Vehicle seat belt cutting system, vehicle seat belt cutting control method, and vehicle

Abstract

The application provides a vehicle safety belt cutting system, a vehicle safety belt cutting control method and a vehicle, relates to the technical field of automobile passive safety and emergency escape, and comprises a multi-source danger perception module, which is used for collecting collision signals, water immersion state signals and attitude information of the vehicle, and generating corresponding danger signals; a central decision control unit connected with the multi-source danger perception module, used for receiving and fusing processing of the multi-channel danger signals, and generating a cutting instruction when it is determined that a preset extreme danger condition is met; and a safety belt cutting executor connected with the central decision control unit and integrated on a path of the safety belt, used for cutting the safety belt in response to the cutting instruction. The application changes the safety belt release from relying on the operation of the passenger to automatic execution of the system, shortens the time from the occurrence of the extreme danger to the release of the safety belt, and improves the escape success rate of the passenger in the extreme accidents such as the collision, the falling into water and the rolling.

Description

Technical Field

[0001] This application relates to the field of automotive passive safety and emergency escape technology, and in particular to a vehicle seat belt cutoff system, a vehicle seat belt cutoff control method, and a vehicle. Background Technology

[0002] In extreme accidents such as severe collisions, submersion in water, or rollovers, seatbelt buckles may become stuck due to vehicle deformation or electrical malfunctions, making them impossible to unlock. In such situations, the seatbelt itself becomes a key factor restraining occupants and hindering their rapid escape. Existing manual escape tools, such as safety hammers, are difficult to operate and unreliable in complex environments such as when occupants are panicked, injured, or underwater, making them ineffective within the crucial escape window. Therefore, there is an urgent need for a system that can proactively detect extreme hazards and automatically release seatbelt restraints to solve the escape challenges faced by occupants in special accident scenarios. Summary of the Invention

[0003] The purpose of this application is to provide a vehicle seat belt cut-off system, a vehicle seat belt cut-off control method, and a vehicle to alleviate the aforementioned technical problems existing in the prior art.

[0004] In a first aspect, the present invention provides a vehicle seatbelt cut-off system, comprising: The multi-source hazard perception module is used to collect vehicle collision signals, water immersion status signals and attitude information to generate multiple hazard signals; The central decision control unit is connected to the multi-source hazard perception module and is used to receive the multi-channel hazard signals and generate a cutoff command when it is determined that the multi-channel hazard signals meet the preset extreme danger conditions. A seatbelt cut-off actuator, connected to the central decision control unit and integrated into the seatbelt path, is used to cut off the seatbelt in response to the cut-off command.

[0005] In an optional implementation, the multi-source risk perception module is used for: Obtain collision signals from the vehicle's airbag system; Monitor the water immersion status signals of at least two water immersion sensors distributed under the vehicle chassis and the lower part of the passenger compartment; The vehicle's roll rate and roll angle information are acquired in real time by an inertial measurement unit to determine the vehicle's attitude information.

[0006] In an optional implementation, the central decision control unit is used to determine that the extreme danger condition is met when the multi-channel hazard signals meet the following conditions: Does the intensity of the collision signal exceed a preset collision hazard threshold? The system receives water immersion status signals from at least two water immersion sensors, and the duration of the water immersion status signals exceeds a preset false alarm time. The roll rate and roll angle information simultaneously exceed a preset rollover hazard threshold and remain so for a preset time.

[0007] In an optional implementation, the seatbelt cut-off actuator is used to: Receive the ignition signal corresponding to the truncation command; The internal miniature electric detonator is detonated to drive the propellant charge and generate high-pressure gas; The high-pressure gas drives the cutting blade to move at high speed, cutting through the seat belt that passes through its blade edge.

[0008] In an optional implementation, the central decision control unit is further configured to: When the vehicle is powered on, an initialization check is performed on the multi-source hazard perception module, the seat belt cut-off actuator, and the backup power supply. When an inspection determines that the multi-source hazard perception module or the seat belt cut-off actuator is faulty, the automatic cut-off function is disabled and the fault indicator light is illuminated.

[0009] In an optional implementation, it further includes: A manual trigger switch is connected to the central decision control unit. The central decision control unit is also configured to directly generate the cut-off command in response to a trigger signal from the manual trigger switch.

[0010] In an optional implementation, it further includes: A backup power supply, independent of the vehicle's main power supply, is connected to the central decision control unit and the seatbelt cut-off actuator. The backup power supply is used to provide power to the central decision control unit and the seat belt cut-off actuator when the vehicle's main power supply fails.

[0011] In an optional implementation, the central decision control unit is further configured to: After the seat belt cut-off actuator cuts the seat belt, event data is recorded; The event data is reported to the rescue system via the vehicle's network module.

[0012] In a second aspect, the present invention provides a vehicle seatbelt cutoff control method, applied to the system described in any of the foregoing embodiments, comprising: Real-time acquisition of vehicle collision signals, water immersion status signals, and attitude information to generate multiple emergency signals; When the multiple hazard signals are determined to meet the extreme danger conditions, a cutoff command is generated to control the actuator integrated on the seat belt path to cut off the seat belt.

[0013] Thirdly, the present invention provides a vehicle including the system described in any of the foregoing embodiments.

[0014] The vehicle seatbelt cutoff system, vehicle seatbelt cutoff control method, and vehicle provided in this application collect signals from three heterogeneous sensors—collision, water immersion, and attitude—through a multi-source hazard perception module. This enables the system to simultaneously monitor multiple extreme dangerous conditions, including severe collisions, water immersion, and rollovers, expanding the dimensions of hazard perception. The central decision control unit fuses and processes multiple hazard signals and generates a cutoff command when preset extreme dangerous conditions are met. This allows the system to automatically complete hazard assessment and decision-making even when the occupant is incapacitated, reducing the decision delay between the occurrence of a hazard and the execution of the action. The seatbelt cutoff actuator is integrated into the seatbelt path and executes the cutoff action in response to the cutoff command, decoupling seatbelt release from occupant operation and eliminating the uncertainty of manual operation by the occupant. Overall, this application transforms seatbelt release from occupant operation to automatic system execution, shortening the time from hazard occurrence to seatbelt release in extreme situations and improving the occupant's escape success rate in extreme accidents such as collisions, water immersion, and rollovers. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 A structural diagram of a vehicle seatbelt cut-off system provided in an embodiment of this application; Figure 2 A cross-sectional view of a miniature explosive cutting actuator provided in an embodiment of this application; Figure 3 This application provides a schematic diagram of the installation position of a seatbelt cut-off actuator according to an embodiment of the present application. Figure 4 A system overall hardware structure block diagram provided for embodiments of this application; Figure 5 A flowchart of a vehicle seatbelt cutoff control method provided in this application embodiment; Figure 6 A flowchart of an overall control method provided in an embodiment of this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0018] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0019] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0020] This application provides an automatic cut-off system for vehicle seat belts. The system uses a multi-source heterogeneous sensor network to perceive the physical environment of the vehicle in real time. The central decision control unit fuses and processes multiple hazard signals and makes logical decisions. When it is determined that extreme dangerous conditions are met, the system automatically triggers the cut-off actuator integrated on the seat belt path to complete the cut-off action. This actively releases the seat belt restraints in the event of occupant incapacity or inability to operate the belt, thus buying precious time for escape.

