Cooperative control method and device of vehicle passenger protection system and vehicle

Abstract

The invention provides a cooperative control method and device for a vehicle passenger protection system and a vehicle, and belongs to the technical field of driving safety. The method comprises the steps that in response to a collision risk signal detected by a vehicle system, passenger protection measures are executed in stages according to time collision parameter values, and ADAS pre-collision information and in-vehicle sensor data are fused, so that the passenger protection measures are obtained; and intelligent cooperative control of the passenger protection system is realized. Compared with a traditional scheme, the protection response time is greatly shortened, parameters of systems such as a safety airbag and a safety belt are dynamically adjusted based on the real-time passenger state, and the protection precision is remarkably improved. Six subsystems are dispatched in a centralized mode through a domain controller, a three-level protection system of early warning, pre-tightening and protection is constructed, and the system can intelligently adapt to various collision working conditions. According to the scheme, the existing hardware resources are fully utilized while the safety performance is improved, the remarkable cost benefit advantage is achieved, and an innovative solution is provided for intelligent automobile safety protection.

Description

Technical Field

[0001] The present invention relates to the field of driving safety technology, and in particular to a coordinated control method, device and vehicle of a vehicle occupant protection system. Background Art

[0002] With the advancement of intelligent vehicles, occupant protection systems have evolved from traditional passive safety (such as airbags and seatbelt pretensioners) to active-passive coordinated protection. Existing technologies suffer from the following issues: Response lag: Traditional collision protection systems rely on collision sensors for triggering, resulting in a delay of approximately 20-30ms between collision occurrence and airbag deployment, making them inadequate for handling extreme conditions such as high-speed, small-overlap collisions. Inadequate multi-system coordination: Airbags, seat adjustment, and vehicle stability systems operate independently, lacking dynamic coordinated control based on occupant status (such as sitting posture and weight). Limited predictive capabilities: Existing solutions are mostly based on real-time sensor data and fail to incorporate pre-crash information from ADAS (such as AEB trigger signals) to proactively optimize protection strategies. Similar technologies, such as patent CN112572489A, propose a vision-based occupant monitoring and airbag control method, but fail to address multi-system coordination. Patent US20210070312A1 utilizes pre-crash data to adjust seatbelt tension, but does not cover the linkage of subsystems such as the seat and suspension.

[0003] Therefore, there is an urgent need for an active collaborative control method, in which the controller coordinates subsystems such as airbags, active headrests, and electric seat belts to form a hierarchical protection strategy that is suitable for the multi-collision condition prediction needs of intelligent driving vehicles. Summary of the Invention

[0004] To address the technical issues in existing active vehicle safety protection systems, such as the lack of multi-system coordination in existing technologies, where airbags, seat adjustment, and vehicle stability systems each operate independently and lack dynamic coordinated control based on occupant status (e.g., sitting posture, weight), the present invention provides a coordinated control method for a vehicle occupant protection system. The technical solution is as follows: In one aspect, a coordinated control method of a vehicle occupant protection system is provided. The method is implemented by a coordinated control device of the vehicle occupant protection system, and the method includes: In response to collision risk signals detected by the vehicle system, occupant protection measures are implemented in stages according to the time collision parameter value. When the collision parameter value is in the warning stage, the active seat belts are controlled to perform preliminary tightening, the automatic emergency braking system is maintained in the warning state without applying braking force, and an alarm is issued. When the collision parameter value is in the first braking stage, the active seat belts are controlled to tighten at the first tension value, the standard position adjustment of the seat and steering column is activated, and the automatic emergency braking system is controlled to perform the first hill-climbing braking. When the collision parameter value is in the second braking stage, the active seat belt is controlled to be tightened with the second tension value, the position adjustment of the seat and the steering column is completed, and the automatic emergency braking system is controlled to perform stable braking; When the collision parameter value is in the third braking stage, the active seat belt is controlled to be tightened with the third tension value, and the position adjustment of the seat and steering column is completed. The automatic emergency braking system is controlled to perform secondary climbing braking and final stabilization braking; when a collision is inevitable, the seat belt pretensioner and airbag are triggered to be deployed.

