Safety belt adjusting method, device and equipment and medium

Abstract

The embodiment of the invention provides a safety belt adjusting method and device, equipment and a medium, and the method comprises the steps: detecting that a vehicle has a collision risk, and obtaining the relative speed and pre-collision time of the vehicle and a collision target; obtaining a collision risk index according to the relative speed and the pre-collision time; the pre-tightening force of the safety belt is determined according to the collision risk index and the pre-collision time, and the safety belt is adjusted according to the pre-tightening force; if the vehicle collides, the passenger displacement is obtained, the pre-tightening force of the safety belt is adjusted according to the passenger displacement, and the safety belt is adjusted according to the adjusted pre-tightening force. According to the embodiment of the invention, measures can be actively taken before collision, so that the injury of collision to passengers is reduced; according to the safety belt, the potential collision risk can be quickly responded, the passenger injury risk is reduced, in addition, when collision occurs, the pre-tightening force of the safety belt can be dynamically adjusted according to the displacement amount of the passenger, it is ensured that the body of the passenger is effectively restrained, and secondary collision with an in-vehicle structure is avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile passive safety, and in particular to a seat belt adjustment method, device, equipment and medium. Background Art

[0002] With the development of the automotive industry and the increasing awareness of traffic safety, vehicle passive safety systems, particularly seatbelt systems, play a vital role in reducing occupant injuries in collisions. However, traditional automotive seatbelt systems rely primarily on an acceleration threshold at the time of a collision to trigger the pretensioning mechanism. This static locking method fails to predict potential collision risks and makes it difficult to achieve active safety protection. Furthermore, existing seatbelt systems typically utilize a fixed pretensioning force design, lacking dynamic adaptability. In emergency situations, excessive or insufficient restraint force can cause secondary injuries to occupants. Summary of the Invention

[0003] In view of the above problems, the present invention aims to propose a seat belt adjustment method, device, equipment and medium to solve the problem that the current seat belt only relies on the acceleration threshold to trigger pre-tightening and the pre-tightening force cannot be dynamically adjusted.

[0004] According to a first aspect of the present invention, a seat belt adjustment method is first provided, the method comprising: Detecting that the vehicle has a collision risk, obtaining the relative speed and pre-collision time between the vehicle and the collision target; obtaining a collision risk index according to the relative speed and the pre-collision time; determining a pre-tensioning force of the seat belt according to the collision risk index and the pre-collision time, and adjusting the seat belt according to the pre-tensioning force; If the vehicle collides, obtaining occupant displacement; The preload force of the seat belt is adjusted according to the occupant displacement, and the seat belt is adjusted according to the adjusted preload force.

[0005] Optionally, the type of the collision target includes at least one of a vehicle, a pedestrian, and a cyclist; Obtaining a collision risk index according to the relative speed and the pre-collision time includes: Get the type of the collision target; Determining a weight of the collision target according to the type of the collision target; A collision risk index is obtained according to the relative speed, the pre-collision time, and the weight of the collision target.

[0006] Optionally, determining the preload force of the seat belt according to the collision risk index and the pre-collision time, and adjusting the seat belt according to the preload force includes: obtaining the acceleration of the vehicle; When the pre-collision time is less than a first threshold and the collision risk index is greater than a second threshold, determining the pre-tightening force of the seat belt to be a first preset value; When the pre-collision time is less than a third threshold, or the acceleration of the vehicle is greater than a fourth threshold, the pre-tightening force of the seat belt is determined to be a second preset value.

[0007] Optionally, adjusting the preload force of the seat belt according to the occupant displacement, and adjusting the seat belt according to the adjusted preload force, includes: Obtain the age and body mass index of the occupants; Obtaining an injury risk score for the occupant based on the occupant's age and the occupant's body mass index; The pretension of the seat belt is adjusted according to the injury risk score and the occupant displacement.

[0008] Optionally, the method further includes: Obtaining the tension of the seat belt after the vehicle collides; the tension is the residual tension of the seat belt after being stretched; Obtaining seat belt slack according to the preload force and the seat belt tension; The seat belt is adjusted according to the seat belt slack.

[0009] Optionally, the vehicle includes an emergency rescue system; The adjusting the seat belt according to the slack of the seat belt comprises: When the slack of the seat belt is less than or equal to a fifth threshold, maintaining the current tension of the seat belt; When the seat belt slack is greater than a sixth threshold, triggering an emergency rescue system to send collision accident information; the collision accident information includes at least one of the vehicle position and the occupant status; When the seat belt slack is greater than a fifth threshold and less than or equal to a sixth threshold, the seat belt is retracted.

[0010] Optionally, the method further includes: When the seat belt slack is greater than a seventh threshold and the occupant injury risk score is greater than an eighth threshold, the occupant status is marked as a serious injury risk.

[0011] According to a second aspect of the present invention, there is further provided a seat belt adjusting device, the device comprising: An acquisition module is used to detect that the vehicle has a collision risk, obtain the relative speed and pre-collision time between the vehicle and the collision target, and the displacement of the occupant; a collision risk index module, configured to obtain a collision risk index according to the relative speed and the pre-collision time; a first adjustment module, configured to determine a preload force of the seat belt according to the collision risk index and the pre-collision time, and adjust the seat belt according to the preload force; An occupant displacement acquisition module, configured to acquire an occupant displacement if a collision occurs with the vehicle; The second adjustment module is configured to adjust the preload force of the seat belt according to the occupant displacement, and adjust the seat belt according to the adjusted preload force.

[0012] According to a third aspect of the present invention, an electronic device is further provided, comprising a processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the computer program implements the seat belt adjustment method described above when executed by the processor.

