A post-crash safety belt self-unlocking control method and device and a vehicle

Abstract

The application discloses a post-collision safety belt self-unlocking control method and device and a vehicle, wherein the device comprises: a multi-source signal sensing module for collecting multi-dimensional state data; and a safety control module for controlling a directional punching pyrotechnic cutting assembly to perform an emergency cutting action to cut off a safety belt webbing after receiving an effective signal that pre-checking and cross-checking of the multi-dimensional state data are both passed. The application performs strict cross-checking based on the multi-dimensional state data of the vehicle and the occupant collected by the multi-source signal sensing module, and only when the cross-checking result confirms that the collision impact has completely ended and the occupant has a real escape demand, the emergency cutting action is controlled to be performed. The full-closed-loop hierarchical triggering logic effectively improves the timing conflict problem that the occupant loses the restraint protection due to the pre-unlocking at the moment of collision in the related art, and greatly reduces the safety hazards caused by the false alarm of a single sensor or timing disorder.

Description

Technical Field

[0001] This application relates to the field of passive safety technology for motor vehicles, specifically to a method, device, and vehicle for controlling seat belt self-unlocking after a collision. Background Technology

[0002] The manual unlocking seat belt restraint system commonly used in current mass-produced motor vehicles integrates the unlocking and locking mechanisms entirely within the buckle assembly, which is typically fixed to the side of the seat or the vehicle floor. In extreme emergency situations such as frontal collisions, side collisions, rollovers, submersion in water, or overturning, this system suffers from multiple inherent technical defects, making it difficult to meet the safety requirements for occupants to escape in emergency situations. Summary of the Invention

[0003] This application provides a method, device, and vehicle for controlling seatbelt self-unlocking after a collision, in order to solve the above-mentioned technical problems.

[0004] In a first aspect, this application provides a seatbelt self-unlocking control device after a collision, comprising: The directional punching pyrotechnic cut-off assembly is integrated at the webbing exit end of the seat belt retractor; A multi-source signal sensing module is used to collect multi-dimensional state data; The safety control module is electrically connected to the multi-source signal sensing module and the directional punching pyrotechnic cutting assembly, respectively. After receiving a valid signal that the pre-verification and cross-verification of the multi-dimensional status data have both passed, the module controls the directional punching pyrotechnic cutting assembly to perform an emergency cutting action to cut the seat belt webbing.

[0005] In one embodiment of this application, the multi-source signal sensing module includes at least two of the following: The collision signal acquisition submodule is used to acquire vehicle collision data and, when a valid collision is determined based on the vehicle collision data, input a valid collision confirmation signal to the safety control module. The webbing tension detection submodule is used to collect webbing tension data and, based on the webbing tension data, determine when the collision impact has ended and input a collision impact end confirmation signal to the safety control module. The power status detection submodule is used to detect the vehicle power data and, when it is determined that the power status is normal based on the vehicle power data, input a power status normal confirmation signal to the safety control module. The door status acquisition submodule is used to collect door status data and, when it is determined that the door is open validly based on the door status data, input a valid door opening confirmation signal to the safety control module. The occupant presence detection submodule is used to collect seat load data and, when determining that an occupant is present based on the seat load data, input an occupant presence confirmation signal to the safety control module.

[0006] In one embodiment of this application, if the multi-source signal sensing module includes a collision signal acquisition submodule, the collision signal acquisition submodule is configured to determine the vehicle collision level and airbag status based on the vehicle collision data, and to input a valid collision confirmation signal to the safety control module when the vehicle collision level exceeds a preset level and the airbag status is fully deployed.

[0007] In one embodiment of this application, if the multi-source signal sensing module includes a webbing tension detection submodule, the webbing tension detection submodule is configured to determine, based on the webbing tension data, whether the seat belt pretensioning is completed and whether the peak value of the webbing tension has dropped, and to input a collision impact end confirmation signal to the safety control module when the seat belt pretensioning is completed and the peak value of the webbing tension drops.

[0008] In one embodiment of this application, if the multi-source signal sensing module includes a power status detection submodule, the power status detection submodule is configured to determine the high voltage on / off state and the low voltage power supply state based on the vehicle power data, and input a power status normal confirmation signal to the safety control module when the high voltage is completely off and the low voltage power supply is normal. In one embodiment of this application, if the multi-source signal sensing module includes a door status acquisition submodule, the door status acquisition submodule is configured to determine the door opening / closing state and door opening angle based on the door status data, and determine whether the door has completed the action from closing to opening based on the door opening / closing state and door opening angle; and input a valid door opening confirmation signal to the safety control module after the action from closing to opening is completed. In one embodiment of this application, if the multi-source signal sensing module includes an occupant presence detection submodule, the occupant presence detection submodule is configured to determine that the occupant is present when the seat load data exceeds a preset load data, and to input an occupant presence confirmation signal to the safety control module.

[0009] In one embodiment of this application, the multi-source signal sensing module further includes: The manual shielding signal submodule is used to generate a manual shielding signal in response to the occupant's control command for the manual shielding function, so as to shield the emergency cut-off function through the manual shielding signal; when the manual shielding signal submodule does not receive a control command for the manual shielding function, it inputs a manual shielding inactive signal to the safety control module.

[0010] In one embodiment of this application, it further includes: A seatbelt base component for performing a manual unlocking operation, wherein the mechanical transmission path of the manual unlocking operation is physically independent of the directional punching pyrotechnic cut-off assembly; and / or A full-process safety redundancy module is used to shield the emergency shutdown action when a system failure is detected.

