Automobile seat occupancy microswitch

Abstract

The application is suitable for the technical field of automobile appliances, and provides an automobile seat occupying micro switch, which comprises a micro switch body, a fixed threaded sleeve and a switch locking mechanism, the fixed threaded sleeve is fixed on the automobile seat, the switch locking mechanism is fixed on the micro switch body, and the micro switch body is connected and locked on the fixed threaded sleeve through the switch locking mechanism. In the scheme, the arc chamfer design of the driving groove edge can buffer the torque change through the arc profile when the driving rod drives the first lever to rotate, so that the instantaneous overload is avoided, the driven clamping groove is in L-shaped structure, the second lever is located in the vertical slot at the beginning, when the threaded rod is screwed to the preset torque, the driven rod drives the second lever to slide into the horizontal section of the L-shaped slot, mechanical limiting is formed, the threaded rod is prevented from continuing to be screwed, and the fixed threaded sleeve or the seat screw hole is prevented from being screwed out due to excessive force, and meanwhile, the linkage of the threaded rod screwing locking is realized when the driving rod rotates.

Description

Technical Field

[0001] This invention belongs to the field of automotive appliance technology, and in particular relates to a micro switch for occupying space in automotive seats. Background Technology

[0002] In automotive seat safety and function control systems, the occupancy microswitch is a key component for realizing core functions such as seat detection, seat belt reminder triggering, and seat adjustment linkage. Its installation stability and reliability directly affect the active safety performance of the vehicle and the user experience. Currently, mainstream automotive seat occupancy microswitches generally use screw fastening connection during the assembly process with the seat frame or seat foam connectors. That is, the switch housing has a pre-set mounting hole, and a screw of the appropriate specification is threaded into the pre-set screw hole of the seat to achieve the fixed positioning of the switch.

[0003] However, due to the limited installation space inside car seats (especially miniaturized seats or highly integrated seat modules), the overall size of microswitches must be strictly controlled. This directly results in the use of miniature screws as fastening screws for the switch housing. These miniature screws have fine thread profiles and low torque thresholds. In actual assembly, operators need to use electric or manual screwdrivers to tighten them. If the tightening force is insufficient, the screw locking torque may not meet the design requirements. Over long-term use, the switch may loosen due to vibration, causing interruption of the detection signal or false triggering. If the tightening force is increased to pursue connection reliability, when the torque exceeds the tolerance limit of the miniature screw or the seat screw hole, it is very easy to cause thread stripping failure.

[0004] Stripped threads not only directly prevent the microswitch from being effectively secured, but also cause permanent damage to the seat screw holes. Since seat screw holes are mostly integrated into the plastic bracket of the seat frame or the metal nut embedded in the foam, once stripped threads occur, repair requires disassembling the seat cover, foam layer, or even replacing the entire seat connector, significantly increasing production rework costs and after-sales maintenance difficulty. At the same time, if assembly is forced after stripping, it may cause the switch housing mounting hole to crack, damaging the internal sealing structure of the switch, allowing moisture and dust to enter the switch, causing contact oxidation, short circuits, and other faults, further reducing the service life and functional reliability of the microswitch.

[0005] As automotive passive safety systems become increasingly sophisticated, their effective operation relies heavily on accurate judgment of seat occupancy status. Accurately distinguishing between passengers and ordinary objects occupying seats is a core prerequisite for determining whether functions such as airbags and seatbelt reminders can be properly triggered at critical moments.

[0006] However, traditional occupancy detection technology has limitations in recognition accuracy, especially in distinguishing between weak signals generated by vital signs and static heavy objects. An even more serious challenge is that during actual vehicle operation, road bumps and dynamic changes generate complex vibration noise. This noise can severely interfere with the original signals of the sensors and is very likely to overlap with the true occupancy feature signals, causing the system to misidentify heavy objects as passengers, or in some cases, misidentify passengers as objects. Such misjudgments can directly lead to the incorrect activation or deactivation of associated safety functions, thus posing potential safety hazards.

[0007] Therefore, how to effectively overcome dynamic noise interference in complex driving environments and achieve highly accurate and reliable determination of seat occupancy status has become a key technical problem that urgently needs to be solved in the field of automotive safety. Summary of the Invention

[0008] This invention provides a micro switch for occupying a car seat, which aims to solve the problem that when current micro switches for occupying car seats are installed by connecting screws to the screw holes of the seat, the screws used are small and excessive tightening force can easily cause stripping, affecting installation reliability and increasing maintenance costs.

[0009] The present invention is implemented as follows: a micro switch for occupying a car seat includes: a micro switch body, a fixed threaded sleeve, and a switch locking mechanism. The fixed threaded sleeve is fixed to the car seat, the switch locking mechanism is fixed to the micro switch body, and the micro switch body is connected and locked to the fixed threaded sleeve through the switch locking mechanism.

[0010] The switch locking mechanism includes a first fixed seat, a second fixed seat, a threaded rod, and a linkage assembly. The first fixed seat and the second fixed seat are respectively fixed on the side wall of the micro switch body and are arranged side by side. The threaded rod is rotatably connected to the second fixed seat and threadedly engaged in the fixed threaded sleeve.