[0021] See Figure 1 As shown, the system mainly includes a multi-source hazard perception module, a central decision control unit, a seat belt cut-off actuator, a backup power supply, and an optional manual trigger switch.

[0022] The multi-source hazard perception module is the system's perception layer. This module continuously collects vehicle collision signals, water immersion status signals, and attitude information, and generates corresponding hazard signals. It consists of various heterogeneous sensors, including collision sensors, water immersion sensors, and attitude sensors. This heterogeneous redundancy structure enables the system to perceive the vehicle's dangerous state from multiple dimensions, avoiding decision-making errors caused by false alarms or missed alarms from a single sensor.

[0023] The central decision control unit is electrically connected to the multi-source hazard perception module, receiving and fusing multiple hazard signals from various sensors. It has a pre-configured hazard determination logic algorithm. Unlike traditional single-threshold judgments, this unit can perform time-series analysis, cross-validation, and fusion decision-making on multi-source signals, effectively distinguishing between real hazards and interference conditions encountered during daily driving. When the preset extreme hazard conditions are met, the central decision control unit generates a cutoff command.

[0024] The seatbelt cut-off actuator is connected to the central decision control unit and physically integrated into the vehicle's seatbelt path. It responds to a cut-off command by instantly severing the seatbelt webbing via mechanical cutting or thermal fusion. The actuator is preferably installed inside the B-pillar trim panel (corresponding to the shoulder seatbelt section), inside the seat frame, or in the seatbelt retractor assembly. This seatbelt cut-off actuator features extremely short response time, extremely high reliability, and can complete at least one full cycle even in the event of a mains power failure.

[0025] The backup power supply is independent of the vehicle's main power supply and is connected to the central decision control unit and seatbelt cut-off actuator. Considering that the vehicle's main power supply is highly likely to fail due to collision, short circuit, or water immersion in an emergency, the backup power supply ensures that the system can still function normally under the most severe electrical failure conditions. Backup power supplies typically use lithium thionyl chloride batteries or supercapacitor banks to ensure high energy density, low self-discharge rate, and long service life.

[0026] The vehicle seatbelt disengagement system provided in this application achieves a leap from "passively waiting for occupant intervention" to "actively sensing and automatically executing" through redundant sensing by multi-source heterogeneous sensors and intelligent fusion decision-making by the central decision control unit. In extreme emergencies such as severe collisions, submersion in water, or rollovers, the system can make the crucial decision to release the seatbelt from the restraints of panicked, injured, or unconscious occupants. Furthermore, the backup power supply ensures the system's reliability in worst-case scenarios, significantly improving the occupant's chances of survival in extreme situations.

[0027] For ease of understanding, the various components of the system provided in this application are described in detail below.

[0028] In one specific implementation, the multi-source hazard perception module is further configured to acquire three types of hazard signals.

[0029] A multi-source hazard perception module acquires collision signals from the vehicle's airbag system. Collision sensors are used to detect whether the vehicle has suffered a severe impact sufficient to cause serious deformation of the vehicle body. In a preferred embodiment of this application, the collision signal is directly taken from the vehicle's existing airbag control unit. The advantages of this are: firstly, it fully utilizes the vehicle's existing sensor resources, reducing system costs; secondly, the airbag system's collision sensors have undergone rigorous collision testing and calibration, ensuring high data reliability. Optionally, if the vehicle is not equipped with an airbag system or cannot share signals, a high-precision MEMS acceleration sensor can be independently configured. After receiving the collision signal, the central decision control unit determines whether the collision intensity exceeds a preset safety threshold. This threshold is typically set higher than the airbag deployment threshold to avoid false triggering of the system in non-severe collisions (such as minor rear-end collisions). For example, this threshold can be set to the equivalent acceleration value generated by a frontal rigid barrier collision at speeds exceeding 30 km / h.

[0030] A multi-source hazard detection module monitors the water immersion status signals of at least two water immersion sensors distributed under the vehicle chassis and passenger compartment. The water immersion sensors are used to detect whether the vehicle has been submerged in water and are the core basis for determining whether a vehicle has fallen into water. In a preferred embodiment of this application, the water immersion sensors adopt a distributed contact electrode pair structure, arranged in key locations such as the lowest point of the vehicle chassis, the inner side of the lower edge of the doors, and under the passenger compartment floor. This distributed arrangement allows the system to detect water ingress in different parts of the vehicle. Its working principle is: it determines whether water immersion has occurred by detecting sudden changes in resistance between the electrodes—normally, the electrodes are in a high-resistance state; when water is encountered, the electrodes conduct, and the resistance drops sharply. At least two water immersion sensors in different locations simultaneously detect water immersion signals to avoid a single sensor being falsely triggered by passing through flooded areas or during car washes.

[0031] In a better embodiment, the system can also place sensors at multiple locations around the vehicle, and use logical judgment (such as at least two sensors being triggered simultaneously, and the triggering locations being distributed in different areas of the vehicle) to confirm that the vehicle has fallen into the water as a whole rather than just passing through a flooded section of road.

[0032] When acquiring attitude information, the multi-source hazard perception module obtains the vehicle's roll velocity and roll angle information in real time through the inertial measurement unit to determine the vehicle's attitude information. The roll angle information is also known as the roll angle. The attitude sensor is used to detect whether the vehicle is rolling, tilting, or exhibiting abnormal attitudes, and is the core basis for judging whether a vehicle is in a rollover hazard. In a preferred embodiment of this application, the attitude sensor uses an automotive-grade 6-axis inertial measurement unit (IMU) integrating a gyroscope and a three-dimensional accelerometer, installed in the central tunnel near the vehicle's center of gravity. This sensor can continuously monitor the vehicle's roll angle, pitch angle, and angular velocity. When it detects that the vehicle has continuously rolled beyond a preset angle (e.g., 90 degrees) and the angular velocity remains above a threshold for a certain period of time (e.g., more than 500 milliseconds), it can be determined that the vehicle is in an unstable and dangerous rollover state.

