Security restraint system control method and electronic equipment

Abstract

The invention discloses a security constraint system control method and electronic equipment. The security constraint system control method comprises the following steps: in response to a collision event, synchronously determining a plurality of state level values based on a plurality of groups of parameters; determining a constraint level according to the plurality of state level values; and controlling the security constraint system to execute a constraint operation corresponding to the constraint level. According to the method, the constraint level is jointly determined through various parameters, and then the corresponding constraint operation is executed based on the constraint level. According to the method, the constraint operation is graded, and the constraint grade is jointly determined based on various parameters, so that different working conditions can be adapted to provide adaptability protection.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle, and particularly relates to a safety restraint system control method, an electronic device, a storage medium and a computer program product. BACKGROUND

[0002] The restraint system in the prior art, including airbags, seat belts, seats, etc., can only meet the protection of passengers under specific working conditions; it cannot adapt to various seat positions, various passenger physical signs and various collision speeds. For example, if the passenger sits too far forward, it is easy to cause head injury. Different drivers and passengers use the same airbags and seat belts, and the point explosion intensity and seat belt limiting force provided are consistent, which cannot effectively protect different drivers and passengers. If the point explosion intensity or the seat belt limiting force is too large, it is easy to cause chest injury to the driver or passenger. In particular, the airbag point explosion at low speed is easy to cause facial injury to some passengers. SUMMARY

[0003] Therefore, it is necessary to provide a safety restraint system control method, an electronic device, a storage medium and a computer program product to solve the technical problem that the restraint system in the prior art cannot adapt to various working conditions.

[0004] The present application provides a safety restraint system control method, comprising: in response to a collision event, determining a plurality of state level values based on a plurality of sets of parameters synchronously; determining a restraint level according to the plurality of state level values; controlling the safety restraint system to perform a restraint operation corresponding to the restraint level.

[0005] Further, the plurality of state level values are determined based on a first parameter and a second parameter to determine a first state level value, and a third parameter and a fourth parameter are determined to determine a second state level value; the restraint level is determined according to the first state level value and the second state level value.

[0006] Further, the first parameter is a collision mode, the second parameter is a collision intensity, the first state level value is an out-of-vehicle state level value, and the first state level value is determined based on the first parameter and the second parameter, comprising: obtaining a collision mode level value corresponding to the collision mode at the time of collision; obtaining a collision level value corresponding to the collision intensity; The collision mode level value and the collision level value are substituted into a pre-labeled collision mode intensity table to obtain a corresponding vehicle exterior state level value, and the collision mode intensity table includes vehicle exterior state level values corresponding to different collision mode level values and different collision level values.

[0007] Still further, the collision level value corresponding to the collision intensity is obtained by: The maximum collision intensity is obtained, and a collision level value of a collision level to which the maximum collision intensity belongs is determined.

[0008] Still further, the collision level value corresponding to the collision intensity is obtained by: A collision waveform used to represent the collision intensity is obtained. A collision type and a collision intensity corresponding to the collision waveform are determined. A collision level value of the collision waveform under the collision type is determined.

[0009] Still further, the third parameter is a passenger sign, the fourth parameter is a seat position, the second state level value is a vehicle interior state level value, and the second state level value is determined based on the third parameter and the fourth parameter, including: A passenger sign level value of a sign type to which the passenger sign belongs is obtained. A seat position level value of a position interval to which the seat position belongs is obtained. The passenger sign level value and the seat position level value are substituted into a pre-labeled sign position table to obtain a corresponding vehicle interior state level value, and the sign position table includes vehicle interior state level values corresponding to different passenger sign level values and different seat position level values.

[0010] Further, the safety restraint system includes a first restraint device and a second restraint device, and the control of the safety restraint system to perform a restraint operation corresponding to the restraint level includes: A first dimension restraint level of the first restraint device and a second dimension restraint level of the second restraint device corresponding to the restraint level are searched in a restraint level table, and the restraint level table includes restraint levels corresponding to different first dimension restraint levels and different second dimension restraint levels. The first restraint device is controlled to perform a restraint operation corresponding to the first dimension restraint level, and the second restraint device is controlled to perform a restraint operation corresponding to the second restraint level.

[0011] The present application provides an electronic device, comprising: at least one processor; and, a memory in communication connection with the at least one processor; wherein, The memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the safety restraint system control method as described above.

