A passenger anti-submersion active adjustment method and system

Abstract

The application provides a kind of occupant anti-submarine active adjustment method and system.The method includes: establishing human-car-chair simulation model and setting multiple virtual collision scenarios, adjusting seat and vehicle safety parameters to obtain virtual collision scheme, determining minimum damage scheme of each scene through simulation and damage assessment, and constructing database;Collect current human-chair-car information and match with database, estimate collision information and search optimal collision damage scheme, drive actuator to adjust the safety parameters of seat and vehicle according to the optimal collision damage scheme before vehicle collision, to realize active adjustment of occupant anti-submarine.The system includes virtual occupant damage simulation, virtual damage assessment and occupant damage assessment module, and the actuator includes seat cushion airbag, seat damping adjustment mechanism and worm gear type seat rotating mechanism.The application can quickly adjust the inclination of seat cushion and the orientation of seat, optimize the posture of occupant, effectively prevent the occupant from diving and improve safety.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle safety, and in particular to a passenger anti-submersion active adjustment method and system. BACKGROUND

[0002] With the gradual landing of the concepts of intelligent driving and intelligent cabin of automobiles, the functions of automobile seats are increasingly rich, and new seat forms such as zero-gravity seats and large-inclination seats are gradually popularized, bringing more comfortable riding experience to passengers. However, during vehicle driving, collision risks always exist, especially when the passenger is in a large-inclination or non-standard protection posture, the existing safety protection system is difficult to fully play a role, and it is easy to cause human submersion and other dangerous situations, and then cause serious damage to the spine, pelvis and other parts. At present, in order to improve the safety of passengers in automobile collisions, various technical solutions have appeared. For example, some solutions use telescopic rods and other structures to buffer the passengers; some adjust the passenger posture and the position of the airbag to reduce the distance between the passenger and the airbag in a non-standard protection posture to reduce damage; some assess the damage to specific parts of the human body model, or return the passenger from a special posture to a normal posture to avoid damage.

[0003] The prior art improves the safety of passengers to some extent, but when dealing with complex and diverse collision conditions and passenger postures, there are still many limitations. For example, some solutions use a single fixed damping structure, which has poor buffering effect for different passengers; some only protect specific collision types or body parts, and are not comprehensive enough; some use ignition and explosion to control the inclination of the airbag and the seat, which may cause secondary injury and uncontrollable energy. Especially in the face of frontal small offset collision, and when considering the damage to multiple parts of the passenger's head, neck, chest, spine and pelvis, the existing technology is difficult to achieve precise and comprehensive protection.

[0004] Therefore, there is an urgent need for a protection solution that can achieve better protection effect. SUMMARY

[0005] The purpose of the present application is to provide a passenger anti-submersion active adjustment method and system, which can improve the safety of passengers in collisions.

[0006] The technical solution provided by the present application is:

[0007] In a first aspect, the present application provides a passenger anti-submersion active adjustment method, comprising:

[0008] establishing a human-vehicle-seat simulation model;

[0009] setting multiple virtual collision scenes based on the human-vehicle-seat simulation model;

[0010] adjust safety parameters of the seat and the vehicle for the virtual crash scene to obtain a plurality of virtual crash schemes;

[0011] perform virtual crash simulation on each virtual crash scheme respectively;

[0012] perform virtual occupant injury assessment on the virtual crash simulation result to obtain an assessment result;

[0013] for each virtual crash scene, determine a minimum injury scheme from the plurality of virtual crash schemes based on the assessment result respectively;

[0014] construct a minimum injury scheme database for storing the minimum injury scheme under each virtual crash scene;

[0015] collect current human-seat-vehicle information, and match the current human-seat-vehicle information with human-seat-vehicle information of each minimum injury scheme in the minimum injury scheme database;

[0016] estimate crash information, and search for a minimum injury scheme matching the crash information as an optimal crash injury scheme from the matched minimum injury schemes based on the estimated crash information;

[0017] before the vehicle crashes, drive an actuator to adjust safety parameters of the seat and the vehicle according to the optimal crash injury scheme, so as to realize active adjustment of occupant anti-submersion.

[0018] In a possible implementation, real crash data is collected to calibrate parameters of a human-vehicle-seat simulation model;

[0019] The real crash data includes crash information in a real accident, safety parameters of the seat and the vehicle, and occupant injury information.

[0020] Based on the real crash data, corresponding virtual crash scenes and virtual crash schemes are set, virtual crash simulation is performed on the virtual crash schemes by using the human-vehicle-seat simulation model, and corresponding simulation output results, i.e., occupant injury simulation results, are obtained. An optimization algorithm is used to minimize an error function of the occupant injury simulation results and real occupant injury information, so as to obtain optimal parameters of the human-vehicle-seat simulation model:

[0021] ;

[0022] wherein, and are occupant injury simulation results and real occupant injury information of the i th real crash data respectively; is the number of real crash data.

[0023] In a possible implementation, the virtual occupant injury assessment includes:​

[0024] calculating an injury index value of a plurality of parts of the human body,

[0025] converting the injury index value into an injury risk ratio value;

[0026] outputting the maximum injury risk ratio value as a comprehensive injury risk ratio value, or weighting and summing the injury risk ratio values of the plurality of parts to obtain a weighted comprehensive injury index WIC.

[0027] In a possible implementation, the parts include one or more of a head, a neck, a chest, a spine, a pelvis, and a leg.