[0011] The linkage assembly includes a driven rod, a limiting cylinder, and a driving rod. The driven rod is coaxially fixed to the top end of the threaded rod, the driving rod is rotatably connected to the first fixed seat, and the limiting cylinder is coaxially slidably sleeved between the driven rod and the driving rod.

[0012] Preferably, the linkage component further includes a drive groove and a first lever. The drive groove is located at the top edge of the limiting cylinder and is positioned along the clockwise rotation direction of the limiting cylinder. The edge of the drive groove is designed with an arc chamfer. The first lever is fixed radially to the outer wall of the drive rod and slidably engaged in the drive groove.

[0013] Preferably, the linkage component further includes a driven slot and a second lever. The driven slot is disposed on the outer wall of the limiting cylinder and communicates with the internal cavity of the limiting cylinder. The driven slot has an L-shaped structure. The second lever is fixed radially on the outer wall of the driven rod and slidably engaged in the driven slot. The initial position of the second lever is located in the vertical slot of the driven slot.

[0014] Preferably, a spring is sleeved on the outside of the driven rod, and a thread is provided on the outer wall of the driven rod. A nut is connected to the outside of the driven rod by the thread. One end of the spring abuts against the nut, and the other end abuts against the bottom of the limiting cylinder.

[0015] Preferably, both the first lever and the second lever are rotatably fitted with rollers.

[0016] Preferably, a polygonal column structure is coaxially fixed to the top end of the drive rod.

[0017] Preferably, the control method for the micro switch that occupies space in a car seat includes the following steps:

[0018] S1. Obtain the on / off signal sequence of the micro switch when the occupancy event is triggered, and construct a multi-dimensional original feature vector based on the on / off signal sequence; obtain the vibration signal of the vehicle acceleration sensor, and extract the noise intensity index characterizing the vehicle vibration level;

[0019] S2. Based on the noise intensity index, calculate the dynamic noise suppression factor; and combine it with the preset noise sensitivity vector to perform weighted differential suppression on the multidimensional original feature vector to generate the corrected feature vector.

[0020] S3. Input the corrected feature vector into the preset logistic regression model to calculate the confidence level representing the probability that the occupant is a passenger; and output the occupancy status judgment based on the comparison result of the confidence level with the preset passenger confirmation threshold and object confirmation threshold.

[0021] Preferably, the step of constructing the multidimensional original feature vector in S1 includes:

[0022] S11. Acquire the on / off signal sequence of the micro switch within a preset time window using a high-frequency sampling module;

[0023] S12. Calculate the jitter information entropy based on the on / off signal sequence;

[0024] S13. Determine the jitter frequency based on the on / off signal sequence;

[0025] S14. Based on the on / off signal sequence, calculate the average closing time and the average opening time;

[0026] S15. Combine jitter information entropy, jitter frequency, average closing duration and average opening duration to construct a multidimensional original feature vector.

[0027] Preferably, the step of extracting the noise intensity index in S1 includes:

[0028] Real-time vibration signals are acquired by an onboard accelerometer, and the vibration signals are sequentially processed by bandpass filtering and energy integration to extract normalized noise intensity indicators.

[0029] In S2, the noise suppression factor is calculated as follows:

[0030] Using a sigmoid function, a noise intensity index is taken as input to generate a noise suppression factor. The sigmoid function maps the noise intensity index to a suppression level between 0 and 1 based on a preset baseline noise threshold and gain coefficient. The weighted differential suppression steps on the multidimensional original feature vector include:

[0031] S21. Preset the noise sensitivity vector corresponding to each component in the multidimensional original feature vector;

[0032] S22. Using the noise suppression factor and the noise sensitivity vector, each component of the original multidimensional feature vector is modified element by element to generate the modified feature vector; among them, the feature component with higher noise sensitivity is subject to stronger suppression during the modification process.

[0033] In S3, the steps for inputting the corrected feature vector into the preset logistic regression model to calculate the confidence level are as follows:

[0034] The corrected feature vector is used as input and fed into a pre-trained logistic regression model trained through supervised learning. The confidence score is then calculated using the model's weight vector and bias term.

[0035] Preferably, the step of outputting the occupancy status determination based on the comparison result between the confidence level and the preset threshold includes:

[0036] S31. If the confidence level is greater than or equal to the passenger confirmation threshold, it is determined that the passenger is occupying the seat, and the status is broadcast to the vehicle safety system.

[0037] S32. If the confidence level is less than or equal to the object confirmation threshold, it is determined that the object is occupying space, and the relevant functions of the vehicle safety system are adjusted.

[0038] S33. If the confidence level is between the object confirmation threshold and the passenger confirmation threshold, the system enters the observation and reconfirmation mode.

[0039] The observation and reconfirmation model includes:

[0040] Extend the acquisition time window of the on / off signal sequence and re-execute S1 to S3 until the confidence level meets the conditions of the passenger confirmation threshold or the object confirmation threshold; if a clear judgment cannot be made within the preset maximum observation time, adopt the preset safety strategy.