[0012] The present application provides a storage medium storing computer instructions for performing all steps of the safety restraint system control method as described above when the computer executes the computer instructions.

[0013] The present application provides a computer program product comprising computer program / instructions for implementing the safety restraint system control method as described above when executed by a processor.

[0014] The present application determines the restraint level by multiple parameters together, and then performs the corresponding restraint operation based on the restraint level. The present application classifies the restraint operation, and determines the restraint level based on multiple parameters together, so as to adapt to different working conditions to provide adaptive protection. Meanwhile, the present application synchronously determines multiple state level values based on multiple groups of parameters, and determines the restraint level according to the multiple state level values, so as to synchronously determine multiple state level values, thereby speeding up the time for judging the restraint level, and timely performing the restraint operation. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 A work flow chart of a safety restraint system control method of an embodiment of the present application; Figure 2 A work flow chart of a safety restraint system control method of another embodiment of the present application; Figure 3 A collision mode intensity table of an example of the present application; Figure 4 A collision mode division schematic diagram of an example of the present application; Figure 5 A collision waveform diagram of an example of the present application; Figure 6 A sign position table of an example of the present application; Figure 7 A passenger sign division schematic diagram of an example of the present application; Figure 8 A seat position division position interval schematic diagram of an example of the present application; Figure 9 A state restraint table of an example of the present application; Figure 10 A restraint level determination schematic diagram of an example of the present application according to the collision mode intensity table, the sign position table and the state restraint table; Figure 11 A restraint level table of an example of the present application; Figure 12 A work flow chart of a safety restraint system control method according to an embodiment of the present application; Figure 13 A hardware structure diagram of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0016] The specific embodiments of the present application will be further described below with reference to the accompanying drawings. Identical parts are denoted by identical reference numerals in the drawings. It should be noted that the words "front", "back", "left", "right", "up" and "down" used in the following description refer to the directions in the drawings, and the words "inner" and "outer" refer to the directions towards or away from the geometric center of a specific part.

[0017] As Figure 1 shown is a work flow chart of a safety restraint system control method according to an embodiment of the present application, comprising: Step S101, in response to a collision event, determining a plurality of state level values based on a plurality of sets of parameters synchronously; Step S102, determining a restraint level according to the plurality of state level values; Step S103, controlling the safety restraint system to perform a restraint operation corresponding to the restraint level.

[0018] Specifically, the present application can be applied to electronic devices with processing capabilities, such as controllers of vehicles. For example, electronic control unit (ECU) of vehicles.

[0019] When a collision occurs, the air bag controller (ACU) of the vehicle detects the collision event, and performs step S101, in response to the collision event, determining a plurality of state level values based on a plurality of sets of parameters synchronously.

[0020] Each set of parameters includes a plurality of parameters, and the plurality of parameters in each set of parameters jointly determine a state level value.

[0021] Each set of parameters can include two, three or more parameters. A state level value can be jointly determined by a multi-dimensional table. For example, if a set of parameters includes two parameters, a two-dimensional table is used to jointly determine a state level value. If a set of parameters includes three parameters, a three-dimensional table is used to jointly determine a state level value. If a set of parameters includes four parameters, a four-dimensional table is used to jointly determine a state level value.

[0022] The parameters include but are not limited to: collision mode, collision intensity, occupant vital signs, seat position, etc.

[0023] Then, step S102 is performed to determine the constraint level according to the plurality of state level values.

[0024] The state level values are used to represent the level of a certain state, and the plurality of state level values are determined synchronously, and then a constraint level is determined by the plurality of feature values.

[0025] The state level values include but are not limited to: an out-of-vehicle state level value and a driving state level value. The out-of-vehicle state level value is used to represent the level of an out-of-vehicle state, and the driving state level value is used to represent the level of a driving state.

[0026] Similarly, the state level values can be two, three or more. The plurality of state level values can also be used to determine a constraint level by means of a multi-dimensional table. For example, two state level values are used to determine a constraint level by means of a two-dimensional table. Three state level values are used to determine a constraint level by means of a three-dimensional table. Four state level values are used to determine a constraint level by means of a four-dimensional table.

[0027] Compared with the way of determining the constraint level based on a plurality of parameters in sequence, the way of the embodiment can significantly improve the time of determining the constraint level.