[0028] In a possible implementation, the safety parameters of the vehicle include active safety parameters and passive safety parameters; for the virtual crash scenario, the seat and the safety parameters of the vehicle are adjusted to obtain a plurality of virtual crash schemes; including:

[0029] For the virtual crash scenario, the active safety parameters of the seat and the vehicle are first adjusted to obtain m1 virtual crash schemes;

[0030] If the evaluation results of the m1 virtual crash schemes do not meet the requirements, the passive safety parameters of the seat and the vehicle are adjusted to obtain m2 virtual crash schemes.

[0031] In a possible implementation, the evaluation results of the m1 virtual crash schemes do not meet the requirements refer to that the comprehensive injury risk ratio values of the m1 virtual crash schemes are all less than a comprehensive injury risk ratio threshold value.

[0032] In a possible implementation, the matching of the current human-seat-vehicle information with the human-seat-vehicle information of each minimum injury scheme in the minimum injury scheme database includes:

[0033] If there is exactly the same information, the matching is successful.

[0034] If there is no exactly the same information, a matching degree of the current crash parameter with each minimum injury scheme in the minimum injury scheme database is calculated; if a maximum matching degree M satisfies 1-M<€, it is considered that the matching is successful, wherein € is an error threshold value.

[0035] In a possible implementation, after the crash information is estimated, if it is determined that it is a frontal small offset crash, the seat rotating mechanism is controlled to act so that the occupant is aligned with the crash direction, and the crash information is re-estimated.

[0036] In a second aspect, the application provides an occupant anti-submersion active adjustment system for implementing the above method, and the system includes:

[0037] a virtual occupant injury simulation module, configured to establish a human-vehicle-seat simulation model, set a plurality of virtual crash scenarios based on the human-vehicle-seat simulation model, adjust safety parameters of the seat and the vehicle for the virtual crash scenarios, and obtain a plurality of virtual crash solutions; and perform virtual crash simulation on each virtual crash solution respectively;

[0038] a virtual injury evaluation module, configured to perform virtual occupant injury evaluation on the virtual crash simulation result, and obtain an evaluation result; determine a minimum injury solution from the plurality of virtual crash solutions based on the evaluation result for each virtual crash scenario; and construct a minimum injury solution database configured to store the minimum injury solution under each virtual crash scenario;

[0039] an occupant injury evaluation module, configured to collect current human-seat-vehicle information, match the current human-seat-vehicle information with human-seat-vehicle information of each minimum injury solution in the minimum injury solution database, estimate crash information, and search for a minimum injury solution matching the crash information as an optimal crash injury solution based on the estimated crash information in the matched minimum injury solution; and drive an execution mechanism to adjust safety parameters of the seat and the vehicle according to the optimal crash injury solution before a vehicle crash, so as to realize active adjustment of occupant anti-submersion.

[0040] In a possible implementation, the execution mechanism comprises a seat adjustment mechanism, and the seat adjustment mechanism comprises:

[0041] a seat cushion airbag embedded in the seat cushion and configured to lift a front end inclination angle of the seat cushion after inflation;

[0042] a seat damping adjustment mechanism connected with an air path system and configured to adjust a seat height and damping through air pressure;

[0043] the air path system comprising an air compressor and a high-pressure air cylinder and configured to supply air to the seat cushion airbag and the seat damping adjustment mechanism.

[0044] In a possible implementation, the execution mechanism further comprises a seat rotating mechanism, and the seat rotating mechanism adopts a worm and worm gear structure and comprises:

[0045] a rotating disc motor;

[0046] a worm connected with an output shaft of the rotating disc motor;

[0047] a worm wheel vertically engaged with the worm;

[0048] a rotating disc upper disc fixedly connected with the worm wheel;

[0049] When a frontal small offset collision is identified, the control rotary disc motor is started, the rotary disc motor drives the rotary disc on the disc clockwise / counterclockwise through the worm, turbine, and then drives the seat body clockwise / counterclockwise, so that the occupant is aligned with the collision direction.

[0050] In a third aspect, the application provides a vehicle comprising the occupant anti-submersion active adjustment system described above.

[0051] Advantages:

[0052] The application can comprehensively consider multiple collision information for occupants in large inclination and non-standard protection posture, and realize minimum protection of multiple parts damage. Specifically, the application has the following advantages:

[0053] Firstly, when the vehicle collision is inevitable, the system matches the current vehicle collision information, occupant information and vehicle active and passive information with the historical collision simulation, and obtains the optimal collision damage scheme. According to the differences of occupants, the diversity of sitting postures and the different severity of collisions, the pressure and damping force in the seat damping adjustment mechanism, the pressure value of the seat airbag, the cushion inclination angle and the backrest inclination angle and other parameters can be accurately adjusted, so as to realize comprehensive consideration and minimum control of the damage of each part of the occupant, and solve the problem of single protection and incomplete consideration in the prior art.

[0054] Secondly, for frontal small offset collision, the system can quickly rotate the seat to align the occupant with the collision direction, effectively avoid the rotation damage of the head and neck during the collision process, make up for the blank in the protection of this type of collision in the prior art, and further improve the safety of the occupant in complex collision conditions.