[0013] According to a fourth aspect of the present invention, a computer-readable storage medium is further provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the seat belt adjustment method described above is implemented.

[0014] The seatbelt adjustment method provided by an embodiment of the present invention detects that a vehicle has a collision risk, obtains the relative speed and pre-collision time between the vehicle and the collision target; obtains a collision risk index based on the relative speed and pre-collision time; determines the seatbelt preload based on the collision risk index and pre-collision time, and adjusts the seatbelt based on the preload; if a vehicle collision occurs, obtains the occupant displacement, adjusts the seatbelt preload based on the occupant displacement, and adjusts the seatbelt based on the adjusted preload. The embodiment of the present invention can assess the level of collision risk in real time through the collision risk index, and can proactively take measures before a collision occurs to reduce the damage to the occupants caused by the collision; triggering preload based on the collision risk index and pre-collision time can quickly respond to potential collision risks, thereby reducing the occupant displacement at the moment of collision and reducing the risk of occupant injury; in addition, when a collision occurs, the seatbelt preload is dynamically adjusted based on the occupant displacement to ensure that the occupant's body is effectively restrained and avoid secondary collisions with the vehicle's internal structure.

[0015] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are specifically listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present invention. The same reference symbols are used throughout the drawings to represent the same components. In the drawings: Figure 1 This is a flowchart of the steps of a seat belt adjustment method provided by one embodiment of the present invention; Figure 2 The figure is a schematic structural diagram of a seat belt adjusting device provided by one embodiment of the present invention. DETAILED DESCRIPTION

[0017] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, each embodiment of the present invention will be described in detail below with reference to the accompanying drawings. However, it will be understood by those skilled in the art that in each embodiment of the present invention, many technical details are provided to enable the reader to better understand the present invention. However, even without these technical details and various changes and modifications based on the following embodiments, the technical solutions claimed in the present invention can be implemented. The division of the following embodiments is for convenience of description and should not constitute any limitation on the specific implementation of the present invention. The various embodiments can be combined with each other and referenced to each other under the premise that there is no contradiction.

[0018] Current seatbelt adjustment systems have the following limitations: 1. Static locking mechanisms: Traditional seatbelts rely solely on acceleration thresholds to trigger pretensioning, failing to predict collision risk; 2. Rigid constraints: Pretension is fixed and cannot be dynamically adjusted based on occupant size (e.g., children or pregnant women), potentially leading to secondary injuries; 3. Lack of continuous optimization: The belt lacks the ability to adaptively recover post-crash slack. These limitations are due to: 1. A single-dimensional sensor (using only acceleration signals); 2. Control strategies that fail to consider occupant biomechanical characteristics; and 3. Failure to implement a comprehensive control mechanism covering the entire pre-crash, collision, and post-crash cycle.

[0019] Reference Figure 1 , shows a flowchart of a seat belt adjustment method provided by an embodiment of the present invention, which may specifically include the following steps: Step 101: Detecting a collision risk of a vehicle, obtaining a relative speed and a pre-collision time between the vehicle and a collision target.

[0020] The relative speed between the vehicle and the collision target This refers to the speed of the collision target relative to the vehicle. For example, if the collision target is approaching the vehicle at 30 m / s (the vehicle's speed is 25 m / s), the relative speed is 55 m / s. If the collision target is approaching the vehicle in the same direction, the relative speed is 5 m / s. The time to collision refers to the time until the vehicle and the collision target collide.

[0021] The pre-collision time TTC (Time-to-Collision) between a vehicle and a collision target refers to how long it is expected that a collision will occur between the vehicle and the collision target.

[0022] Among them, a variety of sensors (such as lidar, cameras, etc.) can be used to detect whether the vehicle has a collision risk, and this application does not impose any restrictions.

[0023] The relative speed of potential collision targets can be detected by forward-facing millimeter-wave radar (77GHz) (Accuracy ±0.1m / s) and TTC.

[0024] Forward millimeter-wave radar (77GHz) is a high-frequency radar technology widely used in the automotive field. Its operating frequency is typically between 76GHz and 81GHz. This frequency band has a high bandwidth (approximately 5GHz), which can provide higher range and velocity resolution. The range resolution of 77GHz radar can reach several centimeters, which can accurately detect the distance to the object in front. Through the Doppler effect, 77GHz radar can accurately measure the relative speed of the target, usually with an accuracy of ±0.1m / s. It is not affected by weather (such as rain, snow, and fog) and can operate stably in various environments.

[0025] Specifically, forward-facing millimeter-wave radar uses frequency modulated continuous wave (FMCW) and the Doppler effect to measure the relative velocity of the impacting target. The Doppler effect is based on the principle that when the impacting target moves relative to the radar, the frequency of the reflected echo changes. This frequency change is proportional to the relative velocity of the impacting target and is called the Doppler shift. The relative velocity of the impacting target can be calculated from the Doppler shift.

[0026] The forward millimeter-wave radar calculates the distance to the collision target by measuring the round-trip time of electromagnetic waves (the time difference from transmission to reception). After obtaining the relative speed of the distance to the collision target, the distance can be divided by the relative speed to obtain the pre-collision time between the vehicle and the collision target.

[0027] Step 102 : Obtain a collision risk index according to the relative speed and the pre-collision time.

[0028] The collision risk index is an indicator used to quantify the degree of vehicle collision risk. The higher the collision risk index, the greater the possibility of collision and the need for more active protective measures (such as seat belt pre-tensioning, brake intervention, etc.).