[0005] Preferably, in the early warning stage, the collision parameter value range is (1.7S, 3S]; in the first braking stage, the collision parameter value range is (1.0s, 1.7s]; In the second braking stage, the collision parameter value range is 1.0s; In the third stage, the collision parameter value range is (0s, 1s); At the moment of collision, the collision parameter value range is 0s.

[0006] Preferably, the adjustment of the seat and steering column includes: Get the offset between the current user-defined position and the standard design position; The electric drive device moves the seat to the standard design position within 0.3-0.8 seconds; The standard design position is located in the middle of the seat's forward and backward movement range and at the lowest height.

[0007] Preferably, the braking deceleration range of the automatic emergency braking system is 0.15-0.8G, and the deceleration value of each stage is dynamically adjusted according to the actual collision risk.

[0008] Preferably, the airbag is an out-of-position protection airbag with an optimized air vent and internal drawstring design, and the parameters of the airbag are determined through simulation to take into account the protection needs of both upright and out-of-position occupants.

[0009] Preferably, the method further includes: real-time monitoring of the occupant's position status; and when it is detected that the occupant is out of position, dynamically adjusting the safety belt tension and seat adjustment speed at each stage according to the degree of out-of-position.

[0010] In another aspect, a coordinated control device for a vehicle occupant protection system is provided. The coordinated control device is applied to a coordinated control method for a vehicle occupant protection system. The coordinated control device includes: ADAS perception module, used to detect collision risks and output collision parameters; Active seatbelt control module, used to implement occupant protection measures in stages according to the time collision parameter value; seat adjustment module, used to control the position adjustment of the seat and steering column; The central control unit is used to coordinate the timing control of each module.

[0011] On the other hand, a collaborative control device for a vehicle occupant protection system is provided, comprising: a processor; a memory, wherein computer-readable instructions are stored on the memory, and when the computer-readable instructions are executed by the processor, any one of the collaborative control methods for the vehicle occupant protection system described above is implemented.

[0012] On the other hand, a computer-readable storage medium is provided, in which at least one instruction is stored. The at least one instruction is loaded and executed by a processor to implement any one of the above-mentioned coordinated control methods of the vehicle occupant protection system.

[0013] On the other hand, a vehicle is provided, comprising the cooperative control device of the vehicle occupant protection system.

[0014] The beneficial effects brought about by the technical solution provided by the embodiment of the present invention include at least: This invention achieves intelligent, coordinated control of the occupant protection system by integrating ADAS pre-crash information with in-vehicle sensor data. Compared to traditional solutions, this technology significantly improves protection response time and dynamically adjusts parameters of systems such as airbags and seatbelts based on real-time occupant status, significantly enhancing protection accuracy. By centrally scheduling six subsystems through a domain controller, a three-level protection system ("warning-preload-protection") is constructed, intelligently adapting to various collision conditions. This solution improves safety performance while fully utilizing existing hardware resources, offering significant cost-effectiveness and providing an innovative solution for smart vehicle safety protection. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0016] Figure 1 This is a flow chart of a coordinated control method of a vehicle occupant protection system provided by an embodiment of the present invention; Figure 2 This is a collision damage analysis diagram provided by an embodiment of the present invention; Figure 3is a flow chart of a coordinated control method of a vehicle occupant protection system provided by an embodiment of the present invention; Figure 4 1 is a schematic structural diagram of a cooperative control device for a vehicle occupant protection system provided by an embodiment of the present invention; Figure 5 This is a block diagram of a coordinated control device for a vehicle occupant protection system provided by an embodiment of the present invention; Figure 6 It is a structural diagram of a cooperative control device of a vehicle occupant protection system provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0017] The technical solution of the present invention is described below in conjunction with the accompanying drawings.

[0018] In the embodiments of the present invention, words such as "exemplarily" and "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as an "exemplary" in the present invention should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of the word "exemplary" is intended to present concepts in a concrete manner. Furthermore, in the embodiments of the present invention, "and / or" can mean both or either of the two.