[0055] Thirdly, by increasing the pressure-adjustable airbag under the cushion, the cushion inclination angle can be quickly adjusted to an appropriate angle before the collision, effectively improving the submersion phenomenon of the occupant, and absorbing energy during the collision process to reduce the impact force on the occupant, thereby improving the basic effect of protection. BRIEF DESCRIPTION OF DRAWINGS

[0056] Figure 1 is a flowchart of the occupant anti-submersion active adjustment method of an embodiment of the application;

[0057] Figure 2 is a module composition schematic diagram of the occupant anti-submersion active adjustment system of an embodiment of the application;

[0058] Figure 3 is a module interaction schematic diagram of the occupant anti-submersion active adjustment system of an embodiment of the application;

[0059] Figure 4 is a whole schematic diagram of the adjustable seat energy-absorbing structure of an embodiment of the application;

[0060] Figure 5 is a perspective view of a rotary disc assembly according to an embodiment of the present application;

[0061] Figure 6 is a sectional view of a rotary disc assembly according to an embodiment of the present application;

[0062] Figure 7 is a schematic diagram of an air circuit principle of a seat energy absorption structure according to an embodiment of the present application;

[0063] Figure 8 is a schematic diagram of an overall arrangement of a vehicle passenger seating posture and a seat according to an embodiment of the present application;

[0064] Legend: 1 - headrest, 2 - backrest, 3 - seat backrest rotary motor, 4 - seat cushion height adjustment mechanism, 5 - slide rail adjustment motor, 6 - seat slide rail, 7 - seat fixing structure, 8 - seat damping adjustment mechanism, 9 - seat cushion, 10 - rotary disc assembly;

[0065] 101 - rotary disc upper bottom plate, 102 - rotary disc motor, 103 - coupling, 104 - worm, 105 - motor fixing support, 106 - rotary disc lower disc, 107 - rotary disc reinforcing column, 108 - retainer, 109 - ball, 111 - rotary disc lower bottom plate, 112 - turbine, 113 - rotary disc upper disc;

[0066] 114 - vehicle body bolt, 115 - fixed disc lower disc, 116 - fixed disc upper disc, 117 - rotary disc cushion block;

[0067] 131 - seat cushion airbag, 170 - second throttle valve, 180 - third one-way valve, 300 - high-pressure gas cylinder, 400 - air compressor, 500 second one-way valve, 600 first throttle valve;

[0068] 100 - seat assembly, 110 - seat backrest, 120 - safety belt, 140 - leg rest, 150 - airbag device assembly. DETAILED DESCRIPTION

[0069] In order to enable persons skilled in the art to better understand the scheme of the present application, the technical scheme of the present application will be further described in detail below in combination with the embodiments of the present application and the accompanying drawings.

[0070] The specific embodiments according to the present application will be described below with reference to the accompanying drawings.

[0071] Figure 1 is a flow chart of a passenger anti-submersion active adjustment (passenger injury optimization) method according to an embodiment of the present application. As shown in Figure 1 , the passenger anti-submersion active adjustment method according to an embodiment of the present application comprises:

[0072] S1: Establish a human-vehicle-seat simulation model for simulating different passenger postures and seat positions to generate model data close to real scenarios.

[0073] A large number of passengers with different heights, weights, ages, and genders are selected to experience the seat, and different postures of the simulated passengers in the actual vehicle are experienced on the seat by adjusting the seat operation to obtain a virtual human posture simulation model. The seat information of different passenger postures is extracted to obtain a seat simulation model. The human posture simulation model and the seat simulation model are loaded into different vehicle models to obtain a human-seat-vehicle simulation model for virtual crash simulation calculation.

[0074] The seat includes first-row seats, second-row seats, third-row seats, and seats in multiple positions. Thus, a large number of human-vehicle-seat simulation models close to real scenarios are obtained.

[0075] The seat information includes cushion inclination, seat damping, backrest angle, seat-to-steering wheel distance, cushion airbag pressure, etc. The seat adjustment operation includes adjusting the cushion inclination, adjusting the backrest, adjusting the slide rail, adjusting the cushion airbag inflation and deflation, and adjusting the seat damping.

[0076] The human-vehicle-seat simulation model is established based on computer aided engineering (CAE) technology.

[0077] S2: Based on the human-vehicle-seat simulation model, a plurality of virtual crash scenarios with different passengers, vehicles, seats, and crash information are set.

[0078] This step includes setting the simulation environment, including setting the passenger information, vehicle information, seat information, and crash information. The simulation environment is set, including setting the vehicle information, seat information, and crash information.

[0079] The vehicle information includes the parameter information of the active and passive safety measures. The parameter information of the active or passive safety measures includes the type of safety belt (such as active pre-warning safety belt and four-point safety belt), safety belt height position, air pressure of airbag, and Autonomous Emergency Braking (AEB) parameters.

[0080] The crash information includes the crash speed, crash position, and crash angle.

[0081] S3: Adjust the seat and vehicle active safety parameters for the virtual crash scenario to obtain m1 virtual crash schemes; perform virtual crash simulation on the m1 virtual crash schemes to obtain m1 virtual crash simulation results.

[0082] The m1 virtual collision simulation results are respectively evaluated for virtual occupant injury, and m1 comprehensive injury risk ratios are obtained;

[0083] First, the human body part damage index value is estimated.

[0084] In real accidents, the occupant injury situation is complex, and often multiple parts of the body are injured at the same time. The injury parts include head, neck, chest, spine, pelvis, leg, etc.

[0085] The calculation method of human body part damage index value is as follows:

[0086] 1) Lumbar spine injury index value :

[0087] ;

[0088] In the formula, is the axial compression force (pressure in the vertical direction) of the lumbar spine, unit: kilonewton (kN); is the critical threshold of the axial compression force of the lumbar.

[0089] is the bending moment (bending moment) of the lumbar spine around axis (usually the longitudinal direction of the vehicle, i.e. front and rear direction), unit: Newton-meter (N·m).

