Passenger auxiliary returning method, seat, vehicle and storage medium

Abstract

The invention provides a passenger auxiliary return method, a seat, a vehicle and a storage medium, the passenger auxiliary return method is applied to the vehicle, the vehicle comprises the seat, the seat comprises an auxiliary return device, the auxiliary return device is used for pushing the waist of a retroverted passenger, and the method comprises the steps that the collision moment of vehicle collision is determined, and in a set time period before the collision moment or at the collision moment, the auxiliary return device is controlled to push the waist of the retroverted passenger. Before collision or when collision occurs, based on collision inertia, acting force is applied to the waist of the passenger through the auxiliary return device, return of the passenger is accelerated, the backward inclination angle of the lumbar vertebra section of the passenger is rapidly reduced, the lumbar vertebra injury risk is reduced, and therefore more effective and lower-cost safety protection is provided for the passenger in the backward inclination sitting posture.

Description

Technical Field

[0001] The present application relates to the field of vehicle seats, and in particular to an occupant auxiliary return method, a seat, a vehicle, and a storage medium. Background Art

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

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

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

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

[0006] The present application provides a method, seat, vehicle and storage medium for assisting the return of an occupant. Before or during a collision, based on the inertia of the collision, an auxiliary return device applies a force to the occupant's waist, thereby accelerating the occupant's return, quickly reducing the backward tilt angle of the occupant's lumbar spine, and reducing the risk of lumbar injury, thereby providing more effective and lower-cost safety protection for occupants in a backward-leaning sitting position.

[0007] In a first aspect, the present application provides a method for assisting the return of an occupant, which is applied to a vehicle, wherein the vehicle includes a seat, and the seat includes an auxiliary return device, which is used to push the waist of the occupant who leans back. The method includes: determining the collision moment when the vehicle collides, and controlling the auxiliary return device to push the waist of the occupant who leans back within a set time period before the collision moment or at the collision moment.

[0008] The lumbar spine of a reclining passenger is effectively restored within the initial stages of a collision, effectively reducing the risk of lumbar injury. Therefore, the signal to activate the auxiliary return device should be input as soon as possible before or during a collision. Once the risk of a collision is detected and the moment of impact is predicted, the auxiliary return device is activated to push the reclining passenger's lumbar spine. By combining the inertial return of the passenger and the auxiliary return device, the collision protection of reclining passengers can be significantly improved. This not only addresses the inadequate inertial return of traditional seatbacks, but also overcomes the limitation of existing active seatback return systems that lack adequate lumbar support.

[0009] As a possible implementation, determining the collision moment of a vehicle collision specifically includes: acquiring vehicle environment information and vehicle driving information, and determining the collision moment of the vehicle collision based on the vehicle environment information and the vehicle driving information.

[0010] By obtaining vehicle environmental information and driving information to determine the moment of collision, it can provide driving support for the auxiliary return device, thereby quickly reducing the backward tilt angle of the occupant's lumbar spine and significantly reducing the risk of lumbar injury.

[0011] As a possible implementation method, determining the collision moment of a vehicle collision specifically includes: using a braking signal emitted by an automatic emergency braking system AEB to determine the collision moment of the vehicle collision, or using a collision signal received by an airbag control unit ACU to determine the collision moment of the vehicle collision.

[0012] By using the AEB brake signal as a collision warning input, the controller can obtain reaction time before a vehicle collision occurs, thereby enabling the auxiliary return device to take effect at the initial stage of the collision. When the collision signal received by the airbag control unit ACU is used to determine the collision moment of the vehicle collision, since the verified ACU signal is used, this method can provide reliable collision moment information. With the help of the ACU's rapid response capability, it can ensure that the auxiliary return device is activated at the correct time.

[0013] As a possible embodiment, the vehicle includes a seat belt, which includes a shoulder belt. When the vehicle is driving normally and the seat belt is used to restrain an occupant on the seat, the seat belt is in a first working state. The method also includes: determining the angle between the seat back and the seat cushion of the seat, when the rearward tilt angle of the seat is greater than a set angle, controlling the shoulder belt to be in a relaxed state, and when the auxiliary return device is activated, controlling the shoulder belt to be in the first working state.

[0014] By real-time monitoring of the angle changes between the seat back and the seat cushion, the shoulder belt tension is actively relaxed when the occupant is in a reclining posture, effectively avoiding interference with the action of the auxiliary return device, improving the smoothness and efficiency of the occupant's torso returning to its original position, and promptly restoring the shoulder belt to the first working state after the auxiliary return device is activated, ensuring that the occupant's upper body is effectively restrained and preventing injuries caused by secondary impact. The above method realizes the coordinated linkage of the seat belt system with seat posture perception and the auxiliary return device, taking into account both comfort and safety, and improving the occupant protection capability of the entire vehicle in collision scenarios.

[0015] As a possible implementation method, the seat belt includes a retractor, which is used to reel in, release and restrain the shoulder strap. When the auxiliary return device is activated, the shoulder strap is controlled to be in a first working state, specifically including: when the auxiliary return device is activated, it is determined that the length of the shoulder strap released by the retractor is a set length, and the shoulder strap is controlled to be in the first working state.

[0016] By using the shoulder belt release length as the basis for judgment, the accuracy of identifying the occupant's posture recovery status in complex collision environments is improved, thereby achieving a more accurate dynamic protection strategy without affecting the overall restraint effect.

[0017] As a possible implementation manner, when the auxiliary return device is activated, the shoulder strap is controlled to be in the first working state, specifically including: when the auxiliary return device is activated for a first period of time, the shoulder strap is controlled to be in the first working state.

[0018] By combining the time after the auxiliary return device is activated as the judgment basis, it can quickly and accurately determine when to restore the shoulder belt to the first working state in the early stage of the collision, thereby providing comprehensive and reliable safety protection for the occupants. It is not only simple to implement and highly reliable, but also can adapt to the needs of occupants of different body shapes through a dynamic adjustment mechanism, thereby achieving a more accurate dynamic protection strategy without affecting the overall restraint effect.

[0019] As a possible implementation, the auxiliary return device is used to move up and down along the direction of the occupant's spine in a plane parallel to the seat back. The method also includes: according to the occupant's body characteristics, controlling the auxiliary return device to move along the extension direction of the spine, so that the pushing position of the auxiliary return device is aligned with the lumbar area of ​​the occupant.

[0020] The position of the auxiliary return device on the seat is automatically adjusted according to the occupant's weight and sitting posture, allowing the auxiliary return device to better adapt to occupants of various body sizes. Whether children, adults or tall passengers, they can all obtain effective support and protection, which not only improves safety, but also significantly enhances riding comfort and avoids the discomfort of rebound or local pressure caused by improper positioning of the device.

[0021] As a possible implementation, the safety belt assembly includes a belly belt, and the method includes: after the auxiliary return device is activated, controlling the belly belt to a first pre-tightening force, the first pre-tightening force being greater than the pre-tightening force of the belly belt in a first working state.

[0022] By controlling the abdominal belt to the first pre-tightening force, support can be provided to the abdomen. When the abdominal belt provides sufficient support, the shoulder straps can better limit the forward rush of the upper body. At the same time, the auxiliary return device can also achieve the best protection effect. Moreover, appropriate pre-tightening force helps guide the occupant to a more upright posture, achieving a more precise dynamic protection strategy.

[0023] As a possible implementation, the auxiliary return device is encapsulated in the seat back, and the method includes: controlling the auxiliary return device to form a convex structure in the lumbar area of ​​the occupant within a set period before the collision moment or at the collision moment.

[0024] The auxiliary return device forms a raised structure in the lumbar area to actively apply forward force, accelerate the return process, quickly reduce the lumbar backward tilt angle, reduce the lumbar axial load, help guide the occupant to a more upright posture, and improve overall safety and protection.

[0025] As a possible implementation, the auxiliary return device is a lumbar support device, which includes a lumbar support and a drive motor. The method includes: controlling the drive motor to drive the lumbar support to be pushed outward from the seat back within a set period before the collision moment or at the collision moment.

[0026] The lumbar support better conforms to the passenger's waist curve and provides more effective support. When the lumbar support is fully extended, it fits closely to the passenger's waist and provides good support.

[0027] As a possible implementation method, the driving motor is controlled to drive the lumbar support to be pushed outward from the seat back. The method specifically includes: controlling the driving motor to drive the lumbar support to be pushed outward from the seat back by a set distance.

[0028] By adjusting the distance the lumbar support is pushed out, better support for the occupant can be achieved, which helps guide the occupant to a more upright posture and significantly improves overall safety and protection.

[0029] As a possible implementation, the driving motor is controlled to drive the lumbar support to be pushed outward from the seat back. The method specifically includes: controlling the driving motor to drive the lumbar support to be pushed outward from the seat back at a set speed.

[0030] As a possible implementation, the method further includes: controlling the drive motor to drive the lumbar support to return to its original position within a second period of time after the drive motor drives the lumbar support to be pushed outward from the seat back.