[0028] If the constraint level is determined based on a plurality of parameters in sequence, each parameter needs to be determined step by step, and the time of finally determining the constraint level is related to the number of parameters used for determination. For example, if there are four parameters for determination, four conditional jumps are needed to obtain the final constraint level. Taking the collision mode, the collision strength, the passenger physical sign and the seat position as examples, if the step-by-step determination is used, the collision mode level needs to be determined first, then the collision strength is determined by jumping the condition according to the different collision mode level. The passenger physical sign is determined by jumping the condition again according to the different collision strength. The seat position is determined by jumping the condition again according to the different passenger physical sign. Finally, the final constraint level is obtained by jumping the condition again according to the different seat position. The whole logic is long and time-consuming. After the collision, the constraint level needs to be determined in time to perform the constraint operation in time. The way of determining the constraint level based on a plurality of parameters in sequence does not meet the requirements.

[0029] The way of the embodiment still takes the collision mode, the collision strength, the passenger physical sign and the seat position as examples, can determine the first state level value based on the collision mode and the collision strength, and determine the second state level value based on the passenger physical sign and the seat position. Since the two are determined synchronously, there is only one determination time, and then only one determination needs to be performed again based on the first state level value and the second state level value, and the constraint level can be determined. The determination time is greatly saved.

[0030] The time savings are more pronounced when there are more parameters in this embodiment.

[0031] Finally, step S103 is executed, controlling the safety constraint system to perform the constraint operation corresponding to the constraint level.

[0032] Specifically, safety restraint systems may include airbags and / or seat belts. Different restraint levels correspond to different airbag deployment strength levels and different seat belt force limiting levels.

[0033] The airbag deployment intensity refers to the speed and amount of inflation of the airbag when it is triggered and deployed during a collision. Different deployment intensity levels have different inflation speeds and amounts.

[0034] Seat belts have a restraining force defined by an internal torsion bar. If the restraint force is too high, it can easily cause rib injuries. Therefore, when a person is violently thrown forward in a collision and is compressed by the seat belt, the torsion bar deforms to cushion the impact, preventing the person from being crushed by the belt and suffering fractures. Different torsion bars have different cushioning capacities, which can be adjusted to create a seat belt restraint level.

[0035] This invention determines the constraint level using multiple parameters and then executes corresponding constraint operations based on that level. The invention categorizes constraint operations and determines the constraint level based on multiple parameters, thus adapting to different operating conditions and providing adaptive protection. Furthermore, this invention simultaneously determines multiple state level values ​​based on multiple sets of parameters and determines the constraint level based on these values. Therefore, it can simultaneously determine multiple state level values, thereby accelerating the constraint level determination time and enabling timely execution of constraint operations.

[0036] like Figure 2 The diagram shown is a flowchart of a safety constraint system control method according to another embodiment of the present invention, including: Step S201: In response to a collision event, a first state level value is determined based on a first parameter and a second parameter, and a second state level value is determined based on a third parameter and a fourth parameter.

[0037] Step S202: Determine the constraint level based on the first state level value and the second state level value.

[0038] Step S203: The safety constraint system includes a first constraint device and a second constraint device. The constraint level table is searched to find the first dimension constraint level of the first constraint device and the second dimension constraint level of the second constraint device corresponding to the constraint level. The constraint level table includes constraint levels corresponding to different first dimension constraint levels and different second dimension constraint levels.

[0039] Step S204: Control the first constraint device to execute the constraint operation corresponding to the first dimension constraint level, and control the second constraint device to execute the constraint operation corresponding to the second constraint level.

[0040] Specifically, step S201 is first executed, in response to a collision event, a first state level value is determined based on the first parameter and the second parameter, and a second state level value is determined based on the third parameter and the fourth parameter.

[0041] In one embodiment, the first parameter is the collision mode, the second parameter is the collision intensity, and the first state level value is the vehicle exterior state level value. Determining the first state level value based on the first and second parameters includes: Obtain the collision mode level value corresponding to the collision mode at the time of collision; Obtain the collision level value corresponding to the collision intensity; Substituting the collision mode level value and the collision level value into a pre-calibrated collision mode intensity table yields the corresponding vehicle exterior condition level value. The collision mode intensity table includes different collision mode level values ​​and the vehicle exterior condition level values ​​corresponding to different collision level values.