[0090] is the bending moment of the lumbar spine around axis (usually the lateral direction of the vehicle, i.e. left and right direction), unit: Newton-meter (N·m).

[0091] is the critical threshold (tolerance limit value) of the bending moment of the lumbar spine around axis and axis.

[0092] 2) Head injury index value (Head Injury Criterion):

[0093] ;

[0094] The head centroid linear acceleration is calculated. In the formula, , is the time interval (t2-t1) between any two time points in the collision process , the maximum value is 15ms (i.e. HIC15, "15" represents the upper limit of the time interval is 15 milliseconds). represents the head centroid acceleration. represents the different ,​ , take the maximum value of the corresponding formula.

[0095] 3) Neck injury index :

[0096] ;

[0097] is the axial tensile or compressive force (force along the longitudinal direction of the neck) on the neck, usually in units of Newton (N) or kilo-Newton (kN); is the critical threshold value (tolerance limit value) of the axial force of the neck, i.e. the maximum axial tensile or compressive force that the neck can withstand; is the neck bending moment, is the critical threshold value (tolerance limit value) of the neck bending moment.

[0098] 4) Chest injury index value includes the maximum combined acceleration of the chest in any 3ms time window and the chest compression amount (Chest Compression):

[0099] ;

[0100] wherein, , , are the acceleration components of the chest in the axis (longitudinal direction), axis (transverse direction), axis (vertical direction), in units of gravitational acceleration g (1g ≈ 9.8m / s 2 ).

[0101] ;

[0102] The chest compression amount is the maximum compression deformation amount of the sternum relative to the spine (unit: mm).

[0103] 4) Leg injury index value :

[0104] ;

[0105] wherein, is the combined bending moment of the leg in the axis (longitudinal direction) and axis (transverse direction), , and are the bending moments of the leg in the axis and axis, respectively; is the critical threshold value of the leg bending moment;​

[0106] Leg Axial (vertical) axial compression force, Leg Axial (vertical) axial compression force critical threshold.

[0107] Leg injury index TI, without considering the complex load direction combination, but any direction bending moment is considered harmful, and its contribution is directly superimposed.

[0108] The body part injury index value in the virtual collision simulation result is compared with the injury threshold to evaluate whether the occupant injury meets the safety injury requirement.

[0109] The injury risk ratio is a tool for converting physical measurements (such as acceleration, force) into biological injury probability, which is a bridge connecting engineering test and real injury. Injury risk ratio refers to the probability statistics of the occupant suffering a certain severity injury in a certain part of the body in a collision. It is usually expressed as a decimal between 0 and 1. The injury risk ratio calculation formula is:

[0110] ;

[0111] Indicates The corresponding injury risk ratio; The cumulative distribution function of the standard normal distribution, Indicates the Injury index (such as HIC value, chest compression amount); The scale parameter (median value) corresponding to the Injury index, representing the average value of ; Indicates the shape parameter corresponding to the Injury index, representing the standard deviation of . The most common severity level in reality is AIS3+, that is, severe and above injury. The injury risk ratio calculated by the above formula is the probability of each body part suffering AIS3+ level injury.

[0112] , The total number of injury indexes.

[0113] If different parts of the body are injured, solve all the injury risk ratios of the parts.

[0114] Finally, output the maximum injury risk ratio As the comprehensive injury risk ratio.

[0115] In some embodiments, the partial injury indicators, corresponding parameters and calculation results are shown in Table 1.

[0116] ;

[0117] In some embodiments, real collision data is collected, and a human-vehicle-seat simulation model is calibrated;

[0118] The real collision data includes collision information in real accidents, safety parameters of seats and vehicles, and occupant injury information.

[0119] Based on the real collision data, corresponding virtual collision scenarios and virtual collision schemes are set, and the human-vehicle-seat simulation model is used to perform virtual collision simulation on the virtual collision schemes to obtain corresponding simulation output results, i.e. occupant injury simulation results. An optimization algorithm is used to minimize the error function of the occupant injury simulation results and the real occupant injury information, thereby obtaining the optimal parameters of the human-vehicle-seat simulation model:

[0120]

[0121] Wherein, and are the occupant injury simulation results and the real occupant injury information of the first real collision data, respectively; is the number of real collision data.

[0122] In addition, data in the collision simulation data that has a large difference in matching with the real collision data is removed, and the matching method can refer to the human-seat-vehicle information matching method in step S6.

[0123] S4, judge the m1 comprehensive injury risk ratios. If the m1 comprehensive injury risk ratios are all less than the comprehensive injury risk ratio threshold, output the virtual collision scheme corresponding to the minimum comprehensive injury risk ratio as the minimum injury scheme; otherwise, execute step S5;

[0124] S5, for the virtual collision scenario, adjust the passive safety parameters of the seat and the vehicle to obtain m2 virtual collision schemes; perform virtual collision simulation on the m2 virtual collision schemes to obtain m2 virtual collision simulation results;

[0125] For the m2 virtual collision simulation results, respectively perform virtual occupant injury evaluation to obtain m2 weighted comprehensive injury indicators ; take the virtual collision scheme corresponding to the minimum value of the weighted comprehensive injury indicator as the minimum injury scheme;

[0126] The weighted comprehensive injury indicator WIC is a sum of weights assigned to the injury risk ratios of each part of the human body.

