Method for detecting in-situ state of occupant, vehicle and computer readable storage medium

Abstract

This application provides a method for detecting the presence status of occupants, a vehicle, and a computer-readable storage medium. The method is applied to vehicle occupant detection. The vehicle has an adjustment mechanism that directs infrared light from an infrared emitting component to at least one seat position. The method includes: acquiring infrared signals based on infrared light reflection from at least one seat position; calculating the signal strength value of the infrared signal; comparing the signal strength value with a reference strength value to calculate the signal attenuation intensity; and determining the actual presence status of the occupants at at least one seat position based on the signal attenuation intensity. This method can reuse the vehicle's existing infrared emitting component to emit infrared light towards the seat area and receive reflected signals, achieving low-cost, highly robust, and privacy-preserving non-intrusive occupant departure status monitoring. It solves the problems of related technologies, such as the inability of visual solutions to effectively capture human features in complex conditions, high cost, and difficulty in accurately identifying the presence of occupants.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a method for detecting the presence of occupants in the field of vehicle occupant detection, a vehicle, and a computer-readable storage medium. Background Technology

[0002] In related technologies, vehicle occupant monitoring systems (OMS) and driver monitoring systems (DMS) primarily rely on camera-based vision solutions. These systems identify the presence, posture, identity, and even state (such as fatigue) of occupants by analyzing images or video streams; some solutions also incorporate millimeter-wave radar as a data supplement to complete occupant identification, but the signal processing is more complex.

[0003] However, the actual interior environment of a vehicle is quite complex. When occupants are completely covered by blankets or clothing, or are in extremely curled-up or lying-down non-standard sitting positions, the cameras struggle to capture effective human features, easily leading to missed detections. In low-light environments such as at night or in tunnels, even with infrared supplemental lighting, the effective range and clarity may be limited, affecting recognition accuracy. Moreover, continuous camera monitoring may raise privacy concerns for some users. To cover the entire cabin, multiple high-resolution cameras need to be deployed, and multiple cameras and millimeter-wave radars all increase hardware costs.

[0004] In summary, among the relevant technologies, camera-based vision solutions cannot capture effective human features under complex conditions such as visual obstruction, insufficient light, and abnormal occupant posture. The perception capabilities of traditional OMS / DMS systems are significantly reduced or even fail. In addition to being costly, it is difficult to guarantee recognition accuracy and cannot accurately detect whether there are occupants sitting in the seat. Therefore, improvements are urgently needed. Summary of the Invention

[0005] This application provides a method for detecting the presence status of drivers and passengers, a vehicle, and a computer-readable storage medium. The method can reuse the infrared emitting component of the vehicle to redirect the main axis of the infrared light emitted by the infrared emitting component and direct it toward a certain seat monitoring area, thereby avoiding the hardware cost of adding a dedicated sensor. At the same time, it can capture effective human characteristics. By using infrared light that is not sensitive to obstructions, it achieves driver and passenger presence monitoring that is not affected by day and night.

[0006] In a first aspect, a method for detecting the presence status of a driver or passenger is provided, wherein the vehicle has an adjustment component that adjusts the infrared light emitted by an infrared emitting component to at least one seat position in the vehicle, wherein the method includes the following steps: acquiring an infrared signal reflected from the infrared light at the at least one seat position, and calculating a signal strength value of the infrared signal; comparing the signal strength value with a strength reference value to calculate a signal attenuation intensity based on the comparison result; and determining the actual presence status of the driver or passenger at the at least one seat position based on the signal attenuation intensity.

[0007] The above technical solution can reuse the vehicle's existing infrared components to transmit and receive seat reflection signals, compare the real-time reflection signal strength with the intensity benchmark to determine the signal attenuation strength, and finally determine the actual position of the driver and passengers in the seat position. There is no need to add cameras or millimeter-wave radar, which greatly reduces hardware costs. At the same time, it effectively utilizes the characteristics of infrared light to achieve reliable monitoring in complex working conditions such as insufficient light or abnormal occupant posture, and does not involve biometric data collection, effectively protecting the privacy of drivers and passengers.

[0008] In conjunction with the first aspect, in some possible implementations, before comparing the signal strength value and the strength reference value, the method further includes: acquiring multiple historical actions of each door of the vehicle adjacent to the current time; determining that the vehicle is in an empty state when the multiple historical actions include door closing actions, door opening actions, and door closing actions that satisfy preset continuous conditions, and the vehicle does not detect a key signal; and determining the strength reference value when the vehicle is in the empty state.

[0009] The above technical solution can be used to intelligently identify whether the vehicle is in an empty state by using the door closing-door opening-door closing action logic and key signal. In the empty state, benchmark learning is automatically triggered. Without manual operation or additional settings by the user, a high-confidence initial strength benchmark value can be established as a reference for subsequent occupant monitoring, which effectively improves the intelligence level and practicality of this application.

[0010] In conjunction with the first aspect, some possible implementations also include: obtaining the duration of the at least one seat position being in an unloaded state; and when the duration of the unloaded state is greater than or equal to a target duration threshold, determining the strength benchmark value based on the seat material, seat load-bearing state, and ambient temperature of the seat at the at least one seat position.

[0011] The above technical solution allows for the slow updating of the strength reference value when the seat is unoccupied for extended periods (continuously unloaded). This enables the strength reference value to adapt to the slow environmental changes of the seat, ensuring the long-term stability and accuracy of the strength reference value while avoiding detection errors caused by frequent erroneous updates. This significantly improves the robustness of this application and effectively solves the problem of inaccurate reference values ​​caused by seat material aging, interior replacement, or ambient temperature drift.

[0012] In conjunction with the first aspect, in some possible implementations, determining the actual presence status of the occupant at the at least one seat position based on the signal attenuation intensity includes: comparing the signal attenuation intensity with a target attenuation threshold; obtaining the number of cycles in which the signal attenuation intensity is greater than or equal to the target attenuation threshold based on the comparison result, so as to determine the actual presence status based on the number of cycles.

[0013] The above technical solution effectively filters out detection interference caused by instantaneous noise or accidental interference (such as objects slipping) through a dual judgment mechanism of target attenuation threshold and number of cycles, greatly improving the accuracy and reliability of detecting the actual position of the seat (whether there are drivers or passengers).

[0014] In conjunction with the first aspect, in some possible implementations, determining the actual on-site status based on the number of cycles includes: when the number of cycles is greater than or equal to the target number, determining the actual on-site status as a riding status; and when the number of cycles is less than the target number, determining the actual on-site status as an idle status.

[0015] By setting a target number, misjudgments caused by brief signal interference (such as waving or signal spikes) can be avoided, ensuring that there are occupants in the seat only when the infrared signal is stably attenuated, i.e., when the human body is stably blocking the view. This effectively guarantees the reliability of the judgment results.