[0041] Compared with the prior art, the embodiments of this application have the following main advantages:

[0042] 1. This invention, through in-depth analysis of the micro-jitter signals of micro-switches and the construction of a multi-dimensional feature vector including jitter information entropy, can accurately capture the micro-dynamic characteristics of occupants and significantly improve the accuracy of distinguishing passengers from ordinary objects.

[0043] 2. This invention introduces an adaptive noise suppression mechanism based on real-time vibration sensing. By acquiring vehicle acceleration signals and performing weighted differential suppression on feature vectors, it effectively overcomes vibration interference under complex driving conditions and ensures high reliability of occupancy status determination in bumpy environments.

[0044] 3. This invention adopts a hierarchical decision-making logic. By setting dual confirmation thresholds for passengers and objects, and establishing observation and reconfirmation modes for ambiguous results, it ultimately adopts a preset safety strategy when a clear judgment cannot be made, thus ensuring the reliability and safety of the judgment results and prioritizing the safety of potential occupants.

[0045] 4. The present invention has a robust design. Under extreme conditions such as abnormal sensor signals or external vibrations far exceeding the normal range, the system can identify obvious anomalies in the feature vector and trigger a fault-safe strategy, thereby avoiding incorrect occupancy determination and improving the overall reliability of the system.

[0046] 5. In this solution, the arc-shaped chamfer design of the drive groove edge buffers torque changes and avoids instantaneous overload when the drive rod drives the first lever to rotate. The driven slot has an L-shaped structure. Initially, the second lever is located in the vertical slot. When the threaded rod is screwed to the preset torque, the driven rod drives the second lever to slide into the horizontal section of the L-shaped groove, forming a mechanical limit and preventing the threaded rod from continuing to screw. Structurally, this avoids stripping of the fixed threaded sleeve or seat screw hole due to excessive force. At the same time, when the drive rod rotates, the first lever drives the limit cylinder to slide, and the second lever drives the threaded rod and the driven rod to rotate as a whole, realizing the linkage of screwing and locking of the threaded rod. The operator does not need to precisely control the screwing force, but only needs to rotate the drive rod until the limit mechanism automatically locks, simplifying the assembly process. Attached Figure Description

[0047] Figure 1 This is a schematic diagram of the overall external structure of the present invention;

[0048] Figure 2This is a schematic diagram of the switch locking mechanism of the present invention;

[0049] Figure 3 This is a schematic diagram of the connection structure of the threaded rod, driven rod, and driving rod of the present invention.

[0050] Figure 4 This is a schematic diagram of the limiting cylinder structure of the present invention;

[0051] Figure 5 This is a logic block diagram of the control method of the present invention;

[0052] In the diagram: 1. Micro switch body; 2. Fixed threaded sleeve; 3. Switch locking mechanism; 31. First fixed seat; 32. Second fixed seat; 33. Threaded rod; 34. Driven rod; 35. Limiting sleeve; 36. Drive rod; 37. Drive groove; 38. Driven slot; 39. First lever; 310. Second lever; 311. Nut; 312. Spring. Detailed Implementation

[0053] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terminology used herein in the specification of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application; the terms "comprising" and "having," and any variations thereof, in the specification, claims, and foregoing drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the specification, claims, or foregoing drawings of this application are used to distinguish different objects, not to describe a particular order.

[0054] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0055] Example 1

[0056] This invention provides a micro switch for occupying a car seat, such as... Figure 1-4 As shown, it includes: a micro switch body 1, a fixed threaded sleeve 2 and a switch locking mechanism 3. The fixed threaded sleeve 2 is fixed on the car seat, and the switch locking mechanism 3 is fixed on the micro switch body 1. The micro switch body 1 is connected and locked to the fixed threaded sleeve 2 through the switch locking mechanism 3.

[0057] The switch locking mechanism 3 includes a first fixed seat 31, a second fixed seat 32, a threaded rod 33 and a linkage assembly. The first fixed seat 31 and the second fixed seat 32 are respectively fixed on the side wall of the micro switch body 1 and are arranged side by side. The threaded rod 33 is rotatably connected to the second fixed seat 32 and threadedly connected to the fixed threaded sleeve 2.

[0058] The linkage assembly includes a driven rod 34, a limiting cylinder 35, and a driving rod 36. The driven rod 34 is coaxially fixed to the top end of the threaded rod 33. The driving rod 36 is rotatably connected to the first fixed seat 31. The limiting cylinder 35 is coaxially slidably sleeved between the driven rod 34 and the driving rod 36. The linkage assembly also includes a driving groove 37 and a first lever 39. The driving groove 37 is located at the top edge of the limiting cylinder 35 and is located along the clockwise rotation direction of the limiting cylinder 35. The edge of the driving groove 37 is designed with an arc chamfer. The first lever 39 is radially fixed to the outer wall of the driving rod 36 and slidably engaged in the driving groove 37.

[0059] The linkage assembly also includes a driven slot 38 and a second lever 310. The driven slot 38 is disposed on the outer wall of the limiting cylinder 35 and communicates with the internal cavity of the limiting cylinder 35. The driven slot 38 has an L-shaped structure. The second lever 310 is fixed radially on the outer wall of the driven rod 34 and is slidably engaged in the driven slot 38. The initial position of the second lever 310 is located in the vertical slot of the driven slot 38.

