Impact protection components and zero gravity seats

Abstract

The present application relates to an anti-impact assembly and a zero-gravity seat, the anti-impact assembly is used to connect with the seat body of a vehicle, the anti-impact assembly includes: a bottom plate; a pitch substrate; a motor, respectively connected to the bottom plate and the pitch substrate, the motor is used to drive the pitch substrate to move; a radar system; a visual system; a safety system, electrically connected to the motor, the safety system includes a sensor module and a control module; when the vehicle is driving normally, the control module adjusts the seat body to a first posture through the motor; when the sensor module detects that the vehicle is in emergency braking and / or there is a risk of collision, the control module adjusts the seat body to a second posture through the motor; wherein, in the first posture: there is a first pitch angle between the bottom of the seat body and the bottom plate; in the second posture: there is a second pitch angle between the bottom of the seat body and the bottom plate. The present application can automatically adjust the posture of the seat, and can ensure the safety of passengers in the vehicle in an emergency.

Description

Technical Field

[0001] The present application mainly relates to the technical field of zero-gravity seats, and specifically to an anti-impact component and a zero-gravity seat. Background Art

[0002] Zero-gravity seats occupy an important position in the vehicle market with their unique design concept and comfort. Zero-gravity seats simulate the zero-gravity environment in space through a precise mechanical structure, providing passengers with an ultimate relaxation experience. With the rapid development of the automotive industry, especially driven by autonomous driving and intelligent safety systems, the safety of seats has become a key area of ​​concern. Traditional safety seats rely only on airbags and fixed structures to protect passengers. However, in different traffic environments, traditional seats have limited ability to predict and adjust posture before a collision. Therefore, the use of more advanced technical means to improve the reaction speed and accuracy of seats has become the direction of development of safety seats.

[0003] While passengers are enjoying the comfort brought by zero-gravity seats, there may be safety hazards. For example, when the vehicle is in motion and the seat is adjusted to a zero-gravity position, if a sudden collision occurs, the traditional seat safety mechanism often does not adjust the seat back to a normal sitting position, thereby increasing the risk of injury to passengers in impact or collision. Summary of the invention

[0004] The technical problem to be solved by the present application is to provide an impact-proof component and a zero-gravity seat, which can automatically adjust the posture of the seat during the travel of a vehicle (such as a vehicle) to ensure that passengers can quickly return to a relatively safe sitting position in an emergency, thereby effectively protecting the personal safety of passengers in the vehicle.

[0005] The technical solution adopted by the present application to solve the above technical problems is an anti-impact component, which is used to be connected to the seat body of the vehicle, and the anti-impact component includes: a bottom plate; a pitch substrate; a motor, which is respectively connected to the bottom plate and the pitch substrate, and the motor is used to drive the pitch substrate to move; a radar system, which is used to detect the first data of the vehicle and the obstacle in front, and the first data includes one or any combination of relative speed, distance, and angle change; a visual system, which is used to obtain the multi-dimensional spatial depth information of the vehicle and estimate the second data with the obstacle in front, and the second data includes the collision time and / or angle; a safety system, which is electrically connected to the motor, and the safety system includes a sensor module block and a control module; the control module adjusts the posture of the seat body according to the first data, the second data and the data of the sensor module; when the vehicle is driving normally, the control module drives the pitch substrate to move through the motor, thereby adjusting the seat body to the first posture; when it is detected that the vehicle is in emergency braking and / or there is a risk of collision, the control module drives the pitch substrate to move through the motor, thereby adjusting the seat body from the first posture to the second posture; wherein, in the first posture: there is a first pitch angle between the bottom of the seat body and the bottom plate; in the second posture: there is a second pitch angle between the bottom of the seat body and the bottom plate; the first pitch angle is greater than the second pitch angle.

[0006] In one embodiment of the present application, the anti-impact component also includes a motor bracket, the motor includes a motor body and a rotating shaft, a pitch rotating shaft seat is arranged on the bottom plate, and the motor bracket is respectively connected to the motor body and the pitch rotating shaft seat.

[0007] In one embodiment of the present application, a pitch mounting seat is provided on the pitch substrate, and an opening is provided on the pitch mounting seat. The opening is adapted to the rotating shaft, and one end of the rotating shaft can pass through the opening.

[0008] In one embodiment of the present application, the motor is a screw motor with an external thread on the rotating shaft. A screw nut and a nut mounting shaft are sleeved on the rotating shaft, and the nut mounting shaft is connected to the pitch mounting seat; when the rotating shaft rotates forward or reverse, the screw nut drives the nut mounting shaft to make linear motion in the same direction.

[0009] In one embodiment of the present application, the anti-impact assembly further includes a nut shaft bracket, and the nut shaft bracket is respectively connected to the pitch mounting seat and the nut mounting shaft.

[0010] In one embodiment of the present application, a seat mounting bracket is provided on the pitch substrate, and one end of the seat mounting bracket is connected to the bottom of the seat body.

[0011] In one embodiment of the present application, a first pitch hinge is provided on the bottom plate, a second pitch hinge is provided on the pitch substrate, and the bottom plate and the pitch substrate are connected via the first pitch hinge and the second pitch hinge.

[0012] In one embodiment of the present application, the control module adjusts the seat body from the first posture to the second posture through the motor, including: using the following n-order polynomial formula to calculate the pitch angle between the bottom of the seat body and the bottom plate:

[0013]

[0014] in, Indicates time; Indicates at time The corresponding pitch angle when Represents the undetermined coefficient, which is related to the initial velocity of the pitch substrate movement, the terminal velocity of the pitch substrate movement, the acceleration of the pitch substrate movement, the first pitch angle, and the second pitch angle; according to the pitch angle Control the motor's shaft rotation.