[0016] In conjunction with the first aspect, in some possible implementations, determining the actual in-situ state as a riding state when the number of cycles is greater than or equal to the target number includes: when the number of cycles is greater than or equal to the target number, acquiring the riding posture of the driver or passenger in the at least one seat position; and determining the riding state based on the riding posture.

[0017] The above technical solution can utilize the attenuation characteristics of infrared light to obtain the occupant's seating status based on whether there is a person in the seat, thus providing a data foundation for the vehicle to achieve more advanced intelligent interaction (such as adjusting airbags according to seating posture) or safety reminders (such as fatigue seating posture recognition).

[0018] In conjunction with the first aspect, in some possible implementations, determining the actual presence status of the occupant at the at least one seat position based on the signal attenuation intensity includes: obtaining the seat belt status of the seat at the at least one seat position; and determining the actual presence status based on the seat belt status and the signal attenuation intensity.

[0019] The above technical solution can achieve cross-verification of optical detection results and vehicle body signals by integrating seat belt buckle signals, effectively avoiding false optical alarms caused by items placed on the seat, and triggering reminders when someone is not wearing a seat belt, thereby effectively improving the accuracy of occupant status detection.

[0020] In conjunction with the first aspect, some possible implementations also include: when the vehicle is powered off and the doors are locked, acquiring the signal attenuation intensity of multiple areas of the vehicle; detecting whether there are occupants in the multiple areas based on the signal attenuation intensity of the multiple areas; and generating an alarm signal and sending it to the user terminal corresponding to the vehicle if there are occupants in any area.

[0021] The above technical solution can extend the occupant status detection to the vehicle's parked state, realizing the safety function of monitoring children left in the vehicle. Once it is detected that there are still passengers in the cabin after the car is locked (the attenuation intensity remains high), this application can immediately sound an alarm, effectively preventing safety accidents caused by children or pets being left in the vehicle.

[0022] Secondly, a device for detecting the presence status of a driver or passenger is provided. The vehicle has an adjustment component that adjusts the infrared light from an infrared emitting component to at least one seat position in the vehicle. The device includes: a data acquisition module for acquiring infrared signals reflected from the infrared light at the at least one seat position and calculating the signal strength value of the infrared signal; a calculation module for comparing the signal strength value with a strength reference value to calculate a signal attenuation intensity based on the comparison result; and a first determination module for determining the actual presence status of the driver or passenger at the at least one seat position based on the signal attenuation intensity.

[0023] The above technical solution can reuse the vehicle's existing infrared components to transmit and receive seat reflection signals, compare the real-time reflection signal strength with the intensity benchmark to determine the signal attenuation strength, and finally determine the actual position of the driver and passengers except for the seat position. There is no need to add cameras or millimeter-wave radar, which greatly reduces hardware costs. At the same time, it effectively utilizes the characteristics of infrared light to achieve reliable monitoring in complex working conditions such as insufficient light or abnormal occupant posture, and does not involve biometric data collection, effectively protecting the privacy of drivers and passengers.

[0024] In conjunction with the first aspect, some possible implementations further include: a first acquisition module, configured to acquire multiple historical actions of each door of the vehicle adjacent to the current time before comparing the signal strength value and the strength reference value; a second determination module, configured to determine that the vehicle is in an empty state when the multiple historical actions include door closing actions, door opening actions, and door closing actions that satisfy preset continuous conditions, and the vehicle does not detect a key signal; and a third determination module, configured to determine the strength reference value when the vehicle is in the empty state.

[0025] The above technical solution can be used to intelligently identify whether the vehicle is in an empty state by using the door closing-door opening-door closing action logic and key signal. In the empty state, benchmark learning is automatically triggered. Without manual operation or additional settings by the user, a high-confidence initial strength benchmark value can be established as a reference for subsequent occupant monitoring, which effectively improves the intelligence level and practicality of this application.

[0026] In conjunction with the first aspect, some possible implementations may also include: a second acquisition module, used to acquire the duration of the at least one seat position being in an unloaded state; and a fourth determination module, used to determine the strength benchmark value based on the seat material, seat load-bearing state, and ambient temperature of the seat at the at least one seat position when the duration of the unloaded state is greater than or equal to a target duration threshold.

[0027] The above technical solution allows for the slow updating of the strength reference value when the seat is unoccupied for extended periods (continuously unloaded). This enables the strength reference value to adapt to the slow environmental changes of the seat, ensuring the long-term stability and accuracy of the strength reference value while avoiding detection errors caused by frequent erroneous updates. This significantly improves the robustness of this application and effectively solves the problem of inaccurate reference values ​​caused by seat material aging, interior replacement, or ambient temperature drift.

[0028] In conjunction with the first aspect, in some possible implementations, the first determining module includes: a comparison unit for comparing the signal attenuation intensity with a target attenuation threshold; and a first acquisition unit for acquiring, based on the comparison result, the number of periods in which the signal attenuation intensity is greater than or equal to the target attenuation threshold, so as to determine the actual in-situ state based on the number of periods.

[0029] The above technical solution effectively filters out detection interference caused by instantaneous noise or accidental interference (such as objects slipping) through a dual judgment mechanism of target attenuation threshold and number of cycles, greatly improving the accuracy and reliability of detecting the actual position of the seat (whether there are drivers or passengers).

[0030] In conjunction with the first aspect, in some possible implementations, the first acquisition unit includes: a first determination subunit, configured to determine that the actual on-site state is a riding state when the number of cycles is greater than or equal to the target number; and a second determination subunit, configured to determine that the actual on-site state is an idle state when the number of cycles is less than the target number.

[0031] By setting a target number, misjudgments caused by brief signal interference (such as waving or signal spikes) can be avoided, ensuring that there are occupants in the seat only when the infrared signal is stably attenuated, i.e., when the human body is stably blocking the view. This effectively guarantees the reliability of the judgment results.

[0032] In conjunction with the first aspect, in some possible implementations, the first determination subunit includes: an acquisition subunit, configured to acquire the seating posture of the driver / passenger at the at least one seat position when the number of cycles is greater than or equal to the target number; and a determination subunit, configured to determine the seating state based on the seating posture.

[0033] The above technical solution can utilize the attenuation characteristics of infrared light to obtain the occupant's seating status based on whether there is a person in the seat, thus providing a data foundation for the vehicle to achieve more advanced intelligent interaction (such as adjusting airbags according to seating posture) or safety reminders (such as fatigue seating posture recognition).

[0034] In conjunction with the first aspect, in some possible implementations, the first determining module includes: a second acquiring unit, configured to acquire the seat belt status of the seat at the at least one seat position; and a determining unit, configured to determine the actual in-situ status based on the seat belt status and the signal attenuation intensity.

[0035] The above technical solution can achieve cross-verification of optical detection results and vehicle body signals by integrating seat belt buckle signals, effectively avoiding false optical alarms caused by items placed on the seat, and triggering reminders when someone is not wearing a seat belt, thereby effectively improving the accuracy of occupant status detection.

