Seat belt control methods, devices, storage media, controllers, and vehicles

Abstract

This application relates to a seatbelt control method, device, storage medium, controller, and vehicle. The method is applied to a seatbelt control device, which includes a retraction mechanism connected to the seatbelt. The retraction mechanism includes an electronic vehicle sensing component and a mechanical vehicle sensing component that cooperate with each other. The method first acquires the vehicle's operating status information, and then determines the inhibitory force exerted by the electronic vehicle sensing component on the mechanical vehicle sensing component based on the vehicle's operating status information. The locking of the seatbelt is controlled based on the inhibitory state of the mechanical vehicle sensing component. The initial inhibitory force applied by the electronic vehicle sensing component to the mechanical vehicle sensing component is less than a preset value, which is set according to the theoretical value required to completely inhibit the movement of the mechanical vehicle sensing component. Therefore, this application can effectively reduce the size of the electronic vehicle sensing component, as well as the noise and wear during vehicle sensing, thereby improving the lifespan of the seatbelt retraction mechanism.

Description

Technical Field

[0001] This application relates to the field of seat belt control technology, and in particular to a seat belt control method, device, storage medium, controller and vehicle. Background Technology

[0002] Currently, the retraction and extension of seat belts are usually achieved by automatically retracting them after they are pulled out. This can be achieved by applying a vehicle sensing current through an electromagnet to suppress the movement of the mechanical vehicle sensing component and mechanically locking the pulled-out seat belt.

[0003] However, in order to ensure that the electromagnet provides a large suppressive force on the mechanical vehicle sensing components, the valve core of the electromagnet is usually large in size, which leads to loud valve core movement noise and easy wear, which in turn reduces the service life of the seat belt retractor. Summary of the Invention

[0004] This application provides a seatbelt control method that can effectively reduce the size of electronic vehicle sensing components, as well as the noise and wear during vehicle sensing motion, thereby at least partially solving the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a seatbelt control method is provided, applied to a seatbelt control device, the seatbelt control device including a retraction mechanism connected to the seatbelt, the retraction mechanism including an electronic vehicle sensing component and a mechanical vehicle sensing component that cooperate with each other, the method comprising:

[0006] Obtain vehicle operating status information;

[0007] Based on the vehicle's operating status information, the inhibitory force exerted by the electronic vehicle sensing component on the mechanical vehicle sensing component is determined, so as to control the locking of the seat belt based on the inhibitory state of the mechanical vehicle sensing component.

[0008] The electronic vehicle sensing component applies an initial suppressive force to the mechanical vehicle sensing component that is less than a preset value, which is set according to the theoretical value required to completely suppress the movement of the mechanical vehicle sensing component.

[0009] Optionally, determining the suppressive force exerted by the electronic vehicle sensing component on the mechanical vehicle sensing component based on the vehicle's operating status information includes:

[0010] The vertical acceleration of the vehicle is extracted from the vehicle's operating status information, as well as risk status information used to characterize the presence of faults in the vehicle architecture and dangerous behaviors of the occupants.

[0011] Based on the vehicle's vertical acceleration and the risk status information, the initial suppressive force is adjusted to determine the suppressive force acting on the mechanical vehicle sensing component.

[0012] Optionally, adjusting the initial suppressive force based on the vehicle's vertical acceleration and the risk state information to determine the suppressive force acting on the mechanical vehicle sensing component and the suppressive state of the mechanical vehicle sensing component includes:

[0013] When the vehicle is in a bumpy driving state, if the vertical acceleration of the vehicle is within a preset range and no risk status information of the vehicle is detected, the electronic vehicle sensing component is controlled to maintain the initial inhibitory force, so that the inhibitory state of the mechanical vehicle sensing component is maintained.

[0014] When the vertical acceleration of the vehicle is outside the preset range, or when the risk status information of the vehicle is detected, the electronic vehicle sensing component is controlled to release the suppressive force on the mechanical vehicle sensing component.

[0015] Optionally, the method further includes:

[0016] When the vehicle is in the stable driving state, if the instantaneous value of the vehicle's vertical acceleration is detected to be greater than the third threshold and no risk status information of the vehicle is detected, the electronic vehicle sensing component is controlled to increase the initial suppression force.

[0017] When the risk status information of the vehicle is detected, the electronic vehicle sensing component is controlled to release the suppressive force on the mechanical vehicle sensing component.

[0018] Optionally, controlling the locking of the seatbelt based on the suppression state of the mechanical vehicle sensing component includes:

[0019] When the electronic vehicle sensing component is controlled to maintain or increase the initial suppressive force, the suppressive state of the mechanical vehicle sensing component is maintained, so that the mechanical vehicle sensing component is fixed in place.

[0020] When the electronic vehicle sensing component releases its suppressive force on the mechanical vehicle sensing component, the suppression of the mechanical vehicle sensing component's movement is released, and the mechanical vehicle sensing component locks the seat belt when it senses the vehicle's preset movement.

[0021] Optionally, obtaining the vehicle's operating status information includes:

[0022] The instantaneous acceleration of the vehicle is obtained, and the vertical acceleration is obtained based on the instantaneous acceleration;

[0023] The image information of the vehicle structure and the occupants is acquired, and the image information is analyzed to obtain the risk status information.

[0024] Optionally, the current driving status of the vehicle is determined through the following steps:

[0025] When the vertical acceleration is greater than the first threshold and the duration is greater than the second threshold, it is determined that the vehicle is in a bumpy driving state.