[0029] The vehicle's onboard domain controller (such as the ECU (Electronic Control Unit)) obtains data such as relative speed and pre-collision time from sensors (forward millimeter-wave radar, ToF camera) through the CAN (Controller Area Network) bus, and then calculates the collision risk index based on the collected data.

[0030] Step 103 : determining a pre-tightening force of the seat belt according to the collision risk index and the pre-collision time, and adjusting the seat belt according to the pre-tightening force.

[0031] The preload of a seat belt refers to the restraining force applied by the seat belt to the occupant before or during a collision. The purpose is to reduce the displacement of the occupant during a collision and avoid secondary collisions between the occupant and hard objects in the car (such as the steering wheel, dashboard, doors, etc.), thereby reducing injuries.

[0032] After obtaining the collision risk index and pre-collision time from sensor data, the ECU adjusts the seat belt pretension according to the following logic: The ECU will classify the collision risk into three levels based on the collision risk index and pre-collision time: When the risk level is level one, the ECU triggers the seatbelt pretensioner, which adjusts the seatbelt pretensioner force through the seatbelt pretensioner, tightens the seatbelt appropriately, eliminates the initial slack of the seatbelt, reminds the occupants to prepare for collision, and avoids discomfort caused by sudden tightening.

[0033] When the risk level is level two, the ECU triggers the seat belt pretensioner, adjusts the seat belt pretensioner through the seat belt pretensioner, quickly tightens the seat belt, limits the occupant's forward movement distance, and ensures that the occupant is in the best position when a collision occurs.

[0034] When the risk level is level three, the collision has already occurred. The MCU (Microcontroller Unit), the core component of the ECU, adjusts the seat belt preload in real time according to the occupant's displacement, and then adjusts the seat belt in real time through the seat belt preload, effectively restraining the occupant's body and preventing the occupant from continuing to move after the collision, thereby reducing the risk of a secondary collision.

[0035] Step 104: If the vehicle collides, obtain the displacement of the occupant.

[0036] The ToF (Time of Flight) camera can be used to capture occupant displacement (pelvic displacement). Occupant displacement refers to the distance the occupant's body moves relative to its initial position after a vehicle collision or other external forces. This can be used to assess the force applied to the occupant and the risk of injury in a collision.

[0037] A ToF camera is a sensor based on the time-of-flight principle of light pulses. It can calculate the distance of an object by measuring the time it takes for a light pulse to be emitted and reflected back to the sensor. In the automotive field, ToF cameras are commonly used in applications such as occupant detection, gesture recognition, and in-vehicle monitoring.

[0038] When a collision occurs, the displacement of the occupants changes very quickly, so a ToF camera is needed to collect data at a high frame rate. Specifically, based on the 3D point cloud data collected by the ToF camera, key points such as the occupant's torso, pelvis, and seat belt path are detected from the 3D point cloud data through deep learning. Information related to key parts of the occupant's torso, pelvis, seat belt, etc. is extracted. For example, the coordinates of the center point of the torso are calculated by detecting key points of the torso (such as shoulders and waist), and the coordinates of the center point of the pelvis are calculated by detecting key points of the pelvis. Among them, the ToF camera generates a depth map by emitting infrared light pulses and measuring their round-trip time, and then constructs 3D point cloud data.

[0039] The occupant displacement can then be calculated. Specifically, the initial coordinates of the occupant's key points (such as the torso center and pelvis center) are recorded before the collision. After the collision, the final coordinates of the occupant's key points are recorded. The occupant displacement is obtained by calculating the Euclidean distance between the initial and final coordinates.

[0040] The ToF camera also captures the chest strap-torso angle θ, calculated from the spatial relationship between the seatbelt path and the torso centerline. This angle reflects the fit between the occupant and the seatbelt (θ > 30° may reduce restraint effectiveness). If θ continues to increase and shoulder strap tension decreases, it may indicate that the occupant is not wearing the seatbelt correctly (e.g., the shoulder strap has slipped down the arm). The chest strap-torso angle θ is obtained to determine whether the occupant is wearing the seatbelt correctly.

[0041] Step 105 : adjusting the preload force of the seat belt according to the occupant displacement, and adjusting the seat belt according to the adjusted preload force.

[0042] When a vehicle collides (i.e., the risk level is level three), the ECU's core component, the MCU (Microcontroller Unit), adjusts the seatbelt pretension in real time according to the occupant's displacement, and then adjusts the seatbelt in real time through the seatbelt pretension, effectively restraining the occupant's body and preventing the occupant from continuing to move after the collision, thereby reducing the risk of a secondary collision.

[0043] Through the above method, the collision risk index can be used to evaluate the level of collision risk in real time, and proactive measures can be taken before a collision occurs to reduce the damage to occupants caused by the collision; by triggering pre-tensioning through the collision risk index and pre-collision time, it is possible to quickly respond to potential collision risks, thereby reducing the displacement of the occupants at the moment of collision and reducing the risk of occupant injury; in addition, when a collision occurs, the pre-tensioning force of the seat belt will be dynamically adjusted according to the displacement of the occupants to ensure that the occupants' bodies are effectively restrained and avoid secondary collisions with the vehicle's internal structure.