[0036] In conjunction with the first aspect, some possible implementations may also include: a fourth acquisition module, used to acquire the signal attenuation intensity of multiple areas of the vehicle when the vehicle is powered off and the doors are locked; and a generation module, used to detect whether there are occupants in the multiple areas based on the signal attenuation intensity of the multiple areas, and to generate an alarm signal and send it to the user terminal corresponding to the vehicle if there are occupants in any area.

[0037] The above technical solution can extend the occupant status detection to the vehicle's parked state, realizing the safety function of monitoring children left in the vehicle. Once it is detected that there are still passengers in the cabin after the car is locked (the attenuation intensity remains high), this application can immediately sound an alarm, effectively preventing safety accidents caused by children or pets being left in the vehicle.

[0038] Thirdly, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the occupant presence detection method as described in the above embodiments.

[0039] Fourthly, a computer-readable storage medium is provided that stores a computer program, which, when executed by a processor, implements the above-described method for detecting the presence status of drivers and passengers.

[0040] Fifthly, a computer program product is provided, including a computer program that, when executed, implements the above-described method for detecting the presence status of drivers and passengers. Attached Figure Description

[0041] Figure 1 This is a schematic flowchart of a method for detecting the presence status of drivers and passengers provided in an embodiment of this application; Figure 2 This is a schematic diagram of a rain / light sensor and its installation location according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a driver / passenger presence detection device provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0042] Figure label: Among them, 10-occupant presence detection device; 100-acquisition module, 200-computation module, 300-first determination module; 401-memory, 402-processor, 403-communication interface. Detailed Implementation

[0043] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0044] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0045] Figure 1 This is a schematic flowchart of a method for detecting the presence status of drivers and passengers provided in an embodiment of this application.

[0046] For example, such as Figure 1 As shown, the method 100 is applied to a vehicle having an adjustment mechanism for adjusting the infrared light from an infrared emitting component to at least one seat position of the vehicle, wherein the method includes: In step S101, infrared signals based on infrared light reflection at at least one seat position are acquired, and the signal strength value of the infrared signals is calculated.

[0047] Based on the descriptions of other embodiments, it is understood that in traditional OMS / DMS systems, in order to achieve full coverage of the vehicle interior, multiple cameras or millimeter-wave radars need to be deployed, which will increase costs.

[0048] In some embodiments, to address the issue of increased costs, this application may, but is not limited to, reuse existing infrared emitting components in the vehicle and then add a miniature adjustment element in front of the window of the infrared emitting component. This adjustment element can redirect the infrared light from the infrared emitting component towards at least one seating position (one or more seating positions) in the vehicle. Here, the adjustment element can be understood as a miniature optical element installed in front of the optical window of the infrared emitting component.

[0049] Then, in this embodiment of the application, infrared light can be emitted to the seat position through the vehicle's existing infrared emitting component and the infrared signal reflected back from the seat position can be received (i.e., the infrared signal reflected by at least one seat position based on the infrared light emitted by the infrared emitting component in this embodiment of the application) can be calculated to determine the signal strength value of the infrared signal.

[0050] For example, this application may, but is not limited to, reuse a rain / light sensor (RLS, also known as a five-in-one sensor) integrated in front of the rearview mirror area of ​​a vehicle. Figure 2 As shown, Figure 2 This is a schematic diagram of a rain / light sensor and its installation location according to one embodiment of this application. It is located in front of the vehicle's interior rearview mirror, integrated with a front-view camera, and independent of the exterior rearview mirror. The sensor typically includes an infrared emitter (IRED) and a receiver.

[0051] To enable in-vehicle detection, embodiments of this application may, but are not limited to, add a miniature refractive prism or use a light guide at a specific angle in front of the optical window of the RLS sensor. The miniature refractive prism / light guide at a specific angle can be used as an adjustment component to redirect the main axis of the infrared light emitted by the RLS sensor from perpendicular to the windshield to a target angle (such as a small angle of 15-30 degrees) and direct it toward a certain seat monitoring area (at least one seat position), such as the seat cushion and the center of the backrest of the rear seat. The infrared light reflected back from the seat monitoring area is received by a receiving tube (in this embodiment, the infrared light reflected back from the center point of the seat is mainly used as a reference).

[0052] It should be noted that the target angle here can be understood as the desired turning angle of the infrared light main axis emitted by the RLS sensor, so as to turn the infrared light main axis emitted by the RLS sensor and direct it towards the seat position. The specific target angle can be set or adjusted by those skilled in the art according to the actual situation. The embodiments in this application are only illustrative and do not impose specific limitations.

[0053] Furthermore, those skilled in the art can also independently set the specific seat position (such as one or more seats among the driver's seat, passenger seat, rear left seat, and rear right seat) that the infrared light main shaft needs to turn and shoot towards according to actual needs. The embodiments in this application are only illustrative and do not impose specific limitations.

[0054] Additionally, it should be noted that since the RLS sensor is originally used to detect rainfall and light intensity, to avoid conflicts with the rainfall detection / light intensity detection function, this application embodiment can, but is not limited to, coordinate through the vehicle domain controller (BDCM, one of the central control units of the vehicle, responsible for controlling the electronic functions of the vehicle body. In this application, it can be used to coordinate the working mode of the RLS sensor, enabling it to switch between the rainfall detection function and the occupant monitoring function in a time-sharing manner, and to process the received infrared signal data) or a separate control unit, to switch the RLS sensor to "occupant monitoring mode" at specific times (such as after the vehicle is powered on or during driving breaks).

[0055] In this occupant monitoring mode, the transmitting tube in the RLS sensor can emit a sequence of infrared light pulses at a frequency and encoding mode different from that used for rain detection. The adjustment element turns the main axis of the infrared light and directs it toward at least one seat position. The receiving circuit in the receiving tube can be tuned to the corresponding mode to synchronously receive and decode the infrared signals reflected from the seat.

[0056] Additionally, in situations where the vehicle interior space is large, if it is desired to achieve scanning in multiple directions, those skilled in the art can use mechanical rotation or other methods to achieve comprehensive detection in multiple directions, such as driver's side → passenger side → rear left → center left → left and right. The specific rules for single rotation angle and maximum / minimum rotation angle can be set or adjusted by those skilled in the art according to actual needs. The embodiments in this application are only illustrative examples and do not impose specific limitations.

[0057] Furthermore, the signal strength value of the reflected infrared signal at this time may be, but is not limited to, the average value of the signal strength values ​​of the infrared signals reflected from multiple points in the entire seat area. This embodiment is only for illustrative purposes and is not intended to impose any specific limitations.

[0058] In step S102, the signal strength value and the strength reference value are compared to calculate the signal attenuation strength based on the comparison result.

[0059] In some embodiments, after obtaining the infrared signal reflected by the infrared light emitted by the infrared emitting component based on the seat position, this application can directly obtain the signal strength value corresponding to the infrared signal. Based on the signal strength value corresponding to the infrared signal reflected by the seat position and the signal strength value corresponding to the infrared light emitted by the infrared emitting component, the signal attenuation intensity corresponding to the seat position can be obtained.