[0026] When the vertical acceleration is less than or equal to the first threshold, or when the vertical acceleration is greater than the first threshold but the duration is less than or equal to the second threshold, the vehicle is determined to be in a stable driving state.

[0027] According to a third aspect of this application, a seatbelt control device is also provided, including a retraction mechanism connected to the seatbelt, the retraction mechanism including a cooperating mechanical vehicle sensing component, an electronic vehicle sensing component, and an electronic control unit, wherein:

[0028] The mechanical sensing component includes a spherical part and a claw that contacts the spherical part;

[0029] The electronic vehicle sensing component includes a solenoid valve housing, a valve core and a coil installed inside the solenoid valve housing, and a lever disposed between the claw and the valve core;

[0030] Wherein, when the valve core moves along its axial direction, it drives the rocker arm to move toward the pawl until the rocker arm is fixedly abutting the pawl to suppress the movement of the ball component; or, when the valve core moves along its axial direction, it drives the rocker arm to move away from the pawl to release the suppression of the ball component's movement, so that the ball component drives the pawl to engage with the ratchet.

[0031] The electronic control unit is used to execute the seat belt control method described above.

[0032] According to a third aspect of this application, a computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the method described above.

[0033] According to a fourth aspect of this application, a controller is also provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the method described above.

[0034] According to a fifth aspect of this application, a vehicle is also provided, including the controller described above.

[0035] According to a sixth aspect of this application, a computer program product is also provided, comprising a computer program or instructions that, when executed by a processor, implement the steps of the method described above.

[0036] In summary, the embodiments of this application are applied to a seat belt control device, which includes a retraction mechanism connected to the seat belt. The retraction mechanism includes an electronic vehicle sensing component and a mechanical vehicle sensing component that cooperate with each other. The method first acquires the vehicle's operating status information, and then determines the inhibitory force exerted by the electronic vehicle sensing component on the mechanical vehicle sensing component based on this information. The locking of the seat belt is controlled based on the inhibitory state of the mechanical vehicle sensing component. The initial inhibitory force applied by the electronic vehicle sensing component to the mechanical vehicle sensing component is less than a preset value, which is set according to the theoretical value required to completely inhibit the movement of the mechanical vehicle sensing component. Therefore, this application can effectively reduce the size of the electronic vehicle sensing component, as well as the noise and wear during vehicle sensing, thereby improving the lifespan of the seat belt retraction mechanism. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0039] Figure 1 This is a flowchart of a seatbelt control method provided in this disclosure;

[0040] Figure 2 This is an architecture diagram of the seatbelt control system provided in an exemplary embodiment of this disclosure;

[0041] Figure 3 This is a flowchart of another seat belt control method provided in the embodiments of this disclosure;

[0042] Figure 4 This is a flowchart of another seat belt control method provided in the embodiments of this disclosure;

[0043] Figure 5 This is an architectural diagram of the winding mechanism provided in the embodiments of this disclosure;

[0044] Figure 6 This is a schematic diagram of the winding mechanism provided in the embodiments of this disclosure;

[0045] Figure 7 This is an architecture diagram of the controller provided in an exemplary embodiment of this disclosure;

[0046] Figure 8This is an architectural diagram of a vehicle provided in an exemplary embodiment of this disclosure.

[0047] Explanation of reference numerals in the attached figures:

[0048] 11-Claw, 12-Spherical component, 13-Rocker rod, 14-Valve core, 15-Solenoid valve housing, 16-Ratchet. Detailed Implementation

[0049] 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 a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0050] Based on the problems mentioned in the background technology, in related technologies, the intelligent control of seat belt systems mainly achieves active suppression and decoupling functions through electromagnets. For example, existing technologies propose using an ECU (electronic control unit) module to control the start time and magnitude of the current in the electromagnet coil, applying a reverse current just before the valve core is attracted to reduce the impact force and thus reduce noise. Furthermore, some solutions employ a composite structure combining mechanical and electronic sensing, using sensors to monitor the vehicle status in real time. When a hazard signal is detected, the electromagnet is de-energized, allowing the mechanical sensing components to resume their locking function.

[0051] However, the response time of the electromagnet valve core is typically required to be less than 10ms, while existing technologies rely on software to control current changes, making it difficult to achieve precise control in such a short time, resulting in unstable suppression effects. Secondly, to ensure reliability, existing solutions often set the holding force of the electromagnet to a high value (such as 10N), which increases the size of the electromagnet and generates significant noise due to the high-speed impact of the valve core, easily leading to false triggering or response delays, affecting safety and user experience.

[0052] The following describes the system used to execute this method, such as... Figure 2 As shown, the system can be divided into a perception layer, a control layer, and an execution layer. The perception layer can collect numerous signals from various sensing devices, such as the vehicle domain controller, Electronic Stability Program (ESP), Advanced Driver Assistance System (ADAS), radar, and vehicle attitude.

[0053] The Electronic Control Unit (ECU) in the control layer can analyze numerous signals from the sensing layer to determine the overall vehicle status and provide the corresponding actions that the seat belts need to perform in the execution layer.

[0054] In actual implementation, the control layer can include power supply module, information parsing module, self-protection module, status monitoring module, drive module, event recording module, etc. The control layer can not only monitor and analyze various signals, but also output corresponding status to devices such as seat belts, coordinate with the actions of various systems on the vehicle, and make corresponding records.

[0055] The method of this application can be applied to a seat belt control device, which may include a retraction mechanism connected to the seat belt. The retraction mechanism may include an electronic vehicle sensing component and a mechanical vehicle sensing component that cooperate with each other. The retraction mechanism can lock the seat belt and also retract the seat belt.