[0031] By adjusting the speed at which the lumbar support is pushed out of the lumbar support device, better support for the occupant can be achieved, which helps guide the occupant to a more upright posture and significantly improves overall safety and protection.

[0032] As a possible embodiment, the auxiliary return device is an airbag, and the method includes: within a set period before the collision moment or during the collision moment,

[0033] Since the airbag is fixed to the seat back, its expansion will push the seat back outward. The thrust generated by the expansion of the airbag is transmitted to the occupant's waist through the seat back, helping the occupant who has leaned back to return to an upright sitting position.

[0034] In a second aspect, the present application provides a seat, which includes an auxiliary return device and a controller. The auxiliary return device is used to push the waist of the rear-leaning passenger, and the controller is used to: determine the collision moment of the vehicle collision, and control the auxiliary return device to push the waist of the rear-leaning passenger within a set time period before the collision moment or at the collision moment.

[0035] As a possible implementation method, the auxiliary return device is used to move up and down in the direction of the occupant's spine in a plane parallel to the seat, and the controller is also used to: according to the body characteristics of the occupant, control the auxiliary return device to move along the extension direction of the spine, so that the pushing position of the auxiliary return device is aligned with the lumbar area of ​​the occupant.

[0036] As a possible implementation, the auxiliary return device is encapsulated in the seat back, and the controller is used to control the auxiliary return device to form a protruding structure in the lumbar area of ​​the occupant within a set period before the collision or at the collision moment.

[0037] As a possible implementation, the auxiliary return device is a lumbar support device, which includes a lumbar support and a drive motor. The controller is used to control the drive motor to drive the lumbar support to be pushed outward from the seat back within a set period before the collision or at the collision moment.

[0038] As a possible implementation, the auxiliary return device is an airbag, and the controller is configured to: detonate the airbag within a set period before the collision moment or at the collision moment.

[0039] In a third aspect, the present application provides a vehicle comprising at least one seat described in the second aspect.

[0040] In a fourth aspect, the present application provides a computer-readable storage medium, which stores a program or instruction. When the program or instruction is executed, the method described in the first aspect is implemented.

[0041] In a fifth aspect, a computer program product comprises a computer program code, which enables the computer to execute the method as described in the first aspect when the computer program code is run on a computer. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 This is a schematic diagram of the application scenario of this application;

[0043] Figure 2 Schematic diagram of spinal forces;

[0044] Figure 3A A schematic diagram of a seat structure;

[0045] Figure 3B A schematic diagram of the structure of an auxiliary return device Figure 1 ;

[0046] Figure 3C A schematic diagram of the structure of an auxiliary return device Figure 2 ;

[0047] Figure 4 A schematic structural diagram of a seat frame provided in this application;

[0048] Figure 5A This is a diagram of the structure of a seat belt Figure 1 ;

[0049] Figure 5B This is a diagram of the structure of a seat belt Figure 2 ;

[0050] Figure 6 Shows a control architecture provided by this application Figure 1 ;

[0051] Figure 7 Shows a control architecture provided by this application Figure 2 ;

[0052] Figure 8 A schematic diagram of a shoulder belt restraining an occupant;

[0053] Figure 9 This is the seat belt control flow chart;

[0054] Figure 10 This is a schematic diagram of an auxiliary return device moving along the height direction of the chair back. DETAILED DESCRIPTION

[0055] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0056] It should be noted that the embodiments illustrated below can be implemented in various forms and should not be construed as being limited to the embodiments described below; on the contrary, providing these embodiments can make the embodiments of the present application more comprehensive and complete, and can fully convey its concept to those skilled in the art. Moreover, the specific details described in the following description are intended to facilitate a full understanding of the embodiments of the present application by those skilled in the art, but it should be understood that the embodiments of the present application can be implemented in a variety of other ways different from those described herein, and those skilled in the art can make similar generalizations without violating the connotation of the present application, that is, the embodiments of the present application are not limited by the specific embodiments disclosed below. Similarly, the subsequent descriptions in the specification are all preferred embodiments for implementing the embodiments of the present application. Of course, the description is for the purpose of illustrating the general principles of the embodiments of the present application, and is not intended to limit the scope of the embodiments of the present application. The scope of protection of the embodiments of the present application shall be determined by the appended claims.

[0057] In addition, the drawings of the embodiments of the present application are only used to illustrate relative positional relationships and do not represent true proportions. The words expressing positions and directions described in the embodiments of the present application are all explained using the drawings as examples, but can be changed as needed, and the changes made are included in the scope of protection of the embodiments of the present application. The same symbols in the drawings represent the same or similar structures, and their repeated descriptions will be omitted.

[0058] (1) Zero-gravity car seat: A zero-gravity seat is a seat designed to simulate the natural relaxation state of the human body in a microgravity environment through the freedom of adjustment functions (such as seat cushion inclination, backrest inclination, lumbar support and leg support, etc.), aiming to provide higher comfort and reduce fatigue.

[0059] (2) Lumbar spine injury refers to excessive bending or compression loads on the lumbar spine during a collision, causing fractures, disc herniation, or other injuries, which may be accompanied by local pain or limited mobility.

[0060] (3) The airbag control unit (ACU) is primarily responsible for receiving and processing collision signals, determining whether the airbag needs to be deployed, and issuing an ignition command when necessary. The airbag controller works by capturing collision signals through an acceleration sensor and then collecting, analyzing, determining, and processing these signals.

[0061] (4) Submarining injury refers to a dangerous situation in which the occupant's body slides out from under the abdominal belt of the seat belt. This phenomenon usually occurs in a frontal collision when the seat belt fails to fully restrain the occupant's pelvis and the occupant's body slides forward and downward.

[0062] (5) Occupant repositioning refers to the process of returning the upper torso of a rearward-leaning occupant from a rearward-leaning position to an upright position.

[0063] The previous text introduced some of the terms involved in this application. The following text introduces the possible application scenarios of this application.

[0064] In one possible implementation, the occupant auxiliary return method provided by the present application is applied to a seat, which can be integrated into a vehicle, such as a car, truck, bus, train, recreational vehicle, station wagon, van, amusement park vehicle, construction vehicle, tram, golf cart, sightseeing car, patrol car, smart car, digital car, etc. Figure 1 , which illustrates a possible application scenario of the present application. In this application scenario, a car is used as a vehicle. One or more seats of the car can be configured as the seat of the present application. The seat of the present application can, when or before a vehicle collision occurs, use the auxiliary return device on the seat to push the waist of the reclining occupant. If the reclining occupant can return to an upright sitting position before or in the early stages of a collision, the risk of lumbar injury will be greatly reduced. This accelerates the occupant's return to the upright position, quickly reduces the reclining angle of the occupant's lumbar spine, and significantly reduces the risk of lumbar injury, thereby providing a more effective and lower-cost safety protection solution for reclining occupants.

[0065] It should be understood that the above application scenarios are merely examples, and the seat provided herein can be used in other possible scenarios, not limited to the examples above. For example, the seat can also be integrated into other modes of transportation, such as subways, high-speed trains, ships, ferries, passenger vessels, airplanes, or helicopters, to reduce the pressure on the lumbar spine of a rear-leaning passenger in the event of a collision. This list is not repeated here.

[0066] It should be noted that the application scenarios described in this application are intended to more clearly illustrate the technical solutions of this application and do not constitute a limitation on the technical solutions provided in this application.

[0067] As described in the background, with the development of smart cars and autonomous driving technology, vehicle driving is gradually shifting towards autonomous and intelligent driving. Passengers tend to adopt a more comfortable reclining sitting position to enhance comfort during long journeys. However, this posture presents new safety challenges in the event of a collision.

[0068] Some models on the market are equipped with zero-gravity seats, which enhance the riding experience through multi-degree-of-freedom adjustments (such as seat cushion tilt, lumbar support, and leg support). However, studies have shown that passengers sitting in a reclined position are more likely to experience dive, where the body slides forward and downward along the seat, causing the seatbelt's abdominal band to dig into the abdomen, potentially causing soft tissue or bone damage and weakening the protective effectiveness of the seatbelt and airbag.

[0069] The spinal injury load of the rear-leaning occupant is highly correlated with the kinematic response of the spine during the collision. Specifically, the response process of the spine can be divided into three stages, such as Figure 2 As shown:

[0070] In stage 1, axial pressure is concentrated in the middle of the S segment; in stage 2, the bending center slips, causing the bending moment concentration area to move downward; in stage 3, the lumbar spine releases the load and rebounds.

[0071] Among them, stage 1 corresponds to the rapid increase of vertebral axial pressure, and stage 2 corresponds to the lumbar flexion moment reaching peak values ​​one by one. The risk of lumbar injury is determined by the axial pressure and flexion moment. Therefore, the transition period between stage 1 and stage 2 is the risk period of lumbar injury. The core of protection should be to achieve lumbar return and reduce the posterior tilt angle of the lumbar segment as soon as possible to achieve the purpose of reducing the axial load.