[0060] However, in actual vehicle interior scenarios, the situation of each seat position is different, and the reflected infrared light is also different. Therefore, in this application embodiment, the intensity reference value of each seat position can be obtained first, and then the signal attenuation intensity of each seat position can be calculated after comparing the signal intensity value of the infrared signal reflected by each seat position with the intensity reference value of each seat position.

[0061] In simple terms, the intensity benchmark value here can be understood as the infrared signal intensity value formed by the infrared light reflected from each seat position when it is unloaded and without any passengers. Since the seat material, color, surface aging degree, and ambient light inside the vehicle may be different for each seat, the benchmark value for each seat may also be different.

[0062] Because of the inherent differences in materials, colors, and surface finishes of different seats inside a vehicle, and because items that easily reflect or absorb infrared light may be placed on the seats, the infrared reflection characteristics of different seat positions are different when unloaded. If the status of the driver or passenger in each seat position is judged solely based on the signal intensity value of the infrared signal reflected from each seat position, misjudgments may easily occur due to inherent differences in seat reflection or changes in the environment.

[0063] Based on this, embodiments of this application may, but are not limited to, compare the signal strength value corresponding to the infrared signal reflected in real time at each seat position with the intensity reference value pre-acquired for that seat position, thereby eliminating the infrared light reflection deviation caused by various factors at the seat position and improving the accuracy and robustness of judging the state of the driver and passengers.

[0064] Specifically, the signal attenuation intensity in this embodiment can be calculated, but is not limited to, by the following method: obtaining the intensity reference value I_ref[i] for each seat position, then calculating the difference between the intensity reference value for each seat position and the signal intensity value I_curr[i] of the infrared signal reflected by that seat position, and finally normalizing the difference with the intensity reference value to obtain the signal attenuation intensity corresponding to that seat position. For example, the signal attenuation rate η[i] = (I_ref[i] - I_curr[i]) / I_ref[i]. Here, the signal attenuation rate is the signal attenuation intensity, and the current signal intensity value of the seat is the signal intensity value corresponding to the infrared signal reflected by the seat based on the received infrared light.

[0065] Optionally, in one embodiment of this application, before comparing the signal strength value and the strength reference value, the method further includes: acquiring multiple historical actions of each door of the vehicle adjacent to the current time; determining that the vehicle is in an empty state when the multiple historical actions include door closing actions, door opening actions and door closing actions that meet preset continuous conditions, and the vehicle does not detect a key signal; and determining the strength reference value when the vehicle is in an empty state.

[0066] In some embodiments, before comparing the signal strength value corresponding to the infrared signal reflected by each seat based on the received infrared light with the strength reference value of each seat, this application may, but is not limited to, first determine the strength reference value of each seat based on multiple historical actions of vehicles adjacent to the current moment.

[0067] In this context, the multiple historical actions of each door of a vehicle adjacent to the current moment can be understood as multiple actions of each door that are sequentially deduced from the current moment backward, based on the current moment.

[0068] Specifically, embodiments of this application may determine whether a vehicle is in an empty state based on multiple historical actions of each door of a vehicle adjacent to the current time, and automatically trigger a benchmark learning process when the vehicle is in an empty state to determine the strength benchmark value of each seat.

[0069] In other words, the embodiments of this application may, but are not limited to, after acquiring multiple historical actions of each door adjacent to the current time, detect whether these historical actions include door closing actions, door opening actions, and door closing actions that meet preset continuous conditions. If they are included, the vehicle may continue to detect whether there is a key signal. If there is no key signal, the vehicle may be determined to be in an empty state. At this time, the strength reference value of the vehicle in the empty state can be detected.

[0070] In this context, the pre-set continuous condition refers to a pre-defined condition that requires the doors to operate in a specific sequence when determining whether the vehicle is in an empty state. For example: Step 1: All doors were originally closed (vehicle parked); Step 2: All doors were opened (owner got out of the car, retrieved items, or cleaned the vehicle); Step 3: All doors were closed again (owner left, locked the car).

[0071] Only after this complete and continuous sequence of actions occurs will the system consider that there may be no occupants inside the vehicle. Then, combined with the disappearance of the key signal, it can finally determine that the vehicle is empty. This avoids misjudging an empty vehicle based solely on a single door closing action. For example, if a passenger only temporarily gets out and closes the door (and will soon return), collecting the baseline value at this moment might result in a recorded state of occupancy, easily leading to incorrect intensity baseline values.

[0072] For example, embodiments of this application can, but are not limited to, determine that the vehicle is in an empty state when all doors of the vehicle have undergone a cycle of "all closed → all open → all closed again" and the remote key signal is far away, and automatically trigger a benchmark learning process. Specifically, the infrared emitting component is controlled to sequentially scan each seat position (i=1, 2, ..., corresponding to the driver's seat, front passenger seat, rear left, rear right, etc.), measuring and recording the intensity benchmark value I_ref[i] of the reflected signal at each seat position in an empty state. To improve accuracy, multiple measurements can be performed on each area, and the average value can be taken as the intensity benchmark value of the reflected signal at each seat position.

[0073] In this embodiment, as long as a complete "close-open-close" cycle (e.g., from fully closed to fully open and then fully closed) is detected in the most recent historical actions, and the key signal disappears during this period, it can be considered as meeting the preset continuous condition. Therefore, at this time, the vehicle has experienced the complete process from someone getting out of the car to everyone leaving and locking the car, and the car is very likely to be empty.

[0074] Optionally, in one embodiment of this application, the method further includes: obtaining the duration of at least one seat position being in an unloaded state; when the duration of the unloaded state is greater than or equal to a target duration threshold, determining an intensity benchmark value based on the seat material, seat load-bearing state, and ambient temperature of the seat at at least one seat position.

[0075] Based on the descriptions of other embodiments, it is understood that, due to the inherent differences in the material, color, surface finish, etc. of different seats inside the vehicle, and the possibility of placing items on the seats that easily reflect or absorb infrared light, the infrared reflection characteristics of different seat positions in an unloaded state are different. Therefore, in the embodiments of this application, the intensity reference value of each seat position can be determined before calculating the signal attenuation intensity of each seat position.

[0076] In actual implementation, the determination of the vehicle's empty state is quite strict (all doors must undergo a continuous cycle of door closing, door opening, and door closing, and the vehicle must not have a key signal), and due to computational resource considerations, it is impossible to recalculate the vehicle's current strength benchmark value using the "strength benchmark value in the empty state" calculation standard after each vehicle is driven. Therefore, the embodiments of this application may, but are not limited to, adopt an adaptive calibration mechanism to adaptively update the strength benchmark value when the current strength benchmark value of the vehicle is not calculated using the "strength benchmark value in the empty state" calculation standard.