[0015] In one embodiment of the present application, the control module adjusts the seat body from the first posture to the second posture through the motor, including: using the following cubic polynomial formula to calculate the pitch angle between the bottom of the seat body and the bottom plate:

[0016]

[0017] in, Indicates time; Indicates at time The corresponding pitch angle when Represents the undetermined coefficient, which is related to the initial velocity of the pitch substrate movement, the terminal velocity of the pitch substrate movement, the first pitch angle, and the second pitch angle; according to the pitch angle Control the motor's shaft rotation.

[0018] In one embodiment of the present application, the range of the first pitch angle is: ; The range of the second pitch angle is: .

[0019] In one embodiment of the present application, the sensor module includes an inertial measurement unit and a millimeter wave radar, and the sensor module is used to collect one or any combination of the acceleration of the vehicle's forward direction, the distance between the vehicle and other vehicles in front, and the relative speed between the vehicle and other vehicles in front.

[0020] In one embodiment of the present application, the anti-impact component also includes a main control system for accessing the vehicle OBD interface and obtaining the vehicle's driving speed and / or steering wheel angle in real time, as well as determining whether there is a risk of emergency braking and / or collision.

[0021] In one embodiment of the present application, the radar system includes a 4D millimeter wave radar; the vision system includes multiple cameras, and the vision system identifies and locates obstacles ahead based on an image matching algorithm, a vision processing algorithm, and the first data.

[0022] In one embodiment of the present application, the control module adjusts the posture of the seat body according to the first data, the second data, and the data of the sensor module, including:

[0023] Use the following formula to calculate the relative speed of the obstacle ahead:

[0024] v_rel = sqrt((v_obj - v_car) 2 + (v_obj,y - v_car,y) 2 )

[0025] Wherein, v_rel represents the relative speed of the obstacle ahead; sqrt(·) represents the square root function; v_obj represents the speed of the obstacle ahead; v_car represents the speed of the vehicle; v_obj,y represents the longitudinal component speed of the obstacle ahead; v_car,y represents the longitudinal component speed of the vehicle;

[0026] The collision time is calculated using the following formula:

[0027] T_collision = d_obj / v_rel

[0028] Among them, T_collision represents the collision time; d_obj represents the distance from the front obstacle to the vehicle;

[0029] In response to the collision time being less than or equal to a preset time, the seat body is adjusted from the first posture to the second posture.

[0030] In one embodiment of the present application, the control module adjusts the posture of the seat body according to the first data, the second data, and the data of the sensor module, including: in response to θ_threshold < |θ_turn-θ_target|, the control module does not adjust the posture of the seat body; wherein θ_threshold represents the maximum threshold of the collision angle when the vehicle turns; θ_turn-θ represents the steering wheel angle of the vehicle; θ_target represents the angle between the front obstacle and the front of the vehicle; or, in response to v_car < v_threshold, the control module does not adjust the posture of the seat body; wherein v_car represents the speed of the vehicle; v_threshold represents the minimum vehicle speed threshold when the vehicle turns.

[0031] In order to solve the above technical problems, the present application also proposes a zero-gravity chair, comprising a seat body and the anti-impact component as mentioned above.

[0032] The technical solution of the present application integrates a base plate, a pitch base plate, a motor, a radar system, a visual system and a safety system, so that the anti-impact component can automatically adjust the seat body to a first posture with a larger pitch angle when the vehicle is driving normally to enhance passenger comfort; and when emergency braking or collision risk is detected, the seat body is quickly adjusted to a second posture with a smaller pitch angle, which can effectively reduce the impact on passengers due to inertial forward leaning, thereby improving driving safety.

[0033] This application provides a zero-gravity seat's anti-collision function and visual detection solution, which achieves accurate collision prediction and seat posture adjustment by combining radar systems (such as 4D millimeter-wave radar) and visual systems (such as a binocular vision system with two cameras), as well as information such as vehicle speed and steering wheel angle. This application can accurately determine the timing of a collision in a complex environment, and take protective measures in advance through the seat adjustment mechanism to protect passengers from injury. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below with reference to the accompanying drawings, wherein:

[0035] Figure 1 is a schematic diagram of the overall structure of a zero-gravity chair according to an embodiment of the present application;

[0036] Figure 2 is a schematic diagram of a seat body in a first posture in an embodiment of the present application;

[0037] Figure 3 is a schematic diagram of a seat body in a second posture in an embodiment of the present application;

[0038] Figure 4 is a schematic diagram of the anti-impact assembly when the seat body is in a second posture in one embodiment of the present application;

[0039] Figure 5 is a side view of the anti-impact assembly when the seat body is in a second posture in one embodiment of the present application;

[0040] Figure 6 is a schematic diagram of an anti-impact assembly when the seat body is in a first posture in one embodiment of the present application;

[0041] Figure 7 is a side view of the anti-impact assembly when the seat body is in a first posture in one embodiment of the present application;

[0042] Figure 8is a block diagram of a security system in one embodiment of the present application;

[0043] Fig. 9 is a flow chart of a safety system performing safety inspection on a vehicle in one embodiment of the present application;

[0044] Fig.10 is a motion trajectory curve diagram of a zero-gravity chair in one embodiment of the present application;

[0045] Fig.11 It is a system block diagram of a security system according to another embodiment of the present application.