[0042] Specifically, such as Figure 3 The table shown is a collision mode intensity table 31 of an example of the present invention. The collision mode intensity table 31 is a two-dimensional table, which includes different collision mode level values ​​and the vehicle external state level values ​​corresponding to different collision level values.

[0043] In some embodiments, the collision mode can be defined as: A collision mode with no risk of personal injury corresponds to a collision mode rating of 0. Collision patterns with low risk of damage have a corresponding collision pattern level of 1. A collision mode with a moderate risk of damage, corresponding to a collision mode rating of 2; Collision modes with a high risk of damage have a corresponding collision mode level of 3.

[0044] In some embodiments, the collision mode is determined based on the vehicle speed at the time of the collision.

[0045] Vehicle speed is identified using wheel speed sensors. Different speed levels correspond to different speed ranges. Vehicle speed can be calibrated to distinguish different speed ranges, and different speed ranges correspond to different collision modes. For example... Figure 4The diagram shown illustrates a vehicle speed division in an example of the present invention. The vehicle speed is divided into a stopping speed range 41, a low speed range 42, a medium speed range 43, and a high speed range 44. The stopping speed range corresponds to a collision mode with no risk of personal injury, and its collision mode level value is 0. The low speed range corresponds to a collision mode with a low risk of injury, and its collision mode level value is 1. The medium speed range corresponds to a collision mode with a moderate risk of injury, and its collision mode level value is 2. The high speed range corresponds to a collision mode with a high risk of injury, and its collision mode level value is 3.

[0046] In some embodiments, the collision mode is determined based on the type of collision.

[0047] The system uses sensors located on different parts of the vehicle to identify the location and type of collision. Collision types include, but are not limited to: offset, rollover, spin-over, frontal impact, side impact, or combinations thereof. Corresponding collision modes are assigned to different collision types, and a collision mode rating is set for each mode.

[0048] In some embodiments, the collision mode is determined based on a combination of vehicle speed and collision type at the time of collision. The specific combination and the correspondence between collision modes are determined through calibration. Based on the combination of the vehicle speed range and the identified collision type, it can be defined as: a collision mode with no risk of personal injury, a collision mode with a low risk of injury, a collision mode with a moderate risk of injury, and a collision mode with a high risk of injury. For example: The vehicle speed falls within the high-speed range and is identified as turning, thus defining it as a collision mode with a high risk of injury. The vehicle speed is in the low speed range and it is identified as a rollover, which is defined as a collision mode with a high risk of injury. If the vehicle speed falls within the stationary speed range and is identified as being attacked by another vehicle, it is defined as a collision mode with a high risk of injury.

[0049] By combining vehicle speed and collision type, we can address some operational scenarios that cannot be covered by collision intensity.

[0050] On the other hand, collision intensity is identified through the ACU. Collision intensity is categorized into multiple collision levels, with different collision intensities assigned to corresponding collision levels, and each collision level is assigned a corresponding collision level value.

[0051] For example, collision intensity can be divided into four collision levels, with corresponding collision level values ​​of 0, 1, 2, and 3.

[0052] In one embodiment, obtaining the collision level value corresponding to the collision intensity includes: Obtain the maximum collision intensity and determine the collision level value to which the maximum collision intensity belongs.

[0053] Specifically, such as Figure 5 The image shows a collision waveform used to represent collision intensity. During a collision, the collision sensors on the vehicle record the collision waveform. The greater the collision intensity, the higher the peak value of the waveform, indicating a more severe collision. The maximum amplitude of the collision waveform curve 51 can be used as the maximum collision intensity to determine the collision level. For example, when the maximum amplitude of the collision waveform is less than the first amplitude threshold, it is judged as the first collision level with a collision level value of 0. When the maximum amplitude of the collision waveform is greater than or equal to the first amplitude threshold and less than the second amplitude threshold, it is judged as the second collision level with a collision level value of 1. When the maximum amplitude of the collision waveform is greater than or equal to the second amplitude threshold and less than the third amplitude threshold, it is judged as the third collision level with a collision level value of 2. When the maximum amplitude of the collision waveform is greater than the third amplitude threshold, it is judged as the fourth collision level with a collision level value of 3.