[0056] Among them, the mechanical vehicle sensing component is a passive vehicle sensing structure. The mechanical vehicle sensing component can sense information such as vehicle acceleration and tilt angle. When the acceleration or tilt angle exceeds a certain threshold, the mechanical structure in the mechanical vehicle sensing component will automatically lock the seat belt without the need for control by the vehicle control layer.

[0057] The electronic vehicle sensing component is an active vehicle sensing structure that is controlled by the vehicle control layer. The vehicle control layer senses the vehicle's status information and controls the electronic vehicle sensing component to perform corresponding actions.

[0058] This application provides a method for controlling seat belts. Please refer to [link / reference]. Figure 1 The seat belt control method provided in this application includes steps S101-S102, which will be described in detail below.

[0059] Step S101: Obtain the vehicle's operating status information.

[0060] Among them, the vehicle's operating status information can be information that characterizes the overall vehicle status during vehicle operation. The vehicle's operating status information can include at least the vehicle's vertical acceleration, as well as risk status information used to characterize the presence of faults in the overall vehicle architecture and dangerous behaviors of the occupants.

[0061] Specifically, the vertical acceleration of a vehicle is the change in acceleration of the vehicle in the vertical direction (up and down direction). It is used to determine whether the vehicle has encountered speed bumps, potholes, or bumpy road sections, so as to reflect the impact intensity of the road surface.

[0062] Risk status information is a signal used to identify whether a vehicle is malfunctioning or whether occupants are engaging in dangerous behavior. For example, it may include, but is not limited to, vehicle architecture malfunctions and dangerous occupant behavior. Vehicle architecture malfunctions include abnormalities in the suspension system and braking system, while dangerous occupant behavior includes fatigue driving, emergency braking, and not wearing a seat belt.

[0063] After collecting the above operating status information, it can be used as the basis for whether the intelligent seat belt system triggers locking or releases inhibition control, ensuring that the system activates restraint protection in real danger, while maintaining comfort and freedom during normal bumps.

[0064] In some embodiments, step S101 may include:

[0065] Obtain the instantaneous acceleration of the vehicle, and derive the vertical acceleration from the instantaneous acceleration;

[0066] Acquire image information of the vehicle structure and occupants, and analyze the image information to obtain risk status information.

[0067] Specifically, acceleration sensors (such as triaxial accelerometers) installed at key locations on the vehicle body can collect real-time instantaneous acceleration data in all directions, including dynamic changes in the front-to-back, left-to-right, and up-down directions.

[0068] After obtaining the three-dimensional acceleration vector, the system extracts the vertical (Z-axis) component, i.e., the vertical acceleration, through calculation or filtering. This component reflects whether the vehicle is subjected to vertical impacts from the road surface, such as speed bumps, potholes, or undulating road sections. If the vertical acceleration exceeds a set threshold (e.g., above 2g), the system can determine it as an abnormal bump or potentially risky condition and accordingly control whether the electromagnet is energized to suppress or release the mechanical vehicle-sensing lock action.

[0069] Specifically, in-vehicle cameras (such as DMS driver monitoring system, ADAS forward / in-vehicle cameras, etc.) can be used to obtain image or video data of the internal and external environment and the status of the occupants.

[0070] External cameras can identify lane departures, obstacles ahead, and potential collision risks. By combining data from lidar and millimeter-wave radar for fusion identification, it can determine whether the vehicle is in an abnormal driving state, such as rapid acceleration, sharp turns, or near-collision conditions.

[0071] DMS can analyze whether the driver is fatigued, distracted, or not wearing a seatbelt correctly; in-vehicle images can identify whether passengers are in abnormal sitting postures, are deviating from their positions, and whether children are properly secured.

[0072] Ultimately, the analysis results can be converted into risk level indicators or risk messages by the ECU processing module to determine whether the seat belts need to be locked in advance to ensure occupant safety.

[0073] Step S102: Based on the vehicle's operating status information, determine the suppressive force exerted by the electronic vehicle sensing component on the mechanical vehicle sensing component, and control the locking of the seat belt based on the suppressive state of the mechanical vehicle sensing component.

[0074] Among them, the electronic vehicle sensing component applies an initial suppressive force to the mechanical vehicle sensing component that is less than a preset value, which is set according to the theoretical value required to completely suppress the movement of the mechanical vehicle sensing component.

[0075] It is understandable that electronic sensing components (such as solenoid valves) are used to suppress mechanical sensing components (such as ball-type locking mechanisms) in non-hazardous situations to prevent accidental triggering of the seat belt locking action during normal bumps or momentary impacts.

[0076] To balance structural compactness, energy consumption control, and noise suppression, the electronic vehicle sensing component in this application applies a suppressive force less than a preset suppressive force threshold in its initial state. This preset threshold is determined based on the theoretical force required to completely suppress the movement of the mechanical vehicle sensing component.

[0077] Specifically, based on the torque balance relationship: F ​​holding force × L holding = F steel ball × L steel ball, and combined with simulation and measured data, the required suppressing force under urban conditions (i.e., the vehicle is driving on a normal level road and the effective value of the vertical vibration acceleration inside the carriage is about 2g) is about 2N. Therefore, 2N is set as the theoretical preset value for completely suppressing mechanical vehicle motion.

