration sensors, physiological parameter sensors, ultrasonic sensors and infrared sensors, etc., to detect the occupant's height, weight, heart rate, blood pressure and emotions, etc.

[0039] In a possible implementation manner, the image recognition technology detects the occupant's age, gender, and sitting posture on the target seat, etc., through the facial recognition device and the voice recognition device.

[0040] Preferably, the detection device can detect the physical condition information of the occupant in the target seat in real time. When the occupant changes his sitting posture or the occupant in the target seat changes, the detection device can timely obtain the actual physical condition information of the occupant in the target seat.

[0041] In some embodiments, the seat adjustment information includes seat back angle information, seat front-to-back distance information, seat stiffness information, and seat belt tensioning information.

[0042] S30: when it is detected that the pre-collision sensing danger signal reaches a preset collision condition, determining the motion information of the vehicle of the collision event corresponding to the collision sensing danger signal; S40: Based on the motion information and the occupant-related information, predict the collision information of the vehicle, where the collision information at least includes a collision angle and a collision speed.

[0043] In some embodiments, the vehicle's motion information includes at least vehicle speed information and lane information.

[0044] S50: determining an optimal energy distribution scheme among the vehicle, the target seat and the occupant according to the predicted vehicle collision information and the energy analysis of different collision information in the development stage; S60: Automatically adjust the target seat according to the optimal energy allocation plan.

[0045] S70: adjusting the parameters of the target seat according to the optimal energy allocation scheme, and automatically adjusting the target seat according to the adjustment parameters of the seat, wherein the parameters include the seat back angle, the seat front-to-back distance, and the seat stiffness.

[0046] S80: According to the different distances between the vehicle and the predicted collision source when the pre-collision perception danger signal is obtained, the vehicle ECU module makes different response strategies: S801: When the distance between the vehicle and the collision source exceeds 2 km, no intervention is required; S802: When the distance between the vehicle and the collision source is within the range of 1 km to 2 km, if the driver actively decelerates or changes lanes, no intervention is performed; if the driver does not respond, weak intervention is initiated; S803: When the distance between the vehicle and the collision source is less than 1 km, if the driver actively slows down or changes lanes, weak intervention is initiated; if the driver does not respond, strong intervention is initiated.

[0047] The weak intervention includes adjusting the stiffness of the target seat; the strong intervention includes adjusting the stiffness, seat back angle, seat front and rear position, and seat height position of the target seat.

[0048] In some embodiments, the stiffness of the target seat is the stiffness of the target seat frame. If the rigidity is too strong, the anti-submarine tube will not deform and absorb energy after a collision, which will cause the dummy to slide forward too much during the test and collide with the steering wheel, etc., causing secondary injury. If the rigidity is too weak, the anti-submarine tube will deform too much after a collision and the seat structure will collapse. During the test, the dummy will sink, causing the waist belt to tighten around the abdomen, causing serious damage to the abdominal organs.

[0049] The seat frame 100 in this embodiment has an anti-submarine tube mechanism with adjustable stiffness at the bottom, which can adjust the anti-submarine tube stiffness of the seat according to different impact energies, ensuring that the anti-submarine tube makes targeted and optimized deformation, thereby minimizing the damage to the occupants.

[0050] Specifically, the anti-submarine pipe mechanism with adjustable stiffness in this embodiment includes an anti-submarine pipe 150 and an adjustment unit, wherein the anti-submarine pipe 150 has a cavity inside, in which an adjustable pipe A154 and an adjustable pipe B155 are installed, and one side end portions of the adjustable pipe A154 and the adjustable pipe B155 are nested with each other, and there is a space of a certain length inside the adjustable pipe A154 or the adjustable pipe B155, which can realize the movement of the adjustable pipe A154 into the adjustable pipe B155, or the movement of the adjustable pipe B155 into the adjustable pipe A154.

[0051] In this embodiment, at least one of the adjustable tube A154 and the adjustable tube B155 is a hollow tube structure. It can be understood that the adjustable tube A154 or the adjustable tube B155 sleeved on the outside is a hollow tube structure, and there is no restriction on the other tube nested inside, which can be a hollow tube structure or a solid tube structure.

[0052] In this embodiment, the adjusting unit is used to drive the adjustable tube A154 and the adjustable tube B155 to move relative to or towards each other along the axial direction in the cavity of the anti-submarine tube 150 synchronously or asynchronously. In practice, it is preferred that the adjusting unit drives the adjustable tube A154 and the adjustable tube B155 to move synchronously, thereby controlling the length of the overlapping part of the adjustable tube A and the adjustable tube B (i.e., the length of the nested part), thereby achieving adjustment of the stiffness of the anti-submarine tube.