[0044] In an embodiment of the present invention, by detecting that a vehicle has a collision risk, the relative speed and pre-collision time between the vehicle and the collision target, as well as the displacement of the occupant are obtained; a collision risk index is obtained based on the relative speed and pre-collision time; the preload of the seat belt is determined based on the collision risk index and the pre-collision time, and the seat belt is adjusted based on the preload; if a vehicle collision occurs, the preload of the seat belt is adjusted based on the displacement of the occupant, and the seat belt is adjusted based on the adjusted preload. The embodiment of the present invention can assess the level of collision risk in real time through the collision risk index, and can take proactive measures before a collision occurs to reduce the damage to the occupants caused by the collision; triggering preload through the collision risk index and the pre-collision time can quickly respond to potential collision risks, thereby reducing the displacement of the occupant at the moment of collision and reducing the risk of injury to the occupant; in addition, when a collision occurs, the preload of the seat belt is dynamically adjusted based on the displacement of the occupant to ensure that the occupant's body is effectively restrained and avoid secondary collisions with the vehicle's internal structure.

[0045] In an optional embodiment of the present invention, step 102 further includes the following steps: S1021: Obtain the type of the collision target.

[0046] Collision targets include various types, such as pedestrians, vehicles, cyclists, etc.

[0047] The type of collision target can be identified through a binocular vision system. This system is a computer vision technology based on a stereo camera. It simulates the parallax principle of the human eye to calculate the depth of an object, thereby enabling the detection and classification of obstacles (collision targets).

[0048] The binocular vision system uses two cameras to capture images of the same scene from different angles, uses parallax to calculate depth information, and combines deep learning (such as YOLO (an object detection algorithm) and ResNet (Residual Network, a deep convolutional neural network)) to identify the type of collision target.

[0049] S1022: Determine a weight of the collision target according to the type of the collision target.

[0050] The weight of a collision target refers to the importance of different types of collision targets in collision risk assessment. The higher the weight, the more priority is given to protecting that target and the more proactive collision avoidance measures are taken.

[0051] The weight of the collision target is determined by the type of collision target, for example, pedestrian = 1.2 (pedestrians are the most vulnerable road users and lack protective measures such as vehicles. Collisions may result in serious injury or death, so their weight is set to the highest), vehicle = 1.0, and so on.

[0052] S1023 : Obtain a collision risk index according to the relative speed, the pre-collision time, and the weight of the collision target.

[0053] According to the relative speed , pre-collision time and the weight of the collision target Calculating the collision risk index , the specific formula is as follows:

[0054] in, Represents the collision risk index, the larger the value, the higher the collision risk; Indicates the estimated time between the vehicle and the collision target. The shorter the time, the higher the collision risk. Indicates the threshold speed, which is the benchmark speed for risk determination and is set according to the scenario (such as road speed limit); Relative speed, the relative speed between the vehicle and the collision target; Represents the collision target type weight, which is the risk factor of the collision target.

[0055] In an optional embodiment of the present invention, step 103 further includes the following sub-steps: S1031: Obtain the acceleration of the vehicle.

[0056] Vehicle acceleration can be obtained through the vehicle's Acceleration Control Unit (ACU). The ACU is part of the vehicle's powertrain and is responsible for controlling the vehicle's acceleration. The ACU typically integrates or connects to an accelerometer (such as an inertial measurement unit (IMU)). The accelerometer outputs its measurement results to the ACU, which then transmits the data to the vehicle's Electronic Control Unit (ECU) or other control system via the CAN bus.

[0057] S1032: When the pre-collision time is less than a first threshold and the collision risk index is greater than a second threshold, determine that the pre-tightening force of the seat belt is a first preset value.

[0058] The first threshold is set to 3s, the second threshold is set to 0.5, and the first preset value is 50-100N.

[0059] when <3s and When the value is >0.5, the risk level is level one and the ECU triggers the seatbelt pretensioner, which adjusts the seatbelt pretensioning force to 50-100N (the specific force can be determined according to the actual situation). The seatbelt is tightened appropriately to eliminate the initial slack of the seatbelt, reminding the occupants to prepare for collision and avoid discomfort caused by sudden tightening.

[0060] S1033: When the pre-collision time is less than a third threshold, or the acceleration of the vehicle is greater than a fourth threshold, determine that the pre-tightening force of the seat belt is a second preset value.

[0061] The third threshold is set to 1.5s, the fourth threshold is set to 0.6g, and the second preset value is 200-400N.

[0062] when When the acceleration is >0.6g or the delay is <1.5s, the risk level is level 2 and the ECU triggers the seatbelt pretensioner, which adjusts the seatbelt pretensioner force to 200-400N, quickly tightening the seatbelt and limiting the occupant's forward movement distance to ensure they are in the best position when a collision occurs.

[0063] The collision risk index is used to assess the level of collision risk in real time, and proactive measures are taken before a collision occurs to reduce the damage to occupants caused by the collision; the pre-tensioning is triggered by the collision risk index and pre-collision time, which can quickly respond to potential collision risks, thereby reducing the displacement of occupants at the moment of collision and reducing the risk of occupant injury.

[0064] In an optional embodiment of the present invention, step 105 further includes the following sub-steps: S1051, obtaining the age and body mass index of the occupant.

[0065] The facial features of passengers can be analyzed through in-vehicle cameras and facial recognition algorithms to infer their age range. For example, deep learning models (such as CNN (Convolutional Neural Networks)) can be used to analyze facial wrinkles, skin texture and other features to estimate age.

[0066] Body Mass Index (BMI) is a measure of a person's weight and health. The calculation formula is: BMI = weight / height squared. Seat pressure sensors can be used to estimate occupant weight, while 3D cameras within the vehicle can be used to scan the occupant's body contours to estimate height. Alternatively, users can manually enter their height and weight information in the vehicle settings; this application does not restrict this.

[0067] S1052: Obtain an injury risk score for the occupant based on the occupant's age and the occupant's body mass index.