[0078] In practical applications, the electronic vehicle sensing component applies an initial holding force that is less than the theoretical preset value by default after the system is powered on. This reduces system power consumption, decreases the size of the electromagnet, and reduces structural impact noise caused by the rapid movement of the valve core. Simultaneously, when the vehicle's vertical acceleration momentarily exceeds a set threshold (e.g., 2g) but no risk status information is detected, the control unit can temporarily increase the current of the electronic vehicle sensing component to enhance its suppression force to or near the preset value. This ensures that the suppression function remains effective during short-term impacts and prevents accidental triggering of the mechanical vehicle sensing lock.

[0079] Through the above methods, this application achieves comprehensive optimization of system power consumption, structural size and response effect while ensuring the reliability of vehicle feel suppression, thereby improving the practicality and comfort of the intelligent seat belt system.

[0080] In practice, based on real-time vehicle operating status information such as vertical acceleration and risk level, it can be determined whether the electronic vehicle sensing component needs to be controlled to perform the first vehicle sensing action to control the mechanical vehicle sensing component.

[0081] For example, a specific control method could be as follows: If it is determined that the vehicle is not in danger, but there are minor disturbances such as bumps (e.g., acceleration exceeding 2g), the electronic vehicle sensor component can be energized to increase the coil current, thereby suppressing the locking action of the mechanical vehicle sensor component and preventing false triggering. If it is determined that the vehicle is in danger (e.g., collision risk, sudden braking, occupant abnormality), the electronic vehicle sensor component can be de-energized to release the suppression action of the mechanical vehicle sensor component, allowing the mechanical vehicle sensor component to resume its locking function and promptly restrain the seat belts to protect the occupants.

[0082] In some embodiments, when risk status information is detected, the electronic vehicle sensing component can be controlled to perform a first vehicle sensing action to release motion inhibition of the mechanical vehicle sensing component; when no risk status information is detected, the first vehicle sensing action is determined based on the vehicle's vertical acceleration.

[0083] Specifically, when the system identifies risk status information through cameras, sensors, etc., such as collision warning, emergency braking, driver abnormality, or dangerous occupant behavior, it indicates that the vehicle is in a dangerous condition. At this time, the system can control the electronic vehicle sensing components to cut off power, so that the electromagnets no longer exert inhibitory force on the mechanical vehicle sensing components, thereby releasing the inhibitory state on the mechanical vehicle sensing components. This allows the mechanical structure (such as the ball locking device) to immediately respond to the environmental change and perform a locking action, restraining and fixing the seat belt so that it cannot be retracted, thus protecting the occupants.

[0084] It should also be noted that the release of the electronic vehicle sensor component from the inhibition of the mechanical vehicle sensor component can be divided into two cases. One is as mentioned in the above embodiment, where the electronic vehicle sensor component is directly de-energized, so that the electromagnet no longer applies the attraction force to the valve core, and the valve core pops out to release the motion inhibition of the mechanical vehicle sensor component, enabling the mechanical vehicle sensor component to lock the seat belt according to the vehicle's movement. The other case applies to another type of electronic vehicle sensor component. When it is necessary to release the inhibition of the mechanical vehicle sensor component, the coil of this type of electronic vehicle sensor component can be controlled to apply a reverse current opposite to the current direction to push the valve core, and then the power is de-energized to pop out the valve core to release the motion inhibition of the mechanical vehicle sensor component.

[0085] If the system determines that the current state is risk-free, i.e., the vehicle is in normal driving condition, the system will not directly trigger the seat belt locking / unlocking action. Instead, it will further assess the vehicle's vertical acceleration, such as whether the vehicle body has been subjected to vertical impact due to speed bumps, potholes, etc., and determine whether the acceleration exceeds a set threshold (e.g., 2g). If the acceleration is large but still within a safe range, the system can energize the electronic vehicle sensor component to suppress the mechanical vehicle sensor component, preventing accidental locking due to minor bumps. If the vehicle's acceleration is very large, for example, reaching a dangerous threshold, such as a vertical acceleration greater than 0.6g that persists for a period of time, the system can de-energize the electronic vehicle sensor component, releasing the suppression action on the mechanical vehicle sensor component and triggering the seat belt locking / unlocking action.

[0086] Through the above methods, this application prioritizes determining whether to trigger locking based on risk information. If there is no risk information, it intelligently determines whether to suppress or desuppress based on vertical acceleration, thereby achieving "safe and comfortable" intelligent seat belt control.

[0087] In some embodiments, when no risk status information is detected, the current driving state of the vehicle can be determined first based on the vehicle's vertical acceleration, and then the first vehicle sensing action can be determined based on the current driving state of the vehicle.

[0088] Specifically, when the system does not detect any risk status information (such as collision, emergency braking, occupant abnormality, etc.), it indicates that the vehicle is in a non-dangerous operating condition.

[0089] In this situation, the vehicle's vertical acceleration can be determined first to identify the current driving state, such as whether it is driving smoothly, experiencing slight bumps, or passing over speed bumps or potholes. The control strategy is then determined based on the driving state, specifically the initial sensor action of the electronic vehicle sensor component. For example, if it is a slight bump but no danger: power is applied to suppress the mechanical vehicle sensor and prevent accidental locking. If it is a severe bump or a suspicious condition, the electronic vehicle sensor component can be de-energized to release the suppression of the mechanical vehicle sensor component and restore the mechanical vehicle sensor locking function.

[0090] In some embodiments, the current driving status of the vehicle is determined by the following steps:

[0091] When the vertical acceleration is greater than the first threshold and the duration is greater than the second threshold, the vehicle is determined to be in a bumpy driving state.