[0054] In one embodiment, obtaining the collision level value corresponding to the collision intensity includes: Obtain the collision waveform used to represent the collision intensity; Determine the collision type and the collision intensity corresponding to the collision waveform; Determine the collision level value of the collision waveform under the collision type.

[0055] In another approach, the collision type can be determined based on the collision waveform, and then the corresponding collision level value can be determined. For example... Figure 5 The diagram shown is a collision waveform. The collision type can be determined based on the collision waveform curve 51.

[0056] Specifically, the intensity and type of collision can be determined by combining the waveforms from different sensors on the vehicle. A vehicle has multiple collision sensors, which generate waveforms in different directions. The collision type can be determined based on the waveform with the largest amplitude. For example, the largest amplitude in the X-direction waveform indicates a frontal collision, while the largest amplitude in the Y-direction waveform indicates a side collision, and so on.

[0057] Simultaneously, the collision waveform with the largest amplitude is selected as the collision waveform. The collision level values ​​of the collision waveforms under different collision types are pre-labeled. After obtaining the selected collision waveform, the collision level value is determined comprehensively based on the maximum amplitude of the selected collision waveform and the determined collision type.

[0058] For example, for all collision types of the first category, when the maximum amplitude of the collision waveform is less than the first amplitude threshold, it is determined to be a first collision level with a collision level value of 0. When the maximum amplitude of the collision waveform is greater than or equal to the first amplitude threshold and less than the second amplitude threshold, it is determined to be a second collision level with a collision level value of 1. When the maximum amplitude of the collision waveform is greater than or equal to the second amplitude threshold and less than the third amplitude threshold, it is determined to be a third collision level with a collision level value of 2. When the maximum amplitude of the collision waveform is greater than the third amplitude threshold, it is determined to be a fourth collision level with a collision level value of 3. Different collision types have different amplitude thresholds, thus the collision level value is determined by comprehensively considering the maximum amplitude of the selected collision waveform and the determined collision type.

[0059] The values ​​in the collision mode intensity table are pre-calibrated. Once the collision mode level value and collision level value are obtained, the corresponding vehicle exterior condition level value can be obtained by looking up the collision mode intensity table.

[0060] In some examples, the external collision status level values ​​include 0, 1, 2, and 3. When the external collision status level value is 0, it represents a minor collision and no restraint system action is required. When the external collision status level value is 1, it represents no damage. When the external collision status level value is 2, it represents low damage. When the external collision status level value is 3, it represents high damage.

[0061] The logic for judging external conditions requires both collision mode and collision intensity for identification; for example, high vehicle speed does not necessarily mean high collision intensity, such as in cases of scraping / spinning / jamming. Additionally, side impacts may have low intensity but still pose a high risk of injury. Therefore, this embodiment can cover various scenarios by combining collision mode and collision intensity.

[0062] In one embodiment, the third parameter is occupant vital signs, the fourth parameter is seat position, and the second state level value is the in-vehicle state level value. Determining the second state level value based on the third and fourth parameters includes: Obtain the occupant's vital sign level value for the corresponding vital sign type; Obtain the seat position level value of the position range to which the seat position belongs; Substitute the occupant vital sign level value and the seat position level value into a pre-calibrated vital sign position table to obtain the corresponding in-vehicle status level value. The vital sign position table includes in-vehicle status level values ​​corresponding to different occupant vital sign level values ​​and different seat position level values.

[0063] like Figure 6 The table shown is a two-dimensional table containing the driving and riding status levels corresponding to different occupant vital sign levels and different seat position levels.

[0064] Occupant vital signs are identified through a Driver Monitoring System (DMS) / Occupant Monitoring System (OMS). In some embodiments, such as Figure 7 As shown, the occupant's vital signs can be divided into the following four types: Child vital signs type 71, corresponding to occupant vital signs level value 0; The 05th percentile personnel have a vital sign type of 72, which corresponds to a crew vital sign level value of 1; The vital sign type of the 50th percentile is 73, corresponding to a crew vital sign level value of 2; The 95th percentile has a physical characteristic type of 74, which corresponds to a crew member physical characteristic level of 3.

[0065] Among them, the physical characteristics of children cover those aged 0 to 10 years. At the same time, all human body sizes are represented from 0 to 100%, sorted from smallest to largest. The 05th percentile represents the coverage of 5% of human body sizes, the 50th percentile represents the coverage of 50% of human body sizes, and the 95th percentile represents the coverage of 95% of human body sizes.