[0127] In some embodiments, the weighted comprehensive injury index (Weighted Injury Criteria):

[0128] ;

[0129] wherein: is the weight of the injury risk ratio of each part, which can be obtained according to the proportion of injuries of the corresponding parts of the human body in real traffic accident data. In some embodiments, it can be set = 0.3, = 0.3, = 0.15, = 0.15, = 0.1. WIC < 1.0 is generally considered to be good for passenger protection, otherwise it needs to be optimized.

[0130] , , , , , are the injury threshold values of the lumbar injury index value, the head injury index value, the maximum combined acceleration of the chest in any 3 ms time window , the chest compression amount, and the leg injury index value, respectively.

[0131] The weighted comprehensive injury index (Weighted Injury Criteria, WIC) is used as the optimization target. The optimization using WIC examines the injury of each part of the passenger, each part is multiplied by a coefficient, the sum of the coefficients is 1, and finally a total injury index value is obtained. This optimization method can focus on optimizing the more important parts of passenger protection by setting weights. In traditional traffic accidents, the head and chest injuries account for the highest proportion, but the lumbar injury proportion will be significantly increased in zero-gravity seats.

[0132] A minimum injury scheme database is constructed based on the minimum injury schemes under different passengers, vehicles, seats, and collision parameters;

[0133] S6: Collect the current person-seat-vehicle information; match the current person-seat-vehicle information with the person-seat-vehicle information of each minimum injury scheme in the minimum injury scheme database;

[0134] The current person-seat-vehicle information includes the current vehicle speed, seatback angle, seat cushion inclination, passenger height and weight, etc.

[0135] If there is exactly the same information, the matching is successful.

[0136] If there is no exactly the same information, the matching degree of the current collision parameter and each minimum damage scheme in the minimum damage scheme database is calculated; if the maximum matching degree M satisfies: 1-M<€ (€=0.05), wherein € is an error threshold, it is considered as a successful match. The vehicle or seat information under the minimum damage of the virtual occupant collision simulation is called.

[0137] For each parameter, the relative difference between it and the target value in the historical simulation data is calculated according to the following formula:

[0138]

[0139] The difference rates of the parameters are multiplied by their weights and summed to obtain the comprehensive difference rate of the overall parameter combination:

[0140]

[0141] If the comprehensive difference rate is less than the error threshold € (0.05), it is determined that the overall parameter combination is a successful match.

[0142] In this step, the current man-seat-vehicle information can be read through the digital information module.

[0143] S7: Estimate the collision information;

[0144] In some embodiments, the step S6 includes: judging whether the vehicle frontal collision is unavoidable, and if so, estimating the collision information; if it is not a frontal small offset collision, quickly rotating the rotating disc to keep the occupant aligned with the colliding vehicle, and estimating the collision information again;

[0145] Among them, the small offset frontal collision (SOF) refers to a collision form in which only 25%-40% of the vehicle head width (usually the driver side or co-pilot side) overlaps with an obstacle (such as another vehicle, tree, electric pole, etc.) when the vehicle collides frontally. Compared with the traditional 100% frontal collision or 40% offset collision, the contact area of the small offset collision is smaller, which may cause the front energy absorption structure (such as the longitudinal beam) of the vehicle to fail to effectively participate in energy absorption, thereby causing greater threat to the passenger compartment.

[0146] S8: Based on the estimated collision information, search for the minimum damage scheme that matches the collision information among the successfully matched minimum damage schemes, as the optimal collision damage scheme;

[0147] S9: Before the vehicle collision, the actuator is driven to adjust the safety parameters of the seat and the vehicle according to the optimal collision damage scheme, to realize active adjustment of occupant anti-submersion.

[0148] ​​When the real vehicle identifies that the collision is inevitable, the actuators of the vehicle and the seat are driven to adjust the parameters of the vehicle and the seat according to the optimal collision damage solution before the vehicle collides.

[0149] In the embodiments of the present application, each threshold parameter can be valued according to experience.

[0150] Embodiment two:

[0151] Figure 2 is a schematic diagram of the module of the occupant anti-submersion active adjustment system according to an embodiment of the present application;

[0152] Figure 3 is a schematic diagram of the module interaction of the occupant anti-submersion active adjustment system according to an embodiment of the present application.

[0153] As shown in Figure 2 and Figure 3 The embodiments of the present application provide an occupant anti-submersion active adjustment system for implementing the method of embodiment one, and the system comprises:

[0154] A virtual occupant damage simulation module is configured to establish a human-vehicle-seat simulation model, set a plurality of virtual collision scenarios based on the human-vehicle-seat simulation model, adjust the safety parameters of the seat and the vehicle for each virtual collision scenario, and obtain a plurality of virtual collision solutions, and perform virtual collision simulation on each virtual collision solution respectively.

[0155] A virtual damage evaluation module is configured to perform virtual occupant damage evaluation on the virtual collision simulation results to obtain evaluation results, determine a minimum damage solution from the plurality of virtual collision solutions based on the evaluation results for each virtual collision scenario, and construct a minimum damage solution database for storing the minimum damage solution under each virtual collision scenario.

[0156] An occupant damage evaluation module is configured to collect current human-seat-vehicle information, match the current human-seat-vehicle information with the human-seat-vehicle information of each minimum damage solution in the minimum damage solution database, estimate collision information, and search for a minimum damage solution matching the collision information from the matched minimum damage solutions based on the estimated collision information, as a collision damage optimal solution. Before the vehicle collides, the actuators are driven to adjust the safety parameters of the seat and the vehicle according to the collision damage optimal solution to achieve occupant anti-submersion active adjustment.