[0060] A spring 312 is sleeved on the outside of the driven rod 34, and a thread is provided on the outer wall of the driven rod 34. A nut 311 is connected to the outside of the driven rod 34 by the thread. One end of the spring 312 abuts against the nut 311, and the other end abuts against the bottom of the limiting cylinder 35.

[0061] It should be noted that, due to the small size of the screws used in existing automotive seat spacer microswitches, excessive tightening force can easily cause stripping of the screw threads, affecting installation reliability and increasing maintenance costs. To address this issue, this solution incorporates a switch locking mechanism 3. The curved chamfered edge of the drive groove 37 buffers torque changes and prevents instantaneous overload when the drive rod 36 rotates the first lever 39. The driven slot 38 has an L-shaped structure; initially, the second lever 310 is located in the vertical slot. When the threaded rod 33 is tightened... When the preset torque is reached, the driven rod 34 drives the second lever 310 to slide into the transverse section of the L-shaped groove, forming a mechanical limit and preventing the threaded rod 33 from continuing to be turned. Structurally, this avoids stripping of the fixed threaded sleeve 2 or the seat screw hole due to excessive force. At the same time, when the drive rod 36 rotates, it drives the limit cylinder 35 to slide through the first lever 39. Meanwhile, the second lever 310 drives the threaded rod 33 and the driven rod 34 to rotate as a whole, realizing the linkage of the threaded rod 33 turning and locking. The operator does not need to precisely control the turning force, but only needs to rotate the drive rod 36 until the limit mechanism automatically locks, simplifying the assembly process.

[0062] Specifically, in this embodiment, the solution mainly includes a micro switch body 1, a fixed threaded sleeve 2, and a switch locking mechanism 3, which are installed during the process of installation.

[0063] Initial assembly state: The fixed threaded sleeve 2 is pre-fixed to the car seat, and the micro switch body 1 is to be installed through the switch locking mechanism 3; at this time, the second lever 310 is located in the vertical slot of the driven slot 38, the limiting sleeve 35 is sleeved between the driven rod 34 and the drive rod 36, and the first lever 39 is engaged in the drive slot 37.

[0064] Twisting drive stage: The operator rotates the drive rod 36, and the first lever 39 on its outer wall drives the limiting cylinder 35 to rotate synchronously along the drive groove 37; the limiting cylinder 35 drives the second lever 310 to rotate through the L-shaped driven slot 38, which in turn drives the driven rod 34 and the coaxially fixed threaded rod 33 to rotate, so that the threaded rod 33 is gradually screwed into the fixed threaded sleeve 2, realizing the initial connection between the micro switch body 1 and the seat;

[0065] Torque buffering and limiting stage: As the threaded rod 33 is tightened, the thread connection resistance increases, and the reaction force is transmitted to the second lever 310 through the driven rod 34, forcing the limiting cylinder 35 to slide downward against the elastic force of the spring 312. At this time, the spring 312 is compressed. When the preset torque is reached, the second lever 310 slides along the vertical groove of the driven slot 38 to the L-shaped corner and enters the transverse groove section, forming a mechanical limit and preventing the threaded rod 33 from continuing to screw in.

[0066] In a further preferred embodiment of the present invention, such as Figure 1-4As shown, rollers are rotatably sleeved on the outside of both the first lever 39 and the second lever 310.

[0067] In this embodiment, the roller can convert the sliding friction between the lever and the drive groove 37 and the driven groove 38 into rolling friction, which significantly reduces wear between components and extends the service life of the linkage assembly.

[0068] In a further preferred embodiment of the present invention, such as Figure 1-4 As shown, a polygonal column structure is coaxially fixed to the top of the drive rod 36.

[0069] In this embodiment, the polygonal column can be directly engaged with standard wrenches, sockets, and other tools, avoiding slippage during manual tightening and improving the controllability of the assembly process.

[0070] It should be noted that, for the sake of simplicity, the foregoing embodiments are all described as a series of actions. However, those skilled in the art should understand that the present invention is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to the present invention. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to the present invention.

[0071] It should be understood that the disclosed apparatus can be implemented in other ways, given the several embodiments provided in this application. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of units described above may be implemented in other ways in practice. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or communication connections shown or discussed may be through some interfaces; indirect coupling or communication connections between devices or units may be telecommunications or other forms.

[0072] Example 2:

[0073] Please see Figure 1 The control method for the micro switch that occupies space in a car seat includes:

[0074] S1. Obtain the on / off signal sequence of the micro switch when the occupancy event is triggered, and construct a multi-dimensional original feature vector based on the on / off signal sequence; obtain the vibration signal of the vehicle acceleration sensor, and extract the noise intensity index characterizing the vehicle vibration level;

[0075] S2. Based on the noise intensity index, calculate the dynamic noise suppression factor; and combine it with the preset noise sensitivity vector to perform weighted differential suppression on the multidimensional original feature vector to generate the corrected feature vector.