[0077] Specifically, embodiments of this application may, but are not limited to, obtain the duration of each seat position being in an unloaded state, and then determine the strength benchmark value based on the seat material, seat load-bearing state, and ambient temperature when the duration of a certain seat position being in an unloaded state is greater than or equal to the target duration threshold.

[0078] Here, the target duration threshold refers to a pre-set time length (e.g., 2 hours, 12 hours, or 24 hours). In this embodiment, subsequent actions (such as fine-tuning the intensity benchmark value based on seat material, ambient temperature, etc.) will only be triggered if the continuous duration for which a seat is detected to be in an unloaded state (no person detected) exceeds this target duration threshold.

[0079] It should be noted that the specific target duration threshold can be set or adjusted by those skilled in the art based on actual circumstances. The embodiments in this application are for illustrative purposes only and are not subject to specific limitations.

[0080] For example, when there are shiny items or coatings on the seat that easily reflect infrared light, the intensity of the reflected infrared signal tends to be higher because these items easily reflect infrared light. When there are matte plastic items or carpets on the seat that easily absorb infrared light, the intensity of the reflected infrared signal tends to be lower because these items easily absorb infrared light. Alternatively, when the seat material is light-colored, smooth, dense, or glossy leather, the seat will easily reflect infrared light, and the intensity of the reflected infrared signal tends to be higher. Conversely, when the seat material is dark-colored, matte, porous, or fabric, the seat will easily absorb infrared light, and the intensity of the reflected infrared signal tends to be lower.

[0081] These factors that may affect the signal strength of infrared signals (such as seat material replacement, interior aging, and ambient temperature) can all change at any time and in any place.

[0082] Therefore, in this embodiment, when it is determined that a seat has indeed been unoccupied for a long time based on other high-confidence signals (such as door opening / closing logic (the door closest to a certain seat position has not been opened for a long time) or seatbelt buckle status (the status of the safety buckle corresponding to a certain seat position has not changed for a long time)), the corresponding I_ref[i] can be updated at an extremely slow rate and with a specific weight using the signal intensity value of the infrared signal based on infrared light reflection measured during that time period. For example, the average value of the signal intensity value of the infrared signal based on infrared light reflection measured during that time period can be used to replace the current I_ref[i], so that the intensity reference value can adapt to slow environmental changes and maintain long-term accuracy.

[0083] In summary, the embodiments of this application determine that the vehicle is in an empty state (generally the initial stage), such as when the doors go through a cycle of all doors closed-all doors open-all doors closed again, and the remote key is away from the vehicle, and obtain the initial reflection signal intensity reference value I_ref[i] of each seat position in an empty state, so as to provide an accurate initial reference for occupant detection.

[0084] Then, in this embodiment, an adaptive calibration mechanism can be used to fine-tune the benchmark value online during the long-term use of the vehicle, taking into account factors such as aging of seat materials, replacement of interior trim, changes in ambient temperature, and slow drift of light and reflection characteristics. In this case, this embodiment can only progressively update the strength benchmark value I_ref[i] at a slow rate and with low weight when it is determined that the seat has been unoccupied for a long time based on high-confidence auxiliary information such as door opening and closing status and seat belt buckle signal. This allows the benchmark to adapt to the slowly changing in-vehicle environment and avoids a decrease in detection accuracy due to the benchmark remaining unchanged for a long time.

[0085] Therefore, the embodiments of this application can establish a high-confidence strength benchmark value (initial stage) under a high-confidence benchmark (empty vehicle state), and then achieve long-term maintenance and dynamic correction of the strength benchmark value through adaptive calibration. The two work together to ensure the accuracy and robustness of the strength benchmark value in each driver and passenger detection process.

[0086] In step S103, the actual presence status of the driver or passenger at at least one seat position is determined based on the signal attenuation intensity.

[0087] Those skilled in the art will understand that when there are passengers in the seat, the human body absorbs and diffuses infrared light more strongly, which will weaken the infrared light intensity (infrared signal) in the receiver tube inside the infrared emitting component, thereby increasing the value of η[i], and ultimately determining whether there are passengers in the seat.

[0088] In simple terms, the signal attenuation intensity (signal attenuation rate η[i]) can objectively reflect the attenuation change of the infrared signal due to the presence of the driver and passengers. Therefore, the embodiments of this application can accurately determine the actual presence status of the driver and passengers at the corresponding seat position based on the signal attenuation intensity, such as whether there are people sitting in the seat position.

[0089] Optionally, in one embodiment of this application, determining the actual presence status of a driver or passenger at at least one seat position based on the signal attenuation intensity includes: comparing the signal attenuation intensity with a target attenuation threshold; obtaining the number of cycles in which the signal attenuation intensity is greater than or equal to the target attenuation threshold based on the comparison result, so as to determine the actual presence status based on the number of cycles.

[0090] In some embodiments, after obtaining the signal attenuation intensity at the seat position, the embodiments of this application can compare the signal attenuation intensity with the target attenuation threshold, thereby obtaining the number of cycles in which the signal attenuation intensity is greater than or equal to the target attenuation threshold based on the comparison result, and finally determining the actual position status of the driver or passenger at the seat position based on the number of cycles in which the signal attenuation intensity is greater than or equal to the target attenuation threshold.

[0091] Here, the target attenuation threshold can be understood as a pre-set critical value used to determine whether the signal attenuation intensity can be used to determine the presence of a driver or passenger. When the signal attenuation intensity at the seat position is greater than or equal to this value, it can be determined that the actual presence of the seat position is that a driver or passenger may be sitting in that seat position. When the signal attenuation intensity at the seat position is less than this value, it can be determined that the actual presence of the seat position is that no driver or passenger is sitting in that seat position. This effectively distinguishes between slight signal attenuation caused by human body obstruction and the placement of objects.

[0092] It should be noted that the specific target attenuation threshold can be set or adjusted by those skilled in the art based on actual conditions. The embodiments in this application are only illustrative and do not impose specific limitations.

[0093] Optionally, in one embodiment of this application, determining the actual on-site status based on the number of cycles includes: when the number of cycles is greater than or equal to the target number, determining the actual on-site status as a riding status; when the number of cycles is less than the target number, determining the actual on-site status as an idle status.

[0094] Based on the descriptions of other embodiments, it can be understood that when the signal attenuation strength at the seat position is greater than or equal to a certain attenuation threshold, it can be determined that the actual presence of the seat position indicates that there may be a driver or passenger at that seat position.

[0095] In actual implementation, in order to improve the reliability and accuracy of determining whether there are drivers or passengers sitting in the seat, this application may, but is not limited to, adding a determination of the number of cycles in which the signal attenuation intensity is greater than or equal to a certain attenuation threshold, based on the premise that the signal attenuation intensity at the seat position is greater than or equal to a certain attenuation threshold.