[0053] from Figure 4 and Figure 5 It can be seen that when the overlapping portion of the adjustable tube A and the adjustable tube B is the shortest, the anti-submarine tube 150 is in the weakest rigidity state; when the overlapping portion of the adjustable tube A and the adjustable tube B is the longest, the anti-submarine tube 150 is in the strongest rigidity state.

[0054] In some possible embodiments, Figure 3 As shown, the adjustment unit includes a bidirectional rotating screw 151, which has a positive thread segment and a negative thread segment, and a clamping member 153 is provided on the positive thread segment and the negative thread segment, and the two clamping members 153 are respectively connected to the adjustable tube A154 and the adjustable tube B155. Specifically, the adjustment unit also includes a driving motor 152, which is used to drive the bidirectional rotating screw 151 to rotate, thereby controlling the two clamping members 153 to move relative or toward each other along the axial direction of the bidirectional rotating screw 151, thereby driving the adjustable tube A154 and the adjustable tube B155 to move synchronously.

[0055] According to different collision parameters, different dummy body parameters and different sitting posture parameters of the dummy, the impact energy transmitted to the anti-submarine tube is different, and the anti-submarine tube at the bottom of the seat frame in the prior art cannot make targeted optimal deformation according to the above differences. However, the embodiment of the present invention can better adjust the stiffness, so that the anti-submarine tube can make targeted optimal deformation, thereby minimizing the damage to the occupants during the collision.

[0056] S90: When the pre-collision sensing danger signal disappears, readjust the target seat to its initial state.

[0057] In some embodiments, based on the matching database of different collision energies and different seat postures, the best seat adjustment scheme for the current occupant is selected. The best seat adjustment scheme can use CAE (computer-aided engineering) calculation to optimize the damage value to the passengers on the seats during the car collision, and obtain the combination with the minimum damage value to the occupants, so as to match the best seat front and rear position, height position and seat frame submersible tube stiffness parameters, and adjust the occupant's seat accordingly.

[0058] For details, please refer to the best seat adjustment solution in Table 1: weight Speed ​​at the time of collision Seat adjustment position Seating position Collision Angle Seat stiffness parameters <50kg <20km / h the front and the highest Standard position Head-on collision Standard stiffness 50~70kg 20~40km / h Front center Forward +20mm Left 0~10° Soft 5th gear 70~90kg 40~60km / h The lowest Forward +40mm 10-20° to the left Soft 4th gear 90~110kg 60~80km / h Highest in the middle Forward +60mm 20-30° to the left Soft 3 gears >110kg 80~100km / h Middle Middle Forward +80mm Left deviation > 30° Soft 2nd gear >110kg 100~120km / h Middle Lowest Forward +100mm Right deviation 0~10° Soft 1st gear >110kg 120~140km / h Last Highest Backward +10mm 10-20° to the right Hard + 1 gear >110kg 140~160km / h The last middle Backward +20mm 20-30° to the right Hard + 3 gears >110kg >160km / h Last Lowest Backward +30mm 30-40° to the right Hard + 3 gears As can be seen from Table 1, when the occupant weight is less than 50kg, the collision speed is less than 20km, and in a head-on collision, if the occupant is in a standard sitting position, after the weak intervention is activated, the seat only needs to adjust its front and rear position, and the seat position is the front and highest at this time; after the strong intervention is activated, the seat stiffness is adjusted to the standard stiffness, and at this time, it is the best seat adjustment solution for the current occupant in this state. It should be noted that the descriptions of the front and rear position, height position and seat stiffness mentioned here are all for the standard seat position. The above table is only the seat adjustment solution for some collision situations. The actual situation is not limited to the above seat adjustment solution, and it is not listed in detail here.

[0059] In a second aspect, an embodiment of the present invention provides a pre-crash active safety seat control system, comprising: an acquisition module, the acquisition module comprising a danger signal acquisition module and an occupant information acquisition module, the danger signal acquisition module is used to acquire the pre-collision perception danger signal of the vehicle, and the occupant information acquisition module is used to acquire body shape information, physical health information, sitting posture information, and seat adjustment information of an occupant in a target seat of the vehicle; A predicted collision determination module is used to determine the motion information of the vehicle corresponding to the collision event when the pre-collision perception danger signal reaches the preset collision condition; A vehicle ECU module, wherein the vehicle ECU module predicts collision information of the vehicle based on the motion information and the occupant-related information, and determines an optimal energy distribution scheme among the vehicle, the target seat, and the occupant according to the predicted vehicle collision information and energy analysis of different collision information in the development stage; A seat adjustment module, wherein the seat control module automatically adjusts the target seat according to the optimal energy distribution scheme determined by the vehicle ECU module.

[0060] In a third aspect, an embodiment of the present invention provides a vehicle that adopts the above-mentioned pre-crash active safety seat control method.