[0068] The occupant's injury risk score assesses the occupant's risk of injury in a vehicle collision. The higher the score, the more likely the occupant is to be injured.

[0069] Occupant injury risk score The calculation formula is:

[0070] in, represents the occupant’s injury risk score, Indicates the age of the occupants, represents the body mass index, represents the displacement of the occupant, It indicates the maximum deformation distance of the seat belt, that is, the maximum buffer distance, which refers to the maximum distance the seat belt can stretch in the process of absorbing impact energy when the vehicle collides (determined according to the range that the human body can withstand, the structure and material of the seat belt, etc.).

[0071] S1053: Adjust the pre-tightening force of the seat belt according to the injury risk score and the occupant displacement.

[0072] The seat belt preload is adjusted based on real-time PID (proportional-integral-differential) control of the occupant's displacement. PID control consists of three steps: Proportional (P) control: adjusts the output based on the current error (the difference between the target value and the actual value); Integral (I) control: adjusts the output according to the accumulated value of the error to eliminate the steady-state error of the system; Differential (D) control: adjusts the output according to the rate of change of the error to improve the response speed and stability of the system; The goal of the PID controller is to keep the occupant's displacement within a safe range to avoid injury caused by excessive displacement.

[0073] Specifically, the dynamic adjustments are as follows:

[0074] in, Indicates the pre-tension of the seat belt; is the proportional gain coefficient, which responds to the intensity coefficient of the current deviation (in lateral control, The larger it is, the faster the vehicle corrects lane departure); is the integral gain coefficient, which is the intensity coefficient for eliminating historical accumulated deviations (eliminating long-term static deviations, such as continuous path deviations caused by crosswinds); is the differential gain coefficient, which is the intensity coefficient for suppressing the deviation change trend (suppressing overshoot during sharp turns or emergency braking, such as preventing sudden changes in passenger posture); is the current deviation (m), the difference between the real-time state and the target state (occupant displacement); is the cumulative deviation (m·s), the time integral of the deviation (total historical deviation), is the deviation change rate (m / s), the instantaneous rate of change of the deviation (prediction of occupant displacement trend during sudden acceleration / braking (such as the basis for triggering pre-tensioning seat belts before a collision)).

[0075] Proportional gain coefficient , integral gain coefficient and the differential gain coefficient The basic value can be obtained through experiments or simulation tuning. Through a large number of experiments, the value range of the coefficient in different scenarios is determined, and then the basic value of the coefficient is selected within the range according to the actual situation. Then the proportional gain coefficient can be adjusted according to the occupant injury risk score. , integral gain coefficient and the differential gain coefficient Perform dynamic adjustments to dynamically adjust the preload force of the seat belt.

[0076] Specifically, when the scenario is occupant posture stabilization control, the value ranges of the proportional gain coefficient, the integral gain coefficient, and the differential gain coefficient are: : 50-200N / m; :0.1-5N / (m·s); : 10-50N·s / m, parameter adjustment logic: high Rapid restraint of sudden displacement (such as collision precursor), low Avoid accidental tightening of the seat belt (e.g. on bumpy roads). Suppress the occupants' forward inertia.

[0077] When the scenario is lane keeping control, the value ranges of the proportional gain coefficient, integral gain coefficient, and differential gain coefficient are: : 100-500N / m; :0-20N / (m·s); : 50-200N·s / m, parameter adjustment logic: increase in cornering scenarios Enhanced tracking, high-speed scenes improved Suppress oscillation.

[0078] When the scenario is adaptive cruise control, the value ranges of the proportional gain coefficient, integral gain coefficient, and differential gain coefficient are: :0.1-2N / m; :0.01-0.1N / (m·s); : 0.5-5N·s / m, parameter adjustment logic: congested road sections are reduced Prevent sudden braking and improve smooth road sections Reduce the following distance.

[0079] Proportional gain coefficient based on occupant injury risk score , integral gain coefficient and the differential gain coefficient The dynamic adjustments are as follows: Integral gain coefficient The adjustments are as follows: When the scenario is steady-state error accumulation, The adjustment rules are: Increase, accelerate the elimination of long-term deviations (such as path deviation caused by persistent crosswinds); for example, occupant injury risk score >1.0, .

[0080] When the scenario is actuator saturation risk, Adjustment rules: reduce or freeze , to prevent excessive accumulation of integral items (such as the seat belt preload has reached the upper limit of the motor); for example, when the seat belt preload is greater than or equal to 90% of the rated value, =0.

[0081] When the scene is a sudden disturbance (such as a collision), The adjustment rule is: return to zero , to avoid historical errors interfering with emergency response; for example, when a collision warning is triggered, =0.

[0082] Regarding the adjustment of the proportional gain coefficient and the differential gain coefficient: When the occupant injury risk score When it is less than or equal to 0.7, it is a low-risk scenario and the system stability needs to be maintained to avoid excessive intervention (such as the passenger's posture is stable during smooth driving). The adjustment rule is to maintain 、 、 Base value; When the occupant injury risk score When the value is greater than 0.7 and less than or equal to 1.5, it is a medium-risk scenario and the control sensitivity needs to be gradually increased (for example, pre-tightening the seat belt when the occupant leans forward slightly). The adjustment rule is to linearly adjust the gain coefficient: , ; When the occupant injury risk score When it is greater than 1.5, it is a high-risk scenario and requires an aggressive response (such as maximizing the restraint force when a collision is unavoidable). The adjustment rule is a nonlinear amplification gain coefficient: Multiply by 2, Multiply by 1.5, =0.