[0066] When making a specific selection, first determine whether the occupant's physical characteristics meet the criteria for a child. If they do, the occupant's physical characteristics level is 0. Otherwise, determine whether the occupant's physical characteristics meet the criteria for the 05th percentile. If they do, the occupant's physical characteristics level is 1. Otherwise, determine whether the occupant's physical characteristics meet the criteria for the 50th percentile. If they do, the occupant's physical characteristics level is 2. Otherwise, determine the corresponding occupant's physical characteristics level is 3.

[0067] On the other hand, seat position sensors identify seat position and divide the position range according to the seat's position in the driving direction. Driver monitoring systems, occupant monitoring systems, and the ECU are used to identify and detect types of human characteristics.

[0068] like Figure 8 The diagram shows the division of seat positions into multiple intervals. The foremost section corresponds to a seat position level value of 1. The middle section corresponds to a seat position level value of 2; The final interval corresponds to a seat position level of 3.

[0069] The values ​​in the vital signs position table are pre-calibrated. After obtaining the occupant's vital signs level value and seat position level value, the corresponding driving and riding status level value can be obtained by looking up the vital signs position table.

[0070] In some examples, the passenger status level values ​​include 0, 1, 2, 3, 4, and 5. When the passenger status is 0, it means the child is in the front passenger seat (in some countries, it is permissible for a child to be in the front passenger seat; the restraint system includes both the driver's restraint system and the front passenger restraint system). When the passenger status level is 1, it means the small child is in the front position; when the passenger status level is 2, it means the small child is in the middle position or the medium-sized child is in the front position; when the passenger status level is 3, it means the small child is in the back position or the medium-sized child is in the middle position; when the passenger status level is 4, it means the medium-sized child is in the back position or the large child is in the middle position; and when the passenger status level is 5, it means the large child is in the back position.

[0071] Then, step S202 is executed to determine the constraint level based on the first state level value and the second state level value.

[0072] Specifically, a two-dimensional table is also used to jointly determine a constraint level. For example... Figure 9 The table shown is a state constraint table 91, an example of the present invention. The state constraint table is pre-calibrated, and the corresponding constraint level is determined based on a first state level value and a second state level value. The first state level value is the vehicle exterior state level value, and the second state level value is the driving / riding state level value. Figure 10 As shown, the external state level value is determined according to the collision mode intensity table 31, the driving and riding state level value is determined according to the vital sign position table 61, and the constraint level is determined according to the state constraint table 91.

[0073] Then, step S203 is executed. The safety constraint system includes a first constraint device and a second constraint device. The constraint level table is searched to find the first dimension constraint level of the first constraint device and the second dimension constraint level of the second constraint device corresponding to the constraint level. The constraint level table includes constraint levels corresponding to different first dimension constraint levels and different second dimension constraint levels.

[0074] Specifically, the safety constraint system includes a first constraint device and a second constraint device. The constraint level is decomposed into two dimensions using a constraint level table. For example... Figure 11 The table shown is a constraint level table 1101, which includes two dimensions, corresponding to multiple first-dimensional constraint levels of the first constraint device and multiple second-dimensional constraint levels of the second constraint device.

[0075] In some embodiments, the state constraint table sets multiple optimal constraint levels from the constraint level table.

[0076] For example, such as Figure 11 As shown, constraint level table 1101 has 0-8 constraint levels. However, only the 7 optimal constraint levels are selected. Figure 9 , Figure 10The state constraint is calibrated in Table 91.

[0077] The first restraint device is an airbag, and the first dimension restraint level indicates the airbag's detonation strength level. The second restraint device is a seat belt, and the second dimension restraint level indicates the seat belt's force limiting level.

[0078] Specifically, the airbag is preferably a bipolar airbag. The bipolar airbag enables switching between "soft" and "hard" states. The airbag's detonation intensity levels include: a first detonation intensity level with no detonation, a second detonation intensity level with soft detonation, and a third detonation intensity level with hard detonation. Soft detonation activates only a single-stage airbag, while hard detonation activates multiple stages of detonation.

[0079] Different ignition intensities have different ignition parameters, which include, but are not limited to: generator size, gas belt volume, and gas belt exhaust port size (release rate).