[0011] In one embodiment of this application, the end-to-end security redundancy module includes at least one of the following: The self-test fault shielding submodule is used to shield the emergency cut-off action when the system self-test is abnormal; The timeout return-to-standby submodule is used to return to standby state after the pre-verification exceeds a set time. The occupant-in-place shielding submodule is used to shield emergency shutdown actions when there are no occupants in the seat; The Manual Unlock Priority submodule is used to give manual unlock operations the highest priority.

[0012] Secondly, this application provides a method for controlling the self-unlocking of a seatbelt after a collision, comprising: Obtain multi-dimensional status data; After receiving a valid signal that the pre-verification and cross-verification of the multi-dimensional status data have both passed, the directional punching pyrotechnic cutting assembly is controlled to perform an emergency cutting action to cut the seat belt webbing.

[0013] Thirdly, this application provides a vehicle, wherein the motor vehicle includes the aforementioned seat belt self-unlocking device after a collision.

[0014] The beneficial effects of this application are as follows: This application discloses a seatbelt self-unlocking control device after a collision. This device performs rigorous cross-verification based on multi-dimensional state data of the vehicle and occupants collected by a multi-source signal sensing module. The emergency cut-off action is only executed when the cross-verification confirms that the collision impact has completely ended and the occupants have a genuine need to escape. This fully closed-loop, hierarchical triggering logic effectively improves the timing conflict problem in related technologies where premature unlocking at the moment of collision leads to loss of occupant restraint protection, and greatly reduces the safety hazards caused by false alarms from a single sensor or timing errors.

[0015] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0017] In the attached diagram: Figure 1 This is a schematic block diagram of a seatbelt self-unlocking device after a collision, according to an embodiment of this application. Figure 2 This is a schematic block diagram of a multi-source signal sensing module according to an embodiment of this application; Figure 3 This is a schematic diagram of a full-process security redundancy module according to an embodiment of this application; Figure 4 This is a flowchart illustrating a method for controlling the self-unlocking of a seatbelt after a collision, according to an embodiment of this application. Detailed Implementation

[0018] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0019] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the shape, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0020] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0021] In the field of passive safety for motor vehicles, extreme collision conditions (such as frontal offset collisions, side pole impacts, high-speed rollovers, or submersion in water) often lead to severe crumple and deformation of the vehicle body structure. In related technologies, conventional seatbelt unlocking mechanisms are entirely integrated into the buckle on the side of the seat. When the vehicle floor or seat frame is compressed and deformed, the mechanical transmission path inside the buckle is highly susceptible to physical jamming. Furthermore, at the moment of impact, the seatbelt pretensioner triggers, tightening the webbing to an extremely high tension (typically thousands of Newtons). Under the combined effect of this high tension and mechanical deformation, neither manual pressing by the occupant nor the electromagnetically driven unlocking mechanism added in related technologies can overcome the mechanical clamping force of the pawl, directly resulting in the occupant being trapped. Simultaneously, some related technologies use a single collision signal to directly trigger unlocking, lacking judgment on whether the physical process of the collision has ended. This makes it highly likely that unlocking will occur prematurely at the moment of impact or during a rollover, causing the occupant to lose restraint and suffer secondary injuries.

[0022] Based on the discovery and analysis of the above-mentioned technical problems, the concept of this application is to break through the traditional thinking of unlocking at the buckle and transfer the emergency unlocking actuator from the buckle area, which is easily deformed by compression, to the seat belt retractor area, which has a higher degree of protection; at the same time, it abandons the blindness of single signal triggering and constructs a set of rigorous timing control logic based on cross-verification of multi-source signals to ensure that the emergency cut-off action with a completely independent physical path can only be executed when the collision impact has completely ended, the environment is safe, and the occupants have the need to escape.

[0023] Please see Figure 1 , Figure 1 This is a schematic block diagram of a post-collision seatbelt self-unlocking device according to an embodiment of this application. The post-collision seatbelt self-unlocking device mainly includes a directional punching smoke and fire cut-off assembly 110, a multi-source signal sensing module 120, and a safety control module 130. Specifically, the directional punching pyrotechnic cutter assembly 110 is integrated at the webbing exit end of the seatbelt retractor. In conventional vehicle structural designs, seatbelt retractors are typically installed inside the B-pillar or above the high-strength frame of the seat back. These areas constitute high-strength safety compartments in vehicle collisions, with structural rigidity far exceeding that of the vehicle's floor, making them extremely unlikely to be deformed by compression. By placing the directional punching pyrotechnic cutter assembly 110 here, the risk of mechanical jamming due to collision deformation is physically avoided.

[0024] The multi-source signal sensing module 120 is configured to collect multi-dimensional state data.

[0025] The safety control module 130 is electrically connected to the multi-source signal sensing module 120 and the directional impact-cutting pyrotechnics cutoff assembly 110. The safety control module 130 is configured to, upon receiving a valid signal indicating that both pre-verification and cross-verification of multi-dimensional state data have passed, control the directional impact-cutting pyrotechnics cutoff assembly 110 to execute an emergency cutoff action to cut the seatbelt webbing. Through cross-verification of multi-source signals, the system can accurately identify the vehicle's dynamic physical processes and the occupants' true intentions, avoiding premature unlocking or false triggering caused by a single false alarm.

[0026] In one embodiment, the safety control module uses the independent functional safety channel of the original vehicle airbag controller (ACU).