[0083] In summary, the seat belt preload is dynamically adjusted according to the occupant's displacement and injury risk score to ensure that the occupant's body is effectively restrained and avoid secondary collisions with the vehicle's interior structure.

[0084] If the vehicle avoids the risk of collision, that is, no collision occurs, the seat belt is restored to a relaxed state (the pre-tensioning force applied to the seat belt is cancelled) and the sensor monitoring is maintained.

[0085] In an optional embodiment of the present invention, the following sub-steps may also be included: S1, obtaining the tension of the seat belt after the vehicle collides; the tension is the residual tension of the seat belt after being stretched.

[0086] After a collision, when the vehicle is stable, a fiber grating (FBG) sensor (fiber grating sensor) measures the residual tension in the seatbelt (the remaining tension after the seatbelt is stretched by the collision). FBG sensors are primarily strain sensors that monitor local strain in the seatbelt webbing by detecting changes in the fiber grating wavelength, thereby indirectly calculating the tension distribution.

[0087] FBG sensors are embedded or attached to the seat belt webbing to monitor the strain at different locations. There is a linear relationship between the strain and tension of the seat belt webbing. By measuring the strain, the tension distribution of the seat belt can be indirectly calculated.

[0088] FBG sensors can measure micro-strain and are suitable for accurate monitoring of seat belt tension. Through multiple FBG sensors, distributed strain monitoring of different positions of the seat belt webbing can be achieved.

[0089] S2, obtaining seat belt slack according to the preload force and the seat belt tension.

[0090] Seat belt slack refers to the state in which a seat belt is not fully tightened during use, meaning there is a certain gap or slack between the seat belt and the occupant's body. Seat belt slack is a key factor affecting occupant restraint effectiveness and safety.

[0091] The seat belt slack is calculated based on the dynamic pretension of the seat belt immediately before the collision (the actual tension applied by the pretensioner in the active pretensioning system) and the tension obtained by the FBG sensor. , as follows:

[0092] in, Indicates seat belt slack. Indicates the dynamic preload of the seat belt immediately before the collision is triggered. Represents the tension obtained by the FBG sensor.

[0093] S3, adjusting the seat belt according to the slack of the seat belt.

[0094] When the slack is low, the seat belt maintains effective restraint without additional intervention; when the slack is medium, the seat airbag or neck support is triggered to compensate for the decreased restraint force; when the slack is high, the seat belt is judged to be overloaded, the seat belt retractor is forcibly locked, and the emergency rescue process is triggered.

[0095] The seatbelt retractor is a core component of the vehicle's passive safety system, responsible for quickly restraining occupants in a collision while also ensuring comfort in daily use.

[0096] When the seatbelt is overloaded, indicating excessive occupant displacement during a collision, the seatbelt retractor is forcibly locked to prevent further belt sag and ensure effective occupant restraint. A signal from the electronic control unit (ECU) activates the retractor's locking function. Locking the retractor quickly prevents belt sag and minimizes occupant displacement.

[0097] In an optional embodiment of the present invention, the vehicle includes an emergency rescue system, and step S3 further includes the following sub-steps: S3-1, when the seat belt slack is less than or equal to a fifth threshold, maintaining the current tension of the seat belt.

[0098] The fifth threshold is set to 15%.

[0099] When the tension is less than or equal to 15%, the current seat belt tension is maintained to ensure that the seat belt can effectively restrain the occupant while preventing overtightening of the seat belt that may cause the occupant to feel oppressive or have difficulty breathing. The system also continuously monitors the occupant's posture and vehicle status.

[0100] S3-2, when the seat belt slack is greater than a sixth threshold, triggering the emergency rescue system and sending collision accident information; the collision accident information includes at least one of the vehicle position and the occupant status.

[0101] The sixth threshold is set to 30%.

[0102] When it is greater than 30%, the seat belt is judged to be overloaded, that is, the occupant has produced excessive displacement in the collision. At this time, the seat belt retractor is forcibly locked to prevent the seat belt from further loosening, ensuring that the seat belt can effectively restrain the occupant; at the same time, the eCall (emergency rescue system) emergency call is triggered.

[0103] eCall is a key feature in vehicle safety systems that is typically automatically activated upon detecting a serious accident or collision. The eCall system is designed to automatically or manually send a distress signal to emergency services (such as police, fire, or medical assistance) to speed up response times and save lives.

[0104] Once triggered, eCall automatically dials the emergency service number (such as 112 or 911) through the vehicle's onboard communication module (such as cellular network or satellite communication). The vehicle's precise location (latitude and longitude) is sent to emergency services via the GPS (Global Positioning System) positioning system. Accident-related information (such as collision direction, collision intensity, occupant status, seatbelt status, etc.) is also transmitted to emergency services, allowing emergency services to arrive at the accident scene faster and buying valuable rescue time for injured occupants.

[0105] S3-3: When the seat belt slack is greater than a fifth threshold and less than or equal to a sixth threshold, retract the seat belt.

[0106] If the tension is greater than 15% but less than or equal to 30%, the motor retraction system activates, triggering the seat airbag or neck support to compensate for the reduced restraint force. The purpose of the motor retraction system is to eliminate excess slack without over-tightening the seatbelt, thereby improving occupant safety and comfort.

[0107] Specifically, the seat belt retractor is driven by a built-in motor to gradually retract the seat belt and adjust the tension of the seat belt to restore it to an appropriate level. The slackness of the seat belt is monitored in real time during the adjustment process to ensure that it is not over-tightened during the adjustment process.