[0080] The preferred seat belt is a bipolar seat belt, which allows for switching between "high" and "low" force limiting levels. The force limiting levels of the seat belt include: the first force limiting level when there is no force, the second force limiting level when there is a low force limiting level, and the third force limiting level when there is a high force limiting level.

[0081] In addition, the airbag can be switched between "large" and "small" by actively pulling the seat belt.

[0082] Finally, step S204 is executed, controlling the first constraint device to perform the constraint operation corresponding to the first dimension constraint level, and controlling the second constraint device to perform the constraint operation corresponding to the second constraint level.

[0083] Specifically, the first constraint device and the second constraint device are controlled to perform constraint operations of the corresponding dimension constraint level, respectively.

[0084] This embodiment incorporates collision pattern recognition with matching, resulting in higher accuracy and the ability to identify collisions with low waveforms but significant impact, such as those involving a card rollover. Simultaneously, it matches collision patterns, collision intensities, occupant vital signs, and seat positions with constraint levels, adapting to different collision patterns, intensities, occupant vital signs, and seat positions. This ensures occupant safety while effectively preventing additional injuries. Furthermore, the active airbag restraints significantly reduce additional injuries, particularly for forward-positioned passengers, demonstrating high feasibility. Finally, by differentiating collision patterns, it enables intelligent adaptive safety constraints to be applied across various collision scenarios, further reducing additional injuries.

[0085] like Figure 12 The diagram shown is a flowchart of a safety constraint system control method according to a preferred embodiment of the present invention, comprising: Step S1201: Real-time monitoring of in-vehicle driving and riding status, and matching of in-vehicle detonation logic; Step S1202: Real-time monitoring of the vehicle's external conditions to determine if a collision has occurred. If a collision has occurred, proceed to step S1203; otherwise, continue with real-time monitoring of the vehicle's external conditions. Step S1203, input the external detonation logic; Step S1204: Constraint system action logic identification; Step S1205: Detonate the constraint system.

[0086] Steps S1201 and S1202 are executed simultaneously. The in-vehicle detonation logic uses the vital sign location table 61 to determine the occupant status level value, while the external detonation logic uses the collision mode intensity table 31 to determine the external status level value. The in-vehicle detonation logic can continuously output the occupant status level value, while the external detonation logic only performs identification after a collision is detected. The constraint system actuation logic only uses the status constraint table 91 to identify the constraint level when the external detonation logic outputs the external status level value, and then performs the constraint system detonation. Because the occupant status level is continuously identified, the constraint level can be quickly obtained and the constraint operation can be executed as soon as a collision is detected.

[0087] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0088] like Figure 13 The diagram shown is a hardware structure schematic of an electronic device according to the present invention, comprising: At least one processor 1301; and, A memory 1302 is communicatively connected to at least one of the processors 1301; wherein, The memory 1302 stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the safety constraint system control method as described above.

[0089] Figure 13 Take the 1301 processor as an example.

[0090] The electronic device may also include an input device 1303 and a display device 1304.

[0091] The processor 1301, memory 1302, input device 1303 and display device 1304 can be connected by a bus or other means. The figure shows an example of connection by bus.

[0092] The memory 1302, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as the program instructions / modules corresponding to the safety restraint system control method in the embodiments of this application, for example, Figure 1 , Figure 2 The method flow is shown. The processor 1301 executes various functional applications and data processing by running non-volatile software programs, instructions, and modules stored in the memory 1302, thereby realizing the safety constraint system control method in the above embodiments.

[0093] The memory 1302 may include a program storage area and a data storage area. The program storage area may store the operating system and application programs required for at least one function; the data storage area may store data created based on the use of the security restraint system control method. Furthermore, the memory 1302 may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, the memory 1302 may optionally include memory remotely located relative to the processor 1301, and these remote memories may be connected via a network to the apparatus performing the security restraint system control method. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0094] The input device 1303 can receive user clicks and generate signal inputs related to user settings and function control of the safety restraint system control method. The display device 1304 may include a display screen or other display device.

[0095] When one or more modules are stored in the memory 1302, and are run by one or more processors 1301, the safety constraint system control method in any of the above method embodiments is executed.