[0076] S3. Input the corrected feature vector into the preset logistic regression model to calculate the confidence level representing the probability that the occupant is a passenger; and output the occupancy status judgment based on the comparison result of the confidence level with the preset passenger confirmation threshold and object confirmation threshold.

[0077] This embodiment provides a control method for a micro switch that occupies a car seat. This method achieves accurate and reliable determination of the seat occupancy status by deeply analyzing the micro-jitter signal of the micro switch and combining it with vehicle dynamic noise suppression.

[0078] The specific steps include:

[0079] S1. Obtain the on / off signal sequence of the micro switch when the occupancy event is triggered, and construct a multi-dimensional original feature vector based on the on / off signal sequence; obtain the vibration signal of the vehicle acceleration sensor, and extract the noise intensity index characterizing the vehicle vibration level;

[0080] On-off signal sequence It is defined as the moment a car seat occupancy event is triggered, the high-frequency sampling module detects the occupancy within a preset time window. The time series of the on / off state of the micro-switch contacts collected internally; its purpose is to capture the millisecond-level contact jitter generated by the internal mechanical structure of the switch after the initial pressure is applied by the occupant, which is the original data basis for subsequent vital sign identification.

[0081] The purpose of constructing multidimensional original feature vectors is to transform one-dimensional... In the sequence, several key information dimensions that can preliminarily describe the transient response fingerprint of the occupancy state are quantized and extracted; in this embodiment, this vector is composed of jitter information entropy. Frequency of shaking Average closing time and average disconnection time These four characteristics together constitute what is called... ;

[0082] To address vibration interference in real-world driving environments, this step also acquires vibration signals from the vehicle's onboard accelerometer. Subsequently, by processing these vibration signals, a noise intensity index characterizing the vehicle's vibration level is extracted. Noise intensity index It is a dimensionless scalar that has been normalized. Its function is to reflect the vibration intensity of the vehicle in real time and quantitatively due to uneven road surface or changes in driving status. This is the core basis for subsequent differentiated noise suppression.

[0083] S2. Based on the noise intensity index, calculate the dynamic noise suppression factor; and combine it with the preset noise sensitivity vector to perform weighted differential suppression on the multidimensional original feature vector to generate the corrected feature vector.

[0084] The core purpose of this step is to filter out noise introduced by vehicle vibrations that may overlap with vital signs signals;

[0085] Based on noise intensity index Calculate the dynamic noise suppression factor Noise suppression factor It is a dynamically changing dimensionless value between 0 and 1, and its function is based on the real-time vibration level of the vehicle. The decision needs to be made regarding the original feature vector. The degree of inhibition applied; when the vehicle is traveling smoothly, i.e. Low value Approaching 0; when the vehicle experiences severe jolting, that is... High value Approaching 1;

[0086] Combined with a preset noise sensitivity vector Weighted differential suppression is applied to the multidimensional original feature vector; the underlying logic is that vehicle vibration affects... The degree of influence varies among different feature components; for example, jitter frequency. It is highly susceptible to external vibrations, and the information entropy of jitter... This makes it relatively robust; therefore, by assigning different weights to each feature component, precise noise filtering can be achieved, avoiding excessive suppression of the effective signal; this process ultimately generates a corrected feature vector. Compared to the original vector , It reflects the signal characteristics caused by the occupant itself more purely;

[0087] S3. Input the corrected feature vector into the preset logistic regression model to calculate the confidence level representing the probability that the occupant is a passenger; and output the occupancy status judgment based on the comparison result of the confidence level with the preset passenger confirmation threshold and object confirmation threshold.

[0088] This step is the final decision-making stage; the corrected feature vector will be... The input is fed into a pre-defined logistic regression model; this model is a lightweight classifier pre-trained using supervised learning with a large number of labeled samples, including known passengers and typical objects; its function is to map noise-suppressed multidimensional feature information into a single probability value with a clear physical meaning; through this model, the confidence level representing the probability that the occupant is a passenger is calculated. Confidence level It is a continuous value between 0 and 1. The higher the value, the greater the likelihood that the current occupant is identified as a passenger.

[0089] Based on confidence level Confirmation threshold with preset passenger Confirm threshold with object The comparison results output the occupancy status determination; this is a hierarchical decision closed-loop control logic. By setting two thresholds, high and low, the decision space is divided into a high-confidence passenger area, a high-confidence object area, and a fuzzy area, thereby realizing the final occupancy status output and controlling the associated vehicle safety functions accordingly.

[0090] This invention achieves deep capture of the microscopic dynamic characteristics of occupants by constructing a multidimensional feature vector containing jitter information entropy. Simultaneously, by introducing an adaptive, differentiated noise suppression mechanism based on real-time vibration perception, it effectively overcomes the interference of driving environment noise. Finally, by utilizing a pre-trained classification model and hierarchical decision logic, it ensures high accuracy and reliability in occupancy status determination. Compared to existing technologies, this method significantly improves the ability to distinguish between passengers and objects in complex real-world road conditions, providing more accurate decision inputs for vehicle safety systems such as airbags and seatbelt reminders, thereby enhancing the overall passive safety of the vehicle.