[0033] The multi-source hazard perception module achieves comprehensive perception of three extreme dangerous conditions—severe vehicle collision, water immersion, and rollover—through redundant configuration of three heterogeneous sensors: collision, water immersion, and attitude sensors. This heterogeneous redundancy design enables the system to effectively distinguish between real hazards and interference signals in daily driving—a single collision signal will not trigger the system, but a collision combined with a water immersion signal is highly likely to indicate that the vehicle has fallen into water after a collision, thus significantly improving the accuracy and reliability of decision-making.

[0034] In one specific implementation, the central decision control unit has built-in independent judgment logic for three types of danger signals.

[0035] The central decision control unit determines whether the intensity of the collision signal exceeds a preset collision hazard threshold. Specifically, the central decision control unit continuously analyzes the data stream from the collision sensors. When it detects that the vehicle's longitudinal or lateral acceleration value exceeds a preset extremely high hazard threshold within a specific time window, a "collision hazard sign" is activated. This threshold, calibrated through extensive collision testing, corresponds to a collision intensity sufficient to cause severe vehicle deformation and a low chance of occupant survival, typically higher than the airbag deployment threshold. This ensures that the system only triggers in severe collisions that truly endanger occupant lives, and does not malfunction during minor collisions or driving on bumpy roads.

[0036] The central decision control unit determines whether it has received water immersion status signals from at least two water immersion sensors, and whether these signals have persisted for a preset false alarm prevention time. Specifically, when the central decision control unit receives valid signals from at least two different water immersion sensors (such as the chassis and the vehicle floor), it does not trigger the alarm immediately. Instead, it requires the signal to remain for more than a preset false alarm prevention time threshold (e.g., 2.5 or 3 seconds). This time threshold is set to exclude brief disturbances such as short-term water immersion or car washing. Only when the water immersion signal persists for more than this time threshold does the system activate the "water immersion hazard sign." This timing-based determination mechanism effectively avoids false triggering caused by splashing water or temporary water immersion.

[0037] The central decision control unit determines whether the roll velocity and roll angle simultaneously exceed a preset rollover hazard threshold for a preset duration. Specifically, the central decision control unit calculates the vehicle's attitude in real time using data from the inertial measurement unit. When it determines that the vehicle's roll velocity continuously exceeds the threshold and the cumulative roll angle exceeds 90 degrees for a certain period of time (e.g., 1 second), it sets a "rollover hazard warning." Determining a rollover hazard requires both angular velocity and angle conditions to be met simultaneously and for a certain duration. This multi-dimensional judgment logic effectively distinguishes between genuine vehicle rollovers and non-rollover situations such as high-speed cornering and emergency obstacle avoidance.

[0038] The three hazard determination logics described above operate in parallel without interfering with each other. Setting the hazard flag in any channel is sufficient to trigger the system to execute a cutoff action. This "OR" logic design ensures that the system can respond promptly under any extreme hazardous conditions, while minimizing the probability of false triggering through mechanisms such as thresholds, durations, and multi-sensor cross-verification within each channel.

[0039] In one specific implementation, the seatbelt cut-off actuator is a miniature explosive cutting device, an electrothermal fusing device, or a mechanical impact release device. The three implementation methods are described below.

[0040] The miniature explosive cutting device is the preferred method of execution in this invention. Its structure is as follows: Figure 2As shown, the device includes a sealed metal housing, a cutting blade slidably disposed within the housing, a miniature electric detonator for generating high-pressure gas to drive the blade upon energization, and a propellant charge. The housing has a channel for the seatbelt webbing to pass through, and the blade's cutting edge faces this channel. Upon receiving a tiny current ignition signal from the central control unit, the electric detonator detonates the propellant. The resulting high-pressure gas drives the blade to propel it at high speed along a precision guide rail within an extremely short time (milliseconds), cleanly and decisively severing the seatbelt webbing below its cutting edge, much like a guillotine. The advantages of this miniature explosive cutting method are: high energy density, extremely short action time, and extremely high reliability. Furthermore, it requires no continuous external power supply before activation; only a brief pulse of current is needed for detonation. The electric detonator and propellant charge can use standard products of the same grade as those used in automotive airbag systems, with a driving current of approximately 1.5A, reliably detonating within 2ms. The blade material is preferably quenched 440C stainless steel, with a cutting edge angle of 30 degrees to ensure a clean and crisp cut.

[0041] The electrothermal fuse uses a special high-resistance alloy wire or sheet heating element. This element can have a "V" or "U" shaped groove through which the seatbelt webbing passes. Upon receiving a command, the control unit instantly releases a large current (tens of amperes) from a storage capacitor or backup power source through the element, causing it to heat up to several hundred degrees Celsius within a hundredth of a second. The seatbelt webbing, made of high-strength polymer material, will rapidly melt, carbonize, and break at the point of contact. The advantages of the electrothermal fuse method are the absence of moving mechanical parts and low noise, but it requires a large current and has certain requirements on the melting characteristics of the webbing material.

[0042] Mechanical impact release devices utilize pre-stored mechanical energy. The device contains a pre-compressed, high-strength spring or an energy-storing electromagnet. In a safe state, this energy is restrained by a locking mechanism. Upon receiving an electrical signal, the locking mechanism (such as a small solenoid valve or a shape memory alloy-driven pin) releases, and the spring or electromagnet drives a striking pin or blade to strike the seatbelt with tremendous force, breaking or severing it. The advantage of mechanical impact release is that it eliminates the need for explosives, but its structure is relatively complex, and there is a possibility of spring fatigue after prolonged use.

[0043] In a preferred embodiment, the seatbelt cutting actuator is a miniature explosive cutting device. The actuator is securely mounted inside the B-pillar metal frame via a metal bracket. The seatbelt webbing passes through a pre-drilled guide groove in the housing, ensuring the blade is centered on the webbing. When the terminal receives an ignition signal, an electric detonator detonates the propellant, generating high-pressure gas that drives the blade to propel it at high speed along the guide structure, cutting the seatbelt webbing that has passed through the passage. The entire process is completed within milliseconds, resulting in a clean and decisive cut unaffected by the wetness or tension of the seatbelt webbing.

[0044] In one specific implementation, the central decision control unit also has system initialization and self-diagnosis functions.