[0096] This invention determines the constraint level using multiple parameters and then executes corresponding constraint operations based on that level. The invention categorizes constraint operations and determines the constraint level based on multiple parameters, thus adapting to different operating conditions and providing adaptive protection. Furthermore, this invention simultaneously determines multiple state level values ​​based on multiple sets of parameters and determines the constraint level based on these values. Therefore, it can simultaneously determine multiple state level values, thereby accelerating the constraint level determination time and enabling timely execution of constraint operations.

[0097] One embodiment of the present invention provides a storage medium that stores computer instructions, which, when executed by a computer, are used to perform all the steps of the safety constraint system control method described above.

[0098] In the context of this disclosure, a storage medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. The storage medium can be a machine-readable signal medium or a machine-readable storage medium. Optionally, the storage medium can be a non-transitory computer-readable storage medium, such as a ROM, random access memory (RAM), compact disc ROM (CD-ROM), magnetic tape, floppy disk, and optical data storage device.

[0099] One embodiment of the present invention provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the security constraint system control method as described above.

[0100] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A control method for a safety constraint system, characterized in that, include: In response to a collision event, multiple state level values ​​are simultaneously determined based on multiple sets of parameters; The constraint level is determined based on multiple status level values; Control the safety constraint system to execute the constraint operations corresponding to the constraint level.

2. The safety restraint system control method according to claim 1, characterized in that: The method of simultaneously determining multiple state level values ​​based on multiple sets of parameters includes: determining a first state level value based on a first parameter and a second parameter, and simultaneously determining a second state level value based on a third parameter and a fourth parameter; The step of determining the constraint level based on multiple state level values ​​includes: determining the constraint level based on a first state level value and a second state level value.

3. The safety restraint system control method according to claim 2, characterized in that, The first parameter is the collision mode, the second parameter is the collision intensity, and the first state level value is the vehicle exterior state level value. Determining the first state level value based on the first and second parameters includes: Obtain the collision mode level value corresponding to the collision mode at the time of collision; Obtain the collision level value corresponding to the collision intensity; Substituting the collision mode level value and the collision level value into a pre-calibrated collision mode intensity table yields the corresponding vehicle exterior condition level value. The collision mode intensity table includes different collision mode level values ​​and the vehicle exterior condition level values ​​corresponding to different collision level values.

4. The safety restraint system control method according to claim 3, characterized in that, The process of obtaining the collision level value corresponding to the collision intensity includes: Obtain the maximum collision intensity and determine the collision level value to which the maximum collision intensity belongs.

5. The safety restraint system control method according to claim 3, characterized in that, The process of obtaining the collision level value corresponding to the collision intensity includes: Obtain the collision waveform used to represent the collision intensity; Determine the collision type and the collision intensity corresponding to the collision waveform; Determine the collision level value of the collision waveform under the collision type.

6. The safety restraint system control method according to claim 2, characterized in that, The third parameter is the occupant's vital signs, the fourth parameter is the seat position, and the second state level value is the in-vehicle state level value. Determining the second state level value based on the third and fourth parameters includes: Obtain the occupant's vital sign level value for the corresponding vital sign type; Obtain the seat position level value of the position range to which the seat position belongs; Substitute the occupant vital sign level value and the seat position level value into a pre-calibrated vital sign position table to obtain the corresponding in-vehicle status level value. The vital sign position table includes in-vehicle status level values ​​corresponding to different occupant vital sign level values ​​and different seat position level values.

7. The safety restraint system control method according to claim 1, characterized in that, The safety constraint system includes a first constraint device and a second constraint device. Controlling the safety constraint system to execute constraint operations corresponding to the constraint level includes: The constraint level table is used to find the first dimension constraint level of the first constraint device and the second dimension constraint level of the second constraint device corresponding to the constraint level. The constraint level table includes constraint levels corresponding to different first dimension constraint levels and different second dimension constraint levels. The first constraint device is controlled to perform the constraint operation corresponding to the first dimension constraint level, and the second constraint device is controlled to perform the constraint operation corresponding to the second constraint level.

8. An electronic device, characterized in that, include: At least one processor; as well as, A memory communicatively connected to at least one of the processors; wherein, The memory stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the safety constraint system control method as described in any one of claims 1 to 7.

9. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by a computer, are used to perform all the steps of the safety restraint system control method as described in any one of claims 1 to 7.

10. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instruction is executed by the processor, it implements the safety constraint system control method as described in any one of claims 1 to 7.

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