[0096] Specifically, in this application embodiment, when monitoring the status of the driver and passengers in real time, the detection can be initiated periodically to obtain the infrared signal reflected by the infrared light emitted by the infrared emitting component based on the seat position in multiple cycles, and to calculate the reflected signal intensity value I_curr[i] and its signal attenuation rate η[i] corresponding to the seat position.

[0097] When the signal attenuation strength at a certain seat position exceeds a certain attenuation threshold for a number of cycles that exceed a target number, the actual presence of that seat position can be determined as a occupied state, meaning that a driver or passenger is sitting in that seat position. In simpler terms, this application embodiment requires the value of η[i] to continuously exceed a certain attenuation threshold (e.g., 30%) for a certain number of cycles (e.g., 3 times) before it can be determined that a driver or passenger is sitting in that seat position, thereby effectively avoiding interference that may be caused by instantaneous signals.

[0098] Correspondingly, when the number of cycles in which the signal attenuation strength at a certain seat position is greater than or equal to a certain attenuation threshold is less than the target number, the embodiments of this application can determine that the actual presence of the seat position is an idle state, that is, no driver or passenger is sitting in the seat position.

[0099] Here, the target number can be understood as a pre-set critical value used to determine whether the number of cycles in which the signal attenuation intensity is greater than or equal to a certain attenuation threshold is sufficient to determine the presence of a driver or passenger at the seat position. It should be noted that the specific target number can be set or adjusted by those skilled in the art according to actual circumstances. The embodiments in this application are merely illustrative and do not impose specific limitations.

[0100] Optionally, in one embodiment of this application, when the number of cycles is greater than or equal to the target number, determining the actual in-situ state as a riding state includes: when the number of cycles is greater than or equal to the target number, acquiring the riding posture of at least one occupant in a seat position; and determining the riding state based on the riding posture.

[0101] Those skilled in the art will understand that when infrared light is emitted to a seat, if there are occupants in the seat, the occupants will absorb a portion of the infrared light and reflect the rest back. The different seating postures of the occupants (different spatial positions, heights, and contact areas within the seat area) will result in varying attenuation distributions of the infrared light emitted by the infrared emitting component across all areas of the seat where the occupants are located, creating a distinctive attenuation distribution.

[0102] Based on this, in some embodiments, this application may, but is not limited to, utilize the characteristic that different seating postures of drivers and passengers result in different attenuation distributions of infrared light emitted by infrared emitting components in different areas of the seat positions. When the number of cycles in which the signal attenuation intensity at a certain seat position is greater than or equal to a certain attenuation threshold is greater than or equal to a certain number, and the actual presence state of the seat position is determined to be a sitting state (a driver or passenger is sitting in the seat position), the infrared light main axis of the infrared emitting component is sequentially reflected to all areas of the seat position where a driver or passenger is sitting.

[0103] Then, in this embodiment of the application, the body position, leaning state, sitting depth, and whether it is leaning forward / to the side of the driver or passenger can be obtained by performing infrared detection on all areas of the seat and comparing the signal attenuation intensity / attenuation distribution of each area.

[0104] Additionally, to save computing power, this application embodiment can, but is not limited to, divide each seat position into a pre-set number of partitions, such as: the front of the seat (leg area), the middle of the seat (hip area), the rear of the seat (waist / back area), and the left / right side area. Then, this application embodiment can sequentially collect the attenuation intensity of the reflected signal corresponding to each sub-region (partition). Based on the attenuation combination of different sub-regions, the different sitting postures of the occupants can be determined. For example: When the passenger is in a normal sitting posture, the attenuation is characterized by significant attenuation in the middle and rear sub-regions of the seat, weaker attenuation in the front, and symmetrical attenuation in the left and right sub-regions. When the passenger is in a forward-leaning posture, the attenuation is characterized by increased attenuation in the front and middle sub-regions of the seat, and relatively decreased attenuation in the rear sub-region. When the passenger is in a leaning / reclining posture, the attenuation is characterized by significantly increased attenuation in the rear sub-region and weaker attenuation in the front. When the passenger is in a side-leaning posture (leaning to the left or right), the attenuation is characterized by significantly increased attenuation in the corresponding left or right sub-region, and weaker attenuation on the other side. When the passenger is not seated (idle state), the attenuation in all sub-regions is close to zero.

[0105] Therefore, the embodiments of this application can upgrade single-point detection to regional analysis (such as dividing the seat into zones). By analyzing the signal attenuation distribution characteristics of different regions (such as strong attenuation in the front representing forward tilt), it can not only detect whether there is a person in the seat position, but also know the occupant's sitting posture (forward tilt, side tilt, backward tilt, etc.). This provides a solid data foundation for the subsequent realization of more advanced intelligent interaction (such as adjusting airbags according to sitting posture) or safety reminders (such as fatigue sitting posture recognition), and facilitates the reminder of abnormal sitting postures for drivers and passengers.

[0106] Optionally, in one embodiment of this application, determining the actual presence status of a driver or passenger at at least one seat position based on signal attenuation intensity includes: obtaining the seat belt status of the seat at at least one seat position; and determining the actual presence status based on the seat belt status and signal attenuation intensity.

[0107] In some embodiments, in order to further improve the accuracy of the detection results of whether there are occupants in the seat position, this application can further verify the actual presence of the seat position by combining the seat belt status corresponding to the seat position.

[0108] For example, if the number of cycles in which the signal attenuation strength at a certain seat position is greater than or equal to a certain attenuation threshold is greater than or equal to the target number, it is determined that the actual presence of the seat position is a sitting state, that is, when there is a driver or passenger sitting in the seat position, the seat belt buckle switch signal corresponding to the seat position can be further obtained.

[0109] Then, in this embodiment of the application, the optical judgment result (the detection result of whether there is a driver or passenger sitting in the seat position based on infrared light) can be compared with the seat belt buckle switch signal. If the optical judgment result indicates that there is a person in the seat position, and the seat belt buckle signal also indicates that the seat belt is fastened, then it can be verified that there is a driver or passenger in that seat position.

[0110] If the optical judgment result indicates that there is someone in the seat position, but the seat belt buckle signal shows that the seat belt is not fastened, then this embodiment of the application can trigger a "seat belt unfastened reminder"; if the optical judgment result indicates that there is no one in the seat position, but the seat belt is fastened, then the user can be prompted "There is an item on the seat, please check" through the vehicle terminal or the communication terminal connected to the vehicle, or the seat belt signal can be given priority to avoid missed alarms.

[0111] By integrating seatbelt buckle signals, this embodiment of the application can effectively achieve cross-verification of optical detection results and vehicle body signals, avoid false optical alarms caused by items placed on the seat, and trigger reminders when someone is not wearing a seatbelt, thereby improving the accuracy of occupant status detection.

[0112] Optionally, in one embodiment of this application, the method further includes: when the vehicle is powered off and the doors are locked, acquiring the signal attenuation intensity of multiple areas of the vehicle; detecting whether there are occupants in multiple areas based on the signal attenuation intensity of multiple areas; and generating an alarm signal and sending it to the user terminal corresponding to the vehicle if there are occupants in any area.