[0045] When the vehicle is powered on, the central decision control unit performs initialization checks on the multi-source hazard detection module, seatbelt cut-off actuator, and backup power supply. Specifically, the system begins operation when the vehicle is started or powered on. The central decision control unit loads firmware, performs communication tests on each sensor, and checks the normality of each sensor circuit; it checks the impedance of the seatbelt cut-off actuator circuit to confirm that there are no open circuits or short circuits in the actuator wiring; and it checks whether the backup power supply voltage is within the rated range to ensure that the backup power supply can provide normal power supply in the event of a main power failure. If everything is normal, the system ready indicator light on the instrument panel illuminates, indicating that the system is in normal working condition.

[0046] When an inspection confirms a fault in the multi-source hazard detection module or the seatbelt cut-off actuator, the central decision control unit disables the automatic cut-off function and illuminates the fault indicator light. Specifically, if a single sensor channel (any one of the collision, water immersion, or attitude sensors) experiences a communication anomaly or signal failure, the system only disables the hazard judgment channel corresponding to the faulty sensor. The remaining normal sensor channels continue to maintain monitoring, judgment, and automatic triggering functions to ensure that the system's remaining protective capabilities are not lost. The system only disables all automatic judgment functions when all sensor channels fail. If any abnormal impedance, open circuit, short circuit, or actuator malfunction is detected in any seatbelt cut-off actuator circuit, the system immediately disables the automatic triggering function to prevent the faulty actuator from malfunctioning or refusing to act, thus avoiding safety hazards, while continuously reporting the fault status.

[0047] This hierarchical fault-tolerant logic ensures that the system retains a certain level of protection even when some components fail, while also preventing false triggering caused by faults.

[0048] In one specific implementation, the system further includes a manual trigger switch connected to the central decision control unit. The central decision control unit is used to directly generate a cutoff command in response to a trigger signal from the manual trigger switch.

[0049] The manual trigger switch is an emergency button with a protective cover, requiring considerable pressure to press or pull. It is typically bright red and marked with "Emergency Cut-off" or "E-CUT". This switch is positioned in a location easily accessible to both the driver and passengers, such as the upper left corner of the dashboard, the top of the center console, the front of the center armrest, or the lower edge of the driver's side A-pillar. This arrangement ensures operability in extreme situations—even if an occupant is injured, panicked, or has poor visibility inside the vehicle, they can still locate and operate it by touch.

[0050] The manual trigger signal has the highest priority. Once activated, it bypasses all logic checks in the central control unit and directly sends a trigger signal to the actuator. Regardless of whether the system self-test detects sensor failure, actuator failure, or system automatic function shutdown, the manual trigger switch remains operational. Its trigger priority is unaffected by any system failure, allowing it to bypass all automatic logic and fault-locking mechanisms at any time, directly driving the normal actuator to complete the seatbelt cutting action as the ultimate escape guarantee. This dual-safety design, with automatic as the primary mechanism and manual as the secondary mechanism, ensures the occupant's ultimate control and enhances the user experience.

[0051] like Figure 3 As shown in the figure, this embodiment takes the driver's side and the front passenger side of the vehicle as examples to show the typical installation positions of the seat belt cut-off actuator, water immersion sensor and manual trigger switch in the passenger compartment.

[0052] Seatbelt cut-off actuators are located inside the B-pillar interior panels on both the driver's and passenger's sides. The B-pillar is a longitudinal support structure on the side of the vehicle body, located between the front and rear doors. Seatbelt retractors are typically installed inside or below the B-pillar. Placing the actuators inside the B-pillar interior panels allows them to be directly connected in series along the shoulder path of the seatbelt. Furthermore, the relatively ample installation space inside the B-pillar interior panels facilitates the accommodation of the actuator's housing structure and wiring connections.

[0053] In actual installation, the actuator is fixed to the inside of the B-pillar metal frame by a metal bracket. The seatbelt webbing extends from the top of the B-pillar, passes through a pre-drilled guide groove in the actuator housing, and then exits from the bottom of the housing, continuing to the seatbelt buckle. When the actuator actuates, the blade or fusible element directly acts on the section of webbing that passes through the housing. The advantage of this installation method is that the B-pillar is in an area where deformation is relatively small in a collision, and the path of the seatbelt webbing at this location is relatively fixed, facilitating reliable cutting.

[0054] Figure 3 The document also shows an alternative mounting location for the actuator inside the seat. For some models (such as those with frameless doors, narrow B-pillars, or special interior structures), the space inside the B-pillar may not be sufficient to accommodate the actuator. In this case, the actuator can be mounted inside the seat frame, with the seatbelt webbing threaded into the actuator on the side of the seat before reaching the buckle. Because the seat moves with the occupant during a collision, this mounting method may affect the cutting reliability due to webbing path misalignment caused by seat displacement. Therefore, it is usually considered an alternative to the B-pillar mounting option, with B-pillar mounting being the preferred choice.

[0055] Figure 3The diagram illustrates the placement of water immersion sensors on the vehicle chassis. The sensors are distributed, with multiple sensors installed at key locations such as the lowest point of the chassis, the inner lower edge of the doors, and under the passenger compartment floor. Considering the passenger compartment is the primary space where occupants reside, the sensors on the chassis are preferentially placed at the lowest points near the chassis longitudinal beams to detect water level changes immediately when the vehicle is wading through or submerged. By placing the sensors under the passenger compartment floor rather than inside the compartment, water ingress can be detected earlier.

[0056] Figure 3 The image shows the location of the manual trigger switch on the lower edge of the A-pillar on the driver's side. The lower edge of the A-pillar is located where the left side of the dashboard meets the door frame. This position is within the driver's field of vision, and even when visibility is obstructed inside the vehicle, the driver can easily reach it with their left hand hanging down. The manual trigger switch is a red emergency button with a protective cover to prevent accidental activation during daily driving.

[0057] In the above arrangement, the B-pillar actuator is the primary cut-off point, the seat-inner actuator is an alternative when structural constraints exist, the water immersion sensor is positioned low on the vehicle chassis to detect water level changes, and the manual trigger switch is located along the lower edge of the A-pillar for easy driver access. The installation positions of each component comprehensively consider vehicle structural characteristics, occupant accessibility, and reliability in an accident, together forming a complete system vehicle layout scheme.

[0058] In one specific implementation, the system also includes a backup power supply, independent of the vehicle's main power supply, and connected to the central decision control unit and the seatbelt cut-off actuator. The backup power supply provides power to the central decision control unit and the seatbelt cut-off actuator in the event of a failure of the vehicle's main power supply.