[0091] Furthermore, this method exhibits good robustness. When the input signal is under extreme conditions, such as severe vibrations far exceeding normal ranges or a constant sensor signal, the model output and eigenvectors, including jitter information entropy, will remain robust. With jitter frequency A value of 0 indicates a clear anomaly, which can be identified by the system as a sensor malfunction or an over-limit condition, triggering a preset fault-safe strategy rather than making an incorrect placeholder judgment, thus ensuring the reliability of the system.

[0092] Example 3:

[0093] The steps for constructing the multidimensional original feature vector in S1 include:

[0094] S11. Acquire the on / off signal sequence of the micro switch within a preset time window using a high-frequency sampling module;

[0095] S12. Calculate the jitter information entropy based on the on / off signal sequence;

[0096] S13. Determine the jitter frequency based on the on / off signal sequence;

[0097] S14. Based on the on / off signal sequence, calculate the average closing time and the average opening time;

[0098] S15. Combine jitter information entropy, jitter frequency, average closing time and average opening time to construct a multi-dimensional original feature vector;

[0099] This embodiment is a detailed expansion of the step S1 in constructing the multidimensional original feature vector based on embodiment 5. Its purpose is to explain in detail how to extract four highly discriminative features from the original on / off signal.

[0100] S11. Acquire the on / off signal sequence of the micro switch within a preset time window using a high-frequency sampling module. Preset time window The value was determined through experimental calibration on a large number of passenger and heavy object samples; the specific method was as follows: different... Passenger sample set under the given values With heavy object sample set jitter information entropy Data, and calculate the two types of samples. Statistical separation index of distribution The specific formula for calculating this indicator is as follows: ;

[0101] in, and Passenger sample sets The mean and standard deviation, and They are heavy object sample sets The mean and standard deviation;

[0102] S12. Calculate the jitter information entropy based on the on / off signal sequence. ;

[0103] jitter information entropy Its purpose is to quantify the complexity and uncertainty of signal sequences from an information theory perspective. Living organisms experience continuous and irregular micro-pressure fluctuations due to physiological activities such as heartbeat and respiration, which are reflected in switching signals as highly complex jitter patterns. In contrast, static heavy objects stabilize rapidly after initial oscillations, exhibiting extremely low signal complexity. Its calculation formula is borrowed from Shannon entropy, specifically defined as:

[0104] ;

[0105] The total number of signal states; for binary on / off signals, ;

[0106] The signal states are either on or off.

[0107] The probability of the corresponding state occurring; determined by the time window. Within this period, calculate the total duration of this state, then divide by the total duration. To estimate;

[0108] S13. Determine the jitter frequency based on the on / off signal sequence. ;

[0109] jitter frequency It refers to the total number of times a microswitch switches from on to off or from off to on within a unit of time; its function is to serve as an auxiliary feature to describe the activity level of the signal from the frequency dimension.

[0110] S14. Calculate the average closure time based on the on / off signal sequence. and average disconnection time ;

[0111] Average closing time Refers to the time window Within, the arithmetic mean of the duration of all connected states; average disconnection duration. This refers to the arithmetic mean of the duration of all disconnected states; these two parameters characterize the stability of the switch contact from a time perspective.

[0112] S15. Combining jitter information entropy, jitter frequency, average closure duration, and average disconnection duration, construct a multidimensional original feature vector. .

[0113] Example 4:

[0114] The steps for extracting noise intensity indicators from S1 include:

[0115] Real-time vibration signals are acquired by an onboard accelerometer, and the vibration signals are sequentially processed by bandpass filtering and energy integration to extract normalized noise intensity indicators.

[0116] This embodiment is a concretization of the noise intensity index extraction step S1 based on Embodiment 4; its purpose is to illustrate how to transform the original accelerometer signal into a standardized noise index that can be used for subsequent calculations. ;

[0117] Real-time vibration signals are acquired using an onboard accelerometer, and the vibration signals are then subjected to bandpass filtering and energy integration to extract a normalized noise intensity index. ;

[0118] Bandpass filtering aims to isolate vibrations in a specific frequency range that are most likely to interfere with the microswitch signal, ensuring the targeted nature of noise analysis.

[0119] Energy integration: Its purpose is to transform the dynamically filtered signal over a period of time into a scalar value that can represent the total vibration energy over that period of time, making the noise assessment more stable.

[0120] Normalization: Its purpose is to eliminate the influence of differences in the measurement range of different accelerometer models, mapping the energy integral result to a unified 0-1 interval, thus forming the final dimensionless noise intensity index. This ensures the universality of subsequent noise suppression algorithms.

[0121] Example 5:

[0122] In S2, the noise suppression factor is calculated as follows:

[0123] The noise intensity index is used as input to calculate the noise suppression factor using the sigmoid function. The sigmoid function maps the noise intensity index to a suppression level between 0 and 1 based on a preset reference noise threshold and gain coefficient.