[0046] Description of the accompanying drawings in the specific implementation manner:

[0047] 10. Anti-impact components;

[0048] 101. Bottom plate;

[0049] 102. Pitch substrate;

[0050] 103. Pitch shaft seat;

[0051] 104. Motor bracket;

[0052] 105. Motor;

[0053] 1051. Rotating shaft;

[0054] 1052. Motor body;

[0055] 106. Nut shaft bracket;

[0056] 107. Screw nut;

[0057] 108 nut mounting shaft;

[0058] 109. Pitch mounting seat;

[0059] 1091. Open your mouth;

[0060] 110. Seat mounting bracket;

[0061] 111. First pitch hinge;

[0062] 112. Second pitch hinge;

[0063] 2. Zero gravity chair;

[0064] 20. Seat body;

[0065] 30. Passengers;

[0066] 40. Security system;

[0067] 41. Sensor module;

[0068] A. First pitch angle. DETAILED DESCRIPTION

[0069] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below with reference to the accompanying drawings.

[0070] In the following description, many specific details are set forth to facilitate a full understanding of the present application, but the present application may also be implemented in other ways different from those described herein, and therefore the present application is not limited to the specific embodiments disclosed below.

[0071] As shown in this application and claims, unless the context clearly indicates an exception, the words "a", "an", "an" and / or "the" do not refer to the singular and may also include the plural. Generally speaking, the terms "include" and "comprise" only indicate the inclusion of the steps and elements that have been clearly identified, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements.

[0072] Flowcharts are used in the present application to illustrate the operations performed by the system according to the embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed accurately in order. On the contrary, various steps may be processed in reverse order or simultaneously. At the same time, other operations may be added to these processes, or one or more operations may be removed from these processes.

[0073] The present application proposes an anti-impact component for connecting to a seat body of a vehicle, which may be a car, a train, etc. The present application does not limit the type of vehicle. The technical solution of the present application will be introduced below with the example of a zero-gravity seat in a car. The anti-impact component of the present application is provided with a safety system, a radar system, and a visual system, wherein the safety system includes a sensor module and a control module. Exemplarily, each module in the safety system can be implemented by a computer hardware device composed of a processor and a memory, specifically, each of the above modules is stored in the memory as a program unit, and the processor executes each program unit stored in the memory to implement thread control.

[0074] Here, the zero-gravity seat of the present application is first introduced to facilitate understanding of the technical solution of the present application. The zero-gravity seat can be arranged in the rear row of the vehicle, that is, the zero-gravity seat is used as a passenger seat. The anti-impact component of the present application will be introduced later.

[0075] Figure 1 is a schematic diagram of the overall structure of a zero-gravity chair according to an embodiment of the present application. Figure 2 is a schematic diagram of a seat body in a first posture in an embodiment of the present application, Figure 3is a schematic diagram of a seat body in a second posture in an embodiment of the present application. Figure 1 As shown, the zero-gravity chair 2 of the present application includes a chair body 20 and an anti-impact assembly 10. Figure 2 and Figure 3 As shown, when the passenger 30 sits on the zero-gravity seat 2, the zero-gravity seat 2 is in a zero-gravity posture (e.g., 121°). Figure 2 As shown, when the seat body 20 is in the first posture, the comfort level of the passenger 30 is high. Figure 3 As shown, if the vehicle encounters an emergency situation such as sudden braking or collision, the anti-impact component 10 will quickly pull the seat body 20 back to the second posture (i.e., the normal sitting posture), which can effectively reduce the impact on the passenger 30 due to inertia leaning forward, thereby ensuring the safety of the rear passengers 30.

[0076] The anti-impact assembly 10 of the present application will be introduced below. The anti-impact assembly 10 is equivalent to the anti-impact mechanism of the zero-gravity chair. Figure 4 is a schematic diagram of the anti-impact assembly when the seat body is in the second posture in one embodiment of the present application, Figure 5 is a side view of the anti-impact assembly when the seat body is in a second posture in one embodiment of the present application, Figure 6 is a schematic diagram of an anti-impact assembly when the seat body is in a first posture in one embodiment of the present application, Figure 7 is a side view of the anti-impact assembly when the seat body is in a first posture in one embodiment of the present application, Figure 8 It is a block diagram of a security system in one embodiment of the present application.

[0077] refer to Figures 4 to 8 As shown, the anti-impact component 10 of the present application includes: a base plate 101; a pitch substrate 102; a motor 105, which is respectively connected to the base plate 101 and the pitch substrate 102, and the motor 105 is used to drive the pitch substrate 102 to move; a radar system (not shown in the figure), which is used to detect first data of a vehicle (i.e., this vehicle) and a front obstacle (not shown in the figure), and the first data includes one or any combination of relative speed, distance, and angle change; a visual system (not shown in the figure), which is used to obtain multi-dimensional spatial depth information (such as three-dimensional spatial depth information) of the vehicle (i.e., this vehicle), and estimate second data with the front obstacle, and the second data includes collision time and / or angle; a safety system 40, which is electrically connected to the motor 105, and the safety system 40 includes a sensor module 41 and a control module (not shown in the figure); the control module adjusts the posture of the seat body according to the first data, the second data, and the data of the sensor module.

[0078] For example, reference Figure 8As shown, the safety system 40 can be designed as a zero-gravity seat collision and braking safety system, and the control module includes a control decision module, a communication module, a drive module, and an actuator module.

[0079] For example, when the vehicle is running normally, the control module drives the pitch substrate 102 to move through the motor 105, thereby adjusting the seat body 20 to the first posture. At this time, the anti-impact assembly 10 is in the first posture. Figure 6 When it is detected that the vehicle is in emergency braking and / or there is a risk of collision, the control module drives the pitch substrate 102 to move through the motor 105, thereby adjusting the seat body 20 from the first posture to the second posture, at which time the anti-impact assembly 10 is Figure 4 The status shown. Figure 2 As shown, in the first posture: there is a first pitch angle A between the bottom of the seat body 20 and the bottom plate 101; in the second posture: there is a second pitch angle (not shown in the figure) between the bottom of the seat body 20 and the bottom plate 101; the first pitch angle A is greater than the second pitch angle.