[0059] The backup power supply is designed with full consideration of the potential failure of the vehicle's main power supply in extreme circumstances—collisions could damage the battery or break wiring, while submersion in water could cause a short circuit. The backup power supply is a lithium thionyl chloride battery or a supercapacitor bank, characterized by high energy density, low self-discharge rate, and long service life. In a preferred embodiment, the backup power supply can be a 3.6V, 1200mAh lithium thionyl chloride battery bank, coupled with a DC-DC boost circuit, providing the system with at least 10 years of standby time and the energy required for several full operational cycles.

[0060] The backup power supply is independent of the vehicle battery and is dedicated to powering the central control unit and cutoff actuators, ensuring that the system can complete at least one full "sensing-decision-execution" cycle under any extreme conditions. This independent power supply design is a crucial guarantee of the system's high reliability, making it possible for "critical systems to never go offline."

[0061] In one specific implementation, the central decision control unit is also used to record event data after the seat belt cut-off actuator cuts the seat belt, and to report the event data to the rescue system through the vehicle's networking module.

[0062] After the action is completed, the central control unit can store relevant data about the event (such as the type of sensor triggered, timestamp, vehicle speed, vehicle location, etc.) in non-volatile memory and send it to the rescue center when possible via a vehicle networking module (such as an eCall system). This data is of great reference value for rescue personnel to understand the accident situation, assess the occupants' condition, and formulate rescue plans. For example, rescue personnel can know whether the vehicle fell into water after a collision or simply rolled over, thus determining the type and severity of possible injuries to the occupants.

[0063] This feature ensures that the system, in addition to performing emergency shutdown actions, also considers post-accident rescue support, further enhancing the system's comprehensiveness and security.

[0064] In real-world accidents, not all hazards require immediate seatbelt disconnection. For example, in low-intensity collisions or when the vehicle is only tilted but not submerged, immediately disconnecting the seatbelt may cause occupants to lose restraint and suffer secondary injuries during subsequent rollovers. Therefore, this application adds an occupant status perception subsystem to the existing system to achieve a fusion judgment of external environmental hazards and internal occupant status.

[0065] This subsystem includes an in-cabin vital signs monitoring device and an adaptive hierarchical decision-making algorithm. The in-cabin vital signs monitoring device can use piezoelectric sensors embedded in the seats or millimeter-wave radar to monitor occupants' heart rate, respiratory rate, and body posture in real time. The central decision control unit fuses and judges "external hazard signals" and "internal occupant status," generating hierarchical control commands based on different hazard levels and occupant statuses. L1 Level 1 Response (Maintain Restraint): When a low collision intensity is detected, occupant vital signs are stable, and the occupant is conscious, the system does not execute a shutdown, only issuing an audible and visual warning. L2 Level 2 Response (Pre-tensioning and Liveness Preservation): When an impending rollover is detected but the occupant is conscious, the system actively tightens the seatbelts, securing the occupant to the seat, and automatically adjusts the seat back to a safe posture. L3 Level 3 Response (Fuse Shutdown): When both extreme external hazards (such as water immersion exceeding a threshold, vehicle fire) and abnormal internal occupant vital signs (such as a sudden drop in heart rate, prolonged lack of limb movement) are simultaneously met, immediate shutdown is executed. In addition, the miniature airbags on the side of the seat inflates at the same time the seatbelt is cut off, briefly maintaining the occupant's posture after the buckle is cut off, preventing them from hitting hard objects inside the vehicle due to sudden loss of restraint.

[0066] Further preferred, this application proposes replacing "one-time explosive cutting" with "electrically controlled variable stiffness + thermal cutting". In specific implementation, a controllable weak point made of shape memory polymer (SMP) is integrated at a specific location on the seat belt webbing (such as the connection point between the shoulder strap and the lap belt). This material has tensile strength comparable to conventional webbing at room temperature, meeting national standard collision restraint requirements. The actuator uses an array of electric heating wires instead of explosive-driven cutting blades. The heating wires are woven in a flat shape around the SMP material and connected to a backup power supply. The central decision control unit applies different currents to the heating wires according to the urgency of the emergency. In low-energy mode, a low current is applied to soften the SMP material to its phase transition temperature, reducing its strength by more than 85%, allowing the occupant to pull it off easily while maintaining its basic shape to avoid sudden disintegration. In high-energy mode, a high-frequency pulsed current is applied to instantly heat the SMP material to its melting temperature, causing the seat belt to melt cleanly and with low impact at a designated point. The SMP weak point is designed with a redundant safety mode, maintaining normal restraint strength in the event of vehicle power failure or system malfunction, without affecting the basic function of the seat belt. This solution upgrades the cutoff method from rigid impact to flexible and controllable release.

[0067] To address the risk of electric shock in water-related scenarios, this solution employs a five-fold safety protection design. The first layer is low-voltage safety drive: the heating wire drive voltage is designed to be below DC 12V, far below the human body's safe voltage threshold. The second layer is fully insulated encapsulation: the heating wire is completely embedded within SMP material to form a sandwich structure, with no exposed conductors, and the lead connection nodes use waterproof sealed terminals. The third layer is an isolated electrical architecture: a floating ground isolation design is used between the heating wire circuit and the vehicle chassis ground, preventing a current loop through the vehicle body even if the heating wire is accidentally exposed. The fourth layer is water immersion detection and active power-off interlock: after the water immersion sensor is triggered, the system first performs insulation resistance detection; if the insulation resistance is below a preset threshold, the heating function is locked and a fault indicator light is illuminated. The fifth layer is pulse heating and energy limitation: a high-frequency PWM pulse heating method is used, and a physical fuse is set at the hardware level as an energy limit; once the current exceeds the design threshold, it automatically cuts off. Through these five layers of protection, the overall safety of the electronically controlled variable stiffness and thermal cutting solution in water-related scenarios is effectively guaranteed.

[0068] Figure 4 A specific system diagram is shown. The system in this embodiment mainly includes five core parts: signal acquisition module, central control unit, execution unit, backup power supply and manual trigger switch. The connection relationship and data flow of each part are as follows.

[0069] The signal acquisition module consists of various heterogeneous sensors, including a collision sensor, a water immersion sensor, an attitude sensor, and an optional temperature / smoke sensor. The collision sensor uses a MEMS accelerometer, whose signal can come from shared data from the vehicle's airbag system or be independently configured. The water immersion sensor uses distributed electrode pairs, arranged in multiple locations on the vehicle chassis and under the passenger compartment. The attitude sensor uses an inertial measurement unit integrating a gyroscope and accelerometer. These sensors are connected to the central control unit via a CAN bus or hardwired connection, transmitting collision signals, water immersion status signals, and attitude information to the central control unit in real time.