[0124] This embodiment, based on Embodiment 4, elaborates on the calculation method of the S2 noise suppression factor; its purpose is to clarify how to apply the noise intensity index obtained in the previous step. Smoothly and non-linearly mapped to the inhibition level ;

[0125] A noise suppression factor is generated by using a sigmoid function as input, taking the noise intensity index as input. In this embodiment, the sigmoid function is implemented using a logistic function. ;

[0126] Noise suppression factor, output value, is a dimensionless suppression level between 0 and 1;

[0127] Noise intensity index, input value, calculated by the implementation method of Example 4;

[0128] The reference noise threshold is a preset parameter whose physical meaning is the average normalized vibration level of a vehicle traveling smoothly on a good road surface. Its function is to define a cutoff point; only when the actual vibration level... The inhibitory effect only becomes noticeable when the value significantly exceeds the baseline.

[0129] Gain coefficient: A preset dimensionless parameter that controls... Follow Sensitivity to change;

[0130] To further clarify, parameters and The following experimental calibration process was used to determine the parameters: a sample dataset covering various preset levels of bumpy road surfaces was collected, where each sample contained the actual vibration index corresponding to a road surface level. And the system's misjudgment rate under these conditions ; by optimizing algorithms, such as grid search or gradient descent adjustments and The value of is used to find the weighted average misclassification rate on the entire sample dataset. Minimize the optimal combination of parameters.

[0131] Example 6:

[0132] The steps for weighted differential suppression of the multidimensional original feature vector include:

[0133] S21. Preset the noise sensitivity vector corresponding to each component in the multidimensional original feature vector;

[0134] S22. Using the noise suppression factor and the noise sensitivity vector, each component of the original multidimensional feature vector is modified element by element to generate the modified feature vector; among them, the feature component with higher noise sensitivity is subject to stronger suppression during the modification process.

[0135] This embodiment, based on embodiment 4, elaborates on the weighted differential suppression step for the multidimensional original feature vector; its purpose is to clarify how to apply precise and differential noise filtering to different feature components.

[0136] S21. Preset noise sensitivity vectors corresponding to each component in the multidimensional original feature vector. Noise sensitivity vector Its function is to provide the original feature vector Each component in the equation is assigned a specific noise sensitivity coefficient; its value is determined under standardized bumpy road conditions, where the noise intensity index is... For a stable value The original feature vectors were collected under two conditions: when the seat was unloaded and when a standard static weight was placed on it. These feature vectors are denoted as follows: and The statistical mean of these two sets of vectors was obtained through repeated experiments. and ;vector Each component in The numerical value, that is, the result obtained by solving the system of equations, reflects the change from... arrive In the changes, due to noise The relative proportion of change contributed;

[0137] S22. Using the noise suppression factor and the noise sensitivity vector, each component of the original multidimensional feature vector is modified element-by-element to generate the modified feature vector. its first Each component The calculation method is as follows:

[0138] Its underlying logic lies in applying it to each feature component. The amount of suppression, in relation to the overall noise level and its own noise sensitivity They are all directly proportional; when At lower levels, the correction effect is weak; when... At higher levels, the characteristic components with higher noise sensitivity are... The larger the value, the stronger the suppression effect; this formula is a multiplicative suppression model, which is simple in structure and suitable for scenarios where noise mainly causes a systematic increase in eigenvalues; to cope with more complex noise effects, such as noise causing a decrease in some eigenvalues, a more adaptive hybrid correction model can also be used, for example... ,in This is a preset additive correction coefficient used to achieve more accurate bidirectional correction, thereby further enhancing the physical fidelity of the model.

[0139] Example 7:

[0140] In S3, the steps for inputting the corrected feature vector into the preset logistic regression model to calculate the confidence level are as follows:

[0141] The corrected feature vector is used as input and fed into a pre-trained logistic regression model through supervised learning. The confidence score is calculated using the model's weight vector and bias term.

[0142] Based on Example 4, in this embodiment, S3 inputs the modified feature vector into the preset logistic regression model to calculate the confidence level step.

[0143] The corrected feature vector As input, it is fed into a pre-trained logistic regression model through supervised learning. The model's weight vector and bias term are used to calculate and output the confidence score. The calculation formula for this model is:

[0144] ;

[0145] Confidence score, the output value, is a probability value between 0 and 1;

[0146] The corrected feature vector, the input value, is calculated by the implementation method of Example 5;

[0147] The weight vector, representing the model parameters, is obtained through supervised learning training on a database containing a large number of labeled passenger and object samples; to ensure the exponential part is dimensionless, the vector... Units and eigenvectors of each component The units of corresponding components are reciprocals of each other;

[0148] The bias term, a model parameter, is also obtained through supervised learning training and is a dimensionless scalar.

[0149] Example 8:

[0150] The steps for determining the placeholder status based on the comparison between the confidence level and the preset threshold include:

[0151] S31. If the confidence level is greater than or equal to the passenger confirmation threshold, it is determined that the passenger is occupying the seat, and the status is broadcast to the vehicle safety system.

[0152] S32. If the confidence level is less than or equal to the object confirmation threshold, it is determined that the object is occupying space, and the relevant functions of the vehicle safety system are adjusted.

[0153] S33. If the confidence level is between the object confirmation threshold and the passenger confirmation threshold, the system enters the observation and reconfirmation mode.

[0154] This embodiment, based on embodiment 6, specifies the steps for determining the occupancy status by comparing the confidence level with a preset threshold; its purpose is to construct a clear, reliable, and secure decision-making framework.