[0072] To this end, this application proposes an assisted occupant return method based on an auxiliary return device. This method utilizes the inertial force of a frontal collision and the force applied through the waist to accelerate the occupant's transition from leaning back to upright, reducing the lumbar spine's backward tilt angle and significantly reducing the risk of lumbar injury. This not only improves occupant safety and protection, but also offers the advantages of simplicity, rapid response, and controllable cost.

[0073] Based on the above content, the following Figure 3A To the attached Figure 10 , the solution provided in the embodiments of this application is described in detail.

[0074] The following describes each of the components involved to provide an exemplary specific implementation solution.

[0075] 1. Seat body

[0076] like Figure 3A As shown, the seat 300 includes a seat body 301 and a headrest 302 fixed to the seat body 301 . The seat body 301 includes an auxiliary return device 303 for pushing the waist of the passenger who leans back.

[0077] The seat body 301 may include a seat frame and a seat cover. The seat cover is attached to the seat frame, forming the exterior of the seat body 301. As the supporting component of the seat body 301, the seat frame must possess sufficient structural strength and rigidity and is typically made of steel, aluminum, magnesium, or a composite material. The seat cover, also known as the surface or cover, comes into direct contact with the occupant and can be made of a relatively soft material such as leather, artificial leather, fabric, or natural fiber.

[0078] The auxiliary return device 303 actively applies a forward force to the lumbar spine to accelerate the return process, with the purpose of quickly reducing the lumbar posterior tilt angle and reducing the lumbar axial load. The auxiliary return device 303 may include but is not limited to one or more of the following types: Figure 3B as well as Figure 3C ), thereby pushing the rearward occupant's waist to help the occupant quickly return to a safer sitting position.

[0079] like Figure 3B As shown, Figure 3B A schematic diagram of the structure of an auxiliary return device Figure 1 The auxiliary return device 303 is a waist support device 310, which includes a waist support 311 and a drive motor ( Figure 3B The drive motor is the power source of the lumbar support device 310 and is responsible for providing driving force to adjust the position of the lumbar support 311. The lumbar support 311 is connected to the seat back through a fixed rotating shaft, which allows the lumbar support 311 to rotate relative to the seat back. Figure 3B As shown, the lumbar support 311 can rotate in the direction indicated by the arrow, ensuring that the lumbar support 311 can better conform to the occupant's waist curve when extended, providing more effective support. When the position of the lumbar support 311 needs to be adjusted, the drive motor is activated and drives the transmission mechanism. The transmission mechanism converts the drive motor's rotational motion into a force that pushes the lumbar support 311 outward, causing it to be quickly extended outward along a fixed axis.

[0080] In the initial state, the lumbar support 311 is close to the seat back and is in the initial retracted state. When the position of the lumbar support 311 needs to be adjusted, a start signal is sent to the drive motor. After receiving the start signal, the drive motor starts to operate. The drive motor transmits the rotational motion to the connecting rod system through gears, which is responsible for converting the rotational motion of the drive motor into linear motion to push the lumbar support 311. The lumbar support is fixed to a support plate that can slide along the guide rail. The drive motor pushes the support plate through the connecting rod system, causing it to move outward along the guide rail set on the back of the seat. The lumbar support 311 not only slides along the guide rail, but also rotates around a fixed rotation axis to provide more effective support. When the lumbar support is in the fully extended state, it fits tightly against the occupant's waist and provides good support.

[0081] like Figure 3C As shown, Figure 3C A schematic diagram of the structure of an auxiliary return device Figure 2 , the auxiliary return device 303 is an airbag 320. The airbag 320 is fixed to the seat back and is in an uninflated flat state. At this time, the airbag is close to the seat back and does not take up extra space. The airbag 320 is triggered to explode, and the detonation device 321 issues a detonation command to start the inflation process of the airbag 320. The airbag 320 expands rapidly and is pushed outward. Since the airbag 320 is fixed to the seat back, its expansion will push the seat back to move outward. The thrust generated by the expansion of the airbag 320 is transmitted to the occupant's waist through the seat back, helping the occupant who has leaned back to return to an upright sitting position. The design of the airbag 320 can take ergonomics into consideration, and can provide uniform and comfortable support to avoid discomfort or injury caused by excessive local pressure.

[0082] Further, optionally, see Figure 4 A structural schematic diagram of a seat frame provided by the present application is shown. In this example, the seat frame may include a backrest 401, a rotating shaft 402 and a seat cushion 403, and the backrest 401 and the seat cushion 403 are rotatably connected via the rotating shaft 402. When the occupant sits on the seat body 301, the occupant can adjust the inclination angle between the backrest 401 and the seat cushion 403 by rotating the backrest 401 to find a seat state suitable for the current posture. For example, when the seat 300 is in the zero-gravity seat mode, the backrest 401 can be rotated to a position with a larger inclination angle, so that the occupant can lean more closely against the backrest 401 and improve the rest comfort. When it is necessary to sit, the backrest 401 can be rotated to a position with a smaller inclination angle to view a more comprehensive scenery.

[0083] Further, optionally, see Figure 4 , the seat frame may also include a seat basin frame 404, on which the seat cushion 403 is fixed, and the seat basin frame 404 is placed above the support plate 405 and is slidably connected to the support plate 405. Among them, the support plate 405 can be understood as the bottom plate of the space where the seat 300 is located, such as the bottom plate inside the car. The sliding connection between the seat basin frame 404 and the support plate 405 can be achieved in a variety of ways, such as a slide groove is provided on the support plate 405 (or the seat basin frame 404), and a guide rail is provided on the seat basin frame 404 (or the support plate 405). By embedding the guide rail in the slide groove, the seat basin frame 404 can slide relative to the support plate 405. With this structural design, when the occupant sits on the seat body 301, the occupant can also find a seat position suitable for his or her body shape by pushing the seat basin frame 404 to slide relative to the support plate 405. For example, a larger passenger can push the seat pan frame 404 to a further rearward position, while a smaller passenger can push it to a further forward position, so that there is space in front of the body that suits their body shape, thereby improving the riding comfort of the passengers.

[0084] 2. Seat belt system

[0085] See Figure 5A As shown, Figure 5A This is a diagram of the structure of a seat belt Figure 1 .like Figure 5A As shown, the seat belt system includes a seat belt 501, a seat belt insert 502 provided on the seat belt 501, and a seat belt buckle 503 for engaging with the seat belt insert 502. The first end of the seat belt 501 is fixed to the guide plate ( Figure 5A (not shown), the safety belt 501 can be made of synthetic fibers such as nylon or polyester.

[0086] See Figure 5B As shown, Figure 5B This is a diagram of the structure of a seat belt Figure 2 A locking tongue 504 is provided on the portion of the seat belt insert plate 502 extending into the cabin. The locking tongue 504 can be plugged into the seat belt buckle 503 to fasten or unfasten the seat belt 501.

[0087] In addition, for the three-point safety belt, the safety belt 501 includes a shoulder belt 5011 and, one end of the safety belt 501 extending into the cabin is provided with a fixing pin 505, and the fixing pin 505 can be fixed to the inner wall of the cabin or the inner side of the seat 300. After the occupant fastens the safety belt 501, the part of the safety belt between the guide plate 506 and the locking tongue 504 is the shoulder belt 5011, which can fix the occupant's shoulders, and the part of the safety belt 310 between the guide plate 506 and the locking tongue 504 is the abdominal belt 5012, which can fix the occupant's waist, thereby ensuring the occupant's riding safety.

[0088] Continue reading Figure 5B As shown, the seat belt system further includes a seat belt storage device, in which a retractor 511 is provided. The seat belt 501 can be partially or fully wound around the retractor 511, and the remaining portion can extend from the retractor 511 into the cabin.

[0089] In some embodiments, the retractor 511 may utilize a ratchet mechanism. Under normal circumstances, a passenger can freely and uniformly withdraw the seat belt 501 from the seat. However, once the continuous withdrawal of the seat belt 501 from the retractor 511 stops, or when the vehicle encounters an emergency, the ratchet mechanism automatically locks the seat belt 501, preventing further withdrawal of the seat belt 501, thereby achieving the protective function of the seat belt 501. It should be noted that since the retractor 511 is a well-known and commonly used mechanism in the art, its specific structural configuration will not be described in detail.

[0090] In some embodiments, the retractor 511 may include a pretensioner that tightens the seat belt 501, reducing the distance the occupant moves forward. In one possible embodiment, the pretensioner may act on both the shoulder belt and the abdominal belt simultaneously, meaning that both parts of the seat belt are tightened together. In another possible embodiment, the pretensioner may independently control the pretensioning of the shoulder belt 5011 and the abdominal belt 5012.