[0027] In one embodiment, the internal mechanical structure of the directional punching pyrotechnic cutting assembly 110 incorporates a deep design to prevent secondary injury. Open cutters in related technologies generate a large amount of high-temperature, high-pressure gas at the moment of detonation, and the metal blades easily produce metal fragments when cutting high-strength webbing at high speed. If these substances leak into the occupant compartment, they will cause serious secondary injury to the occupants. To overcome this deficiency, the directional punching pyrotechnic cutting assembly 110 of this embodiment is internally equipped with a fully enclosed metal protective chamber, a miniature pyrotechnic gas generator, a directional punching moving blade, a fixed fixed blade mold, and a stroke limit locking block.

[0028] The fully enclosed metal protective chamber is integrally formed from high-strength alloy materials (such as 7075 aerospace aluminum alloy or ultra-high-strength steel), with pre-drilled limiting holes at both ends for the seat belt webbing to pass through. Under normal conditions, the seat belt webbing passes straight through the chamber without affecting the original vehicle's seat belt's regular retraction, extension, and emergency locking functions. The miniature pyrotechnic gas generator is equipped with dual independent ignition pins to enhance the ignition circuit's anti-interference capability and reliability.

[0029] The directional cutting blade is rigidly connected to the push rod of the miniature pyrotechnic gas generator. The fixed die is fixed on the opposite side of the fully enclosed metal protective chamber and matches the cutting edge of the directional cutting blade to form a closed shear pair. When a trigger command is received, the miniature pyrotechnic gas generator instantly ignites and produces gas. The high-pressure gas pushes the directional cutting blade to move in a straight line at high speed along a preset guide rail, instantly forming a closed shear pair with the fixed die. Utilizing the enormous shear stress, the seat belt webbing is cut 100% in a single operation within a very short time (usually less than 10 milliseconds).

[0030] More importantly, the travel limit locking block is fixed inside the fully enclosed metal protective chamber and is configured to rigidly lock after the directional cutting blade completes its cutting action. Specifically, the travel limit locking block can employ a mechanical barb, a one-way ratchet, or a self-locking wedge structure. When the miniature pyrotechnic gas generator ignites and generates gas to drive the directional cutting blade to cut the webbing at high speed, the travel limit locking block rigidly locks the blade. This structural design completely seals all explosion products, metal fragments, and kinetic energy within the fully enclosed metal protective chamber, essentially preventing secondary physical injuries to the occupants caused by high-speed moving parts penetrating the casing or high-temperature gas leaks, thus improving the safety of the actuator's operation.

[0031] As a specific implementation method, the miniature pyrotechnic gas generator uses the same specification gas generator as the vehicle's seatbelt pretensioner. In the development of automotive passive safety components, the introduction of new pyrotechnic devices requires a lengthy and costly verification cycle. The miniature gas generator used in the original vehicle's seatbelt pretensioner is already a mature device that has undergone mass production verification and meets stringent automotive functional safety standards. By reusing the same specification gas generator, the directional punching pyrotechnic cut-off assembly 110 can directly inherit its excellent ignition reliability and extremely short response time (typically pressure build-up within 2 milliseconds), while perfectly compatible with the existing vehicle's electrical architecture and mass production supply chain, reducing development and adaptation costs.

[0032] Please see Figure 2 , Figure 2 This is a schematic block diagram of a multi-source signal sensing module according to an embodiment of this application. Figure 2 As shown, the multi-source signal sensing module includes at least two of the following: The collision signal acquisition submodule 210 is used to acquire vehicle collision data and, when a valid collision is determined based on the vehicle collision data, input a valid collision confirmation signal to the safety control module. The webbing tension detection submodule 220 is used to collect webbing tension data and, based on the webbing tension data, to determine when the collision impact ends and input a collision impact end confirmation signal to the safety control module. The power status detection submodule 230 is used to detect the vehicle power data and, when it is determined that the power status is normal based on the vehicle power data, inputs a power status normal confirmation signal to the safety control module. The door status acquisition submodule 240 is used to acquire door status data and, when it is determined that the door is open validly based on the door status data, input a valid door opening confirmation signal to the safety control module. The occupant presence detection submodule 250 is used to collect seat load data and, when determining that the occupant is in place based on the seat load data, input an occupant presence confirmation signal to the safety control module.

[0033] Each sub-module of the multi-source signal sensing module can be electrically connected to the safety control module 130 via the vehicle's CAN bus, CAN FD bus, or vehicle Ethernet.

[0034] This application's multi-source signal sensing module constructs a five-dimensional sensing matrix encompassing collision signals, webbing tension, power status, door status, and occupant presence. In particular, the webbing tension detection submodule collects webbing tension data, transforming the abstract impact of a collision into a concrete, quantifiable physical and mechanical indicator, providing direct mechanical evidence for the safety control module. Combined with the door status acquisition submodule's precise identification of the intention to open a specific seat door, independent and precise control of seatbelt cutting is achieved, reducing false cuts in complex multi-occupant escape scenarios.

[0035] This application collects data from five orthogonal dimensions—physical impact, constraint state, electrical environment, escape plan, and occupant status—by acquiring valid collision confirmation signals, collision impact end confirmation signals, normal power status confirmation signals, valid door opening confirmation signals, and occupant presence confirmation signals. This provides a solid, comprehensive, and multi-dimensional pre-verification and cross-verification data foundation for the safety control module, and solves the safety hazards caused by false alarms from a single sensor or timing errors.