[0157] Embodiment three:

[0158] The embodiments of the present application provide a vehicle comprising the occupant anti-submersion active adjustment system of embodiment two.

[0159] Figure 4 is a schematic diagram of the overall adjustable seat energy absorption structure according to an embodiment of the present application. As shown inFigure 4 As shown in the vehicle, the adjustable energy-absorbing seat comprises a headrest 1, a backrest 2, a seat backrest rotating motor 3, a seat cushion height adjusting mechanism 4, a slide rail adjusting motor 5, a seat slide rail 6, a seat fixing structure 7, a seat damping adjusting mechanism 8, a seat cushion 9 and a rotating disc assembly 10.

[0160] The seat damping adjusting mechanism 8 can realize up and down in the height direction and adjustment of the damping value, so as to realize accurate adjustment of the seat cushion inclination angle and the softness and hardness of the seat cushion. In the non-collision scene, the adjustment of the seat cushion softness and hardness mainly realizes the shock absorption function of the seat; in the collision scene, the rapid inflation of the external air source of the seat and the internal damping adjustment can realize the rapid increase of the seat cushion rigidity to a large damping value.

[0161] The headrest 1 is located at the top of the backrest 2, the backrest 2 is connected with the seat slide rail 6 through the rotating disc assembly 10 below, and the seat slide rail 6 is fixed to the vehicle body through the seat fixing structure 7. The seat cushion 9 is located in the lower front part of the backrest 2, and the bottom of the seat cushion 9 is connected with the seat cushion height adjusting mechanism 4.

[0162] The seat backrest rotating motor 3 is used for adjusting the angle of the backrest 2; the slide rail adjusting motor 5 is used for driving the seat slide rail 6 to slide forward and backward; and the seat damping adjusting mechanism 8 is built in the support structure between the seat cushion 9 and the seat slide rail 6.

[0163] The seat cushion height adjusting mechanism 4 comprises a first seat cushion height adjusting mechanism and a second seat cushion height adjusting mechanism located at the front and rear parts of the bottom of the seat cushion 9 respectively. When the first seat cushion height adjusting mechanism is elongated, the front end of the seat cushion 9 is lifted, and the seat cushion inclination angle is increased; when the first seat cushion height adjusting mechanism is shortened, the seat cushion inclination angle is reduced. Through the first seat cushion height adjusting mechanism and the second seat cushion height adjusting mechanism, the seat cushion inclination angle can be accurately controlled, that is, the seat cushion posture adjustment can be realized.

[0164] In some embodiments, the damping adjusting mechanism and the first seat cushion height adjusting mechanism are designed integrally, and the seat damping adjusting mechanism 8 can realize the adjustment of the seat cushion softness and hardness and the up and down adjustment function, so as to realize the adjustment of the seat cushion inclination angle.

[0165] In the emergency working condition (before the collision), the seat backrest rotating motor 3 can receive the instruction to drive the backrest 2 to reset to the standard protection posture, such as resetting from the large inclination angle rest posture to the standard protection posture, so as to reduce the risk of the occupant diving.

[0166] The slide rail adjusting motor 5 drives the seat slide rail 6 to slide forward and backward, and the distance between the seat and the steering wheel can be adjusted according to the body size such as the height of the occupant, so as to optimize the protection range of the airbag.

[0167] The seat rotation can reduce the damage of the head and neck caused by the rotation of the head in the small offset collision process.

[0168] Figure 5is a perspective structural schematic view of a rotating disc assembly according to an embodiment of the present application. As shown in the figure, the rotating disc assembly is a core component of a rotating seat, and comprises a rotating disc upper bottom plate 101, a rotating disc motor 102, a shaft coupling 103, a worm 104, a motor fixing support 105, a rotating disc lower disc 106, a rotating disc reinforcing column 107, a retainer 108, a ball 109, a rotating disc lower bottom plate 111, a worm wheel 112, and a rotating disc upper disc 113. Figure 5

[0169] The output shaft of the rotating disc motor 102 is rigidly connected to the worm 104 through the shaft coupling 103, and the worm 104 is vertically engaged with the worm wheel 112, which is fixed (e.g., by bolts) to the bottom of the rotating disc upper disc 113.

[0170] The rotating disc upper disc 113 and the rotating disc lower disc 106 are provided with the retainer 108, which is embedded with a plurality of balls 109 to form a rolling friction pair. The rotating disc upper disc 113 is fixed on the rotating disc upper bottom plate 101, which is connected (e.g., by bolts) to the seat slide rail 6. The rotating disc lower disc 106 is fixed on the rotating disc lower bottom plate 111, which is connected to the bottom of the seat cushion height adjustment mechanism 4.

[0171] The present application utilizes the self-locking feature of the worm wheel to achieve the locking of the seat. When the occupant injury system identifies a small offset collision greater than a threshold value, the rotating disc motor 102 positive / negative torque is transmitted through the shaft coupling 103, the worm 104, the worm wheel 112, the seat slide rail 6, and other components to achieve the clockwise / counterclockwise rotation of the seat.

[0172] When a small offset collision in the front direction is identified, the rotating disc motor 102 is started, and the rotating disc motor 102 torque is transmitted to the worm 104 through the shaft coupling 103, the worm 104 drives the worm wheel 112 to rotate, and in turn drives the rotating disc upper disc 113 and the seat body to rotate clockwise / counterclockwise, so that the occupant is aligned with the collision direction.