[0108] The calculation formula for the retracted length of the seat belt is:

[0109] in, is the seat belt retraction length, is the seat belt slack, is the pre-tension of the seat belt immediately before the collision. The upper limit of the motor's single recovery is 0.1m (10cm). is the stiffness coefficient, which is determined according to the material properties of the seat belt (assuming it is 100,000 N / m, it means that 100 kN of force is required for every meter of stretch).

[0110] In an optional embodiment of the present invention, the following steps may also be included: S11 : When the seat belt slack is greater than a seventh threshold and the occupant injury risk score is greater than an eighth threshold, marking the occupant status as a serious injury risk.

[0111] The seventh threshold is set to 25%, and the eighth threshold is set to 1.5.

[0112] By linking the seat belt slackness with the occupant injury risk score, Greater than 25%, and When the value is greater than 1.5 (high-risk occupant), it indicates that the occupant may have been seriously injured. At this time, eCall will mark the occupant status as "risk of serious injury" to increase the priority of the rescue operation so that emergency services can give priority to it, improve the efficiency and targeting of the rescue operation, and minimize the damage caused by the accident.

[0113] In addition, because battery vehicles may cause battery fires or fuel leaks in the event of a collision, the fire extinguishing device in the vehicle will be released when a fire or risk of fire is detected. By releasing the fire extinguishing device, the threat of fire to high-risk occupants is reduced.

[0114] Through the above method, the collision risk index can be used to evaluate the level of collision risk in real time, and proactive measures can be taken before a collision occurs to reduce the damage to occupants caused by the collision; by triggering pre-tensioning through the collision risk index and pre-collision time, it is possible to quickly respond to potential collision risks, thereby reducing the displacement of the occupants at the moment of collision and reducing the risk of occupant injury; in addition, when a collision occurs, the pre-tensioning force of the seat belt will be dynamically adjusted according to the displacement of the occupants to ensure that the occupants' bodies are effectively restrained and avoid secondary collisions with the vehicle's internal structures; at the same time, after the collision occurs, the seat belt is adaptively adjusted according to the slack of the seat belt, constructing a "pre-collision-during-post-collision" full-cycle control mechanism.

[0115] Reference Figure 2 , shows a schematic structural diagram of a seat belt adjustment device provided by an embodiment of the present invention, the device comprising: An acquisition module 201 is configured to detect a collision risk of the vehicle and obtain the relative speed and pre-collision time between the vehicle and the collision target, as well as the displacement of the occupant; a collision risk index module 202, configured to obtain a collision risk index according to the relative speed and the pre-collision time; a first adjustment module 203, configured to determine a preload force of the seat belt according to the collision risk index and the pre-collision time, and adjust the seat belt according to the preload force; An occupant displacement acquisition module 204 is configured to acquire an occupant displacement if the vehicle collides; The second adjustment module 205 is configured to adjust the preload force of the seat belt according to the occupant displacement, and adjust the seat belt according to the adjusted preload force.

[0116] In an optional embodiment of the present invention, the collision risk index module 202 includes: A first acquisition module, configured to acquire the type of the collision target; A weight determination module, configured to determine the weight of the collision target according to the type of the collision target; An index determination module is configured to obtain a collision risk index according to the relative speed, the pre-collision time, and the weight of the collision target.

[0117] In an optional embodiment of the present invention, the first adjustment module 203 includes: A second acquisition module, configured to acquire the acceleration of the vehicle; a first pre-tension force determination module, configured to determine that the pre-tension force of the seat belt is a first preset value when the pre-collision time is less than a first threshold and the collision risk index is greater than a second threshold; The second pre-tensioning force determining module is configured to determine that the pre-tensioning force of the seat belt is a second preset value when the pre-collision time is less than a third threshold or the acceleration of the vehicle is greater than a fourth threshold.

[0118] In an optional embodiment of the present invention, the second adjustment module 205 includes: The third acquisition module is used to obtain the age and body mass index of the occupant; an injury risk score determination module, configured to obtain an injury risk score of the occupant based on the occupant's age and the occupant's body mass index; A preload adjustment module is configured to adjust the preload of the seat belt according to the injury risk score and the occupant displacement.

[0119] In an optional embodiment of the present invention, the device further includes: A fourth acquisition module is configured to acquire the tension of the seat belt after the vehicle collides; the tension is the residual tension of the seat belt after being stretched; a seat belt slack determination module, configured to obtain the seat belt slack according to the preload force and the seat belt tension; A seat belt adjustment module is used to adjust the seat belt according to the seat belt slack.

[0120] In an optional embodiment of the present invention, the vehicle includes an emergency rescue system; the seat belt adjustment module further includes: a first judgment module, configured to maintain the current tension of the seat belt when the slack of the seat belt is less than or equal to a fifth threshold; a second judgment module, configured to trigger an emergency rescue system and send collision accident information when the seat belt slack is greater than a sixth threshold; the collision accident information includes at least one of a vehicle position and an occupant status; The third judgment module is configured to retract the seat belt when the slackness of the seat belt is greater than a fifth threshold and less than or equal to a sixth threshold.

[0121] In an optional embodiment of the present invention, the device further includes: The fourth judgment module is configured to mark the occupant status as a serious injury risk when the seat belt slack is greater than a seventh threshold and the occupant injury risk score is greater than an eighth threshold.