[0080] The technical solution of the present application integrates the base plate 101, the pitch base plate 102, the motor 105 and the safety system 40, so that the anti-impact component 10 can automatically adjust the seat body 20 to a first posture with a larger pitch angle when the vehicle is running normally, so as to enhance the comfort of the passenger 30; and when emergency braking or collision risk is detected, the seat body 20 is quickly adjusted to the second posture with a smaller pitch angle, which can effectively reduce the impact on the passenger 30 due to inertial forward leaning, thereby improving driving safety.

[0081] This application provides a zero-gravity seat's anti-collision function and visual detection solution, which achieves accurate collision prediction and seat posture adjustment by combining radar systems (such as 4D millimeter-wave radar) and visual systems (such as a binocular vision system with two cameras), as well as information such as vehicle speed and steering wheel angle. This application can accurately determine the timing of a collision in a complex environment, and take protective measures in advance through the seat adjustment mechanism to protect passengers from injury.

[0082] In some embodiments, the range of the first pitch angle A is: ; The range of the second pitch angle is: For example, the first pitch angle A can be set to , , , etc. The second pitch angle can be set to , , , The present application ensures that the seat body 20 can provide sufficient inclination when the vehicle is driving normally by setting the first pitch angle A, so as to enhance the riding comfort of the passenger 30. By setting the second pitch angle, the seat body 20 can be quickly adjusted to a more upright posture in an emergency, effectively reducing the risk of the passenger 30 leaning forward due to sudden deceleration or collision of the vehicle, thereby improving driving safety.

[0083] refer to Figure 4 and Figure 6 As shown, in some embodiments, the anti-impact assembly 10 further includes a motor bracket 104, the motor 105 includes a motor body 1052 and a rotating shaft 1051, a pitch rotating shaft seat 103 is provided on the base plate 101, and the motor bracket 104 is connected to the motor body 1052 and the pitch rotating shaft seat 103 respectively. Exemplarily, the shape of the motor bracket 104 is adapted to the motor body 1052, and can play a role in protecting the motor. The present application enhances the structural stability of the anti-impact assembly 10 by providing the motor bracket 104 and the pitch rotating shaft seat 103, and ensures the stability and reliability of the motor 105 when driving the pitch substrate 102 to move.

[0084] refer to Figure 4 As shown, in some embodiments, a pitch mounting seat 109 is provided on the pitch substrate 102, and an opening 1091 is provided on the pitch mounting seat 109, and the opening 1091 is adapted to the rotating shaft 1051, and one end of the rotating shaft 1051 can pass through the opening 1091. Exemplarily, the opening 1091 can limit the rotating shaft 1051, and the present application is arranged in this way to ensure the stability and reliability of the seat body 20 during different posture adjustment processes.

[0085] refer to Figure 4 and Figure 6 As shown, in some embodiments, the motor 105 is a screw motor, the rotating shaft 1051 has an external thread (not shown in the figure), the rotating shaft 1051 is sleeved with a screw nut 107 and a nut mounting shaft 108, and the nut mounting shaft 108 is connected to the pitch mounting seat 109; when the rotating shaft 1051 rotates forward or reverse, the screw nut 107 drives the nut mounting shaft 108 to perform linear motion in the same direction. Exemplarily, when the rotating shaft 1051 rotates, the screw nut 107 drives the nut mounting shaft 108, the pitch mounting seat 109, and the pitch substrate 102 to perform linear motion in the same direction.

[0086] The present application not only realizes precise adjustment of the posture of the seat body 20, but also improves the stability after adjustment through the self-locking characteristics of the screw transmission, ensuring that the seat body 20 can maintain a preset posture under different driving conditions of the vehicle, providing the passenger 30 with a safer and more comfortable riding experience.

[0087] refer to Figure 6As shown, in some embodiments, the anti-impact assembly 10 further includes a nut shaft bracket 106, and the nut shaft bracket 106 is respectively connected to the pitch mounting seat 109 and the nut mounting shaft 108. Exemplarily, such a configuration enhances the structural strength and stability of the entire transmission system, ensuring that the motor 105 can remain stable when driving the pitch substrate 102 to move.

[0088] refer to Figure 2 and Figure 6 As shown, in some embodiments, a seat mounting bracket 110 is provided on the pitch substrate 102, and one end of the seat mounting bracket 110 is connected to the bottom of the seat body 20. Exemplarily, such a configuration realizes a stable connection between the seat body 20 and the pitch substrate 102.

[0089] refer to Figure 5 and Figure 7 As shown, in some embodiments, a first pitch hinge 111 is provided on the bottom plate 101, and a second pitch hinge 112 is provided on the pitch base plate 102, and the bottom plate 101 and the pitch base plate 102 are connected by the first pitch hinge 111 and the second pitch hinge 112. Exemplarily, the first pitch hinge 111 is equivalent to a pitch lower hinge, and the second pitch hinge 112 is equivalent to a pitch upper hinge. The first pitch hinge 111 and the second pitch hinge 112 are rotatably connected, and the present application is configured in this way to ensure that the pitch base plate 102 is driven by the motor 105, so that the seat body 20 can achieve smooth and smooth posture adjustment.

[0090] refer to Figure 2 , Figure 3 , Figure 4 and Figure 6 As shown, an example is used here to introduce the process of the seat body 20 changing from a 0° inclination angle to a 20° inclination angle (i.e., the first pitch angle A is 20°). For example, when the screw motor is working, the screw nut 107 pushes the nut mounting shaft 108, the nut shaft bracket 106, and the pitch mounting seat 109, thereby pushing the pitch substrate 102 and the seat mounting bracket 110, and finally making the seat body 20 in a state of a 20° inclination angle.