[0019] In the embodiments of the present invention, the terms "image" and "picture" may sometimes be used interchangeably. It should be noted that, when the distinction is not emphasized, the meanings they convey are the same. The terms "of," "corresponding," and "corresponding" may sometimes be used interchangeably. It should be noted that, when the distinction is not emphasized, the meanings they convey are the same.

[0020] In the embodiments of the present invention, sometimes a subscript such as W1 may be mistakenly written as a non-subscript form such as W1. When the difference is not emphasized, the meanings to be expressed are the same.

[0021] In order to make the technical problems, technical solutions and advantages to be solved by the present invention clearer, a detailed description will be given below with reference to the accompanying drawings and specific embodiments.

[0022] The embodiment of the present invention provides a coordinated control method of a vehicle occupant protection system, which can be implemented by a coordinated control device of the vehicle occupant protection system, and the coordinated control device of the vehicle occupant protection system can be a terminal or a server. Figure 1 The process flow of the coordinated control method of the vehicle occupant protection system shown in FIG. 1 may include the following steps: Step S110: In response to a collision risk signal detected by the vehicle system, occupant protection measures are executed in stages according to the time collision parameter value. Step S120: When the collision parameter value is in the warning stage, the active seat belt is controlled to perform preliminary tightening, the automatic emergency braking system is maintained in the warning state without applying braking force, and an alarm is issued. Step S130: When the collision parameter value is in the first braking stage, the active seat belt is controlled to tighten with a first tension value, the standard position adjustment of the seat and steering column is initiated, and the automatic emergency braking system is controlled to perform the first hill-climbing braking. Step S140: When the collision parameter value is in the second braking stage, controlling the active seat belt to be tightened with a second tension value, completing position adjustment of the seat and the steering column, and controlling the automatic emergency braking system to perform stable braking; Step S150: When the collision parameter value is in the third braking stage, control the active seat belt to tighten with a third tension value, complete the position adjustment of the seat and steering column, and control the automatic emergency braking system to perform secondary climbing braking and final stabilization braking; Step S160: When the collision is inevitable, trigger the deployment of the seat belt pretensioner and the airbag.

[0023] Specifically, when the vehicle system detects a potential collision risk signal, it will implement a series of occupant protection measures in stages based on the current time collision parameter value to ensure the safety of the occupants in the vehicle. When the collision parameter value is in the warning stage, the system will control the active seat belts to perform preliminary tightening operations, while keeping the automatic emergency braking system in the warning state, but will not immediately apply braking force, and will promptly remind the driver and passengers through the sound and light alarm system to pay attention to potential dangers. When the collision parameter values ​​enter the first braking stage, the system will control the active seatbelts to tighten at the preset first tension value. At the same time, it will activate the standard position adjustment function of the seat and steering column to ensure that the occupants are in the best protective posture, and control the automatic emergency braking system to perform the first hill-climbing braking to slow down the vehicle. When the collision parameter value enters the second braking stage, the system will further control the active seat belt to tighten with a higher second tension value, and simultaneously complete the position adjustment of the seat and steering column to ensure the stability of the occupant's posture, and control the automatic emergency braking system to perform stable braking to further reduce the vehicle's speed and reduce the impact force of the collision; When the collision parameter value reaches the third braking stage, the system will control the active seat belt to tighten with the maximum third tension value, and reconfirm that the position adjustment of the seat and steering column has been completed to ensure that the occupant is in the safest posture. At the same time, it controls the automatic emergency braking system to perform secondary climbing braking and final stabilization braking to minimize the severity of the collision; if a collision is inevitable, the system will immediately trigger the seat belt pretensioner and airbag detonator to minimize the damage to the occupant caused by the collision and provide the final protection measure.

[0024] The system also features intelligent judgment capabilities, analyzing the type and severity of collisions in real time to implement targeted occupant protection measures. For example, in side collisions or rear-end collisions, the system rapidly adjusts airbag deployment strategies based on the direction of impact to ensure the most effective protection for occupants. Furthermore, the system works closely with other vehicle safety systems, such as the Electronic Stability Program (ESP) and Anti-lock Braking System (ABS), to form a comprehensive safety network, further enhancing overall vehicle safety.