[0173] Self-locking anti-misoperation mechanism: in a non-collision state, if the rotating disc motor is not rotating, an external torque such as a mistaken touch of the occupant acting on the seat is then transmitted to the worm 104 through the worm wheel 112, and because the worm 104 has a self-locking feature with a lead angle smaller than a friction angle, the seat rotation can be prevented, and the stability of the seat is ensured.

[0174] In summary, the worm and worm wheel structure transmission is stable and reliable for the rotation of the seat, and the worm and worm wheel engagement gap is small, and the seat stability is good.

[0175] ​Friction reduction and buffering effect: the ball 109 cooperates with the retainer 108 to convert the sliding friction between the upper rotating disc 113 and the lower rotating disc 106 into rolling friction, and the ball 109 and the internal lubricating grease have the effect of reducing friction and rotating resistance when the seat rotates clockwise / counterclockwise; at the same time, the ball 109 and the retainer 108 have the effect of restricting up and down, which can buffer the impact when the seat jumps up and down, and improve the riding comfort.

[0176] Figure 6 is a cross-sectional structure schematic diagram of a rotating disc assembly of an embodiment of the present application. Figure 6 is a cross-sectional schematic diagram of a rotating disc assembly. As shown in Figure 6 , the rotating disc assembly further comprises: a vehicle body bolt 114, a fixed disc lower disc 115, a fixed disc upper disc 116, and a rotating disc pad.

[0177] The fixed disc lower disc 115 and the fixed disc upper disc 116 are connected by bolts or rivets to form a fixed base, which are respectively used to fix the rotating disc upper disc 113 and the rotating disc lower disc 106.

[0178] Figure 7 is a schematic diagram of the air circuit principle of the seat energy absorption structure of an embodiment of the present application. As shown in Figure 7 , in the vehicle, the seat energy absorption structure comprises: a seat cushion airbag 131, a second throttle valve 170, a third one-way valve 180, a high-pressure gas cylinder 300, an air compressor 400, a second one-way valve 500, and a first throttle valve 600.

[0179] Air circuit system layout: the air compressor 400 outlet is directly connected to the air supply pipeline. At the same time, the air compressor 400 outlet is connected to the high-pressure gas cylinder 300 inlet through the first one-way valve through the pipeline. The high-pressure gas cylinder 300 outlet pipeline is provided with the second one-way valve 500 and the first throttle valve 600, and then the pipeline is divided into two ways, one of which is connected to the seat cushion airbag 131, and the other of which is connected to the seat damping adjustment mechanism 8.

[0180] The seat cushion airbag 131 is embeddedly installed in the seat cushion 9, and can lift the front end of the seat cushion after inflation.

[0181] The seat damping adjustment mechanism 8 and the second seat height adjustment structure can be provided with a gas transmission pipeline, the pipeline can be provided with a second throttle valve 170 and a third one-way valve 180, and the seat height and damping can be adjusted by air pressure.

[0182] Daily shock absorption air supply: when the system does not detect a collision, the air compressor 400 can inflate the seat damping adjustment mechanism 8, and adjust the air pressure to adapt to the bumpy road conditions to realize the shock absorption function.

[0183] When the pressure of the high-pressure gas cylinder 300 is lower than the threshold value, the first one-way valve opens, and the air compressor 400 supplies air to the high-pressure gas cylinder 300 to maintain stable pressure.

[0184] Collision energy absorption logic: When the system detects a collision (when the collision warning is triggered), the high-pressure gas cylinder 300 opens quickly, and one-way gas is precisely controlled by the first throttle valve 600 to inflate the seat cushion airbag 131 quickly, lift the seat cushion 9 inclination, and prevent the occupant from diving; the other way gas drives the seat damping adjustment mechanism 8 to further adjust the seat cushion inclination and damping value, achieving rapid adjustment of the seat cushion inclination and the seat cushion softness. At the same time, the seat cushion airbag 131 can absorb collision energy, reduce the impact force on the occupant's hips and spine, and avoid spinal injury caused by the occupant diving at a large inclination.

[0185] Anti-backflow protection: The first one-way valve can prevent the gas in the high-pressure gas cylinder 300 from flowing back to the air compressor 400, ensuring that the high-pressure gas cylinder 300 can provide sufficient pressure during a collision to avoid insufficient airbag inflation.

[0186] Figure 8 The figure is a schematic diagram of the overall arrangement of the vehicle passenger sitting posture and the seat of an embodiment of the present application. Among them, 100 is the seat assembly, 110 is the seat back, 120 is the safety belt, 9 is the seat cushion, 140 is the leg rest, and 150 is the airbag device assembly. Based on the seat structure shown in the schematic diagram, the occupant's posture can be adjusted.