[0091] In some embodiments, the sensor module 41 includes an inertial measurement unit (IMU) and a millimeter wave radar. The sensor module 41 is used to collect one or any combination of the acceleration of the vehicle's forward direction, the distance between the vehicle and other vehicles in front, and the relative speed between the vehicle and other vehicles in front.

[0092] refer to Figure 8As shown, illustratively, the safety system 40 of the present application can be configured to consist of five modules: a sensor module 41, a communication module, a control decision module, a driver module and an actuator module.

[0093] (1) The sensor module 41 is an inertial measurement unit and a millimeter wave radar, which are used to collect the acceleration of the vehicle in the forward direction, the distance to the preceding vehicle, and the relative speed.

[0094] (2) The communication module is responsible for high-quality communication between other modules.

[0095] (3) The control decision module is the core module of the entire system. By analyzing the sensor data, the control decision module can automatically plan the seat target trajectory and thus control the seat pitch.

[0096] (4) The driver module is used to drive the actuator module.

[0097] (5) The actuator module is a motor 105, which is used to execute control commands to achieve the movement of the seat.

[0098] Fig. 9 1 is a flow chart of a safety system for performing safety detection on a vehicle in an embodiment of the present application. Fig. 9 As shown, in step S910, the system safety detection function is started; in step S920, the millimeter wave radar is enabled; in step S930, the distance and relative speed to the vehicle in front are obtained; in step S940, it is determined whether there is a collision risk. If it is determined as no, the process returns to step S930; if it is determined as yes, the process goes to step S980; in step S950, the IMU is enabled; in step S960, the acceleration in the forward direction of the vehicle is obtained; in step S970, it is determined whether an emergency brake is required. If it is determined as no, the process returns to step S960; if it is determined as yes, the process goes to step S980; and in step S980, the seat safety protection function is executed.

[0099] This application can detect the distance and relative speed to the vehicle in front in real time through millimeter wave radar, so as to determine whether there is a risk of collision; the acceleration in the vehicle's forward direction can be used to determine whether the vehicle is in an emergency braking condition. When the vehicle is in any of the above situations, the seat safety protection function is executed, and the angle of the zero-gravity seat is adjusted to zero position (corresponding to the second posture mentioned above), which can protect the safety of passengers.

[0100] For example, the present application performs trajectory planning for adjusting the seat. Case 1: When the acceleration in the vehicle's forward direction is less than a threshold value (the threshold value is generally -0.7g, i.e. 0.7 times the acceleration of gravity), the vehicle is in emergency braking; Case 2: When the minimum distance between the vehicle ahead and the moving vehicle and relative speed Exceeding the critical value, that is , (Minimum safety distance , relative safe speed ), the vehicle is at risk of collision. , .

[0101] For example, when the vehicle is in any of the above situations 1 and 2, the zero-gravity seat instantly moves to the zero position to ensure the safety of the passengers. Assume that the pitch angle of the zero-gravity seat is 20°. To ensure the safety of the passengers, the zero-gravity seat needs to be moved to the zero position within the safety time. The seat moves from 20° to zero position. Considering the extreme situation of collision, this application takes , Indicates milliseconds.

[0102] To ensure the continuity of the seat during starting and stopping, an n-order polynomial can be used to plan the trajectory. In some embodiments, the control module adjusts the seat body from the first posture to the second posture through the motor, including:

[0103] The pitch angle between the bottom of the seat body and the bottom plate is calculated using the following n-order polynomial formula (1):

[0104] (1)

[0105] in, Indicates time; Indicates at time The corresponding pitch angle is is the angle as a function of time; represents an undetermined coefficient, which is related to the initial velocity of the pitch substrate movement, the terminal velocity of the pitch substrate movement, the acceleration of the pitch substrate movement, the first pitch angle, and the second pitch angle;

[0106] According to the pitch angle Control the rotation of the motor shaft. Get in time The corresponding pitch angle is used to control the speed and direction of the rotation of the shaft.

[0107] In some embodiments, the control module adjusts the seat body from the first posture to the second posture through the motor, including:

[0108] The pitch angle between the bottom of the seat body and the bottom plate is calculated using the following cubic polynomial formula (2):

[0109] (2)

[0110] in, Indicates time; Indicates at time The corresponding pitch angle is is the angle as a function of time; represents an undetermined coefficient, which is related to the initial velocity of the pitch substrate movement, the terminal velocity of the pitch substrate movement, the first pitch angle, and the second pitch angle;

[0111] According to the pitch angle Control the motor's shaft rotation.

[0112] For example, the following text of this application will use time Take as an example to derive the formula.

[0113] To ensure continuity, the initial speed and the final speed can be set to 0, the initial angle to 20, and the final angle to 0. The cubic polynomial of the previous formula (2) can be derived according to the following formulas (3) to (8) to calculate the unknown coefficients: The value of .

[0114] By deriving formula (2), we can get the following formula (3):

[0115] (3)

[0116] Considering the continuity, the initial velocity and the final velocity are 0, that is, , ; The initial angle is 20 and the final angle is 0, that is , . From this, we can get the following equation group consisting of formula (4) to formula (7):

[0117] (4)

[0118] (5)

[0119] (6)

[0120] = (7)

[0121] According to the equations formed by the above formulas (4) to (7), the unknown coefficients can be calculated The value of , thus obtaining the following formula (8):

[0122] (8)

[0123] For example, in practical applications, the following fifth-order polynomial formula (9) can also be used to calculate the pitch angle between the bottom of the seat body and the bottom plate:

[0124] (9)

[0125] When using a quintic polynomial, it is necessary to Taking the second derivative, we get the following formula (10):

[0126] (10)

[0127] You can set the initial speed and the final speed to 0, and construct the equations according to the method mentioned above to solve The value of is not repeated here.