[0070] The manual trigger switch is independent of the signal acquisition module and is directly connected to the central control unit via a hardwired connection. This switch is an emergency button with a protective cover, positioned in an easily accessible location for the driver and passengers. The manual trigger signal has the highest priority and, once activated, is transmitted directly to the central control unit, bypassing all logical checks.

[0071] The backup power supply is independent of the vehicle's main power supply and uses lithium thionyl chloride batteries or supercapacitor banks, which are connected to the central control unit and the execution unit respectively. Its function is to provide operating power to the central control unit and driving energy to the execution unit when the vehicle's main power supply fails, ensuring that the system can still complete a complete "perception-decision-execution" cycle under the extreme condition of main power disconnection.

[0072] The central control unit is a microcontroller (MCU) with a CAN bus interface and internally embedded logic algorithms. It receives sensor signals from the signal acquisition module and direct trigger signals from the manual trigger switch, and is powered by both a backup power supply and a main power supply. The central control unit fuses and processes the multiple signals, and when it determines that a preset extreme danger condition is met or receives a manual trigger signal, it generates an execution command and sends it to the execution unit.

[0073] The actuator, also known as the seatbelt cutter, is integrated into the path of the vehicle's seatbelt. Upon receiving an execution command from the central control unit, the actuator activates its internal mechanism to physically cut the seatbelt webbing within milliseconds. The actuator can employ any of the following methods: miniature explosive cutting, electrothermal fusing, or mechanical impact.

[0074] The following section provides a complete explanation of the system operation process in this embodiment, using a specific scenario of a vehicle falling into water as an example.

[0075] Suppose a vehicle accidentally falls into a river while driving at night. After the vehicle enters the water, multiple water immersion sensors located on the chassis and door sills activate sequentially within seconds. The water immersion status signal is transmitted to the central control unit via hardwire. The central control unit receives continuous signals from two different water immersion sensors and monitors for more than 2.5 seconds before determining that the vehicle has fallen into the water and activating the water immersion hazard sign. Immediately, the central control unit sends an ignition signal to the seatbelt cut-off actuators for the driver and passengers via the execution command output port. This signal is transmitted to the actuators along the shielded wiring harness. Upon receiving the ignition signal, the miniature electric detonator inside the actuator detonates, and the propellant generates high-pressure gas, driving the cutting blades to move at high speed along the guide rail, cutting the seatbelt webbing within milliseconds. At this point, the occupants do not need to press the buckle button (the buckle may have been deformed and jammed due to water pressure) to directly release themselves from the seatbelt and escape through the door or window. Throughout the entire process, the backup power supply ensures that the system can still complete all the above actions normally even if the main power supply fails due to water immersion and short circuit.

[0076] If the vehicle experiences a collision during the descent into the river, the collision sensors will also transmit a collision signal to the central control unit. The central control unit's multi-channel parallel monitoring mechanism processes both collision and water immersion signals simultaneously. Execution is triggered when either channel meets preset conditions, ensuring the system operates reliably even in complex accidents.

[0077] If occupants perceive a danger after the vehicle enters the water but before the system automatically triggers and wish to escape immediately, they can press the manual trigger switch located on the lower edge of the A-pillar on the driver's side. This switch is a red emergency button with a protective cover. When pressed, the trigger signal is transmitted directly to the central control unit via a separate hardwire. This signal has the highest priority, bypassing all logical judgments, and immediately generates an execution command to be sent to the actuator to complete the seat belt cut-off action.

[0078] The automatic seatbelt cut-off system provided in this application achieves comprehensive perception of three major extreme dangerous conditions: severe collision, water immersion, and rollover, through redundant configuration of multi-source heterogeneous sensors (collision sensor, water immersion sensor, and attitude sensor), avoiding decision-making errors caused by false alarms or missed alarms from a single sensor. The multi-condition fusion judgment logic (threshold comparison, duration confirmation, and multi-sensor cross-verification) built into the central decision control unit effectively distinguishes between real danger and interference signals in daily driving, reducing the probability of false triggering. The seatbelt cut-off actuator uses a micro-explosive cutting method with a response time in milliseconds, resulting in a clean and crisp cut unaffected by the wetness or tension of the seatbelt webbing. An independent backup power supply ensures that the system can still complete the full perception-decision-execution cycle even if the main power supply fails due to a collision or water immersion. A manual trigger switch serves as a backup, granting occupants final control in the event of automatic logic failure. This system transforms the traditional passive waiting method of seatbelt release by occupants into an intelligent protection mechanism that actively perceives and automatically executes the system.

[0079] This application provides a vehicle seatbelt cutoff control method, applicable to the system described in any of the foregoing embodiments. See also... Figure 5 As shown, the method includes the following steps: The S510 collects vehicle collision signals, water immersion status signals, and attitude information in real time, generating multiple emergency signals. S520, when it is determined that the multiple hazard signals meet the extreme danger conditions, a cutoff command is generated to control the actuator integrated on the seat belt path to cut off the seat belt.

[0080] The method provided in this application embodiment has the same implementation principle and technical effect as the aforementioned system embodiment. For the sake of brevity, any part of the method not mentioned in the embodiment section can be referred to the corresponding content in the aforementioned system embodiment.

[0081] Based on the above system, this application also provides a method for controlling the cutting off of vehicle seat belts. See also... Figure 6 As shown, the control logic of the seat belt cut-off system of this application is described in detail.

[0082] like Figure 6 As shown, the entire control process begins at the "Vehicle Power On" node. When the vehicle starts or the power supply is switched to the ON position, the central control unit powers on and enters the "System Initialization and Self-Test" step.

[0083] During the "System Initialization and Self-Test" step, the central control unit performs the following specific operations: conducts communication tests on each sensor channel to confirm whether the collision signal interface, water immersion sensor interface, and inertial measurement unit interface can receive data normally; measures the circuit impedance of the seat belt cut-off actuator to determine whether it is within the normal range; and checks whether the voltage of the backup power supply is within the rated operating range.

[0084] After the self-test is completed, the central control unit makes a judgment at the first conditional judgment node, "Self-test successful?". If the self-test is unsuccessful (i.e., the judgment result is "No"), the branch jumps to the "Illuminate the fault indicator light" step, the fault indicator light on the instrument panel illuminates, the process terminates and enters the "End / Pending Repair" state, waiting for maintenance personnel to handle it. If the self-test is successful (i.e., the judgment result is "Yes"), the branch enters the "Enter Real-time Multi-channel Signal Monitoring" step, and the system enters normal working mode.