[0061] In a fourth aspect, an embodiment of the present invention provides a vehicle-mounted terminal, comprising a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set are loaded and executed by the processor to implement the above-mentioned pre-collision active safety seat control method.

[0062] The above-mentioned embodiments of the technology described herein can be implemented in any of a variety of ways. For example, embodiments can be implemented using hardware, software, or a combination thereof. When implemented in software, the software code can be executed on any suitable processor or processor set, whether provided in a single computing device or distributed in multiple computing devices. Such a processor can be implemented as an integrated circuit, wherein one or more processors are in an integrated circuit component, including commercially available integrated circuit components known by name in the art, such as CPU chips, GPU chips, microprocessors, microcontrollers, or coprocessors. Alternatively, the processor can be implemented in a custom circuit, such as an ASIC, or a semi-circuit generated by configuring a programmable logic device. As another alternative, the processor can be part of a larger circuit or semiconductor device, whether commercially available, semi-custom, or custom. As a specific example, some commercially available microprocessors have multiple cores, so that one or a subset of those cores can constitute a processor. However, the processor can be implemented using a circuit of any suitable format.

[0063] Furthermore, it should be appreciated that the computing device may be embodied in any of a variety of forms, such as a rack-mounted computer, a desktop computer, a laptop computer, or a tablet computer. In addition, the computing device may be embedded in a device that is not generally considered a computing device but has suitable processing capabilities, including a personal digital assistant (PDA), a smart phone, or any other suitable portable or fixed electronic device.

[0064] Moreover, a computing device may have one or more input and output devices. These devices may be particularly useful for presenting a user interface. Examples of output devices that may be used to provide a user interface include a printer or display screen for visual presentation of an output and a loudspeaker or other sound generating device for audible presentation of an output. Examples of input devices that may be used for a user interface include a keyboard and a pointing device, such as a mouse, a touch pad, and a digitizing input board. As another example, a computing device may receive input information by voice recognition or in other audible formats.

[0065] Such computing devices may be interconnected by one or more networks of any suitable form, including as a local area network or a wide area network, such as an enterprise network or the Internet. Such networks may be based on any suitable technology and may operate according to any suitable protocol, and may include wireless networks, wired networks, or fiber optic networks.

[0066] Moreover, the various methods or processes outlined herein may be encoded as software that can be executed on one or more processors using any of a variety of operating systems or platforms. In addition, such software may be written using any of a number of suitable programming languages ​​and / or programming or scripting tools, and may also be compiled into executable machine language code or intermediate code that is executed on a framework or virtual machine.

[0067] In this regard, the disclosed embodiments may be embodied as a computer-readable storage medium (or multiple computer-readable media) encoded with one or more programs (e.g., computer memory, one or more floppy disks, compact disks (CDs), optical disks, digital video disks (DVDs), tapes, flash memory, circuit configurations in field programmable gate arrays or other semiconductor devices, or other tangible computer storage media), which, when executed on one or more computers or other processors, performs methods that implement various embodiments of the present invention described above. As is apparent from the foregoing examples, a computer-readable storage medium may retain information for a sufficient time to provide computer-executable instructions in a non-transitory form. Such one or more computer-readable storage media may be transportable so that one or more programs stored thereon may be loaded onto one or more different computers or other processors to implement various aspects of the present invention as described above. As used herein, the term "computer-readable storage medium" covers only non-transitory computer-readable media that can be considered to be a manufacture (i.e., a manufactured article) or a machine. Alternatively or additionally, the present invention may be embodied as a computer-readable medium other than a computer-readable storage medium, such as a propagating signal.

[0068] The terms "program", "software", "code" or similar terms are used in this article in a general sense to refer to any type of computer code or computer executable instruction set that can be used to program a computing device or other processor to implement various aspects of the present invention as described above. In addition, it should be understood that according to one aspect of this embodiment, one or more computer programs that perform the methods of the present invention when executed do not need to reside on a single computer or processor, but can be distributed in a modular manner between multiple different computers or processors to implement various aspects of the present invention.

[0069] Computer executable instructions can be in many forms, such as program modules, that are executed by one or more computers or other devices. Typically, program modules include routines, programs, objects, components, data structures, etc. that perform specific tasks or implement specific abstract data types. Typically, the functionality of program modules can be combined or distributed as needed in various embodiments.

[0070] Moreover, the data structure can be stored in a computer-readable medium in any suitable form. For simplicity of illustration, the data structure can be shown as having fields that are related by position in the data structure. Such a relationship can also be achieved by assigning storage with positions to the fields in a computer-readable medium, which transmits the relationship between the fields. However, any suitable mechanism can be used to establish the relationship between the information in the fields of the data structure, including by using pointers, tags or other mechanisms to establish the relationship between data elements.