[0036] In one embodiment, when the multi-source signal sensing module includes a collision signal acquisition submodule, the collision signal acquisition submodule is configured to determine the vehicle collision level and airbag status based on vehicle collision data, and to input a valid collision confirmation signal to the safety control module when the vehicle collision level exceeds a preset level and the airbag status is fully deployed.

[0037] In one embodiment, the collision signal acquisition submodule 210 is integrated into the vehicle's airbag electronic control unit. The preset level can be level 3.

[0038] If the collision signal acquisition submodule is an independent external component, it can easily lead to a misalignment between the system's action timing and the original vehicle's airbag deployment timing. If the seatbelt is prematurely cut before the airbag has fully deployed, the occupant will impact the inflating airbag at an extremely high relative speed. By deeply integrating it into the airbag electronic control unit, the collision signal acquisition module can directly read the underlying state data of the airbag ignition circuit, ensuring that the emergency cut-off action is strictly locked in time after the airbag has completed its full protective mission, thus preventing timing conflicts.

[0039] In one embodiment, the webbing tension detection submodule is arranged at the fixed end or buckle mounting position of the seat belt retractor. The webbing tension detection submodule is configured to determine whether the seat belt pretensioning is completed and whether the peak value of the webbing tension has dropped based on the webbing tension data, and to input a collision impact end confirmation signal to the safety control module when the seat belt pretensioning is completed and the peak value of the webbing tension drops.

[0040] The webbing tension detection submodule 220 is located at the fixed end or buckle mounting position of the seatbelt retractor. In complex conditions such as continuous vehicle rollovers or multiple impacts, the fixed time delay often fails. The webbing tension detection submodule 220 (e.g., a high-precision strain gauge or load sensor) can monitor the dynamic changes in webbing tension in real time. When a collision occurs and the pretensioner engages, the tension rapidly rises to its peak value; only after the vehicle's kinetic energy is completely dissipated and the occupant's body rebounds and comes to a stop will the webbing tension significantly drop from its peak. This feature transforms the abstract concept of the end of a collision impact into a concrete, quantifiable physical and mechanical indicator, improving the accuracy of impact termination determination under complex conditions.

[0041] In one embodiment, the power status acquisition submodule is integrated into the original vehicle controller and battery management system, and can acquire data on the on / off status of the vehicle's high-voltage system and the power supply status of the 12V low-voltage battery. The power status detection submodule is configured to determine the high-voltage on / off status and low-voltage power supply status based on the vehicle's power data, and input a power status normal confirmation signal to the safety control module when the high-voltage power is completely off and the low-voltage power supply is normal.

[0042] In one embodiment, the door status acquisition submodule is arranged in the door lock and door collision sensor on the corresponding seat side, and is used to input a valid door opening signal from closed to open after a collision to the safety control module through a signal with front and rear row identification prefixes.

[0043] The door status acquisition submodule 240 is located within the door lock and door contact sensors on the corresponding seat side, with the front seats corresponding to the front door on the same side and the rear seats corresponding to the rear door on the same side. It can collect door opening and closing status and opening angle data. Based on the door status data, it determines the door opening and closing status and door opening angle, and determines whether the door has completed the opening action from closing to opening based on the door opening and closing status and door opening angle. After the opening and closing action is completed, it inputs a valid door opening confirmation signal to the safety control module to accurately determine the escape needs of occupants or rescuers. If the system adopts a global unlocking strategy, once a door is opened, the seat belts of all seats in the vehicle are simultaneously cut, which is extremely dangerous for occupants whose doors are severely deformed and cannot be opened and who are still in a dangerous environment. By using signals with front and rear row identification prefixes (e.g., "DoorFL Open" indicates that the left front door is open), the safety control module 130 can accurately identify which occupant has an escape route, thereby achieving independent and precise control.

[0044] In one embodiment, the occupant presence detection submodule is a pressure sensor arranged in the seat cushion. The occupant presence detection submodule is configured to determine that the occupant is present when the seat load data exceeds the preset load data, and to input an occupant presence confirmation signal to the safety control module.

[0045] When a seat is unoccupied, the system automatically disables the emergency cut-off function for that seat. Indiscriminately detonating all directional impact-cutting pyrotechnic assemblies after a collision would not only result in significant resource waste but also increase smoke concentration inside the vehicle. By using pressure sensors to monitor the weight distribution on the seat surface in real time, the system achieves intelligent, on-demand cut-off, saving on post-accident repair costs.

[0046] In one embodiment, the multi-source signal sensing module further includes: a manual shielding signal submodule, used to generate a manual shielding signal in response to the occupant's control command for the manual shielding function, so as to shield the emergency cut-off function through the manual shielding signal; when the manual shielding signal submodule does not receive a control command for the manual shielding function, it inputs a manual shielding inactive signal to the safety control module.

[0047] In this application, pre-verification refers to the process by which the safety control module, after receiving signals from the multi-source signal sensing module, determines whether each signal falls within a preset valid state threshold range. This includes: a confirmation signal from the collision signal acquisition submodule confirming a level 3 or higher effective collision and complete airbag deployment; a confirmation signal from the webbing tension detection submodule confirming pre-tensioning completion and peak tension drop; a confirmation signal from the power status acquisition submodule confirming high voltage complete de-energization and normal low voltage power supply; a valid door opening signal from the door status acquisition submodule indicating a switch from closed to open; a confirmation signal from the occupant presence detection submodule confirming occupant presence; and an inactive manual shielding signal from the manual shielding signal submodule. Pre-verification is essentially a threshold comparison. It assumes all sensors are functioning correctly and the signals are reliable. If each signal value meets the preset conditions, the system is deemed logically capable of triggering an emergency shutdown. However, pre-verification cannot identify situations where multiple signals simultaneously falsely meet a common cause fault. Common cause faults include, but are not limited to, short circuits in the shared power supply, communication bus contamination, environmental stress intrusion, or global software errors. Therefore, pre-verification is only a necessary condition for triggering emergency shutdown.