[0128] Fig.10 : is a motion trajectory curve diagram of a zero-gravity chair in an embodiment of the present application. Fig.10 As shown, illustratively, Fig.10 In the figure, the horizontal axis represents time and the vertical axis represents the seat angle. According to the motion trajectory curve, it can be seen that the seat will move quickly from 20° to 0° within 120ms, which can ensure the safety of passengers in emergency situations such as sudden braking.

[0129] The present application can plan the pitch angle of the seat to the corresponding motor movement through kinematic solution. The motion control can adopt PID (Proportional Integral Derivative) control, optimal control, MPC (Model Predictive Control) and other control methods for controller design, which will not be repeated in this application.

[0130] In some embodiments, the anti-impact component 10 also includes a main control system (not shown in the figure), which is used to access the vehicle OBD (On-Board Diagnostics) interface and obtain the driving speed, engine speed, steering wheel angle of the vehicle (i.e., the vehicle) in real time, and determine whether there is an emergency braking and / or collision risk.

[0131] For example, through the vehicle OBD interface, the present application can obtain information such as vehicle speed, engine speed, and steering wheel angle in real time. In particular, the data of the steering wheel angle can effectively avoid the false triggering of the anti-collision function when the vehicle turns. When the system detects that the vehicle is turning, the algorithm suppresses the potential risk of false triggering to avoid misjudging the dynamic changes caused by the turn as collision threats.

[0132] In some embodiments, the radar system includes a 4D millimeter wave radar; the visual system includes multiple cameras, and the visual system identifies and locates the obstacle in front according to the image matching algorithm, the visual processing algorithm, and the first data. Exemplarily, the 4D millimeter wave radar detects the obstacle in front of the vehicle by transmitting and receiving millimeter wave signals, and can judge the relative speed, distance and angle change between the obstacle and the vehicle, so as to predict the time of collision in real time. The 4D millimeter wave radar has extremely high penetration and precise distance measurement capabilities, and can still work reliably in various complex environments, such as rainy, snowy weather, haze and other low visibility conditions.

[0133] The visual system of the present application can adopt a binocular vision system. The binocular camera can analyze the depth information of the three-dimensional space by acquiring image data from the left and right perspectives. The visual system of the present application can accurately identify and locate the obstacles ahead and estimate the time and angle of collision through image matching and visual processing algorithms combined with millimeter wave radar data.

[0134] In some embodiments, the control module adjusts the posture of the seat body according to the first data, the second data, and the data of the sensor module, including:

[0135] The relative speed of the obstacle ahead is calculated using the following formula (11):

[0136] v_rel = sqrt((v_obj - v_car) 2 + (v_obj,y - v_car,y) 2 ) (11)

[0137] Wherein, v_rel represents the relative speed of the obstacle ahead; sqrt(·) represents the square root function; v_obj represents the speed of the obstacle ahead; v_car represents the speed of the vehicle; v_obj,y represents the longitudinal component speed of the obstacle ahead; v_car,y represents the longitudinal component speed of the vehicle;

[0138] The collision time is calculated using the following formula (12):

[0139] T_collision = d_obj / v_rel (12)

[0140] Among them, T_collision represents the collision time; d_obj represents the distance from the front obstacle to the vehicle;

[0141] In response to the collision time being less than or equal to a preset time, the seat body is adjusted from the first posture to the second posture.

[0142] In some embodiments, the control module adjusts the posture of the seat body according to the first data, the second data, and the data of the sensor module, including:

[0143] In response to θ_threshold < |θ_turn-θ_target|, the control module does not adjust the posture of the seat body; wherein θ_threshold represents the maximum threshold of the collision angle when the vehicle turns; θ_turn-θ represents the steering wheel angle of the vehicle; θ_target represents the angle between the front obstacle and the front of the vehicle;

[0144] Alternatively, in response to v_car<v_threshold, the control module does not adjust the posture of the seat body; wherein v_car represents the speed of the vehicle; and v_threshold represents the minimum vehicle speed threshold when the vehicle turns.

[0145] For example, the present application can avoid the false triggering of the seat adjustment mechanism when the vehicle turns by the false triggering suppression algorithm. When the vehicle turns, due to the influence of the steering wheel angle and the dynamic changes of the vehicle, the above method can be used to determine whether it is in a safe state.

[0146] This application is equivalent to providing a zero-gravity seat anti-collision detection solution that combines 4D millimeter-wave radar and binocular vision system. This application designs an advanced zero-gravity seat anti-collision function and precise detection method, which has high collision prediction accuracy and suppresses false triggering through a reasonable algorithm, ensuring the safety of passengers under complex driving conditions. This application can accurately predict the collision timing of the vehicle in real time, and take protective measures in advance through the seat adjustment mechanism to protect passengers from injury.

[0147] This application has the following advantages:

[0148] (1) Accurate prediction: By combining 4D millimeter-wave radar, binocular vision system, vehicle speed, and steering wheel angle data, the system can accurately determine the timing of a collision in a variety of complex environments and take anti-collision measures in advance.

[0149] (2) Anti-false triggering: Through accurate analysis of vehicle speed and steering wheel angle information, it effectively avoids the situation where the collision alarm is falsely triggered when turning.

[0150] (2) Multi-environment adaptability: The system can work reliably in low visibility conditions such as rainy and foggy days, greatly improving safety.