[0025] like Figure 2 As shown, in a preferred embodiment, in the warning stage, the collision parameter value range is (1.7s, 3s]; in the first braking stage, the collision parameter value range is (1.0s, 1.7s]; in the second braking stage, the collision parameter value range is 1.0s; in the third braking stage, the collision parameter value range is (0s, 1s); at the moment of collision, the collision parameter value range is 0s.

[0026] In a preferred embodiment, the adjustment of the seat and steering column includes: obtaining the offset between the current user-defined position and the standard design position; moving the seat to the standard design position within 0.3-0.8s through an electric drive device; the standard design position is located in the middle of the front and rear movement range of the seat and at the lowest height.

[0027] At the same time, the adjustment of the steering column also follows a similar principle of rapid response, ensuring that the driver can be in the best driving posture in an emergency and reducing the risk of injury caused by a collision. This adjustment not only takes into account the fore and aft position and height of the seat, but also integrates the tilt angle of the steering column to maximize the adaptability to drivers of different body shapes and driving habits. In addition, this embodiment also designs a set of feedback mechanisms. When the seat and steering column are adjusted, the system will issue a clear prompt to the driver to ensure that the driver is in the best protection state before emergency braking or a collision occurs. The execution time of this series of actions is precisely controlled within a safe range, which not only ensures the timeliness of the adjustment, but also avoids the discomfort caused to the driver by overly hasty adjustments.

[0028] In a preferred embodiment, the braking deceleration range of the automatic emergency braking system is 0.15-0.8G, and the deceleration value in each stage is dynamically adjusted according to the actual collision risk.

[0029] In a preferred embodiment, the airbag is an out-of-position protection airbag with an optimized air vent and internal drawstring design, and the parameters of the airbag are determined through simulation to take into account the protection needs of both upright and out-of-position occupants.

[0030] In a preferred embodiment, the method further includes: real-time monitoring of the occupant's position status; and when it is detected that the occupant is out of position, dynamically adjusting the safety belt tension and seat adjustment speed at each stage according to the degree of out-of-position.

[0031] This dynamic adjustment strategy ensures maximum protection in the event of a collision, regardless of whether the occupants are in their normal seating positions or have moved out of their normal seating positions for various reasons. The automatic emergency braking system's deceleration range is designed to balance braking effectiveness and occupant comfort, preventing injury from excessive deceleration while ensuring the vehicle stops in the shortest possible time, minimizing collision damage.

[0032] The design of the out-of-position airbag fully considers the various possible occupant positions. By optimizing the vent holes and internal drawstrings, the airbag can better adapt to the occupant's body shape during deployment, providing more tailored protection. Simulation-based airbag parameters also ensure that the airbag protects upright occupants while preventing additional harm to those out of position.

[0033] The system's real-time monitoring of occupant position and dynamic adjustment of seatbelt tension and seat adjustment speed based on the degree of dislocation further enhances its intelligence and personalization. This design automatically adjusts seatbelts and seats based on individual occupant body types and sitting postures, ensuring that occupants are securely fastened to their seats in the event of a collision, minimizing secondary injuries caused by body movement.

[0034] like Figure 3-4 As shown, in a specific embodiment, the collaborative control system of the vehicle occupant protection system includes a perception module, an execution module and a control module, wherein the functions of the perception module are: radar / camera monitors obstacles in front and calculates TTC. The seat sensor detects the H-point position of the occupant and the slack of the seat belt. Execution module: active seat belt (motor or gunpowder pretensioner, supporting multi-level tension adjustment). Electric adjustment seat / steering column (resettable to the design position). Airbag (supports OOP optimization or ordinary airbag). Control module: triggers AEB, seat belt pretensioning, seat reset and airbag detonation logic in stages according to TTC. In a specific embodiment, the collaborative control method process of the vehicle occupant protection system is as follows: Stage 1: Normal driving (TTC>3s) AEB maintains monitoring and does not intervene.

[0035] Active seatbelts maintain comfortable pre-tension (50N) to reduce slack.

[0036] The seat / steering column remains in the user-defined position.

[0037] Phase 2: Collision avoidance / mitigation (TTC 3s → 0s) AEB intervention: Warning (TTC 3s–1.7s): Audible / visual / tactile alarm.