[0048] Cross-validation is a physical consistency and signal independence verification process performed by the safety control module after the pre-validation is passed, used to eliminate common-cause failures. Specifically, the safety control module is configured to automatically select at least two or three sensors with the greatest physical differences and independent signal paths from multiple signals that have passed the pre-validation as cross-validation sources. These sensors include, but are not limited to, collision acceleration sensors, door mechanical switch sensors, and webbing tension sensors. The cross-validation module verifies whether the events reported by the selected sensors constitute a real and coherent post-collision escape process in terms of temporal sequence and physical causality. For example, the collision signal must occur earlier than the door opening signal, and the webbing tension signal must show a complete waveform of pretensioner activation - tension peak - tension drop, and not all selected signals are allowed to jump to the valid value at the same time. The core purpose of cross-validation is to break the single-failure model: even if the pre-validation shows that all five signals meet the preset thresholds, if these signals cannot be mutually verified by at least two independent dimensions (e.g., two signals from different sources are true simultaneously and their timing relationship conforms to physical logic), the safety control module determines that the cross-validation fails and refuses to output the trigger command. Only when the cross-validation passes can it be confirmed that the current satisfactory state is not fabricated by any common-cause failure (including common power supply short circuit, bus contamination, environmental stress, or global software error), thereby meeting the mandatory requirements of ASIL B level for automotive functional safety to prevent single-point failures and common-cause failures.

[0049] In one scenario, such as a severe side impact causing the B-pillar to deeply intrude into the passenger compartment, or damage to the chassis battery pack leading to thermal runaway and fire, occupants often lose their ability to escape due to severe injuries and unconsciousness, or the doors becoming completely jammed. In this situation, simply cutting the seatbelt will not save lives. Therefore, in a preferred embodiment, the multi-source signal sensing module 120 further includes a smoke sensor and a B-pillar deformation sensor.

[0050] The safety control module 130 is configured to send vehicle collision information to the in-vehicle communication system (such as a T-Box) to automatically call emergency rescue services (eCall) upon receiving a fire signal from the smoke sensor or a severe deformation signal from the B-pillar deformation sensor, and to upload the vehicle's location and status data. Simultaneously, it will trigger the vehicle's central controller to cut off high-voltage power and control the windows to lower. When the B-pillar deformation exceeds a preset safety threshold (e.g., deformation greater than 15mm) or the smoke concentration inside the vehicle exceeds the standard, the vehicle is determined to be in a life-threatening extreme condition. Lowering the windows opens a life-saving passage for external rescue personnel; simultaneously cutting off high-voltage power protects the safety of rescue personnel.

[0051] In one embodiment, the post-collision seatbelt self-unlocking device further includes: a seatbelt base component and / or a full-process safety redundancy module, wherein the seatbelt base component is used to perform a manual unlocking operation, and the mechanical transmission path when the manual unlocking operation is performed is physically independent of the directional punching pyrotechnics cut-off assembly; and the full-process safety redundancy module is connected to the safety control module and is used to shield the emergency cut-off action when a system failure is detected.

[0052] Specifically, the seatbelt base component 140 includes a manual unlocking mechanism, the mechanical transmission path of which is physically independent of the directional punching pyrotechnic cut-off assembly 110. The emergency cut-off device of this application and the original vehicle's mechanical unlocking device are two completely parallel paths. Regardless of whether the vehicle's electrical system fails, the original vehicle's mechanical unlocking function remains effective, constituting the absolute bottom line of passive safety. The full-process safety redundancy module 150 is connected to the safety control module 130 and is configured to disable the emergency cut-off action when a system fault is detected, thereby preventing unexpected malfunctions in the system under fault conditions.

[0053] In some embodiments, the seatbelt base assembly retains all the original safety structures of the original vehicle seatbelt, including a retractor with emergency locking and pretensioning functions, high-strength webbing, a buckle assembly, and a manual unlocking mechanism. The manual unlocking mechanism includes a manual unlock button, configured to unlock normally regardless of whether the system is in a self-test, standby, pending trigger, or fault state. Because the manual unlocking mechanism and the directional punching pyrotechnic cutter assembly located at the retractor end are physically far apart and have no mechanical coupling, the mechanical unlocking path has the absolute highest priority and is unaffected by any electronic system failure.

[0054] Please see Figure 3 , Figure 3 This is a schematic block diagram of a full-process security redundancy module according to an embodiment of this application. Figure 3 The full-process safety redundancy module includes at least one of the following: self-test fault shielding submodule 310, timeout return to standby submodule 320, occupant in-position shielding submodule 330, and manual unlock priority submodule 340. The self-test fault shielding submodule 310 is used to shield the emergency shutdown function when the system self-test is abnormal. During system power-on self-test or operation, it monitors its own health status in real time. Once any abnormality is detected in any critical component or signal link, the emergency shutdown function is immediately and permanently disabled, and a fault alarm signal is sent to the instruments. By disabling the emergency shutdown function, any shutdown action can be prevented when the system is unreliable, avoiding false triggering or non-triggering due to faults.