[0092] When the vertical acceleration is less than or equal to the first threshold, or when the vertical acceleration is greater than the first threshold but the duration is less than or equal to the second threshold, the vehicle is determined to be in a stable driving state.

[0093] Specifically, the vehicle's vertical acceleration (the degree of shaking in the up-down direction) and its duration can be monitored to determine whether the vehicle is currently in a bumpy driving state. The specific logic is as follows.

[0094] If the vehicle's vertical acceleration exceeds the first threshold and lasts for more than the second threshold, the vehicle is determined to be in a bumpy state. Assuming the first threshold is 0.4g and the second threshold is 2 seconds, for example, if the vehicle's vertical acceleration remains between 0.4g and 0.6g for more than 2 seconds during driving, it indicates that the vehicle is currently in a continuously undulating, mild to moderate bumpy driving state.

[0095] When the vehicle's vertical acceleration is less than or equal to 0.4g, it indicates that the road conditions are smooth. Alternatively, if the vehicle's vertical acceleration is greater than 0.4g but the duration is less than or equal to 2 seconds, it indicates that it is just a brief bump. Both of these situations can be considered as the vehicle being in a stable driving state.

[0096] By combining the two dimensions of "acceleration amplitude" and "duration" in the above manner, this application can more accurately distinguish between brief impacts and continuous bumps, thereby providing a precise basis for subsequent determination of vehicle sense control actions (such as suppression or desuppression).

[0097] It should also be noted that the seat belt system can be further linked with the intelligent damping body control system (such as Yun Nian-C) to achieve more accurate road condition recognition and dynamic adjustment of vehicle feel control strategy.

[0098] The intelligent damping body control system can identify the current road conditions based on the vehicle's sensor data and intelligently adjust the damping characteristics of the vehicle's suspension system. That is, by adjusting the suspension stiffness, it can mitigate the impact of road impacts on occupants. At the same time, the system can determine the road condition level based on the detected vertical acceleration value and duration and output bump level information, including but not limited to: light bumps, moderate bumps, and severe bumps.

[0099] For example, when the system detects that the vehicle's vertical acceleration continuously exceeds a preset threshold (e.g., 0.6g) and the duration meets the set conditions, it can be determined as a severe bumpy condition. In this state, occupants typically experience significant shaking, posing a potential safety risk. Therefore, upon receiving a severe bumpy report, the system control unit (ECU) will immediately issue a locking signal, controlling the electronic vehicle sensor components to cut off power, releasing the suppression of the mechanical vehicle sensor components, thereby triggering the seatbelt locking mechanism to effectively restrain the occupants and improve safety.

[0100] Conversely, when a light or moderate bump report is received, it indicates that after the vehicle's suspension system has absorbed the shocks, the overall vehicle response remains within a controllable range and there is no obvious danger. At this time, the system control unit will keep the electronic vehicle sensor components powered on to continue suppressing the mechanical vehicle sensor components, preventing accidental locking due to minor bumps and ensuring passenger comfort.

[0101] Through the aforementioned linkage control strategy, the system can precisely adjust the seat belt control action according to the vehicle dynamics and road conditions, achieving a better intelligent driving experience while ensuring the safety of passengers.

[0102] In some embodiments, the method of this application may further include:

[0103] When the vehicle is in a bumpy driving state, if the vehicle's vertical acceleration is within a preset range and no risk status information of the vehicle is detected, the electronic vehicle sensing component is controlled to maintain the initial inhibitory force, so that the inhibitory state of the mechanical vehicle sensing component is maintained.

[0104] When the vehicle's vertical acceleration is outside the preset range, or when a risk status information of the vehicle is detected, the electronic vehicle sensing component is controlled to release the suppressive force on the mechanical vehicle sensing component.

[0105] When the system determines that the vehicle is in a bumpy driving state, it further determines the control strategy for the first vehicle sensing action based on the vehicle's vertical acceleration and risk status information.

[0106] Specifically, when the vehicle's vertical acceleration is within a preset safe range and no risk information is detected, the electronic vehicle sensing component remains energized to suppress the mechanical vehicle sensing component, thereby preventing accidental locking due to normal bumps and improving passenger comfort. The preset range for vertical acceleration can be greater than a first threshold (e.g., 0.4g) and less than a fourth threshold (e.g., 0.6g), and the duration can be greater than a preset second threshold (e.g., 2 seconds).

[0107] When the vehicle's vertical acceleration exceeds the preset range, or when a risk condition is detected in the vehicle, the electronic vehicle sensing component is powered off to release the suppression of the mechanical vehicle sensing component, allowing the mechanical vehicle sensing component to regain its responsiveness and perform a locking action, thereby achieving rapid restraint and protection of the occupants.

[0108] The aforementioned risk status information may include warning signals provided by the vehicle's ADAS, ESP, DMS and other systems, such as collision warnings, emergency braking signals, and results of abnormal occupant behavior identification; the vertical acceleration can be obtained in real time by an acceleration sensor, or it can be combined with road visualization equipment such as lidar and cameras to further confirm the road condition level and improve the accuracy of the judgment.

[0109] With the above settings, when the vehicle is in a bumpy but not dangerous condition, the system can keep the electronic vehicle sensing components powered on to actively suppress the mechanical vehicle sensing. When the vehicle's condition deteriorates or there is a safety hazard, the suppression can be released in time and the locking mechanism can be triggered, effectively balancing the comfort and safety of the occupants and improving the responsiveness and intelligence of the vehicle's intelligent seat belt system.