[0038] Brake-1 (TTC 1.7s and up): The first braking on a hill (deceleration increases gradually).

[0039] Brake-2 (TTC 1.0s): First stable braking.

[0040] Brake-3 (TTC 1.0s–0s): Second hill climb + stable braking (maximum deceleration).

[0041] Active seatbelt control: Warning stage (TTC 3s–1.7s): tactile vibration reminder, preload force <100N.

[0042] Occupant Support (TTC from 1.7s): Preload force is increased to 140N to prevent the occupant from leaning forward.

[0043] Emergency (TTC 1.0s): Preload 200N, adjust upper body posture.

[0044] Pre-Crash (TTC 1.0s–0s): Preload 200–600N, forcibly restraining the occupant to the seat Seat / steering column controls: TTC 1.7s–0s: Electric adjustment of the seat H-point and steering column to the CNCAP designed position (50% front-to-back, lowest height).

[0045] Phase 3: During the collision (TTC=0s) The seat belt detonator is triggered and irreversibly tightened.

[0046] Airbag deployment: If the occupant's posture is fully adjusted (close to the upright position), use a conventional airbag (with optimized vent holes and drawstrings).

[0047] If the risk of displacement is high, activate the OOP airbag (which provides both upright and out-of-position protection).

[0048] Key innovations Dynamic posture adjustment: Through TTC segmented control, AEB braking, seat belt pre-tensioning, and seat reset timing are coupled to reduce the range of departure.

[0049] Restraint system coordination: Seatbelt pretensioning is linked to seat position to ensure that occupants return to the optimal protection zone before a collision.

[0050] Airbag compatibility strategy: Adaptively select the airbag type based on the degree of occupant displacement, balancing protection performance and cost.

[0051] Effects of the embodiment The occupant's H-point position during a collision is closer to the upright position than in traditional AEB scenarios, chest compression is reduced by 30%, and the risk of airbag injury in an out-of-position state (such as a head impact with an incompletely deployed airbag) is reduced by 50%.

[0052] Figure 5 This is a block diagram of a coordinated control device for a vehicle occupant protection system according to an exemplary embodiment. The device is used in a coordinated control method for a vehicle occupant protection system. Figure 5 The device includes an ADAS perception module 310, an active seat belt control module 320, a seat adjustment module 330, and a central control unit 340. ADAS perception module 310, for detecting collision risk and outputting collision parameters; The active seat belt control module 320 is used to execute occupant protection measures in stages according to the time collision parameter value; the seat adjustment module 330 is used to control the position adjustment of the seat and steering column; The central control unit 340 is used to coordinate the timing control of each module.

[0053] Using advanced sensor technology and algorithms, the ADAS perception module 310 monitors obstacles and potential collision risks around the vehicle in real time, calculates the likelihood and severity of a collision, and outputs these collision parameters to other modules. After receiving these collision parameters, the active seatbelt control module 320 determines whether to initiate occupant protection measures based on preset strategies and algorithms. It then implements these measures in stages, depending on the urgency of the collision risk. These measures, such as pre-tightening seatbelts and restricting occupant movement, are intended to reduce collision-related injuries. The seat adjustment module 330 adjusts the position of the seat and steering column according to instructions from the central control unit 340, ensuring optimal protection for the occupants in the event of a collision. As the core of the entire system, the central control unit 340 coordinates the timing control between modules, ensuring the synergy of various protection measures for optimal occupant protection.

[0054] Figure 6 FIG. 1 is a schematic diagram of a structure of a cooperative control device of a vehicle occupant protection system provided by an embodiment of the present invention. Figure 6 As shown, the coordinated control device of the vehicle occupant protection system may include the above Figure 5 Optionally, the coordinated control device 410 of the vehicle occupant protection system may include a first processor 2001 .

[0055] Optionally, the cooperative control device 410 of the vehicle occupant protection system may further include a memory 2002 and a transceiver 2003 .

[0056] The first processor 2001, the memory 2002 and the transceiver 2003 may be connected via a communication bus.