[0091] 3. Controller

[0092] Optionally, the controller can be any device that can realize the control function, and can be arranged in the seat 300 or outside the seat 300. In one example, the controller can be a cockpit domain controller or a vehicle control unit (VCU). In this way, the controller that already exists in the vehicle can be used to implement the occupant auxiliary return method to improve the utilization rate of the in-vehicle devices. Or, in another example, in order to reduce the working pressure of the cockpit domain controller or VCU, a separate controller can be set up specifically for performing occupant auxiliary return. The controller can be arranged in the seat body 301 or the headrest 302, or it can be independent of the seat 300 and can be connected to the auxiliary return device 303 through wiring.

[0093] For example, if the controller is located outside the seat 100, please refer to Figure 6 , Figure 6 Shows a control architecture provided by this application Figure 1 The architecture includes a controller 600 and a seat 300. The seat 300 includes a seat body 301, which includes an auxiliary return device 303. The controller 600 is configured to determine the moment of a vehicle collision and, within a set period before the collision or at the moment of the collision, control the auxiliary return device 303 to push the rearward-leaning occupant's waist.

[0094] Among them, the process of returning the lumbar spine of the rear-leaning passenger is completed in the early stage of the collision, which is more effective in reducing the risk of lumbar injury. Therefore, the signal for starting the auxiliary return device 303 needs to be input as far as possible before or when the collision occurs, requiring the controller 600 to determine the collision moment of the vehicle collision so as to start protection as early as possible.

[0095] Vehicles are typically equipped with a series of sensors for monitoring vehicle status and environmental changes. The series of sensors may include, but are not limited to, speed sensors, acceleration sensors, angular velocity sensors, roll angle sensors, steering wheel sensors, and other sensors. The perception data acquired by the vehicle's vehicle control sensors may include vehicle driving parameters, such as driving speed, wheel speed, longitudinal (lateral) acceleration, yaw angular velocity, roll angle, steering wheel angle, heading angle, accelerator pedal opening information, brake pedal opening information, gear position, driving mode, road mode, battery state of charge (SOC), etc. The controller 600 may also determine the vehicle's driving intention information based on the various acquired driving parameters. The driving intention information may be used to assist in determining the vehicle's warning information. It should be understood that this is merely an example of the sensors in the vehicle scenario and not a limitation. In some embodiments, the required sensor components may be replaced or supplemented based on the vehicle's application scenario or business needs, etc., which will not be elaborated here.

[0096] These sensors can monitor the vehicle's speed, rotation angle, and potential collision signs in real time. By fusing and analyzing data from multiple sensors, the controller can more accurately determine whether a collision has occurred.

[0097] Once the risk of a possible collision is detected and the collision moment of the vehicle is predicted, the controller 600 can start the pre-trigger mechanism and prepare to execute instructions in advance so as to control the auxiliary return device 303 to push the waist of the rearward-leaning occupant within a set period before the collision moment or at the collision moment.

[0098] The occupant inertial return and auxiliary return device 303 significantly improves collision protection for reclining occupants, resolving the inadequate effects of conventional inertial return mechanisms while also overcoming the limitations of existing active seatback return mechanisms, which limit lumbar spine return. Under collision conditions at 50 km / h and with the seat 300 reclined at a 45° angle, the present invention can reduce the maximum lumbar injury risk from 66.9% to 54.3%, and reduce the peak spinal compression force and flexion moment from 4.8 kN and 148 Nm to 4.4 kN and 133 Nm, respectively.

[0099] Furthermore, the controller 600 determines the collision moment when the vehicle collides, including: acquiring vehicle environment information and vehicle driving information; and determining the collision moment when the vehicle collides according to the vehicle environment information and the vehicle driving information.

[0100] Vehicle environmental information can include information determined by radar and camera systems, lidar, and ultrasonic sensors. For example, the radar and camera system is equipped with front, side, and rear radars and cameras to monitor the surrounding environment, while lidar is used to generate a three-dimensional environmental model to help identify potential hazards.

[0101] Vehicle driving information may include information determined by accelerometers, gyroscopes, vehicle speed sensors, and GPS data. Accelerometers measure changes in the vehicle's acceleration in three dimensions. Gyroscopes can sense changes in the vehicle's rotation angle and are used to understand the vehicle's posture. Vehicle speed sensors are used to sense changes in the vehicle's rotation angle, which helps understand the vehicle's posture.

[0102] The data collected by all of the aforementioned sensors is fed into the controller for fusion processing. Based on preset safety thresholds, for example, when the vehicle approaches a forward obstacle and its relative speed exceeds a certain value, an alarm or action is triggered. The model is trained using historical collision data, enabling it to predict impending collisions in new environments. The controller 600 evaluates the input information and determines whether a collision has occurred or is imminent. If a collision is confirmed, it calculates the moment of collision.

[0103] As a possible implementation, the controller 600 determines the moment of collision of the vehicle, specifically including: utilizing the braking signal issued by the automatic emergency braking system AEB to determine the moment of collision of the vehicle, and controlling the auxiliary return device 303 to push the waist of the rearward-leaning occupant within a set period before the collision moment or at the collision moment.

[0104] Among them, the automatic emergency braking system AEB is a driving assistance system whose main function is to automatically intervene in braking when a collision may occur to reduce or avoid the occurrence of an accident. The controller 600 can obtain the following information from AEB: whether AEB is activated, the AEB triggering time point (that is, the moment when the braking force begins to be applied), the braking force size or the acceleration change rate, and whether the vehicle has actually collided.

[0105] AEB is based on a comprehensive assessment of the distance to the obstacle ahead, its relative speed, and the vehicle's own speed. Therefore, AEB braking typically occurs tens of milliseconds before an actual collision. Controller 600 can use this information in the following ways:

[0106] If AEB has been triggered and subsequently detects a sharp deceleration of the vehicle body exceeding a set threshold, it can be confirmed that a real collision will occur.

[0107] If no strong deceleration is detected within a short period of time after AEB is triggered, it may indicate that the obstacle has been successfully avoided, and it is determined that no real collision will occur.

[0108] The specific process of determining the moment of collision may include:

[0109] Step 1: Monitor the AEB status signal in real time to determine whether AEB is activated and when AEB starts braking.

[0110] Step 2: Record the AEB triggering time and use this time as the starting warning time for possible collision.

[0111] Step 3: Determine whether the deceleration exceeds the preset threshold. If the deceleration exceeds the preset threshold, determine the moment of collision of the vehicle based on the time when AEB starts braking and the deceleration.

[0112] By using the AEB braking signal as a collision warning input, the controller 600 can obtain reaction time (about tens of milliseconds) before the actual collision occurs, thereby more accurately determining the collision moment, and then controlling the auxiliary return device 303 to play a role in the early stage of the collision.

[0113] As a possible implementation, the controller 600 determines the collision moment when the vehicle collides using a collision signal received by the airbag control unit ACU.

[0114] The moment of collision when a vehicle collides comes directly from the existing passenger airbag control unit ACU, rather than relying on independent sensors or additional computing logic. The ACU is responsible for monitoring the vehicle status and quickly deploying the airbag when a collision is detected. It monitors the dynamic changes of the vehicle in real time by connecting to multiple sensors (such as accelerometers, pressure sensors, etc.). When the ACU recognizes a specific type of collision mode (such as a frontal collision, side collision, etc.), it will immediately activate the corresponding airbag and other related safety equipment.

[0115] The controller 600 receives a signal from the ACU specifically designed to indicate the occurrence of a collision. This signal includes the specific time point for airbag activation and the severity level of the collision. Once the ACU signals the occurrence of a collision, the controller 600 deems that time point as the "crash moment." Because the ACU is designed to respond quickly and activate the airbags to protect passengers, the crash moment it provides is accurate.

[0116] This method eliminates the need for additional hardware or complex algorithms to independently determine the moment of collision, reducing overall system complexity and cost. By utilizing the validated ACU signal, this approach provides reliable information about the moment of collision. Leveraging the ACU's rapid response, it ensures that the auxiliary return device is activated at the correct moment.

[0117] See Figure 7 , Figure 7 Shows a control architecture provided by this application Figure 2The architecture also includes a seat belt 501, which includes a shoulder belt 5011 and an abdominal belt 5012. When the vehicle is driving normally and the seat belt is used to restrain the occupant on the seat, the seat belt is in a first working state.

[0118] Normal vehicle driving refers to the vehicle being in a non-collision, non-emergency state, that is, a condition where no accident has occurred. At this time, the seat belts have been used, the occupants have fastened their seat belts and are sitting in the seats. The seat belts are in standard restraint mode, that is, the shoulder belts and lap belts exert appropriate tension on the occupants to provide basic protection, but no additional pre-tightening action is performed.