[0113] As one possible implementation, this application embodiment can also directly acquire the signal attenuation intensity of multiple areas of the vehicle when the vehicle is powered off and the doors are locked, detect whether there are occupants in multiple areas of the vehicle's interior based on the signal attenuation intensity, and generate an alarm signal to be sent to the user terminal corresponding to the vehicle, i.e., the communication terminal or smart key terminal connected to the vehicle, if there are occupants in any area.

[0114] Therefore, this application embodiment can determine that the vehicle is not in a driving state when the vehicle is powered off and the doors are locked. In this case, it is no longer limited to the detection of the seat position, but maintains low-frequency infrared light detection for the entire vehicle cabin. If the presence of a driver or passenger signal is detected in any area (η[i] remains high), an alarm signal is immediately generated and multi-level alarms are triggered, such as hazard lights, horn, and APP push to the vehicle's user terminal, to avoid incidents such as children being left behind.

[0115] It should be noted that the specific alarm content and alarm method can be set or adjusted by professionals in this field according to the actual situation of the vehicle. The embodiments in this application are only illustrative and do not impose specific limitations.

[0116] When determining whether there are occupants in areas other than the seats inside the vehicle cabin, a person skilled in the art can determine whether to calculate the intensity reference value corresponding to these areas and update it adaptively, and then determine the intensity based on the signal attenuation intensity corrected by the intensity reference value. Alternatively, the intensity reference value can be omitted, and the intensity value can be determined directly based on the signal intensity value of the infrared signal reflected from these areas. The embodiments in this application are only illustrative and do not impose specific limitations.

[0117] Therefore, the embodiments of this application can issue a certain reminder when a driver or passenger is detected in the seat position and the corresponding seat belt is not fastened, thus completely avoiding false alarms caused by heavy objects such as backpacks or shopping bags placed on the seat pressing on the sensor.

[0118] Furthermore, based on the location information of the driver and passengers, the vehicle's control center can dynamically turn on or off the air conditioning vents and seat heating / ventilation functions in the corresponding areas, thereby allocating energy on demand and improving energy efficiency and comfort.

[0119] After the vehicle is locked, this embodiment can enter a low-power monitoring state. Once a living being is detected inside the cabin (due to continuous strong reflection signal attenuation), an alarm can be immediately issued to the vehicle owner and the surrounding environment through various means such as sound, light, and remote information, effectively preventing children or other passengers from being left inside the vehicle.

[0120] The occupant presence detection method proposed in this application can reuse the vehicle's infrared emitting component and set up an adjustment component that can adjust the main axis of the infrared light emitted by the infrared emitting component. This allows the infrared light to be emitted towards the seat position inside the vehicle and the reflected signal to be received. Finally, the presence of occupants is determined by the signal attenuation intensity at the seat position. This achieves the reuse of the vehicle's existing infrared emitting component, avoiding the hardware costs associated with adding a dedicated sensor. Furthermore, without increasing additional hardware costs, it utilizes infrared light, which is insensitive to obstructions, to achieve occupant presence monitoring unaffected by complex conditions such as visual obstruction, insufficient light, or abnormal occupant posture, providing a monitoring channel independent of visible light. Combined with threshold and cycle number judgments, the reliability and robustness of the monitoring results are significantly improved. Moreover, the entire process requires no occupant cooperation, only monitoring the presence (present / absent) of the occupant, without involving facial or other biometric information, effectively alleviating user privacy concerns and achieving truly "unobtrusive" occupant monitoring. This solves the problem that in related technologies, camera-based vision solutions cannot capture effective human features under complex conditions such as visual obstruction, insufficient light, and abnormal occupant posture. Traditional OMS / DMS systems have significantly reduced or even failed in perception capabilities, are costly, and cannot guarantee recognition accuracy, thus failing to accurately detect whether there are occupants sitting in the seat.

[0121] Figure 3 This is a schematic diagram of the structure of a driver and passenger presence detection device provided in an embodiment of this application.

[0122] like Figure 3 As shown, the vehicle has an adjustment mechanism that adjusts the infrared light from the infrared emitting component to at least one seat position in the vehicle. The occupant presence detection device 10 includes: a data acquisition module 100, a calculation module 200, and a first determination module 300.

[0123] The acquisition module 100 is used to acquire infrared signals based on infrared light reflection at at least one seat position and calculate the signal strength value of the infrared signals.

[0124] The calculation module 200 is used to compare the signal strength value with the strength reference value to calculate the signal attenuation intensity based on the comparison result.

[0125] The first determining module 300 is used to determine the actual presence status of at least one occupant at a seat position based on the signal attenuation strength.

[0126] Optionally, in one embodiment of this application, it further includes: a first acquisition module, a second determination module, and a third determination module.

[0127] The first acquisition module is used to acquire multiple historical actions of each door of the vehicle adjacent to the current time before comparing the signal strength value and the strength reference value.

[0128] The second determining module is used to determine that the vehicle is in an empty state when multiple historical actions, including door closing actions, door opening actions, and door closing actions that meet preset continuous conditions, and the vehicle does not detect a key signal.

[0129] The third determining module is used to determine the strength benchmark value when the vehicle is empty.

[0130] Optionally, in one embodiment of this application, it further includes a second acquisition module and a fourth determination module.

[0131] The second acquisition module is used to acquire the duration for which at least one seat position is in an unloaded state.

[0132] The fourth determining module is used to determine the strength benchmark value based on the seat material, seat load-bearing state, and ambient temperature of the seat at at least one seat position when the duration of the no-load state is greater than or equal to the target duration threshold.

[0133] Optionally, in one embodiment of this application, the first determining module includes a comparison unit and an acquisition unit.

[0134] The comparison unit is used to compare the signal attenuation intensity with the target attenuation threshold.

[0135] The first acquisition unit is used to acquire the number of cycles in which the signal attenuation intensity is greater than or equal to the target attenuation threshold based on the comparison results, so as to determine the actual in-situ status based on the number of cycles.

[0136] Optionally, in one embodiment of this application, the first acquisition unit includes: a first determination subunit and a second determination subunit.

[0137] The first determination subunit is used to determine the actual in-situ state as a riding state when the number of cycles is greater than or equal to the target number.

[0138] The second determination subunit is used to determine the actual in-situ state as idle when the number of cycles is less than the target number.

[0139] Optionally, in one embodiment of this application, the first determination subunit includes: an acquisition subunit and a determination subunit.

[0140] The acquisition sub-unit is used to acquire the seating posture of at least one occupant in a seat position when the number of cycles is greater than or equal to the target number.

[0141] The sub-component is determined to determine the riding status based on the riding posture.

[0142] Optionally, in one embodiment of this application, it further includes a third acquisition module and a fifth determination module.

[0143] The second acquisition unit is used to acquire the seat belt status of at least one seat position.