[0151] Fig.11 is a system block diagram of a security system according to another embodiment of the present application. Fig.11As shown, the security system 1100 may include an internal communication bus 1101, a processor 1102, a read-only memory (ROM) 1103, a random access memory (RAM) 1104, and a communication port 1105. The security system 1100 may also include a hard disk 1106. The internal communication bus 1101 may implement data communication between the components of the security system 1100. The processor 1102 may make judgments and issue prompts. In some embodiments, the processor 1102 may be composed of one or more processors. The communication port 1105 may implement data communication between the security system 1100 and the outside. In some embodiments, the security system 1100 may send and receive information and data from the network through the communication port 1105. The security system 1100 may also include different forms of program storage units and data storage units, such as a hard disk 1106, a read-only memory (ROM) 1103, and a random access memory (RAM) 1104, which can store various data files used for computer processing and / or communication, as well as possible program instructions executed by the processor 1102. The processor executes these instructions to implement the main part of the method. The result processed by the processor is transmitted to the user device through the communication port and displayed on the user interface.

[0152] The method for adjusting the posture of the seat body mentioned above in the present application can be implemented as a computer program, stored in the hard disk 1106, and can be loaded into the processor 1102 for execution.

[0153] The present application also includes a computer-readable medium storing a computer program code, which, when executed by a processor, implements the method for adjusting the posture of the seat body as described above.

[0154] When the method for adjusting the posture of the seat body described in the present application is implemented as a computer program, it can also be stored in a computer-readable storage medium as a product. For example, a computer-readable storage medium may include, but is not limited to, magnetic storage devices (e.g., hard disks, floppy disks, magnetic strips), optical disks (e.g., compact disks (CDs), digital versatile disks (DVDs)), smart cards, and flash memory devices (e.g., electrically erasable programmable read-only memories (EPROMs), cards, sticks, key drives). In addition, the various storage media described herein can represent one or more devices and / or other machine-readable media for storing information. The term "machine-readable medium" may include, but is not limited to, wireless channels and various other media (and / or storage media) that can store, contain and / or carry codes and / or instructions and / or data.

[0155] It should be understood that the embodiments described above are only illustrative. The embodiments described herein may be implemented in hardware, software, firmware, middleware, microcode, or any combination thereof. For hardware implementation, the processor may be implemented in one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, and / or other electronic units designed to perform the functions described herein, or a combination thereof.

[0156] Some aspects of the present application may be performed entirely by hardware, entirely by software (including firmware, resident software, microcode, etc.), or by a combination of hardware and software. The above hardware or software may be referred to as "data blocks", "modules", "engines", "units", "components" or "systems". The processor may be one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DAPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, or combinations thereof. In addition, various aspects of the present application may be represented as computer products located in one or more computer-readable media, which include computer-readable program codes. For example, computer-readable media may include, but are not limited to, magnetic storage devices (e.g., hard disks, floppy disks, tapes ...), optical disks (e.g., compact disks CDs, digital versatile disks DVDs ...), smart cards, and flash memory devices (e.g., cards, sticks, key drives ...).

[0157] A computer-readable medium may include a propagated data signal containing computer program code, such as in baseband or as part of a carrier wave. The propagated signal may have a variety of manifestations, including electromagnetic, optical, etc., or a suitable combination. A computer-readable medium may be any computer-readable medium other than a computer-readable storage medium, which may be connected to an instruction execution system, device or apparatus to communicate, propagate or transmit a program for use. The program code on the computer-readable medium may be propagated via any suitable medium, including radio, cable, fiber optic cable, radio frequency signal, or similar medium, or any combination of the above mediums.

[0158] The basic concepts have been described above. Obviously, for those skilled in the art, the above application disclosure is only an example and does not constitute a limitation of the present application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements and amendments to the present application. Such modifications, improvements and amendments are suggested in the present application, so such modifications, improvements and amendments still belong to the spirit and scope of the exemplary embodiments of the present application.

[0159] At the same time, the present application uses specific words to describe the embodiments of the present application. For example, "one embodiment", "an embodiment", and / or "some embodiments" refer to a certain feature, structure or characteristic related to at least one embodiment of the present application. Therefore, it should be emphasized and noted that "one embodiment" or "an embodiment" or "an alternative embodiment" mentioned twice or more in different positions in this specification does not necessarily refer to the same embodiment. In addition, some features, structures or characteristics in one or more embodiments of the present application can be appropriately combined.

[0160] In some embodiments, numbers describing the number of components and attributes are used. It should be understood that such numbers used for the description of the embodiments are modified by the modifiers "about", "approximately" or "substantially" in some examples. Unless otherwise specified, "about", "approximately" or "substantially" indicate that the numbers are allowed to vary by ±20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximate values, which can be changed according to the required features of individual embodiments. In some embodiments, the numerical parameters should take into account the specified significant digits and adopt the method of general digit retention. Although the numerical domains and parameters used to confirm the breadth of the range in some embodiments of the present application are approximate values, in specific embodiments, the setting of such numerical values ​​is as accurate as possible within the feasible range.