[0055] The timeout-back-to-standby submodule 320 is used to return to standby mode after the pre-verification exceeds a set time. After the system enters the trigger-ready state (all pre-conditions are met, waiting only for a valid door opening signal), a timer window (e.g., 30 seconds) is initiated. If no valid door opening signal is received within this timer window, the system automatically returns from the trigger-ready state to standby mode. This prevents the system from being permanently stuck in the trigger-ready state, ensuring the system can return to a known safe state (standby), and avoids triggering a cutoff when there is no need to escape from a difficult situation.

[0056] The occupant presence shielding submodule 330 is used to shield the cut-off function of the corresponding seat when there is no occupant. Based on the signal from the occupant presence detection submodule, it automatically shields the emergency cut-off function for seats without occupants. The emergency cut-off function of the seat is only enabled when it is confirmed that there is a real occupant in the seat. The occupant presence shielding submodule can avoid performing invalid emergency cut-off on unoccupied seats and also avoid false triggering caused by heavy objects accidentally activating the pressure sensor.

[0057] The manual unlock priority submodule 340 ensures that manual unlocking operations have the highest priority. This submodule guarantees that, in any system state (self-test, standby, pending trigger, fault, pending execution), when an occupant presses the manual unlock button, the mechanical unlocking path is independent of the electronic control system, prioritizing seatbelt unlocking and unaffected by any electronic commands or malfunctions. Even if the entire electronic system fails or is in the process of disconnecting, the occupant can still unfasten the seatbelt mechanically. This represents the highest level of fail-safe design.

[0058] The above four sub-modules constitute a full lifecycle failure safety protection network, which can realize failure safety protection throughout the process. When the system detects any fault, it immediately disables the emergency cut-off function, fully retains the original vehicle's basic safety functions of the seat belt, and reduces the risk of false triggering.

[0059] Based on the above solution, this application can completely solve the problem of buckle deformation and jamming after a vehicle collision, making it difficult for occupants to access the unlock button. It fundamentally avoids the fatal safety loophole of existing emergency unlocking solutions that unlock prematurely during a collision, causing occupants to lose restraint protection. Through multi-dimensional, fully closed-loop cross-verification logic, it reduces the risk of false triggering by a single signal and fully complies with national mandatory standards. It adopts automotive-grade mature pyrotechnic devices and a fully enclosed directional punching structure, eliminating the risk of secondary injuries from high-temperature debris splashing or flying parts. At the same time, it is fully compatible with the existing vehicle electrical architecture and mass production supply chain, and can directly replace the seat belt retractor of existing models without modifying the vehicle body structure and electrical wiring. The development and adaptation costs for OEMs are low and the implementation cycle is short. It retains the absolute priority of the original vehicle's manual unlocking throughout the process and sets up full-process failure safety protection. In the event of system failure, it does not affect the original basic safety function of the seat belt and will not bring any additional safety risks. This invention not only provides a highly reliable solution for emergency occupant escape after a collision, significantly improving the probability of occupant survival under extreme conditions, but also can be adapted to the front and rear seats of various vehicle types, including fuel vehicles, new energy vehicles, and commercial vehicles, enriching the application scenarios of passive safety in motor vehicles and filling a technological gap in the industry.

[0060] Please see Figure 4 , Figure 4 This is a schematic flowchart illustrating a seatbelt self-unlocking control method following a collision, according to an embodiment of this application. Figure 4 In China, the methods for controlling seatbelt self-unlocking after a collision include: Step S410: Obtain multi-dimensional state data; Step S420: After receiving a valid signal that the pre-verification and cross-verification of the multi-dimensional status data have both passed, control the directional punching pyrotechnic cutting assembly to perform an emergency cutting action to cut the seat belt webbing.

[0061] The above-described post-collision seatbelt self-unlocking control method is applied to the post-collision seatbelt self-unlocking control device in some of the aforementioned embodiments.

[0062] The working logic of the post-collision seatbelt self-unlocking control method of this application is explained in detail below: After the system is powered on, the safety control module first performs a full-circuit self-test to check whether the directional punching pyrotechnic cut-off assembly, the continuity of the dual ignition circuit, and the multi-source signal sensing module are normal.

[0063] If the self-test is abnormal: the safety control module immediately sends a fault signal to the instrument panel, illuminates the red system fault warning light, and permanently disables the emergency cut-off function through the self-test fault shielding submodule, only retaining all the basic safety functions of the original vehicle seat belt (retraction, locking, and manual unlocking), and the system does not enter any subsequent collision verification process.

[0064] If the self-test is normal and there is no collision: the system enters normal standby mode, the emergency cut-off function is completely disabled, the seat belt experience is completely consistent with the original vehicle, and no cut-off action is performed.

[0065] When a vehicle collision occurs, the collision signal acquisition submodule transmits the collision data to the safety control module. The safety control module then determines the collision level based on vehicle collision severity standards. If the collision is not a level 3 or higher effective collision, or the airbags do not fully deploy: it is determined to be an ineffective trigger, and the system immediately returns to standby mode without performing any cut-off action.

[0066] If the collision is determined to be a level 3 or higher effective collision and the airbags are fully deployed: the system enters the collision impact termination verification phase.