[0119] In current seatbelt systems, the shoulder belt pretensioner function is designed to quickly tighten the seatbelt in the event of a collision, limiting the occupant's forward thrust and preventing their head from striking the vehicle's interior. However, if a collision occurs while the occupant is in a reclining position and the auxiliary return device is activated, the seatbelt is in its first operating state, which can cause the following problems: Figure 8 As shown, Figure 8 A diagram illustrating the shoulder harness restraining an occupant. In its original position, shoulder harness 5011 restricts the forward movement of the occupant's back, hindering the natural return of the lumbar spine and increasing the risk of shear forces on the spine.

[0120] Therefore, a seat belt control strategy based on the seat reclining angle is proposed. When the seat reclining angle is greater than the set angle, the shoulder belt tension is relaxed to cooperate with the action of the auxiliary return device 303 to improve the occupant protection effect.

[0121] The controller 600 is also used to determine the angle between the backrest and the seat cushion of the seat 300. When the rearward tilt angle of the seat 300 is greater than the set angle, the shoulder strap 5011 is controlled to be in a relaxed state. When the auxiliary return device 303 is started, the shoulder strap 5011 is controlled to be in the first working state.

[0122] The seat 300 includes an adjustable backrest and seat cushion, which can detect the angle between the backrest and seat cushion, representing the recline angle. This seat structure supports multi-level adjustment, meeting the passenger's daily comfort needs while also providing posture sensing capabilities.

[0123] During normal driving, seatbelt 501 is in its first operating state: both shoulder strap 5011 and abdominal strap 5012 maintain appropriate tension, effectively restraining the occupant. If the angle between the seatback and seat cushion does not exceed the set angle, indicating the occupant is in a standard sitting position, no intervention is required, and controller 600 performs no special actions. In this state, the seatbelt system maintains only basic restraint, ensuring that the occupant does not lose their optimal sitting position due to accidental slippage or minor jolts, while also avoiding any unnecessary feeling of restraint.

[0124] An angle sensor (not limited to this method) installed on the seat monitors the angle between the seatback and cushion in real time. If the angle exceeds a set value (for example, from the standard 90° to 105° or above), the occupant is determined to be in a reclining position. Angle sensors can be potentiometers, Hall Effect sensors, or inertial measurement units (IMUs), with the specific type selected being determined by a combination of vehicle cost, accuracy requirements, and space constraints.

[0125] At this point, the controller cancels the pre-tightening setting of shoulder belt 5011, and shoulder belt 5011 enters a relaxed state. The pre-tightening force of shoulder belt 5011 is almost 0, preventing it from completely loosening. In the relaxed state, the shoulder belt still retains its basic limiting function to prevent the occupant from completely leaving the protection range of the seat belt, but its restraining force is significantly reduced, allowing the body to lean forward freely. This prevents the shoulder belt 5011 from exerting tension on the occupant when the occupant returns to the upright position, thereby preventing the occupant from returning to the upright position. This helps the auxiliary return device 303 push the occupant's torso back to the upright position and improves the stability of the lumbar spine in the early stages of the collision. During this stage, the relaxation strategy of shoulder belt 5011 and the action of the auxiliary return device 303 form a synergistic effect, reducing the shear force on the lumbar spine, reducing the risk of spinal injury, and improving the overall occupant protection effect.

[0126] After the auxiliary return mechanism 303 is triggered, it pushes the occupant forward by pushing on their lumbar spine, re-controlling the shoulder belt 5011 back to its first operating state, restoring the shoulder belt preload, and strengthening the restraint on the occupant's upper body, preventing subsequent secondary impacts and potential injuries. When the controller 600 determines that the occupant has completed posture adjustment and stabilized, it reactivates the shoulder belt 5011 preload mechanism, restoring it to its initial restraint state, thereby providing adequate protection against potential secondary collisions or continued impacts.

[0127] Furthermore, after the occupant completes posture adjustment (i.e., uses the auxiliary return device to push the body forward to a safer position), the controller 600 not only restores the restraining function of the shoulder belt but also actively applies a stronger preload than in normal driving conditions, allowing the shoulder belt to exert a stronger restraint on the occupant's upper body. This stronger preload more effectively limits the forward thrust of the upper body, reduces the speed of the head / chest, and prevents injuries caused by secondary impact. The controller 600 can determine whether to actively apply a stronger preload to the shoulder belt 5011 than in normal driving conditions based on information such as the severity of the collision and the occupant's posture.

[0128] See Figure 9 As shown, Figure 9 This is the seat belt control flow chart.

[0129] Step S901: The vehicle is running normally, and the angle between the backrest and the seat cushion of the seat 300 is determined. If it is not greater than the set angle, step S902 is executed; otherwise, step S903 is executed.

[0130] Step S902: Control the shoulder strap 5011 to be in the first working state.

[0131] Step S903: Control the shoulder strap 5011 to be in a relaxed state.

[0132] Step S904: After the auxiliary return device 303 is activated, the shoulder strap 5011 is controlled to be in the first working state.

[0133] In addition, the controller 600 is also used to determine the sitting posture of the occupant. When the occupant is in a backward leaning posture, the shoulder strap 5011 is controlled to be in a relaxed state. When the auxiliary return device 303 is activated, the shoulder strap 5011 is controlled to be in the first working state.

[0134] In addition to the aforementioned components, the seat 300 may also include a pressure detection unit. This pressure detection unit may be located solely on the headrest 302, or on both the headrest and the seat body 301. The pressure detection unit may be any device capable of detecting pressure. For example, in one example, it may be a pressure sensor. Multiple pressure sensors may be evenly distributed over the primary stress-bearing areas of the headrest 302, the seat body 301, or both. In another example, the pressure detection unit may be a pressure sensing film directly attached to the primary stress-bearing areas of the seat body 301, the headrest 302, or both, to detect the pressure applied by the user to the pressure sensing film. In yet another example, the seat cover may be made directly of a soft, pressure-sensitive material, such as a pressure-sensitive textile. This seat cover, applied to the exterior of the headrest 302 and the seat body 301, constitutes the exterior surface of the seat 300 and can be used to directly detect pressure in the area where the occupant contacts the seat cover.

[0135] Furthermore, optionally, taking the example of a pressure detection unit provided on the headrest 302 and the seat body 301, the pressure detection unit detects the first pressure on the headrest 302 in real time and transmits the second pressure on the seat body 301 to the controller 600. Based on the first and second pressures received at the same moment, the controller 600 can determine that the occupant is in a reclining posture at the current moment when the first pressure is greater than the first pressure threshold and the second pressure is greater than the second pressure threshold. The first pressure threshold is used to indicate the critical pressure value of the user's head against the headrest 302, and the second pressure threshold is used to indicate the critical pressure value of the user's back against the backrest 1011. The first and second pressure thresholds can be obtained, for example, through experimental testing.

[0136] Controller 600 can determine whether the user is reclining in the seat by analyzing the pressure of the user's head on the headrest 302, or also by analyzing the pressure of the user's back on the seat body 301. The pressure detection unit typically collects data at a high frequency and provides good real-time performance, so this detection method can promptly determine the user's posture at any given moment. Furthermore, combining head and back pressure to comprehensively determine whether the user is reclining in the seat avoids misjudgments caused by analyzing only head pressure, thereby improving the accuracy of detecting the user's posture.

[0137] Alternatively, a camera module may be provided in front of the seat 300, which may be connected to the controller 600 and periodically capture images of the occupant sitting on the seat and transmit the images to the controller 600. The controller 600 then detects the images received at each moment and determines the distance between the user's head in the image and the headrest 302 of the seat 300. When the distance is less than a distance threshold, it can be determined that the user is currently leaning against the headrest 302, and the occupant can be considered to be lying on the seat 300. The distance threshold is used to indicate the critical distance value at which the user's head rests against the headrest 302.

[0138] Optionally, the aforementioned camera module may be, for example, a depth camera that can capture first depth information between the user's head and the camera module, as well as second depth information between the headrest 302 and the camera module. The controller 600 can algorithmically identify the first and second depth information to obtain a first distance between the user's head and the camera module, and a second distance between the headrest 302 and the camera module. The controller 600 can then use the difference between the second distance and the first distance as the distance between the user's head and the headrest 302. Alternatively, in some scenarios, the controller 600 may also obtain a correspondence between a plurality of preset positions and a plurality of second distances. The plurality of positions refers to any position of the seat 300 during forward and backward movement. The second distance corresponding to each position refers to the distance between the headrest 302 and the camera module when the seat 300 is in that position. The correspondence between the plurality of positions and the plurality of second distances can be measured after the seat 300 and the camera module are assembled.

[0139] It is understandable that the camera module may also be other types of cameras, for example, a binocular camera. By calculating the parallax of the images captured by the binocular camera, the distance from the binocular camera to the user's head can be estimated. Alternatively, it may be a common camera, which can be located above the seat. By capturing an image of the user sitting on the seat 300 from above, the distance between the user's head and the headrest 302 can be directly identified from the image. In addition, the camera module is not limited to being placed directly in front of the seat. The camera module may also be placed in other positions of the seat 300, such as the left front, right front, upper front, or lower front, etc. This application does not limit this.