[0122] In an embodiment of the present invention, by detecting that a vehicle has a collision risk, the relative speed and pre-collision time between the vehicle and the collision target, as well as the displacement of the occupant are obtained; a collision risk index is obtained based on the relative speed and pre-collision time; the preload of the seat belt is determined based on the collision risk index and the pre-collision time, and the seat belt is adjusted based on the preload; if a vehicle collision occurs, the preload of the seat belt is adjusted based on the displacement of the occupant, and the seat belt is adjusted based on the adjusted preload. The embodiment of the present invention can assess the level of collision risk in real time through the collision risk index, and can take proactive measures before a collision occurs to reduce the damage to the occupants caused by the collision; triggering preload through the collision risk index and the pre-collision time can quickly respond to potential collision risks, thereby reducing the displacement of the occupant at the moment of collision and reducing the risk of injury to the occupant; in addition, when a collision occurs, the preload of the seat belt is dynamically adjusted based on the displacement of the occupant to ensure that the occupant's body is effectively restrained and avoid secondary collisions with the vehicle's internal structure.

[0123] An embodiment of the present invention further provides an electronic device, including a processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein the computer program implements the seat belt adjustment method described above when executed by the processor.

[0124] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage. Alternatively, the memory may be at least one storage device located away from the processor.

[0125] The processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0126] An embodiment of the present invention further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the seat belt adjustment method described above is implemented.

[0127] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0128] In the above embodiments, all or part of the embodiments can be implemented using software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments can be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in accordance with the embodiments of the present invention are generated. 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 (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that can be accessed by a computer, or a data storage device such as a server or data center that integrates one or more available media. The available medium can be magnetic media (e.g., floppy disk, hard disk, tape), optical media (e.g., DVD), or semiconductor media (e.g., solid-state disk (SSD)).

[0129] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0130] Each embodiment in this specification is described in a related manner. Similar parts between the various embodiments can be referred to in conjunction with each other. Each embodiment focuses on the differences between the other embodiments. In particular, the system embodiment is generally similar to the method embodiment, so the description is relatively simple. For related parts, refer to the description of the method embodiment.

[0131] The above description is only a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention are included in the scope of protection of the present invention.

Claims

1. A seat belt adjustment method, characterized in that: The method comprises: Detecting that the vehicle has a collision risk, obtaining the relative speed and pre-collision time between the vehicle and the collision target; obtaining a collision risk index according to the relative speed and the pre-collision time; determining a pre-tensioning force of the seat belt according to the collision risk index and the pre-collision time, and adjusting the seat belt according to the pre-tensioning force; If the vehicle collides, obtaining occupant displacement; The preload force of the seat belt is adjusted according to the occupant displacement, and the seat belt is adjusted according to the adjusted preload force.

2. The method according to claim 1, characterized in that The type of the collision target includes at least one of a vehicle, a pedestrian, and a cyclist; Obtaining a collision risk index according to the relative speed and the pre-collision time includes: Get the type of the collision target; Determining a weight of the collision target according to the type of the collision target; A collision risk index is obtained according to the relative speed, the pre-collision time, and the weight of the collision target.

3. The method according to claim 1, characterized in that Determining the preload force of the seat belt according to the collision risk index and the pre-collision time, and adjusting the seat belt according to the preload force, includes: obtaining the acceleration of the vehicle; When the pre-collision time is less than a first threshold and the collision risk index is greater than a second threshold, determining the pre-tightening force of the seat belt to be a first preset value; When the pre-collision time is less than a third threshold, or the acceleration of the vehicle is greater than a fourth threshold, the pre-tightening force of the seat belt is determined to be a second preset value.

4. The method according to claim 1, wherein The adjusting the preload force of the seat belt according to the occupant displacement, and adjusting the seat belt according to the adjusted preload force, comprises: Obtain the age and body mass index of the occupants; Obtaining an injury risk score for the occupant based on the occupant's age and the occupant's body mass index; The pretension of the seat belt is adjusted according to the injury risk score and the occupant displacement.

5. The method according to claim 1, wherein The method further comprises: Obtaining the tension of the seat belt after the vehicle collides; the tension is the residual tension of the seat belt after being stretched; Obtaining seat belt slack according to the preload force and the seat belt tension; The seat belt is adjusted according to the seat belt slack.

6. The method according to claim 5, characterized in that The vehicle includes an emergency rescue system; The adjusting the seat belt according to the slack of the seat belt comprises: When the slack of the seat belt is less than or equal to a fifth threshold, maintaining the current tension of the seat belt; When the seat belt slack is greater than a sixth threshold, triggering an emergency rescue system to send collision accident information; the collision accident information includes at least one of the vehicle position and the occupant status; When the seat belt slack is greater than a fifth threshold and less than or equal to a sixth threshold, the seat belt is retracted.

7. The method according to claim 6, characterized in that The method further comprises: When the seat belt slack is greater than a seventh threshold and the occupant injury risk score is greater than an eighth threshold, the occupant status is marked as a serious injury risk.

8. A seat belt adjusting device, characterized in that: The device comprises: An acquisition module is used to detect that the vehicle has a collision risk and obtain the relative speed and pre-collision time between the vehicle and the collision target; a collision risk index module, configured to obtain a collision risk index according to the relative speed and the pre-collision time; a first adjustment module, configured to determine a preload force of the seat belt according to the collision risk index and the pre-collision time, and adjust the seat belt according to the preload force; An occupant displacement acquisition module, configured to acquire an occupant displacement if a collision occurs with the vehicle; The second adjustment module is configured to adjust the preload force of the seat belt according to the occupant displacement, and adjust the seat belt according to the adjusted preload force.

9. An electronic device, characterized in that: The invention comprises a processor, a memory, and a computer program stored in the memory and capable of running on the processor, wherein when the computer program is executed by the processor, the seat belt adjustment method according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the seat belt adjustment method according to any one of claims 1 to 7 is implemented.

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