[0067] During the collision impact end verification phase, the safety control module receives real-time tension data from the webbing tension detection submodule and, based on the statutory safety belt pretensioner working characteristic standards, determines whether the pretensioning action is completed and whether the peak webbing tension has fallen below the safety threshold. If the impact has not ended (the peak tension has not dropped): the system continues to perform cyclic verification; if the verification times out, it returns to standby mode and does not perform the cut-off.

[0068] If the impact is completely over: the system enters the power status verification phase.

[0069] During the power status verification process, the safety control module receives vehicle power data from the power status detection submodule: If the vehicle's high voltage is not completely de-energized, or if the 12V low voltage power supply is abnormal: the system will immediately return to standby mode and will not perform any disconnection action.

[0070] If the power supply is normal: the system enters the standby state, waiting for the extrication requirement to be verified.

[0071] In the pending state, the safety control module receives door status data from the door status acquisition submodule. It distinguishes the doors corresponding to the front and rear seats by using identification signals with the prefix "1-front row / 2-rear row" to determine whether it is a valid door opening signal after a collision (the final judgment logic depends on the vehicle's own judgment logic, such as the door switching from closed to open). If the corresponding door is not opened or no valid signal is received: the system continues to wait; if no valid signal is received within 30 seconds, the standby submodule will automatically return the system to standby mode and will not perform a cut-off.

[0072] If a valid door opening signal is received: the system enters the final cross-validation stage.

[0073] In the final cross-verification phase, the safety control module simultaneously verifies the occupant presence signal and the manual shielding signal: If no occupant is in the seat: The occupant-in-seat shielding submodule automatically disables the emergency cut-off function of the corresponding seat, and the system immediately returns to standby mode without performing any cut-off action.

[0074] If the occupant activates the manual signal blocking submodule: Upon receiving the manual blocking command, the safety control module immediately and permanently blocks the emergency cut-off function of the corresponding seat, retaining only the original manual unlocking function. The instrument panel will simultaneously illuminate the yellow function off indicator light, and the system will not perform the cut-off operation.

[0075] If the occupants are in position and manual shielding is not activated: the safety control module completes a full closed-loop, multi-dimensional cross-verification—ensuring that all prerequisites (valid collision, impact complete, power supply normal, valid door open, occupants in position, no manual shielding) are met, and at least two sets of independent dimensional signals pass cross-verification (a single signal will never trigger the cut-off action). After successful verification, the safety control module simultaneously sends an ignition trigger command to the directional impact pyrotechnic cut-off assembly via dual independent control channels.

[0076] Execution phase: After receiving the dual-path trigger command, the directional punching pyrotechnic cutter assembly ignites and generates gas in a very short time, pushing the directional punching blade to move linearly along the preset guide rail. It then completes the closed shearing with the fixed blade mold in the fully enclosed metal protective chamber, cutting the seat belt webbing in one go, completing the emergency unlocking, and allowing the occupants to escape smoothly.

[0077] Manual unlocking with absolute priority: Regardless of the system's state, such as self-test, standby, waiting to be triggered, fault, or waiting to be executed, when the occupant presses the manual unlocking button, the seat belt can be unlocked normally because its mechanical unlocking path is completely physically independent of the emergency cut-off system, without being interfered with or affected by any system action.

[0078] Single signal false alarm protection: When the system receives a false alarm from a single sensor or an abnormal signal in a single dimension, the safety control module's built-in cross-validation rules determine it as an invalid trigger. The cutoff action will only be triggered when at least two sets of independent dimension signals pass cross-validation and all preconditions are met. A single signal will never trigger the cutoff action; the system will return to standby mode, ensuring absolute safety.

[0079] 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 this application.

[0080] It should be noted that the post-collision seatbelt self-unlocking control method and the post-collision seatbelt self-unlocking control device provided in the above embodiments belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the post-collision seatbelt self-unlocking control method provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0081] In response to the unique electrical architecture of new energy vehicles, one embodiment involves linking the battery management system during the step of verifying whether the high-voltage power supply to the vehicle is de-energized and whether the low-voltage power supply is normal. When a high-voltage interlock disconnection signal is received from the battery management system, it is confirmed that the high-voltage system has been safely disconnected; if no high-voltage interlock disconnection signal is received or a battery short circuit is detected, the emergency disconnection process is forcibly interrupted and the system returns to standby mode.

[0082] This application also provides a motor vehicle. This motor vehicle includes a post-collision seatbelt self-unlocking device system according to any of the above embodiments. The motor vehicle covers various vehicle types, including gasoline-powered passenger vehicles, new energy passenger vehicles, and commercial vehicles. By deeply integrating this system into its passive safety architecture, the vehicle can accurately identify the end of the collision impact and the occupants' intention to escape in extreme emergency conditions through a multi-source signal sensing module, and instantly cut the webbing using a physically independent directional impact pyrotechnic cutting assembly, significantly improving the occupant survival probability under extreme conditions.

[0083] Embodiments of this application also provide an electronic device, including: one or more processors; and a memory for storing one or more programs, which, when executed by one or more processors, cause the memory to implement the post-collision seatbelt self-unlocking control method described in the above embodiments.

[0084] Embodiments of this application also provide one or more machine-readable media having instructions stored thereon that, when executed by one or more processors, cause the processors to perform the post-collision seatbelt self-unlocking control method described in the above embodiments.