[0140] The controller can determine whether the user's head is resting on the headrest body by analyzing the distance between the user's head and the headrest body, and further determine whether the user is in a backward leaning posture.

[0141] It should be noted that the above examples are merely examples of several possible posture detection methods. In actual scenarios, other methods can also be used to detect user posture. For example, in another example, deformation detection sensors can be installed on the headrest 302 and seat body 301 of seat 300. By detecting the deformation of the headrest 302 and seat body 301, it can be detected whether the user is leaning back in seat 300. Alternatively, in another example, a radar can be installed in front of one or more surfaces of seat 300. The radar can be a laser radar or ultrasonic radar, etc., which can detect the distance between the user and the radar to determine whether the user is leaning back in seat 100. And so on, and so on, which are not listed here one by one.

[0142] However, if the tension of the shoulder belt 5011 is restored just after the auxiliary return device 303 is activated and before the occupant has completed the posture adjustment, the return process may be hindered and the shear force on the lumbar spine may be increased.

[0143] After the auxiliary return device 303 is activated, when to restore the shoulder belt 5011 to the first working state is a key issue in achieving effective restraint and safety protection of the occupant.

[0144] The controller 600 continuously monitors the occupant's posture changes and, after the auxiliary return device 303 is activated, determines when the occupant's posture has returned to a standard sitting position from a reclined position, determines that the posture adjustment has been completed, and restores the shoulder belt restraint.

[0145] However, in extreme conditions such as vehicle collisions, the occupant's posture is often in a rapidly changing, non-stable state. Coupled with the influence of factors such as seat structure, seat belt preload, and external impact, posture recognition faces great challenges.

[0146] Therefore, the length of the shoulder strap released by the retractor can be used as a judgment basis. After the auxiliary return device 303 is started, the controller 600 controls the shoulder strap to be in the first working state when it determines that the length of the shoulder strap released by the retractor 511 is the set length.

[0147] The length of the retractor 511 released or the shoulder strap 5011 pulled out directly reflects the degree of forward movement of the occupant's torso. When the occupant recovers from the rearward leaning state to the standard sitting position, his or her upper body will move forward, thereby pulling the shoulder strap 5011. The retractor 511 can accurately measure the amount of shoulder strap pulled out through an internal encoder or Hall sensor, and has high repeatability and stability. Compared with visual or pressure perception methods, the pulled-out length of the shoulder strap 5011 is not easily affected by environmental noise, lighting conditions or differences in occupant body shape, and can be used as an indirect but reliable judgment indicator in the posture recovery process. The seat belt system usually has the ability to monitor the movement of the retractor 511. The controller 600 only needs to access the relevant signals to achieve control without the need for additional complex hardware. Since the retractor 511 has a high feedback frequency, the controller 600 can complete status judgment within milliseconds, which is suitable for scenarios with extremely short time windows such as the early stage of a collision.

[0148] Setting a length threshold means that when the length of the shoulder strap released by the retractor 511 reaches a certain value, the controller 600 determines that the occupant has completed posture adjustment and restores the shoulder strap to the first operating state. Setting this threshold requires consideration of multiple factors. The required shoulder strap extension length required to return from a reclined position to a standard sitting position is determined based on average human size and the range of sitting posture variations. For example, for an adult of standard size, returning from a reclined position of 105° to 90° may require the shoulder strap to be extended by approximately 10 cm. Alternatively, multiple tests can be conducted using mannequins of different sizes through simulated crash tests, with the actual extended shoulder strap length recorded each time the standard sitting position is restored. Based on this data, a reasonable average value or distribution range is calculated as the threshold.

[0149] Taking into account possible errors or extreme situations in actual applications, a certain safety margin (such as ±2 cm) can be added to the average value obtained from the experiment to ensure that adequate protection can be provided even in non-ideal situations.

[0150] In addition, occupants of different body types exhibit significantly different behavior patterns during a collision. Multiple body types can be preset (e.g., children, adults, obese, etc.), and the appropriate type can be selected based on the occupant's body type. The set length threshold and other control parameters are adjusted accordingly. Machine learning algorithms (e.g., random forests, support vector machines, deep neural networks, etc.) are used to train historical data on occupants of different body types, establishing a model to predict the optimal set length threshold for the current occupant. As data accumulates, the initial assessment of new occupants can be gradually optimized, leading to a more accurate set length threshold. During posture adjustment, if the shoulder belt release length approaches but does not reach the set threshold, and other sensors indicate the occupant has essentially returned to a standard sitting position, the controller 600 can dynamically lower the set length threshold to ensure timely restoration of the shoulder belt restraint function. Through subsequent collision simulations or data feedback from actual operation, the set length threshold and control strategy corresponding to each body type are continuously revised and improved, enhancing adaptability and accuracy.

[0151] By using the shoulder strap release length as a basis for judgment, the controller 600 is improved in its recognition accuracy of the occupant's posture recovery state in complex collision environments, thereby achieving a more accurate dynamic protection strategy without affecting the overall restraint effect.

[0152] In extreme vehicle collision situations, occupant posture changes are often rapid and complex. While detecting the shoulder belt release length using the retractor 511 is a reliable basis for judgment, in some cases (such as sensor failure or signal interference), a more direct and simplified solution is required. Therefore, the time after the auxiliary return device 303 is activated can be introduced as an additional judgment basis. The controller 600 controls the shoulder belt to be in the first operating state for a first period of time after the auxiliary return device is activated.

[0153] The first duration refers to the time interval between the activation of the auxiliary return device 303 and the restoration of the shoulder belt to the first working state. Determining this duration requires considering the action time of the auxiliary return device. Different types of auxiliary return devices (such as electric lumbar support, airbag support, etc.) have different action times. Therefore, the first duration needs to at least cover the longest time of the auxiliary return device. According to experimental data and ergonomic analysis, the time required for passengers to return to a standard sitting position from a reclining state is not exactly the same, and individual differences and the impact of external impacts need to be taken into account.

[0154] The initial duration can be determined by conducting multiple simulated crash tests using dummies of varying body shapes, measuring the time it takes for the occupant to return to a standard sitting position each time the auxiliary return device is activated. Based on this data, a reasonable average is calculated, and the final initial duration is determined by incorporating a safety margin. In actual application, the initial duration can be fine-tuned based on the specific vehicle model, seat structure, and occupant information (such as weight and height) to improve adaptability.

[0155] When the auxiliary return device 303 is activated, the controller 600 immediately begins timing. During this time, the controller continues to monitor feedback from other sensors (such as the shoulder strap release length, angle sensor, and pressure sensor). When the timing reaches a preset first duration, the controller 600 automatically returns the shoulder strap to the first operating state. Once the trigger condition is met, the controller immediately activates the shoulder strap pretensioning function to ensure the occupant's upper body is effectively restrained.

[0156] By combining the time after the auxiliary return device is activated as a basis for judgment, the controller 600 can quickly and accurately determine when to restore the shoulder belt to the first working state at the initial stage of the collision, thereby providing comprehensive and reliable safety protection for the occupants. It is not only simple to implement and highly reliable, but can also adapt to the needs of occupants of different sizes through a dynamic adjustment mechanism, thereby achieving a more accurate dynamic protection strategy without affecting the overall restraint effect.

[0157] The auxiliary return device 303 can effectively reduce the probability of diving by quickly correcting the backward tilt angle of the lumbar segment, thereby reducing the risk of damage to the abdominal soft tissue and pelvic structure caused by the abdominal belt. Furthermore, in order to more effectively reduce the occurrence of diving, after the auxiliary return device 303 is started, the controller 600 controls the abdominal belt 5012 to a first pre-tightening force, and the first pre-tightening force is greater than the pre-tightening force of the abdominal belt 5012 in the first working state.

[0158] Diving refers to the situation in which, in a head-on collision, the occupant's body slides under the seat belt, causing the pelvis to move forward and downward, out of the normal support area of ​​the seat. This phenomenon can cause the abdominal belt to exert excessive concentrated pressure on the front edge of the pelvis, increasing the risk of injury to internal abdominal organs and weakening the overall restraining effect of the seat belt.

[0159] In a frontal collision, the occupant may slide under the seat belt due to inertia, which is called "diving". Increasing the preload of the abdominal belt can more tightly fix the pelvic area and reduce the possibility of such sliding. The stronger preload allows the seat belt to better disperse the impact force, avoiding concentration in one part, thereby reducing the risk of local injury.

[0160] When the abdominal belt provides sufficient support, the shoulder straps can better limit the forward movement of the upper body. At the same time, the auxiliary return device 303 can also play a better protective effect. In addition, appropriate pre-tightening force helps guide the occupant to a more upright posture, achieving a more precise dynamic protection strategy.