[0110] In some embodiments, the method of this application may further include:

[0111] When the vehicle is in a stable driving state, if the instantaneous value of the vehicle's vertical acceleration is detected to be greater than the third threshold and no risk status information of the vehicle is detected, the electronic vehicle sensing component is controlled to increase the initial suppression force.

[0112] When a vehicle risk status information is detected, the electronic vehicle sensing component is controlled to release the suppressive force on the mechanical vehicle sensing component.

[0113] In a preferred embodiment of this application, when the vehicle is in a stable driving state, the system dynamically adjusts the control mode of the electronic vehicle sensing components based on the instantaneous value of the vehicle's vertical acceleration and risk status information, so as to realize intelligent management of the mechanical vehicle sensing components.

[0114] Specifically, when the instantaneous value of the vehicle's vertical acceleration is detected to be greater than a preset third threshold, such as 2g, and no risk status information is detected, the system determines that the current operating condition is a non-dangerous state with strong instantaneous bumps (such as passing over speed bumps or slight road undulations). At this time, in order to prevent the mechanical vehicle sensing component from being falsely triggered and locked due to the instantaneous change in acceleration, the control unit will instruct the electronic vehicle sensing component to increase the current, thereby enhancing the suppressive force on the mechanical vehicle sensing component, ensuring that the seat belt remains in a freely pullable state, and improving the occupant's user experience and comfort.

[0115] If a risk condition is detected in the vehicle at any time, regardless of whether the vertical acceleration exceeds the threshold, the system will directly determine that the vehicle is in a potentially dangerous or emergency situation (such as collision warning, rapid acceleration, abnormal vehicle posture, abnormal driver behavior, etc.). At this time, the control unit immediately cuts off the power to the electronic vehicle sensing components to release the suppression effect on the mechanical vehicle sensing components, allowing the mechanical vehicle sensing to respond instantly to changes in acceleration and trigger locking actions, thereby achieving active protection and restraint of the occupants.

[0116] Through the above mechanism, this application can not only intelligently suppress accidental locking during smooth driving, but also quickly complete decoupling actions and safety responses in the event of sudden risks, achieving a dynamic balance between safety and comfort, and significantly improving the intelligent control capability and practical value of the seat belt system.

[0117] like Figure 4 As shown, it can first monitor seat belt wearing information to determine whether there is anyone in the seat, and monitor the vehicle's operating status information during vehicle operation.

[0118] If a risk status is detected in the vehicle's operating status information, the seat belts will be locked. If no risk status is detected, the vehicle's operating status information will continue to be monitored.

[0119] When no risk status information is found in the continuous monitoring of the vehicle's operating status information, the vehicle's driving status is monitored and judged in the manner described in the above embodiment, and corresponding seat belt control strategies are given in bumpy driving status and smooth driving status respectively.

[0120] In practice, when the first vehicle sensor is powered on, the electronic vehicle sensor component generates a suction force, which inhibits the movement of the mechanical vehicle sensor component and keeps it fixed. At this time, the seat belt is in the unlocked state where it can be pulled out freely.

[0121] When the first vehicle sensor is de-energized, the electronic vehicle sensor component stops suction, releasing the inhibition on the mechanical vehicle sensor component. At this time, the mechanical vehicle sensor can respond according to the changes in vehicle acceleration, triggering the locking action to lock the seat belt, restricting occupant movement and ensuring safety.

[0122] In some embodiments, the method of this application may further include:

[0123] When the electronic vehicle sensing component is controlled to maintain or increase the initial suppressive force, the suppressive state of the mechanical vehicle sensing component is maintained.

[0124] When the electronic vehicle sensing component releases its restraining force on the mechanical vehicle sensing component, the restraint on the mechanical vehicle sensing component is released, and the mechanical vehicle sensing component locks the seat belt when it senses the preset movement of the vehicle.

[0125] The system can control the working state of the electronic vehicle sensing component based on the first vehicle sensing action, and further determine the second vehicle sensing action of the mechanical vehicle sensing component, thereby realizing intelligent control of the seat belt locking state.

[0126] Specifically, when the first vehicle sensor keeps the electronic vehicle sensor component energized, or further increases the current, it indicates that the system determines the vehicle is in a non-dangerous state or under acceptable bumpy conditions, such as an instantaneous acceleration greater than 2g but without a risk signal. In this case, the electronic vehicle sensor component can generate suction and attract the movable valve core, causing it to continuously exert a suppressive force on the mechanical vehicle sensor component, thus keeping the mechanical vehicle sensor component in a fixed state and unable to respond.

[0127] At this time, the second vehicle sensing action is to keep the mechanical vehicle sensing component fixed and not trigger the locking mechanism, so that the seat belt is in the pull-out state and the occupant's normal use experience is guaranteed.

[0128] Correspondingly, when the first vehicle sensor, acting as the control electronic vehicle sensor component, loses power, it indicates that the system has determined that the vehicle is in a risky state, such as a collision warning, severe bumps, or a situation where the vertical acceleration significantly exceeds the safe range. In this case, the electronic vehicle sensor component no longer applies suction to the mechanical vehicle sensor, and the suppression state is released.

[0129] At this point, the mechanical vehicle sensing component can respond freely according to the vehicle's physical motion state. For example, when the steel ball encounters a large acceleration impact, it moves upward to trigger the locking mechanism. Thus, the second vehicle sensing action is: when the vehicle is detected to meet preset motion conditions, such as acceleration exceeding a set threshold, the locking action of the seat belt is triggered, thereby effectively limiting occupant displacement and improving safety.