[0144] The determination unit is used to determine the actual in-situ status based on the seat belt status and signal attenuation intensity.

[0145] Optionally, in one embodiment of this application, it further includes a fourth acquisition module and a generation module.

[0146] The fourth acquisition module is used to acquire the signal attenuation intensity of multiple areas of the vehicle when the vehicle is powered off and the doors are locked.

[0147] The generation module is used to detect whether there are drivers or passengers in multiple areas based on the signal attenuation intensity of multiple areas, and generate an alarm signal to be sent to the user terminal corresponding to the vehicle if there are drivers or passengers in any area.

[0148] It should be noted that the explanation of the above-described embodiment of the method for detecting the presence status of drivers and passengers also applies to the device for detecting the presence status of drivers and passengers in this embodiment, and will not be repeated here.

[0149] The occupant presence detection device proposed in this application can reuse the vehicle's infrared emitting component and set up an adjustment component that can adjust the main axis of the infrared light emitted by the infrared emitting component. This allows the infrared light to be emitted towards the seat position inside the vehicle and the reflected signal to be received. Finally, the presence of occupants is determined by the signal attenuation intensity at the seat position. This achieves the reuse of the vehicle's existing infrared emitting component, avoiding the hardware costs associated with adding a dedicated sensor. Furthermore, without increasing additional hardware costs, it utilizes infrared light, which is insensitive to obstructions, to achieve occupant presence monitoring unaffected by complex conditions such as visual obstruction, insufficient light, or abnormal occupant posture, providing a monitoring channel independent of visible light. Combined with threshold and cycle number judgments, the reliability and robustness of the monitoring results are significantly improved. Moreover, the entire process requires no occupant cooperation, only monitoring the presence (present / absent) of the occupant, without involving facial or other biometric information, effectively alleviating user privacy concerns and achieving truly "unobtrusive" occupant monitoring. This solves the problem that in related technologies, camera-based vision solutions cannot capture effective human features under complex conditions such as visual obstruction, insufficient light, and abnormal occupant posture. Traditional OMS / DMS systems have significantly reduced or even failed in perception capabilities, are costly, and cannot guarantee recognition accuracy, thus failing to accurately detect whether there are occupants sitting in the seat.

[0150] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0151] It should be understood that the methods described above can be applied to... Figure 4 The vehicle with the structure shown may include: The memory 401, the processor 402, and the computer program stored on the memory 401 and capable of running on the processor 402.

[0152] When the processor 402 executes the program, it implements the method for detecting the presence status of drivers and passengers provided in the above embodiments.

[0153] Furthermore, the vehicle also includes: Communication interface 403 is used for communication between memory 401 and processor 402.

[0154] The memory 401 is used to store computer programs that can run on the processor 402.

[0155] Memory 401 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0156] If the memory 401, processor 402, and communication interface 403 are implemented independently, then the communication interface 403, memory 401, and processor 402 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized into address buses, data buses, control buses, etc. For ease of representation, Figure 4 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0157] Optionally, in a specific implementation, if the memory 401, processor 402, and communication interface 403 are integrated on a single chip, then the memory 401, processor 402, and communication interface 403 can communicate with each other through an internal interface.

[0158] Processor 402 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0159] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform the occupant presence detection method provided in embodiments of this application.

[0160] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0161] When the functional modules are divided according to their respective functions, the device may further include: a first acquisition module, an output module, and a first generation module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced to the functional description of the corresponding functional module, and will not be repeated here.

[0162] It should be understood that the device provided in this embodiment is used to perform the above-described method for detecting the presence status of drivers and passengers, and therefore can achieve the same effect as the above-described implementation method.

[0163] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0164] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0165] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the driver and passenger presence detection method provided in the above embodiments.

[0166] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the occupant presence detection method provided in the above embodiment.

[0167] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement the method for detecting the presence status of drivers and passengers provided in the above embodiment.

[0168] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0169] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions 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.

[0170] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0171] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for detecting the presence status of drivers and passengers, characterized in that, The vehicle has an adjustment mechanism for directing infrared light from an infrared emitting component to at least one seat position in the vehicle, wherein the method includes the following steps: The infrared signal reflected from the infrared light at the at least one seat position is collected, and the signal strength value of the infrared signal is calculated. The signal strength value is compared with the strength reference value to calculate the signal attenuation intensity based on the comparison result; The actual presence of the occupant at the at least one seat position is determined based on the signal attenuation intensity.

2. The method according to claim 1, characterized in that, Before comparing the signal strength value with the strength reference value, the method further includes: Obtain multiple historical actions of each door of the vehicle adjacent to the current time. If the multiple historical actions include door closing actions, door opening actions, and door closing actions that meet preset consecutive conditions, and the vehicle does not detect a key signal, then the vehicle is determined to be in an empty state. The strength benchmark value is determined when the vehicle is in the empty vehicle state.

3. The method according to claim 2, characterized in that, Also includes: The duration during which the at least one seat position is in an unloaded state is obtained; When the duration of the no-load state is greater than or equal to the target duration threshold, the strength benchmark value is determined based on the seat material, seat load-bearing state, and ambient temperature of the seat at the at least one seat position.

4. The method according to claim 1, characterized in that, Determining the actual presence status of the occupant at the at least one seat position based on the signal attenuation intensity includes: Compare the signal attenuation intensity with the target attenuation threshold; The number of cycles in which the signal attenuation intensity is greater than or equal to the target attenuation threshold is obtained based on the comparison results, and the actual in-situ state is determined based on the number of cycles.

5. The method according to claim 4, characterized in that, Determining the actual in-situ status based on the number of cycles includes: When the number of cycles is greater than or equal to the target number, the actual on-site state is determined to be a riding state; When the number of cycles is less than the target number, the actual in-situ state is determined to be an idle state.

6. The method according to claim 5, characterized in that, When the number of cycles is greater than or equal to the target number, determining that the actual on-site state is a riding state includes: When the number of cycles is greater than or equal to the target number, the seating posture of the driver or passenger in the at least one seat position is obtained; The riding state is determined based on the riding posture.

7. The method according to claim 1, characterized in that, Determining the actual presence status of the occupant at the at least one seat position based on the signal attenuation intensity includes: Obtain the seat belt status of the seat at the at least one seat position; The actual in-situ status is determined based on the seatbelt status and the signal attenuation intensity.

8. The method according to claim 1, characterized in that, Also includes: When the vehicle is powered off and the doors are locked, the signal attenuation intensity of multiple areas of the vehicle is acquired. The presence of drivers or passengers in the multiple areas is detected based on the signal attenuation intensity of the multiple areas. If drivers or passengers are present in any of the multiple areas, an alarm signal is generated and sent to the user terminal corresponding to the vehicle.

9. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the method for detecting the presence status of a driver or passenger as described in any one of claims 1-8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the method for detecting the presence status of drivers and passengers as described in any one of claims 1-8.

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