[0057] The following combination Figure 6 The components of the cooperative control device 410 of the vehicle occupant protection system are described in detail: The first processor 2001 is the control center of the SSS device 410 and can be a single processor or a collective term for multiple processing elements. For example, the first processor 2001 can be one or more central processing units (CPUs), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention, such as one or more digital signal processors (DSPs) or one or more field programmable gate arrays (FPGAs).

[0058] Optionally, the first processor 2001 can perform various functions of the cooperative control device 410 of the vehicle occupant protection system by running or executing a software program stored in the memory 2002 and calling data stored in the memory 2002.

[0059] In a specific implementation, as an embodiment, the first processor 2001 may include one or more CPUs, such as Figure 6 CPU0 and CPU1 are shown in FIG.

[0060] In a specific implementation, as an embodiment, the coordinated control device 410 of the vehicle occupant protection system may also include multiple processors, such as Figure 61 and 2. The first processor 2001 and the second processor 2004 are shown in FIG. Each of these processors can be a single-core processor (single-CPU) or a multi-core processor (multi-CPU). A processor herein can refer to one or more devices, circuits, and / or processing cores for processing data (e.g., computer program instructions).

[0061] The memory 2002 is used to store the software program for executing the solution of the present invention, and is controlled by the first processor 2001 for execution. The specific implementation method can refer to the above method embodiment and will not be repeated here.

[0062] Alternatively, the memory 2002 may be a read-only memory (ROM) or other type of static storage device capable of storing static information and instructions, a random access memory (RAM) or other type of dynamic storage device capable of storing information and instructions, an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, an optical disc storage (including a compact disc, laser disc, optical disc, digital versatile disc, Blu-ray disc, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and capable of being accessed by a computer, but not limited thereto. The memory 2002 may be integrated with the first processor 2001 or may exist independently and be accessed through the interface circuit ( Figure 6 (not shown) is coupled to the first processor 2001, which is not specifically limited in this embodiment of the present invention.

[0063] The transceiver 2003 is used to communicate with a network device or a terminal device.

[0064] Optionally, the transceiver 2003 may include a receiver and a transmitter ( Figure 6 The receiver is used to implement a receiving function, and the transmitter is used to implement a sending function.

[0065] Optionally, the transceiver 2003 may be integrated with the first processor 2001 or may exist independently and be controlled by the interface circuit ( Figure 6 (not shown) is coupled to the first processor 2001, which is not specifically limited in this embodiment of the present invention.

[0066] It should be noted that Figure 6 The structure of the SSS device 410 shown in the figure does not constitute a limitation on the router. The actual knowledge structure recognition device may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently.

[0067] In addition, the technical effects of the cooperative control device 410 of the vehicle occupant protection system can refer to the technical effects of the cooperative control method of the vehicle occupant protection system described in the above method embodiment, and will not be repeated here.

[0068] It should be understood that the first processor 2001 in the embodiment of the present invention may be a central processing unit (CPU), or may be other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor, or the processor may be any conventional processor, etc.

[0069] It should also be understood that the memory in the embodiments of the present invention may be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory may be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory may be random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of random access memory (RAM) are available, such as static RAM (SRAM), dynamic random access memory (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), and direct rambus RAM (DR RAM).

[0070] The above embodiments can be implemented in whole or in part via software, hardware (e.g., circuits), firmware, or any other combination thereof. When implemented using software, the above embodiments can be implemented in whole or in part in the form of a computer program product. The computer program product comprises one or more computer instructions or computer programs. When loaded or executed on a computer, the processes or functions described in accordance with the embodiments of the present invention are fully or partially performed. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired means (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium accessible by a computer or a data storage device such as a server or data center that contains a collection of one or more available media. The available medium can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media. The semiconductor media can be a solid-state drive.

[0071] It should be understood that the term "and / or" as used herein simply describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A alone, A and B together, or B alone. A and B can be singular or plural. Furthermore, the character " / " as used herein generally indicates an "or" relationship between the associated objects, but it may also indicate an "and / or" relationship. For specific understanding, please refer to the context.

[0072] In this disclosure, "at least one" means one or more, and "plurality" means two or more. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, "at least one of a, b, or c" can mean: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or plural.