[0187] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A method of occupant anti-submersion active regulation, characterized in that, The method comprises the following steps: establishing a human-vehicle-seat simulation model; setting multiple virtual collision scenarios based on the human-vehicle-seat simulation model; adjusting the safety parameters of the seat and the vehicle for the virtual collision scenarios to obtain multiple virtual collision schemes; performing virtual collision simulation on each virtual collision scheme respectively; performing virtual occupant injury assessment on the virtual collision simulation results to obtain assessment results; for each virtual collision scenario, determining a minimum injury scheme from the multiple virtual collision schemes based on the assessment results respectively; constructing a minimum injury scheme database for storing the minimum injury scheme under each virtual collision scenario; collecting current human-seat-vehicle information and matching the current human-seat-vehicle information with the human-seat-vehicle information of each minimum injury scheme in the minimum injury scheme database; estimating collision information, if it is determined as a front small offset collision, controlling the seat rotating mechanism to act so that the occupant is aligned with the collision direction, and re-estimating the collision information; searching for a minimum injury scheme matching the collision information from the matched minimum injury scheme based on the estimated collision information, as an optimal collision injury scheme; driving the execution mechanism to adjust the safety parameters of the seat and the vehicle according to the optimal collision injury scheme before the vehicle collision, to realize active adjustment of occupant anti-submersion; wherein the execution mechanism comprises a seat adjusting mechanism, and the seat adjusting mechanism comprises: a seat cushion airbag embedded in the seat cushion for lifting the front end inclination angle of the seat cushion after inflation; a seat damping adjusting mechanism connected with an air path system for adjusting the height and damping of the seat through air pressure; an air path system comprising an air compressor and a high-pressure gas cylinder for supplying air to the seat cushion airbag and the seat damping adjusting mechanism; controlling the seat rotating mechanism to act so that the occupant is aligned with the collision direction, comprising: controlling the rotating disc motor to start, the rotating disc motor driving the rotating disc on the disc clockwise / counterclockwise through the worm and turbine, and then driving the seat body clockwise / counterclockwise, so that the occupant is aligned with the collision direction.

2. The method of claim 1, wherein, The virtual occupant injury assessment comprises: calculating the injury index value of multiple parts of the human body; converting the injury index value into an injury risk ratio value; outputting the maximum injury risk ratio value as a comprehensive injury risk ratio value, or assigning weights to the injury risk ratio values of multiple parts and summing them up to obtain a weighted comprehensive injury index WIC.

3. The method of claim 2, wherein, The safety parameters of the vehicle include active safety parameters and passive safety parameters; adjusting the safety parameters of the seat and the vehicle for the virtual collision scenarios to obtain multiple virtual collision schemes comprises: for the virtual collision scenarios, first adjusting the active safety parameters of the seat and the vehicle to obtain m1 virtual collision schemes; if the assessment results of the m1 virtual collision schemes do not meet the requirements, adjusting the passive safety parameters of the seat and the vehicle to obtain m2 virtual collision schemes.

4. The method of claim 3, wherein, The assessment results of the m1 virtual collision schemes do not meet the requirements means that the comprehensive injury risk ratio values of the m1 virtual collision schemes are all less than a comprehensive injury risk ratio threshold value.

5. The method of claim 1, wherein, The matching of the current human-seat-vehicle information with the human-seat-vehicle information of each minimum injury scheme in the minimum injury scheme database comprises: If there is the same information, the matching is successful; If there is no same information, the matching degree of the current collision parameter and each minimum damage scheme in the minimum damage scheme database is calculated; if the maximum matching degree M satisfies 1-M<€, the matching is successful, wherein € is an error threshold.

6. A passenger anti-submersion active regulation system, characterized in that, The system for implementing the method of any one of claims 1-5 comprises: a virtual occupant injury simulation module, configured to establish a human-vehicle-seat simulation model, set a plurality of virtual collision scenarios based on the human-vehicle-seat simulation model, adjust the safety parameters of the seat and the vehicle for the virtual collision scenarios to obtain a plurality of virtual collision schemes, and perform virtual collision simulation on each virtual collision scheme respectively; a virtual injury evaluation module, configured to perform virtual occupant injury evaluation on the virtual collision simulation results to obtain evaluation results, determine a minimum damage scheme from the plurality of virtual collision schemes based on the evaluation results for each virtual collision scenario respectively, and construct a minimum damage scheme database for storing the minimum damage scheme under each virtual collision scenario; an occupant injury evaluation module, configured to collect current human-seat-vehicle information, match the current human-seat-vehicle information with the human-seat-vehicle information of each minimum damage scheme in the minimum damage scheme database, estimate collision information, control the seat rotating mechanism to move if it is determined to be a front small offset collision, so that the occupant is aligned with the collision direction, and re-estimate the collision information, search for a minimum damage scheme matching the collision information from the minimum damage schemes in which the matching is successful based on the estimated collision information, and take the minimum damage scheme as an optimal collision damage scheme, and drive the execution mechanism to adjust the safety parameters of the seat and the vehicle according to the optimal collision damage scheme to realize active adjustment of occupant anti-submersion before the vehicle collision. The execution mechanism comprises a seat adjusting mechanism, and the seat adjusting mechanism comprises: a seat cushion airbag embedded in the seat cushion, configured to lift the front end inclination angle of the seat cushion after inflation; a seat damping adjusting mechanism connected with an air path system, configured to adjust the height and damping of the seat through air pressure; an air path system comprising an air compressor and a high-pressure gas cylinder, configured to supply air to the seat cushion airbag and the seat damping adjusting mechanism. The execution mechanism further comprises a seat rotating mechanism, and the seat rotating mechanism adopts a worm gear structure and comprises: a rotating disc motor; a worm connected with the output shaft of the rotating disc motor; a worm gear vertically engaged with the worm; a rotating disc upper disc fixedly connected with the worm gear; controlling the seat rotating mechanism to move so that the occupant is aligned with the collision direction comprises controlling the rotating disc motor to start, and the rotating disc motor drives the rotating disc upper disc to rotate clockwise / counterclockwise through the worm and the worm gear, and further drives the seat body to rotate clockwise / counterclockwise, so that the occupant is aligned with the collision direction.

7. A vehicle characterized by comprising: The occupant anti-submersion active adjustment system of claim 6.

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