[0071] Although the present teaching has been described in conjunction with various embodiments and examples, it is not intended that the present teaching be limited to such embodiments or examples. On the contrary, the present teaching encompasses various alternatives, modifications, and equivalents, as will be understood by those skilled in the art.

Claims

1. A pre-crash active safety seat control method, characterized in that: include: Acquire and analyze the vehicle's pre-collision perception danger signals; Acquiring information related to an occupant on a target seat of the vehicle, the occupant-related information including body shape information, sitting posture information, and seat adjustment information of the occupant; When it is detected that the pre-collision sensing danger signal reaches a preset collision condition, determining the motion information of the vehicle of the collision event corresponding to the collision sensing danger signal; Predicting collision information of the vehicle based on the motion information and the occupant-related information, the collision information including at least a collision angle and a collision speed; Determine the best energy distribution plan among the vehicle, the target seat and the occupant based on the predicted vehicle collision information and the energy analysis of different collision information in the development stage; The target seat is automatically adjusted according to the optimal energy distribution scheme.

2. The pre-crash active safety seat control method according to claim 1, characterized in that: Adjusting the parameters of the target seat according to the optimal energy distribution scheme, wherein the parameters include parameters of the front-to-back distance position of the seat, the height position of the seat, and the stiffness of the seat; The target seat is automatically adjusted according to the adjustment parameters of the seat.

3. The pre-crash active safety seat control method according to claim 2, characterized in that: The vehicle ECU module makes different response strategies according to different distances between the vehicle and the predicted collision source when obtaining the pre-collision perception danger signal; And / or, when the pre-collision sensing danger signal disappears, the target seat is readjusted to an initial state.

4. The pre-crash active safety seat control method according to claim 3, characterized in that: When the distance between the vehicle and the collision source exceeds 2 km, no intervention is required; When the distance between the vehicle and the collision source is within the range of 1km~2km, if the driver actively slows down or changes lanes, no intervention will be made. If the driver does not respond, weak intervention will be initiated; When the distance between the vehicle and the collision source is less than 1 km, if the driver actively slows down or changes lanes, weak intervention is initiated; if the driver does not respond, strong intervention is initiated.

5. The pre-crash active safety seat control method according to claim 4, characterized in that: The weak intervention includes adjusting the stiffness of the target seat; The strong intervention includes adjusting the stiffness, the front and rear position, and the height position of the target seat.

6. The pre-crash active safety seat control method according to claim 1, characterized in that: The pre-collision sensing danger signal includes: abnormal road condition information transmitted by the vehicle active safety system, the abnormal road condition information including at least one of congestion information, construction information, obstacle information and high-risk curve information of the road ahead of the vehicle, and the obstacle information including obstacle type information and obstacle size information; and / or, vehicle surrounding abnormal information transmitted by vehicle radar or visual equipment, wherein the vehicle surrounding abnormal information includes at least one of the following: front accident information, road damage information, and abnormal information of front and rear vehicles; and / or abnormal driving status information transmitted by a vehicle active safety system, wherein the abnormal driving status information includes at least one of abnormal speeding information, abnormal slow speed information and frequent lane change information; And / or, abnormal driver vital sign information transmitted by the vehicle active safety system, wherein the abnormal driver vital sign information includes at least one of abnormal heart rate, abnormal blood pressure and abnormal emotion.

7. The pre-crash active safety seat control method according to claim 1, characterized in that: The passenger-related information also includes passenger's physical health status information; and / or, the seat adjustment information includes seat back angle information, seat front-to-back distance information, seat stiffness information, and seat belt tensioning information; And / or, the vehicle movement information at least includes vehicle speed information and lane information.

8. A pre-crash active safety seat control system, characterized in that: include: an acquisition module, the acquisition module comprising a danger signal acquisition module and an occupant information acquisition module, the danger signal acquisition module is used to acquire the pre-collision perception danger signal of the vehicle, and the occupant information acquisition module is used to acquire body shape information, physical health information, sitting posture information, and seat adjustment information of an occupant in a target seat of the vehicle; A predicted collision determination module is used to determine the motion information of the vehicle corresponding to the collision event when the pre-collision perception danger signal reaches the preset collision condition; A vehicle ECU module, wherein the vehicle ECU module predicts collision information of the vehicle based on the motion information and the occupant-related information, and determines an optimal energy distribution scheme among the vehicle, the target seat, and the occupant according to the predicted vehicle collision information and energy analysis of different collision information in the development stage; A seat adjustment module, wherein the seat control module automatically adjusts the target seat according to the optimal energy distribution scheme determined by the vehicle ECU module.

9. A vehicle, using the pre-crash active safety seat control method according to any one of claims 1 to 7.

10. A vehicle-mounted terminal, characterized in that: The terminal includes a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to implement the pre-crash active safety seat control method as described in any one of claims 1 to 7.

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