[0161] The first preload can be determined by conducting multiple crash simulations using dummies of varying body sizes. The changes in the dummies' posture and the forces acting on their abdomens under varying preload conditions are recorded, allowing the range of preload that effectively prevents diving without excessively compressing the abdomen to be determined. By gradually increasing the preload on the abdominal strap, the dummies' tendency to dive during the collision and the distribution of abdominal pressure are observed. Computer-aided engineering tools are then used to perform detailed numerical simulations to predict the biomechanical responses of the occupants under varying preload conditions. Occupants of different body sizes may require different preload requirements. Heavier occupants may require greater preload to prevent diving, while lighter occupants need to avoid discomfort or injury caused by excessive preload. The preload setting is dynamically adjusted based on the vehicle's occupant detection systems (e.g., seat weight sensors).

[0162] Considering that the auxiliary return device 303 acts at the waist of the occupant, the auxiliary return device 303 can have a certain range of movement along the height direction of the seat back, and can adjust its position up and down according to the occupant's body shape, so that the point of action during execution is at the occupant's set lumbar vertebra.

[0163] See Figure 10 As shown, Figure 10 Figure 6 is a schematic diagram illustrating the movement of an auxiliary return device along the seatback height. As a possible implementation, the auxiliary return device is configured to move up and down along the occupant's spine in a plane parallel to the seatback. The controller 600 is further configured to control the auxiliary return device to move along the spine based on the occupant's body type, aligning the auxiliary return device 303's propulsion position with the occupant's lumbar region.

[0164] The main function of the auxiliary return device 303 is to quickly reduce the backward tilt angle of the lumbar segment, thereby effectively reducing the risk of lumbar bending and compression loads, and reducing the probability of lumbar fracture or intervertebral disc injury. To achieve the best effect, the device should act on the key part of the occupant's waist as much as possible, that is, the set lumbar vertebrae (usually the L1-L2 area). This area is more important for maintaining the stability of the entire spine. Taking into account occupants of different heights and body shapes, the auxiliary return device 303 is designed to be able to move up and down along the height of the seat back to ensure that its point of action is always located at the set lumbar vertebrae of the occupant. By integrating sensors (such as seat weight sensors, pressure distribution sensors, etc.), the position of the auxiliary return device 303 is automatically adjusted according to the occupant's weight and sitting posture. The above design enables the auxiliary return device 303 to better adapt to occupants of various body shapes, whether children, adults or particularly tall passengers, to obtain effective support and protection. Precise adjustment of the point of action not only improves safety, but also significantly improves riding comfort, avoiding the discomfort of rebound or local pressure caused by improper device positioning.

[0165] The auxiliary return device 303 may also include a drive motor, a motor controller, a transmission mechanism and a limit switch. The motor driver is responsible for converting the instructions issued by the controller 600 into actions that can be performed by the drive motor. For a stepper motor, the driver controls the rotation of the motor according to the pulse signal; for a servo motor, the driver performs closed-loop control according to the encoder feedback. The transmission mechanism is used to convert the rotational motion of the drive motor into linear motion. Common transmission methods include screws, gear racks, etc. For example, a ball screw can be used to efficiently convert the rotational motion of the drive motor into linear motion, ensuring that the device can move smoothly along the height direction of the chair back. The limit switches are set at the upper and lower limit positions to prevent mechanical damage caused by excessive operation of the motor. When the device reaches the set position, the limit switch will trigger and stop the motor action.

[0166] When the occupant sits down, the presence of the occupant is detected by sensors (such as seat weight sensors and pressure distribution sensors). Based on the occupant's body shape data, the controller calculates the optimal point of action of the auxiliary return device (i.e., the set lumbar vertebra). The controller 600 sends a command to the motor driver, instructing it to move to the target position along a predetermined path. After receiving the command, the motor driver drives the motor to rotate and drives the auxiliary return device up and down through the transmission mechanism until it reaches the target position. Once the device reaches the target position, the limit switch or encoder will feedback the position signal to the controller to confirm that the action is complete.

[0167] In addition, in order to ensure that the auxiliary return device 303 can be accurately aligned with the set lumbar vertebra, a pressure sensor can be installed in the area where the seat back contacts the occupant's back, so that the pressure distribution can be monitored in real time. By analyzing the pressure distribution diagram, the position of the occupant's waist can be determined, and the point of action of the auxiliary return device can be adjusted accordingly. Alternatively, an infrared distance sensor can be installed on the seat back to measure the distance to the occupant's back by emitting an infrared beam and receiving the reflected signal. Through multi-point measurement, the contour of the occupant's back can be constructed and the optimal point of action can be determined. Alternatively, a pressure sensing film can be used to determine the approximate position, and then fine-tuned using an infrared distance sensor to ensure that the final point of action is located at the set lumbar vertebra.

[0168] When the auxiliary return device 303 is a lumbar support device 310, the controller 600 is used to control the drive motor to drive the lumbar support 311 to be pushed outward from the seat back by a set distance. The set distance is determined based on factors including but not limited to the impact intensity, the occupant's sitting posture, the vehicle speed and acceleration, and other factors.

[0169] The intensity of a collision is typically measured by the vehicle's deceleration (i.e., negative acceleration), expressed in g (acceleration due to gravity). For example, in a frontal collision, common collision intensities range from 5g to 20g. Higher collision intensities mean the occupant is subject to greater inertial forces, requiring stronger support to prevent diving. In high-intensity collisions, the lumbar support 311 should be extended further to provide better lumbar support.

[0170] Different sitting postures of the occupant will cause the position of the lumbar spine to change, thereby affecting the optimal action point of the lumbar support 311. For example, if the occupant is leaning back, the lumbar support 311 needs to be pushed out a greater distance to effectively support the lumbar spine. However, if the occupant maintains a relatively straight posture, the lumbar support 311 needs to be pushed out a relatively shorter distance.

[0171] Vehicle speed and acceleration are important parameters for describing the vehicle's motion. A high-speed collision generates greater impact energy, requiring stronger support to absorb and disperse this energy. Furthermore, instantaneous changes in vehicle acceleration (such as sudden braking or steering) can also cause changes in the occupant's posture, which in turn affects the effectiveness of lumbar support 311. In a low-speed collision, lumbar support 311 may only need to be pushed out a short distance, whereas in a high-speed collision, it may need to be pushed out a longer distance.

[0172] Occupants' height, weight, and body shape also affect their spinal structure and sitting posture, thus affecting the optimal position of the lumbar support. Heavier occupants may need the lumbar support to be pushed out further to achieve effective support, while thinner occupants may need a smaller push-out distance.

[0173] By adjusting the set distance of the lumbar support 311 in the lumbar support device 310, a better support effect for the occupant can be achieved, which not only helps to guide the occupant to a more upright posture, but also significantly improves the overall safety and protection effect.

[0174] When the auxiliary return device 303 is a lumbar support device 310, the controller 600 is used to control the drive motor to drive the lumbar support 311 to be pushed outward from the seat back at a set speed. The speed at which the lumbar support 311 is pushed out directly affects the occupant's perception and safety. Too fast a speed may cause instantaneous pressure on the occupant's waist, causing discomfort or even injury. Too slow a speed may prevent timely response to a collision event, affecting the protective effect.

[0175] Similarly, in a head-on collision, a higher collision intensity means that the occupants will be subjected to a greater inertial force, and therefore require stronger support to prevent diving. In a high-intensity collision, the lumbar support 311 should push the outer side of the seat back at a faster speed, and in a low-intensity collision, the lumbar support 311 should push the outer side of the seat back at a slower speed.

[0176] Occupants' height, weight, and body shape can also affect their spinal structure and sitting posture, thus affecting the optimal point of action for the lumbar support. Larger or heavier occupants may require the lumbar support 311 to be pushed outward at a faster speed, while children or smaller occupants may need the lumbar support 311 to be pushed outward at a slower speed.

[0177] If the occupant is in a reclining position, the lumbar support must be deployed at a faster speed to quickly establish back support. If the occupant is nearing an upright position, the deployment speed can be appropriately slowed to avoid excessive intervention. By setting the deployment speed of the lumbar support 311 and incorporating multiple sources of information, including collision severity, occupant size, sitting posture, and vehicle status, controller 600 achieves precise dynamic control of the occupant's lumbar support, ensuring responsiveness while balancing comfort and safety.

[0178] The present application also provides a control device for executing the method executed by the controller in the above method embodiment. The relevant features can be found in the above method embodiment and are not described in detail here. The control device includes a processor, which is connected to a memory, and the memory stores instructions. The processor calls the instructions stored in the memory to implement any of the above methods or the functions of each unit of the device, wherein the processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is a memory within the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuits, and the functions of some or all of the units can be realized by designing the hardware circuits. The hardware circuit can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), which realizes the functions of some or all of the above units by designing the logical relationship of the components in the circuit. For another example, in another implementation, the hardware circuit can be implemented by a programmable logic device (PLD). Taking a field programmable gate array (FPGA) as an example, it can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by configuring the configuration file, thereby realizing the functions of some or all of the above units. All units of the above devices can be implemented in the form of software called by the processor, or in the form of hardware circuits, or in part by software called by the processor, and the rest by hardware circuits.