[0155] Its design is based on receiver operating characteristic (ROC) curve analysis, aiming to find an optimal operating point that balances system sensitivity and specificity, while meeting the mandatory requirements of automotive safety regulations for recognition accuracy.

[0156] S31, if confidence level ,For example, If this occurs, it is determined that the passenger is occupying the seat, and the status is broadcast to the vehicle safety system to activate related functions such as seat belt reminder and airbags;

[0157] S32, if confidence level ,For example, If the object is found to be occupying space, the relevant functions of the vehicle safety system will be adjusted, such as suppressing the seat belt alarm or turning off the passenger-side airbag.

[0158] S33, if If so, the system enters observation and reconfirmation mode;

[0159] Example 9:

[0160] The observation and reconfirmation model includes:

[0161] Extend the acquisition time window of the on / off signal sequence and re-execute S1 to S3 until the confidence level meets the passenger confirmation threshold or object confirmation threshold; if a clear judgment cannot be made within the preset maximum observation time, adopt the preset safety strategy.

[0162] This embodiment is a concretization of the observation and reconfirmation mode based on embodiment 8; its purpose is to provide a closed-loop, safety-oriented solution for the system to handle uncertain occupancy states.

[0163] This mode specifically includes:

[0164] Extend the acquisition time window of the on / off signal sequence For example, it can be extended to twice the original size, and the complete process from S1 to S3 can be re-executed based on the new, longer signal sequence, that is, the feature vector can be recalculated, noise can be suppressed, and the new confidence can be solved by the model.

[0165] This process will be repeated until a new confidence level is calculated. satisfy or conditions;

[0166] If within the preset maximum observation time A clear judgment still cannot be made. The value is set according to the standard requirements for the response time of the vehicle safety system, while taking into account the principle of avoiding unnecessary interference to the driver and passengers. For example, if it is 3 seconds, the system will adopt the most conservative safety strategy, such as defaulting to passenger occupancy, to ensure that the safety of potential occupants is prioritized in any situation.

[0167] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0168] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit the scope of protection of the invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on these embodiments, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art can still combine, add, delete, or otherwise adjust the features of the various embodiments of the present invention according to the circumstances without conflict or creative effort, thereby obtaining different technical solutions that do not fundamentally depart from the concept of the present invention. These technical solutions also fall within the scope of protection of the present invention.

Claims

1. A microswitch for an automotive seat occupancy, characterized in that Include: Micro switch body (1), fixed threaded sleeve (2) and switch locking mechanism (3), the fixed threaded sleeve (2) is fixed on the car seat, the switch locking mechanism (3) is fixed on the micro switch body (1), and the micro switch body (1) is connected and locked on the fixed threaded sleeve (2) through the switch locking mechanism (3); The switch locking mechanism (3) comprises a first fixed seat (31), a second fixed seat (32), a threaded rod (33) and a linkage assembly, the first fixed seat (31) and the second fixed seat (32) are fixed on the side wall of the micro switch body (1) respectively, and are arranged side by side upwards and downwards, the threaded rod (33) is rotatably connected to the second fixed seat (32) and is threadedly connected in the fixed threaded sleeve (2); The linkage assembly comprises a driven rod (34), a limiting cylinder (35) and a driving rod (36), the driven rod (34) is coaxially fixed to the top end of the threaded rod (33), the driving rod (36) is rotatably connected to the first fixed seat (31), and the limiting cylinder (35) is coaxially and slidably sleeved between the driven rod (34) and the driving rod (36); The linkage assembly further comprises a driving groove (37), the driving groove (37) is arranged at the top edge of the limiting cylinder (35), and is arranged in the clockwise rotation direction of the limiting cylinder (35), and the edge of the driving groove (37) is designed as an arc chamfer; The linkage assembly further comprises a first dial rod (39), the first dial rod (39) is fixed on the outer wall of the driving rod (36) in the radial direction and is slidably connected in the driving groove (37); The linkage assembly further comprises a driven clamping groove (38), the driven clamping groove (38) is arranged on the outer wall of the limiting cylinder (35) and communicates with the internal cavity of the limiting cylinder (35), and the driven clamping groove (38) is in L-shaped structure; The linkage assembly further comprises a second dial rod (310), the second dial rod (310) is fixed on the outer wall of the driven rod (34) in the radial direction and is slidably connected in the driven clamping groove (38), and the initial position of the second dial rod (310) is located in the vertical slot of the driven clamping groove (38).

2. The automotive seat occupancy microswitch of claim 1, wherein The driven rod (34) is externally sleeved with a spring (312), and a thread is arranged on the outer wall of the driven rod (34), and the driven rod (34) is connected with a nut (311) through the thread.

3. The automotive seat occupancy microswitch of claim 2, wherein One end of the spring (312) abuts against the nut (311), and the other end abuts against the bottom of the limiting cylinder (35), the outer portions of the first dial rod (39) and the second dial rod (310) are rotatably sleeved with rollers.

4. The automotive seat occupancy microswitch of claim 2, wherein The top end of the driving rod (36) is coaxially fixed with a column structure of polygonal structure.

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