[0073] It should be understood that in various embodiments of the present invention, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0074] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0075] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described equipment, devices and units can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0076] In the several embodiments provided by the present invention, it should be understood that the disclosed devices, apparatuses and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interface, indirect coupling or communication connection of the device or unit, which can be electrical, mechanical or other forms.

[0077] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0078] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0079] If the functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the portion that contributes to the prior art, or the portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present invention. The aforementioned storage media include various media that can store program code, such as USB flash drives, mobile hard drives, read-only memories (ROM), random access memories (RAM), magnetic disks, or optical disks.

[0080] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A coordinated control method for a vehicle occupant protection system, characterized in that: The method comprises: In response to collision risk signals detected by the vehicle system, occupant protection measures are implemented in stages according to the time collision parameter value. When the collision parameter value is in the warning stage, the active seat belts are controlled to perform preliminary tightening, the automatic emergency braking system is maintained in the warning state without applying braking force, and an alarm is issued. When the collision parameter value is in the first braking stage, the active seat belts are controlled to tighten at the first tension value, the standard position adjustment of the seat and steering column is activated, and the automatic emergency braking system is controlled to perform the first hill-climbing braking. When the collision parameter value is in the second braking stage, the active seat belt is controlled to be tightened with the second tension value, the position adjustment of the seat and the steering column is completed, and the automatic emergency braking system is controlled to perform stable braking; When the collision parameter value is in the third braking stage, the active seat belt is controlled to be tightened with the third tension value, and the position adjustment of the seat and steering column is completed. The automatic emergency braking system is controlled to perform secondary climbing braking and final stabilization braking; when a collision is inevitable, the seat belt pretensioner and airbag are triggered to be deployed.

2. The coordinated control method of the vehicle occupant protection system according to claim 1, characterized in that: In the early warning stage, the collision parameter value range is (1.7S, 3S]; in the first braking stage, the collision parameter value range is (1.0s, 1.7s]; In the second braking stage, the collision parameter value range is 1.0s; In the third braking stage, the collision parameter value range is (0s, 1s); At the moment of collision, the collision parameter value range is 0s.

3. The coordinated control method of the vehicle occupant protection system according to claim 1, characterized in that: The seat and steering column adjustments include: Get the offset between the current user-defined position and the standard design position; The electric drive device moves the seat to the standard design position within 0.3-0.8 seconds; The standard design position is located in the middle of the seat's forward and backward movement range and at the lowest height.

4. The coordinated control method of the vehicle occupant protection system according to claim 3, characterized in that: The braking deceleration range of the automatic emergency braking system is 0.15-0.8G, and the deceleration value in each stage is dynamically adjusted according to the actual collision risk.

5. The coordinated control method of the vehicle occupant protection system according to claim 1, characterized in that: The airbag is an out-of-position protection airbag with an optimized air vent and an internal drawstring design. The parameters of the airbag are determined through simulation to take into account the protection needs of both upright and out-of-position occupants.

6. The coordinated control method of the vehicle occupant protection system according to claim 1, characterized in that: Also includes: Monitor the occupant's position status in real time; when it is detected that the occupant is out of position, dynamically adjust the seat belt tension and seat adjustment speed at each stage according to the degree of out-of-position.

7. A coordinated control device for a vehicle occupant protection system, the coordinated control device for the vehicle occupant protection system being used to implement the coordinated control method for the vehicle occupant protection system according to any one of claims 1 to 6, characterized in that: The device comprises: ADAS perception module, used to detect collision risks and output collision parameters; Active seatbelt control module, used to implement occupant protection measures in stages according to the time collision parameter value; seat adjustment module, used to control the position adjustment of the seat and steering column; The central control unit is used to coordinate the timing control of each module.

8. A coordinated control device for a vehicle occupant protection system, characterized in that: The coordinated control device of the vehicle occupant protection system includes: processor; A memory having computer-readable instructions stored thereon, wherein when the computer-readable instructions are executed by the processor, the method according to any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores program code, which can be called by a processor to execute the method according to any one of claims 1 to 6.

10. A vehicle, characterized in that: Includes the cooperative control device of the vehicle occupant protection system as claimed in claim 8.

Images