Claims

1. An anti-impact component, characterized in that: Used to be connected with a seat body of a vehicle, the anti-impact assembly comprises: Base plate; Pitch base plate; A motor, connected to the bottom plate and the pitch substrate respectively, and used to drive the pitch substrate to move; A radar system, used to detect first data of the vehicle and a front obstacle, wherein the first data includes one or any combination of relative speed, distance, and angle change; A visual system, used to obtain multi-dimensional spatial depth information of the vehicle and estimate second data with the front obstacle, wherein the second data includes a collision time and / or angle; a safety system, electrically connected to the motor, the safety system comprising a sensor module and a control module; the control module adjusts the posture of the seat body according to the first data, the second data, and the data of the sensor module; when the vehicle is running normally, the control module drives the pitch substrate to move through the motor, thereby adjusting the seat body to a first posture; when it is detected that the vehicle is in emergency braking and / or there is a risk of collision, the control module drives the pitch substrate to move through the motor, thereby adjusting the seat body from the first posture to a second posture; Wherein, in the first posture: there is a first pitch angle between the bottom of the seat body and the bottom plate; in the second posture: there is a second pitch angle between the bottom of the seat body and the bottom plate; the first pitch angle is greater than the second pitch angle; The control module adjusts the seat body from the first posture to the second posture through the motor, including: The pitch angle between the bottom of the seat body and the bottom plate is calculated using the following n-order polynomial formula: in, Indicates time; Indicates at time The corresponding pitch angle when represents an undetermined coefficient, and the undetermined coefficient is related to the initial velocity of the pitch substrate movement, the terminal velocity of the pitch substrate movement, the acceleration of the pitch substrate movement, the first pitch angle, and the second pitch angle; According to the pitch angle Control the rotation of the shaft of the motor.

2. The impact protection assembly according to claim 1, characterized in that The anti-impact component also includes a motor bracket, the motor includes a motor body and a rotating shaft, a pitch rotating shaft seat is arranged on the bottom plate, and the motor bracket is respectively connected to the motor body and the pitch rotating shaft seat.

3. The impact protection assembly according to claim 2, characterized in that: The pitch base plate is provided with a pitch mounting seat, and the pitch mounting seat is provided with an opening, the opening is adapted to the rotating shaft, and one end of the rotating shaft can pass through the opening.

4. The impact protection assembly according to claim 3, characterized in that: The motor is a screw motor, the rotating shaft has an external thread, the rotating shaft is sleeved with a screw nut and a nut mounting shaft, and the nut mounting shaft is connected to the pitch mounting seat; when the rotating shaft rotates forward or reverse, the screw nut drives the nut mounting shaft to perform linear motion in the same direction.

5. The impact protection assembly according to claim 4, characterized in that: The anti-impact assembly also includes a nut shaft bracket, and the nut shaft bracket is connected to the pitch mounting seat and the nut mounting shaft respectively.

6. The impact protection assembly according to claim 1, characterized in that: A seat mounting bracket is arranged on the pitch substrate, and one end of the seat mounting bracket is connected to the bottom of the seat body.

7. The impact protection assembly according to claim 1, characterized in that: The bottom plate is provided with a first pitch hinge, the pitch substrate is provided with a second pitch hinge, and the bottom plate and the pitch substrate are connected through the first pitch hinge and the second pitch hinge.

8. The impact protection assembly according to any one of claims 1 to 7, characterized in that: The control module adjusts the seat body from the first posture to the second posture through the motor, including: The pitch angle between the bottom of the seat body and the bottom plate is calculated using the following cubic polynomial formula: in, Indicates time; Indicates at time The corresponding pitch angle when represents an undetermined coefficient, and the undetermined coefficient is related to the initial speed of the pitch substrate movement, the terminal speed of the pitch substrate movement, the first pitch angle, and the second pitch angle; According to the pitch angle Control the rotation of the shaft of the motor.

9. The impact protection assembly according to claim 1, characterized in that: The range of the first pitch angle is: ; The range of the second pitch angle is: .

10. The impact protection assembly according to claim 1, characterized in that: The sensor module includes an inertial measurement unit and a millimeter wave radar, and the sensor module is used to collect one or any combination of the acceleration of the vehicle's forward direction, the distance between the vehicle and other vehicles in front, and the relative speed between the vehicle and other vehicles in front.

11. The impact protection assembly according to claim 1, characterized in that: It also includes a main control system for accessing the vehicle OBD interface and obtaining the driving speed and / or steering wheel angle of the vehicle in real time, and determining whether there is an emergency braking and / or collision risk.

12. The impact protection assembly according to claim 1, characterized in that The radar system includes a 4D millimeter wave radar; the visual system includes multiple cameras, and the visual system identifies and locates the obstacle ahead based on an image matching algorithm, a visual processing algorithm, and the first data.

13. The impact protection assembly according to claim 1, characterized in that The control module adjusts the posture of the seat body according to the first data, the second data, and the data of the sensor module, including: The relative speed of the obstacle ahead is calculated using the following formula: v_rel = sqrt((v_obj - v_car) 2 + (v_obj,y - v_car,y) 2 ) Wherein, v_rel represents the relative speed of the obstacle ahead; sqrt(·) represents the square root function; v_obj represents the speed of the obstacle ahead; v_car represents the speed of the vehicle; v_obj,y represents the longitudinal component speed of the obstacle ahead; v_car,y represents the longitudinal component speed of the vehicle; The collision time is calculated using the following formula: T_collision = d_obj / v_rel Wherein, T_collision represents the collision time; d_obj represents the distance from the front obstacle to the vehicle; In response to the collision time being less than or equal to a preset time, the seat body is adjusted from the first posture to a second posture.

14. The impact protection assembly according to claim 1, characterized in that The control module adjusts the posture of the seat body according to the first data, the second data, and the data of the sensor module, including: In response to θ_threshold < |θ_turn-θ_target|, the control module does not adjust the posture of the seat body; wherein θ_threshold represents the maximum threshold of the collision angle when the vehicle turns; θ_turn-θ represents the steering wheel angle of the vehicle; θ_target represents the angle between the front obstacle and the front of the vehicle; Alternatively, in response to v_car<v_threshold, the control module does not adjust the posture of the seat body; wherein v_car represents the speed of the vehicle; and v_threshold represents the minimum vehicle speed threshold when the vehicle turns.

15. A zero gravity chair, characterized in that: The invention comprises a seat body and an anti-impact assembly as claimed in any one of claims 1 to 14.

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