[0130] Through the aforementioned electronic and mechanical vehicle sensor linkage control logic, this application can intelligently select to "suppress" or "release" the mechanical vehicle sensor response according to the vehicle status, thereby precisely controlling whether the seat belt is locked or not, taking into account both the comfort and safety protection needs of the occupants.

[0131] like Figure 3 As shown, after the vehicle system is powered on, the ECU is first activated to perform initialization definition. After initialization is completed, the seat belt status is immediately confirmed, and the status of each sensing terminal on the vehicle is confirmed. If the status does not meet the set status (some sensors are malfunctioning and cannot sense signals), the status information will be uploaded to the background, the battery device will be powered off, the mechanical vehicle sensing components will be activated, the corresponding information code will be generated, and it will be incorporated into the system's data stream processing.

[0132] When the set conditions are met, the vehicle completes the standby confirmation and enters the standby state. In the standby state, the ECU will receive the corresponding operating status information in real time, monitor the demand signals, and determine the trigger conditions.

[0133] The system compares the threshold corresponding to the operating status information to determine whether the vehicle is in a stable driving state or a bumpy driving state. In the corresponding state, it continues to compare the vertical acceleration with the corresponding threshold. If the trigger condition is not met, the system will continuously capture and compare data. If the trigger condition is met, the system will execute the corresponding action, upload the execution action record, and output the execution parameters.

[0134] like Figure 5 As shown, this application also provides a seat belt control device, including a retracting mechanism 20 connected to the seat belt. The retracting mechanism 20 includes a mechanical vehicle sensing component 201, an electronic vehicle sensing component 202, and an electronic control unit 203 that cooperate with each other, wherein:

[0135] The mechanical sensing component 201 includes a ball component, a pawl that contacts the ball component, a ratchet that engages with the pawl, and a rocker arm disposed between the pawl and the valve core;

[0136] The electronic vehicle sensing component 202 includes a solenoid valve housing, a valve core and a coil installed inside the solenoid valve housing, and a rocker arm disposed between the claw and the valve core;

[0137] When the valve core moves along its axial direction, it drives the rocker arm to move toward the pawl until the rocker arm is fixed against the pawl to suppress the movement of the ball component; or, when the valve core moves along its axial direction, it drives the rocker arm to move away from the pawl to release the suppression of the ball component's movement, so that the ball component drives the pawl to engage with the ratchet.

[0138] The electronic control unit 203 is used to execute the seat belt control method described above.

[0139] The following describes the working principle of the retraction mechanism of the seat belt control device, such as... Figure 6 As shown, when the coil inside the solenoid valve housing 15 is energized, it attracts the valve core 14. The valve core 14 retracts downward, causing the rocker arm 13 to rotate counterclockwise around the fulcrum. This causes the mechanical vehicle sensing mechanism's vehicle sensing follow-up claw 11 to rotate downward, thus enabling the mechanical vehicle sensing mechanism to suppress the seat belt to perform its action. The ball part 12 no longer rotates with the vehicle's movement, which can reduce noise.

[0140] Correspondingly, when the coil inside the control solenoid valve housing 15 is de-energized or de-energized after a reverse current is applied (depending on the specific solenoid valve type), the valve core 14 pops up, causing the rocker arm 13 to rotate clockwise away from the pawl 11 around the fulcrum. The ball part 12 rotates with the movement of the vehicle, eventually causing the pawl 11 to engage with the teeth of the ratchet 16. The electronic vehicle sensing mechanism performs a locking action, thereby restraining the movement of the people on the vehicle.

[0141] Figure 7 This is a block diagram illustrating a controller 300 according to an exemplary embodiment. Figure 7 As shown, the controller 300 may include a processor 301 and a memory 302. The controller 300 may also include one or more of a multimedia component 303, an input / output (I / O) component 304, and a communication component 305.

[0142] The processor 301 controls the overall operation of the controller 300 to complete all or part of the steps in the above method. The memory 302 stores various types of data to support the operation of the controller 300. This data may include, for example, instructions for any application or method operating on the controller 300, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 302 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Multimedia component 303 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 302 or transmitted via communication component 305. The audio component also includes at least one speaker for outputting audio signals. I / O component 304 provides an interface between processor 301 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 305 is used for wired or wireless communication between controller 300 and other devices. Wireless communication, such as WiFi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IoT, eMTC, or other 5G technologies, or combinations thereof, is not limited here. Therefore, the corresponding communication component 305 may include: a WiFi module, a Bluetooth module, an NFC module, etc.

[0143] In an exemplary embodiment, the controller 300 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the methods described above.

[0144] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a controller, implement the steps of the method described above. For example, the computer-readable storage medium may be the memory 302 including the program instructions described above, which may be executed by the processor 301 of the controller 300 to complete the various steps included in the method described above.

[0145] Figure 8 This is a block diagram of a vehicle provided in an embodiment of this application, such as... Figure 8 As shown, the vehicle 400 includes the aforementioned controller 300.

[0146] This application also provides a computer-readable storage medium storing a computer program for electronic data interchange that causes a computer to perform some or all of the steps of any of the audio processing methods described in the above method embodiments.

[0147] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0148] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0149] In the several embodiments provided in this application, it should be understood that the disclosed hardware can be implemented in other ways. For example, the hardware embodiments described above are merely illustrative; for instance, the division of 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 system, 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 of hardware or units may be electrical or other forms.

[0150] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0151] Furthermore, the functional units in the various embodiments of the application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software program module.