[0179] In an embodiment of the present application, a processor is a circuit with a signal processing capability. In one implementation, the processor may be a circuit with the capability to read and execute instructions, such as a CPU, a microprocessor, a graphics processing unit (GPU) (which may be understood as a microprocessor), or a digital signal processor (DSP); in another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit may be fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the hardware circuit configuration may be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it may also be a hardware circuit designed for artificial intelligence, which may be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), and the like.

[0180] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0181] In addition, the various units in the above devices can be fully or partially integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the various units of the device. The type of the at least one processor can be different, for example, including a CPU and FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0182] An embodiment of the present application also relates to a processor, which is used to call a computer program or computer instruction stored in a memory so that the processor executes the method of any of the above embodiments.

[0183] For example, in the embodiments of the present application, the processor is an integrated circuit chip with signal processing capabilities. For example, the processor can be an FPGA, a general-purpose processor, a DSP, an ASIC or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, a system on chip (SoC), a CPU, a network processor (NP), a microcontroller unit (MCU), a PLD or other integrated chip, and can implement or execute the various methods, steps and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor. The steps of the method disclosed in the embodiments of the present application can be directly embodied as being executed by a hardware decoding processor, or can be executed by a combination of hardware and software modules in the decoding processor. The software module can be located in a storage medium mature in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory or electrically erasable programmable memory, registers, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware.

[0184] It should be understood that the embodiments of the present application may be provided as methods, systems, or computer program products.

[0185] In one possible implementation, an embodiment of the present application provides a computer-readable storage medium, which stores program code. When the program code runs on a computer, the computer executes the above method.

[0186] In one possible implementation, an embodiment of the present application provides a computer program product, which, when executed on a computer, enables the computer to execute the above method.

[0187] Therefore, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present application may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0188] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1The function specified in one or more boxes.

[0189] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0190] In this application, "at least one" means one or more, and "plurality" means two or more. "There is at least one item (individual)" or similar expressions thereof refers to any combination of these items, including any combination of single items (individual) or plural items (individual). For example, at least one item (individual) of a, b or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple. In addition, in this application, the word "exemplarily" or "optionally" is used to indicate an example, illustration or description. Any embodiment or design described in this application as "example" or "optional" should not be interpreted as being more preferred or more advantageous than other embodiments or design schemes. Alternatively, it can be understood that the use of the word "example" or "optional" is intended to present concepts in a specific way and does not constitute a limitation on this application.

[0191] It will be appreciated that the various numerical numbers involved in this application are merely for the purpose of describing the distinctions made, and are not intended to limit the scope of the embodiments of the present application. The size of the sequence numbers of the above-mentioned processes does not imply the order of execution, and the order of execution of each process should be determined by its function and inherent logic. Terms such as "first", "second", and similar expressions are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, comprising a series of steps or units. Methods, systems, products, or devices are not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or that are inherent to these processes, methods, products, or devices.

[0192] Obviously, those skilled in the art can make various changes and modifications to the embodiments of the present application without departing from the scope of the embodiments of the present application. Thus, if these modifications and variations of the embodiments of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these changes and variations. In the various embodiments of the present application, unless otherwise specified or logically conflicting, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

Claims

1. A passenger assisting return method, characterized in that: Applied to a vehicle, the vehicle includes a seat, the seat includes an auxiliary return device, the auxiliary return device is used to push the waist of a rear-leaning passenger; The method comprises: determining a collision moment at which the vehicles collide; The auxiliary return device is controlled to push the waist of the rearward-leaning occupant within a set period before the collision moment or at the collision moment.

2. The method according to claim 1, characterized in that Determining the collision moment when the vehicles collide, specifically comprising: Obtain vehicle environment information and vehicle driving information; A collision moment when the vehicle collides is determined according to the vehicle environment information and the vehicle driving information.

3. The method according to claim 1, characterized in that Determining the collision moment when the vehicles collide, specifically comprising: Determining the moment of collision of the vehicle using a braking signal from an automatic emergency braking system (AEB); or The collision signal received by the airbag control unit ACU is used to determine the collision moment when the vehicle collides.

4. The method according to any one of claims 1 to 3, characterized in that: The vehicle includes a seat belt, the seat belt includes a shoulder belt, and when the vehicle is traveling normally and the seat belt is used to restrain an occupant on a seat, the seat belt is in a first working state; The method further comprises: determining an angle between a backrest and a seat cushion of the seat; When the rearward tilt angle of the seat is greater than a set angle, the shoulder belt is controlled to be in a relaxed state. When the auxiliary return device is activated, the shoulder belt is controlled to be in the first working state.

5. The method according to claim 4, characterized in that The safety belt includes a retractor, which is used to reel in, release and restrain the shoulder belt; When the auxiliary return device is activated, controlling the shoulder strap to be in the first working state specifically includes: When the auxiliary return device is activated and it is determined that the length of the shoulder belt released by the retractor is a set length, the shoulder belt is controlled to be in the first working state.

6. The method according to claim 4, characterized in that When the auxiliary return device is activated, controlling the shoulder strap to be in the first working state specifically includes: When the auxiliary return device is activated for a first period of time, the shoulder strap is controlled to be in the first working state.

7. The method according to any one of claims 1 to 6, characterized in that: The auxiliary return device is used to move up and down in a plane parallel to the seat back and in the direction of the occupant's spine; The method further comprises: According to the body shape characteristics of the occupant, the auxiliary return device is controlled to move along the extension direction of the spine so that the pushing action position of the auxiliary return device is aligned with the lumbar region of the occupant.

8. The method according to any one of claims 1 to 7, characterized in that: The safety belt assembly includes an abdominal belt; The method comprises: After the auxiliary return device is activated, the abdominal belt is controlled to have a first pre-tightening force, which is greater than the pre-tightening force of the abdominal belt in the first working state.

9. The method according to any one of claims 1 to 8, characterized in that: The auxiliary return device is encapsulated in the seat back; The method comprises: In a set period before the collision moment or at the collision moment, the auxiliary return device is controlled to form a convex structure in the lumbar region of the occupant.

10. The method according to claim 9, characterized in that The auxiliary return device is a waist support device, and the waist support device includes a waist support and a drive motor; The method comprises: The driving motor is controlled to drive the lumbar support to be pushed outward from the seat back within a set period before the collision moment or at the collision moment.

11. The method according to claim 10, characterized in that Controlling the drive motor to drive the lumbar support to be pushed outward from the seat back, the method specifically includes: The driving motor is controlled to drive the lumbar support to be pushed outward of the seat back by a set distance.

12. The method according to claim 10, characterized in that Controlling the drive motor to drive the lumbar support to be pushed outward from the seat back, the method specifically includes: The driving motor is controlled to drive the lumbar support to be pushed outward of the seat back at a set speed.

13. The method according to claim 10, characterized in that The method further comprises: The driving motor is controlled to drive the lumbar support to return to its original position within a second time period after the driving motor drives the lumbar support to be pushed outward from the seat back.

14. The method according to claim 9, characterized in that The auxiliary return device is an air bag; The method comprises: The airbag is detonated within a set period before the collision moment or at the collision moment.

15. A seat, characterized in that: The seat includes an auxiliary return device and a controller, wherein the auxiliary return device is used to push the waist of the rear-leaning passenger; The controller is used to: determining a collision moment at which the vehicles collide; The auxiliary return device is controlled to push the waist of the rearward-leaning occupant within a set period before the collision moment or at the collision moment.

16. The seat according to claim 15, characterized in that The auxiliary return device is used to move up and down in a plane parallel to the seat and in the direction of the occupant's spine; The controller is also used for: According to the body shape characteristics of the occupant, the auxiliary return device is controlled to move along the extension direction of the spine so that the pushing action position of the auxiliary return device is aligned with the lumbar region of the occupant.

17. The seat according to claim 15 or 16, characterized in that The auxiliary return device is encapsulated in the seat back; The controller is used to: In a set period before the collision moment or at the collision moment, the auxiliary return device is controlled to form a convex structure in the lumbar region of the occupant.

18. The seat according to claim 17, characterized in that The auxiliary return device is a waist support device, and the waist support device includes a waist support and a drive motor; The controller is used to: The driving motor is controlled to drive the lumbar support to be pushed outward from the seat back within a set period before the collision moment or at the collision moment.

19. The seat according to claim 17, wherein: The auxiliary return device is an air bag; The controller is used to: The airbag is detonated within a set period before the collision moment or at the collision moment.

20. A vehicle, characterized in that: The vehicle comprises at least one seat according to any one of claims 15-19.

21. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a program or instruction, and when the program or instruction is executed, the method according to any one of claims 1 to 14 is implemented.

22. A computer program product, characterized in that The method comprises a computer program code, which, when run on a computer, causes the computer to perform the method according to any one of claims 1 to 14.

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