[0085] In the "Enter Real-time Multi-channel Signal Monitoring" step, the central control unit continuously monitors the four condition judgment channels in parallel.

[0086] Channel A is for "Collision Detection". The central control unit continuously analyzes the acceleration data from the collision sensors. At the "Acceleration > Threshold and lasts for a preset time?" judgment node, if the longitudinal or lateral acceleration value of the vehicle exceeds the preset collision hazard threshold, and this over-threshold state lasts for a preset time (e.g., more than 20 milliseconds), the judgment result is "Yes", and the "Set Collision Hazard Sign" step is initiated; if the threshold is not reached or the duration is insufficient, the judgment result is "No", and the monitoring continues in a loop.

[0087] Channel B is for "Water Leakage Detection". The central control unit monitors the status of each water leakage sensor. At the "At least 2 water leakage sensors are triggered and last for more than the false alarm prevention time?" judgment node, if valid signals are received from water leakage sensors in at least two different locations, and these signals are maintained for more than the preset false alarm prevention time threshold (e.g., 2.5 to 3 seconds), the judgment result is "Yes", and the "Set Water Leakage Danger Sign" step is initiated; if the number of triggered sensors is insufficient or the duration does not reach the threshold, the judgment result is "No", and the monitoring continues in a loop.

[0088] Channel C is for "Rollover Detection". The central control unit calculates the vehicle's attitude in real time using data from the inertial measurement unit. At the "Roll angular velocity and angle exceed threshold and persist?" judgment node, if the vehicle's roll angular velocity exceeds the preset roll angular velocity threshold (e.g., 90° / s) and the cumulative roll angle simultaneously exceeds the preset angle threshold (e.g., 90 degrees), and persists for a certain period of time (e.g., 1 second), the judgment result is "Yes", and the "Set Rollover Hazard Sign" step is initiated; if either condition is not met, the judgment result is "No", and the monitoring continues in a loop.

[0089] Channel D is designated for "Manual Trigger Monitoring". The central control unit independently monitors the status of the manual trigger switch. At the "Manual switch pressed?" judgment node, if the manual trigger switch is detected to be pressed, the judgment result is "Yes", and the process immediately proceeds to the "Generate Highest Priority Manual Trigger Signal" step to generate a manual trigger signal with the highest priority; if it is not pressed, the judgment result is "No", and the monitoring continues in a loop.

[0090] The decision nodes for the four channels operate in parallel without blocking each other. The central control unit continuously monitors the status of the four channels.

[0091] Subsequently, the central control unit performs a comprehensive judgment at the "Any hazard sign set or manual signal received?" judgment node. If any one of the collision hazard sign, water hazard sign, or rollover hazard sign is set, or the central control unit receives a manual trigger signal, the judgment result is "yes", and the process proceeds to the "central control unit generates and sends execution command" step; if none of the four channels are triggered (i.e., none of the three hazard signs are set and no manual signal is received), the judgment result is "no", and the process returns to the "enter real-time multi-channel signal monitoring" step to continue the cyclical monitoring.

[0092] In the step of "Central Control Unit Generates and Sends Execution Command," the central control unit immediately generates a high-level digital signal as the execution command, which is sent to the seatbelt cut-off actuator at the corresponding seat position via a dedicated signal harness. The transmission of the execution command has the highest priority and is not affected by other tasks currently being performed by the system.

[0093] The process then proceeds to the "Seatbelt Cut-off Actuator Action (Explosive / Electrical / Mechanical)" step. Upon receiving the execution command, the seatbelt cut-off actuator activates the corresponding action mechanism based on its type. For a miniature explosive cutting actuator, the internal electric detonator detonates the propellant charge after receiving the ignition signal, generating high-pressure gas that drives the cutting blade to move at high speed along the guide rail. For an electrothermal fusing actuator, a high-resistance alloy wire or sheet-like heating element heats up to several hundred degrees Celsius in a short time, causing the seatbelt webbing to partially melt, carbonize, and break. For a mechanical impact actuator, the locking mechanism releases a pre-compressed spring or energy-storing electromagnet, driving the firing pin or blade to strike the seatbelt. All of these actions are completed within milliseconds.

[0094] Next, the "cutting the seatbelt webbing" step begins. The actuator physically cuts the seatbelt webbing.

[0095] In the "(optional) record event data and report to the rescue system" step, the central control unit stores relevant data about the event in non-volatile memory, including the trigger type (collision trigger / water immersion trigger / rollover trigger / manual trigger), trigger timestamp, and vehicle speed at the time of triggering. If the vehicle's network module (such as the eCall system) is still available, the system attempts to send the event data to the rescue center to provide information support for rescue efforts.

[0096] The process then enters the "End" node, and the control process is completed.

[0097] If the self-test fails (i.e., the "self-test successful?" judgment result is "no"), the process jumps to the "illuminate fault indicator light" step, and then enters the "end / pending maintenance" state, terminating the entire control process. The control method of this application will be fully explained below using a specific vehicle submerged in water scenario.

[0098] Suppose a vehicle loses control and plunges into a river while driving at night. After the vehicle enters the water, two of the four water immersion sensors located on the chassis and door sill beams (front chassis and left door sill beam) activate sequentially within seconds, transmitting the water immersion status signal via hardwired to the central decision control unit. Simultaneously, the vehicle collides with the riverbank during the fall, and the airbag control unit sends a collision acceleration signal to the CAN bus.

[0099] The central decision control unit processes two signals in parallel: in the collision detection channel, if the acceleration value exceeds a preset threshold within 20ms, a "collision hazard sign" is set; in the water immersion detection channel, if two water immersion sensors at different locations are continuously conducting for more than 2.5 seconds, a "water immersion hazard sign" is set. Once both hazard signs are set, the central decision control unit immediately generates an execution command and sends it to the B-pillar actuators corresponding to the driver and front passenger seats via signal harnesses.

[0100] Inside the actuator, a miniature electric detonator receives an ignition signal and detonates the propellant charge. The high-pressure gas drives the cutting blade to move at high speed along the guide rail, severing the seatbelt webbing. The entire process, from the water immersion sensor triggering the seatbelt to its cutting, is completed within 3 seconds. Occupants can escape by unfastening their seatbelts and opening the doors without pressing any buckle buttons.

[0101] If occupants perceive a danger before the system automatically triggers and wish to escape immediately, they can press the manual trigger switch located on the lower edge of the A-pillar on the driver's side. The trigger signal generated by this switch is transmitted directly to the central decision control unit via a separate hardwire, has the highest priority, bypasses all logical judgments, and immediately generates an execution command to be sent to the actuator to complete the cutoff.