[0085] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in the flowchart or block diagram may represent a module, program segment, or portion of code, which contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, or they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block or combination of blocks in the block diagram or flowchart may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0086] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0087] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a computer's processor, causes the computer to perform the aforementioned post-collision seatbelt self-unlocking control method. This computer-readable storage medium may be included in the memory described in the above embodiments, or it may exist independently and not incorporated into that memory.

[0088] Another aspect of this application provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the post-collision seatbelt self-unlocking control method provided in the various embodiments described above.

[0089] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A seatbelt self-unlocking control device after a collision, characterized in that, include: The directional punching pyrotechnic cut-off assembly is integrated at the webbing exit end of the seat belt retractor; A multi-source signal sensing module is used to collect multi-dimensional state data; The safety control module is electrically connected to the multi-source signal sensing module and the directional punching pyrotechnic cutting assembly, respectively. After receiving a valid signal that the pre-verification and cross-verification of the multi-dimensional status data have both passed, the module controls the directional punching pyrotechnic cutting assembly to perform an emergency cutting action to cut the seat belt webbing.

2. The seatbelt self-unlocking control device after a collision according to claim 1, characterized in that, The multi-source signal sensing module includes at least two of the following: The collision signal acquisition submodule is used to acquire vehicle collision data and, when a valid collision is determined based on the vehicle collision data, input a valid collision confirmation signal to the safety control module. The webbing tension detection submodule is used to collect webbing tension data and, based on the webbing tension data, determine when the collision impact has ended and input a collision impact end confirmation signal to the safety control module. The power status detection submodule is used to detect the vehicle power data and, when it is determined that the power status is normal based on the vehicle power data, input a power status normal confirmation signal to the safety control module. The door status acquisition submodule is used to collect door status data and, when it is determined that the door is open validly based on the door status data, input a valid door opening confirmation signal to the safety control module. The occupant presence detection submodule is used to collect seat load data and, when determining that an occupant is present based on the seat load data, input an occupant presence confirmation signal to the safety control module.

3. The seatbelt self-unlocking control device after a collision according to claim 2, characterized in that, If the multi-source signal sensing module includes a collision signal acquisition submodule, the collision signal acquisition submodule is configured to determine the vehicle collision level and airbag status based on the vehicle collision data, and to input a valid collision confirmation signal to the safety control module when the vehicle collision level exceeds a preset level and the airbag status is fully deployed.

4. The seatbelt self-unlocking control device after a collision according to claim 2, characterized in that, If the multi-source signal sensing module includes a webbing tension detection submodule, the webbing tension detection submodule is configured to determine, based on the webbing tension data, whether the seat belt pretensioning is completed and whether the peak value of the webbing tension has dropped, and to input a collision impact end confirmation signal to the safety control module when the seat belt pretensioning is completed and the peak value of the webbing tension drops.

5. The seatbelt self-unlocking control device after a collision according to claim 2, characterized in that, If the multi-source signal sensing module includes a power status detection submodule, the power status detection submodule is configured to determine the high-voltage on / off state and the low-voltage power supply state based on the vehicle power data, and to input a power status normal confirmation signal to the safety control module when the high voltage is completely de-energized and the low-voltage power supply is normal.

6. The seatbelt self-unlocking control device after a collision according to claim 2, characterized in that, The multi-source signal sensing module includes a door status acquisition submodule, which is configured to determine the door opening / closing status and door opening angle based on the door status data, and determine whether the door has completed the action from closing to opening based on the door opening / closing status and door opening angle; and input a valid door opening confirmation signal to the safety control module after the action from closing to opening is completed.

7. The seatbelt self-unlocking control device after a collision according to claim 2, characterized in that, The multi-source signal sensing module includes an occupant presence detection submodule, which is configured to determine that an occupant is present when the seat load data exceeds a preset load data, and to input an occupant presence confirmation signal to the safety control module.

8. The seatbelt self-unlocking control device after a collision according to claim 2, characterized in that, The multi-source signal sensing module also includes: The manual shielding signal submodule is used to generate a manual shielding signal in response to the occupant's control command for the manual shielding function, so as to shield the emergency cut-off function through the manual shielding signal; when the manual shielding signal submodule does not receive a control command for the manual shielding function, it inputs a manual shielding inactive signal to the safety control module.

9. The seatbelt self-unlocking control device after a collision according to claim 1, characterized in that, Also includes: A seatbelt base component for performing a manual unlocking operation, wherein the mechanical transmission path of the manual unlocking operation is physically independent of the directional punching pyrotechnic cut-off assembly; and / or A full-process safety redundancy module is used to shield the emergency shutdown action when a system failure is detected.

10. The seatbelt self-unlocking control device after a collision according to claim 9, characterized in that, The end-to-end security redundancy module includes at least one of the following: The self-test fault shielding submodule is used to shield the emergency cut-off action when the system self-test is abnormal; The timeout return-to-standby submodule is used to return to standby state after the pre-verification exceeds a set time. The occupant-in-place shielding submodule is used to shield emergency shutdown actions when there are no occupants in the seat; The Manual Unlock Priority submodule is used to give manual unlock operations the highest priority.

11. A method for controlling the self-unlocking of a seatbelt after a collision, characterized in that, include: Obtain multi-dimensional status data; After receiving a valid signal that the pre-verification and cross-verification of the multi-dimensional status data have both passed, the directional punching pyrotechnic cutting assembly is controlled to perform an emergency cutting action to cut the seat belt webbing.

12. A vehicle, characterized in that, The motor vehicle includes a seatbelt self-unlocking device as described in any one of claims 1 to 10.

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