[0152] If the integrated unit is implemented as a software program module and sold or used as an independent product, it can be stored in a computer-readable storage unit. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage unit and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage unit includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0153] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage unit, which may include: a flash drive, a read-only storage unit, a random access device, a magnetic disk, or an optical disk, etc.

[0154] The preferred embodiments of this application have been described in detail above with reference to the accompanying drawings. However, this application is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this application, various simple modifications can be made to the technical solution of this application, and these simple modifications all fall within the protection scope of this application.

[0155] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this application will not describe the various possible combinations separately.

[0156] Furthermore, various different implementations of this application can be combined in any way, as long as they do not violate the spirit of this application, they should also be regarded as the content disclosed in this application.

[0157] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0158] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0159] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0160] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A seatbelt control method, characterized in that, An application to a seatbelt control device, the seatbelt control device including a retraction mechanism connected to the seatbelt, the retraction mechanism including an electronic vehicle sensing component and a mechanical vehicle sensing component that cooperate with each other, the method comprising: Obtain vehicle operating status information; Based on the vehicle's operating status information, the inhibitory force exerted by the electronic vehicle sensing component on the mechanical vehicle sensing component is determined, so as to control the locking of the seat belt based on the inhibitory state of the mechanical vehicle sensing component. The electronic vehicle sensing component applies an initial suppressive force to the mechanical vehicle sensing component that is less than a preset value, which is set according to the theoretical value required to completely suppress the movement of the mechanical vehicle sensing component.

2. The method according to claim 1, characterized in that, The step of determining the suppressive force exerted by the electronic vehicle sensing component on the mechanical vehicle sensing component based on the vehicle's operating status information includes: The vertical acceleration of the vehicle is extracted from the vehicle's operating status information, as well as risk status information used to characterize the presence of faults in the vehicle architecture and dangerous behaviors of the occupants. Based on the vehicle's vertical acceleration and the risk status information, the initial suppressive force is adjusted to determine the suppressive force acting on the mechanical vehicle sensing component.

3. The method according to claim 2, characterized in that, The step of adjusting the initial damping force based on the vehicle's vertical acceleration and the risk status information, and determining the damping force acting on the mechanical vehicle sensing component, as well as the damping state of the mechanical vehicle sensing component, includes: When the vehicle is in a bumpy driving state, if the vertical acceleration of the vehicle is within a preset range and no risk status information of the vehicle is detected, the electronic vehicle sensing component is controlled to maintain the initial inhibitory force, so that the inhibitory state of the mechanical vehicle sensing component is maintained. When the vertical acceleration of the vehicle is outside the preset range, or when the risk status information of the vehicle is detected, the electronic vehicle sensing component is controlled to release the suppressive force on the mechanical vehicle sensing component.

4. The method according to claim 3, characterized in that, The method further includes: When the vehicle is in a stable driving state, if the instantaneous value of the vehicle's vertical acceleration is detected to be greater than the third threshold and no risk status information of the vehicle is detected, the electronic vehicle sensing component is controlled to increase the initial suppression force. When the risk status information of the vehicle is detected, the electronic vehicle sensing component is controlled to release the suppressive force on the mechanical vehicle sensing component.

5. The method according to claim 3 or 4, characterized in that, The method of controlling the locking of the seat belt based on the suppression state of the mechanical vehicle sensing component includes: When the electronic vehicle sensing component is controlled to maintain or increase the initial suppressive force, the suppressive state of the mechanical vehicle sensing component is maintained, so that the mechanical vehicle sensing component is fixed in place. When the electronic vehicle sensing component releases its suppressive force on the mechanical vehicle sensing component, the suppression of the mechanical vehicle sensing component's movement is released, and the mechanical vehicle sensing component locks the seat belt when it senses the vehicle's preset movement.

6. The method according to claim 2, characterized in that, The acquisition of vehicle operating status information includes: The instantaneous acceleration of the vehicle is obtained, and the vertical acceleration is obtained based on the instantaneous acceleration; The image information of the vehicle structure and the occupants is acquired, and the image information is analyzed to obtain the risk status information.

7. The method according to claim 5, characterized in that, The current driving status of the vehicle is determined through the following steps: When the vertical acceleration is greater than the first threshold and the duration is greater than the second threshold, it is determined that the vehicle is in a bumpy driving state. When the vertical acceleration is less than or equal to the first threshold, or when the vertical acceleration is greater than the first threshold but the duration is less than or equal to the second threshold, the vehicle is determined to be in a stable driving state.

8. A seatbelt control device, characterized in that, The system includes a retraction mechanism connected to the seatbelt, the retraction mechanism comprising cooperating mechanical vehicle sensing components, electronic vehicle sensing components, and an electronic control unit, wherein: The mechanical sensing component includes a spherical part and a claw that contacts the spherical part; The electronic vehicle sensing component includes a solenoid valve housing, a valve core and a coil installed inside the solenoid valve housing, and a lever disposed between the claw and the valve core; Wherein, when the valve core moves along its axial direction, it drives the rocker arm to move toward the pawl until the rocker arm is fixedly abutting the pawl to suppress the movement of the ball component; or, when the valve core moves along its axial direction, it drives the rocker arm to move away from the pawl to release the suppression of the ball component's movement, so that the ball component drives the pawl to engage with the ratchet. The electronic control unit is used to execute the seat belt control method according to any one of claims 1-7.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 1 to 7.

10. A controller having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 1 to 7.

11. A vehicle, characterized in that, Includes the controller as described in claim 10.

12. A computer program product, characterized in that, It includes a computer program or instructions that, when executed by a processor, implement the steps of the method according to any one of claims 1 to 7.

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