[0102] Throughout the process, the backup power supply ensured that the system could still complete all the above actions even if the vehicle's main power supply failed due to water immersion and short circuit. After the actions were completed, the central decision control unit stored the "water immersion triggered" event and timestamp in non-volatile memory and reported it to the rescue center through the eCall system.

[0103] The automatic seatbelt release control method provided in this application collects signals from three types of sensors—collision, water immersion, and attitude—in parallel and in real-time. Each sensor performs a hazard assessment based on preset thresholds and duration conditions in its independent judgment channel. Execution is triggered when any channel meets the conditions, ensuring timely response under various extreme situations. Water immersion assessment requires simultaneous triggering of sensors at at least two different locations, with signals lasting longer than the false alarm prevention time. Rollover assessment requires both angular velocity and angle to exceed thresholds simultaneously for a certain duration. This multi-condition cross-verification logic reduces the risk of false triggering while ensuring trigger reliability. Manual trigger signals have the highest priority, bypassing all automatic logic judgments and directly triggering execution, providing occupants with a final escape guarantee in the event of system automatic function failure. Hierarchical fault-tolerant logic ensures that the system retains residual protective capabilities even when some sensors fail. This method upgrades seatbelt release from reliance on manual operation by the occupant to automatic system execution, increasing the occupant's survival rate in extreme situations.

[0104] This application also provides a vehicle that includes the automatic seatbelt cut-off system described in any of the foregoing embodiments. The vehicle may be a passenger car, a commercial vehicle, or an off-road vehicle.

[0105] Specifically, the vehicle body houses a multi-source hazard detection module. Collision sensors are connected to or independently mounted to the vehicle's existing airbag control unit; water immersion sensors are located at the lowest point of the vehicle's chassis longitudinal beams and inside the sill beams below the passenger compartment floor; attitude sensors, i.e., inertial measurement units, are installed in the central tunnel near the vehicle's center of gravity. Seatbelt cut-off actuators are mounted on a metal frame inside the B-pillar trim panel, with the seatbelt webbing passing through guide slots in the actuator housing. A manual trigger switch is located on the left side of the dashboard along the lower edge of the driver's A-pillar for easy driver access. A backup power supply is housed in a separate housing near the central control unit and connected to the central control unit and actuators via a wiring harness.

[0106] Taking a scenario where a vehicle plunges into a river at night as an example: Water immersion sensors located on the chassis and door sills activate sequentially within seconds of entering the water. Upon receiving continuous signals from two different water immersion sensors and reaching the false alarm prevention time, the central decision control unit determines that the vehicle has fallen into the water and activates the water immersion hazard sign. It then sends an ignition signal to the seatbelt cut-off actuators in the driver and passenger seats, which cut the seatbelt webbing. Occupants can escape without unlocking the buckles. A backup power supply ensures the system can still complete all actions even if the main power supply fails due to water immersion. A manual trigger switch serves as a backup, allowing occupants to bypass the automatic logic and directly trigger the actuators at any time.

[0107] By integrating the aforementioned automatic seatbelt cut-off system, this vehicle can automatically assess the danger and proactively cut off the seatbelt in extreme emergency situations such as severe collisions, falling into water, or rollovers. This helps occupants quickly escape restraints and gain valuable escape time, significantly improving the vehicle's passive safety performance in extreme situations.

[0108] In the description of this application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of the invention is in use. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0109] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0110] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0111] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle seat belt severing system, characterized by, include: The multi-source hazard perception module is used to collect vehicle collision signals, water immersion status signals and attitude information to generate multiple hazard signals; The central decision control unit is connected to the multi-source hazard perception module and is used to receive the multi-channel hazard signals and generate a cutoff command when it is determined that the multi-channel hazard signals meet the preset extreme danger conditions. A seatbelt cut-off actuator, connected to the central decision control unit and integrated into the seatbelt path, is used to cut off the seatbelt in response to the cut-off command.

2. The system of claim 1, wherein, The multi-source risk perception module is used for: Obtain collision signals from the vehicle's airbag system; Monitor the water immersion status signals of at least two water immersion sensors distributed under the vehicle chassis and the lower part of the passenger compartment; The vehicle's roll rate and roll angle information are acquired in real time by an inertial measurement unit to determine the vehicle's attitude information.

3. The system of claim 2, wherein, The central decision control unit is used to determine whether the extreme danger condition is met when the multi-channel hazard signals meet the following conditions: The intensity of the collision signal exceeds a preset collision hazard threshold; The system receives water immersion status signals from at least two water immersion sensors, and the duration of the water immersion status signals exceeds a preset false alarm time. The roll rate and roll angle information simultaneously exceed a preset rollover hazard threshold and remain so for a preset time.

4. The system of claim 1, wherein, The seatbelt cut-off actuator is used for: Receive the ignition signal corresponding to the truncation command; The internal miniature electric detonator is detonated to drive the propellant charge and generate high-pressure gas; The high-pressure gas drives the cutting blade to move at high speed, cutting through the seat belt that passes through its blade edge.

5. The system according to claim 1, characterized in that, The central decision-making and control unit is also used for: When the vehicle is powered on, an initialization check is performed on the multi-source hazard perception module, the seat belt cut-off actuator, and the backup power supply. When an inspection determines that the multi-source hazard perception module or the seat belt cut-off actuator is faulty, the automatic cut-off function is disabled and the fault indicator light is illuminated.

6. The system of claim 1, wherein, Also includes: A manual trigger switch is connected to the central decision control unit. The central decision control unit is also configured to directly generate the cut-off command in response to a trigger signal from the manual trigger switch.

7. The system of claim 1, wherein, Also includes: A backup power supply, independent of the vehicle's main power supply, is connected to the central decision control unit and the seatbelt cut-off actuator. The backup power supply is used to provide power to the central decision control unit and the seat belt cut-off actuator when the vehicle's main power supply fails.

8. The system of claim 1, wherein, The central decision-making and control unit is also used for: After the seat belt cut-off actuator cuts the seat belt, event data is recorded; The event data is reported to the rescue system via the vehicle's network module.

9. A vehicle seat belt cut-off control method characterized by, The system applied to any one of claims 1 to 8 comprises: Real-time acquisition of vehicle collision signals, water immersion status signals, and attitude information to generate multiple emergency signals; When multiple hazard signals are determined to meet preset extreme danger conditions, a cutoff command is generated to control the actuator integrated on the seat belt path to cut off the seat belt.

10. A vehicle characterized by comprising: Includes the system described in any one of claims 1 to 8.

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