A vehicle control method, a buckle, a seatbelt locking device, and a vehicle

Abstract

This application relates to the field of vehicle safety technology, disclosing a vehicle control method, a buckle, a seatbelt locking device, and a vehicle. The vehicle includes a seatbelt locking device. The vehicle control method includes the following steps: acquiring vehicle movement data when the airbag deploys; acquiring environmental information surrounding the vehicle when the vehicle is stationary based on the movement data; and controlling the seatbelt locking device to unlock the vehicle's seatbelt if the environmental information indicates there is no risk of secondary collision. This application aims to provide an active seatbelt unlocking method for vehicles.

Description

Technical Field

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

[0002] In automotive collisions, seat belts, as a core restraint system, effectively reduce the risk of injury or death for occupants. However, if occupants are unable to manually unlock their seat belts after an accident due to unconsciousness, limb stiffness, or vehicle deformation, rescue efforts become significantly more difficult. Currently, the mainstream seat belt unlocking method involves manually pressing a buckle button. Existing mechanical unlocking mechanisms are slow to respond and cannot meet the needs of rapid post-accident rescue. Furthermore, some active unlocking solutions use electrically driven structures, which suffer from defects such as power outages, actuator jamming, and response delays, making them difficult to operate stably under severe collision conditions. Therefore, developing a fast-responding, highly reliable, and safe active seat belt unlocking device after a collision has become an important research direction in the field of automotive passive safety. Meanwhile, commercially available active pretensioning seat belts only focus on restraint protection during a collision and cannot actively unlock afterward. In severe collisions with severely deformed seats, the seat belt may become stuck, preventing manual unlocking and delaying rescue. Therefore, there is an urgent need to design a device that can quickly and automatically unlock seat belts after a vehicle collision, helping occupants automatically unlock their seat belts and gain more escape time. Summary of the Invention

[0003] In view of this, embodiments of this application provide a vehicle control method, a buckle, a seat belt locking device, and a vehicle, aiming to provide an active unlocking method for vehicle seat belts.

[0004] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows: In a first aspect, embodiments of this application provide a vehicle control method, wherein the vehicle includes a seatbelt locking device, and the steps of the vehicle control method include: When the airbags deploy, acquire the vehicle's movement data; When the vehicle is determined to be stationary based on the movement data, environmental information around the vehicle is obtained. If the environmental information indicates that there is no risk of secondary collision with the vehicle, then the seatbelt locking device is controlled to unlock the vehicle's seatbelt.

[0005] This application provides a seatbelt active unlocking control method for vehicles. Its core logic is to determine the unlocking timing after a collision by using step-by-step safety criteria. First, vehicle movement data is acquired at the moment of airbag deployment to determine if the vehicle is completely stationary. If stationary, information about the surrounding environment is acquired to further determine if there is a risk of secondary collision. Only when no risk of secondary collision is determined will the seatbelt locking device unlock the seatbelt. This method solves the problem that direct unlocking may lead to increased injury to occupants during vehicle rollover or chain-reaction collisions due to loss of restraint. It strictly locks the unlocking timing after the collision has ended, the vehicle has come to a stop, and the environment is safe, thereby maximizing occupant safety while gaining escape time. The seatbelt actively unlocks the vehicle's seatbelt through the locking device, forming a complete safety system from intelligent perception and risk assessment to automatic unlocking.

[0006] In one possible implementation of this application, the step of obtaining environmental information around the vehicle when determining that the vehicle is stationary based on the movement data includes: When the change value of the movement data within a first preset time period is less than a first preset value, it is determined that the vehicle is stationary; Obtain environmental information around the vehicle.

[0007] In one possible implementation of this application, the vehicle includes a gyroscope, and the movement data includes movement speed, angular velocity; and / or, The vehicle includes a vehicle positioning module, and the movement data includes the vehicle's positioning coordinates, pitch angle, roll angle, and heading angle.

[0008] In one possible implementation of this application, the vehicle includes an environmental perception module, which includes a camera and / or radar. The environmental perception module is used to acquire environmental information, including obstacle outlines, positions, and movement trends. The step of controlling the seatbelt locking device to unlock the vehicle's seatbelt based on the environmental information to determine that the vehicle has no risk of secondary collision includes: Based on the environmental information, when it is determined that the distance between the vehicle and an obstacle in the environment within a second preset time is not less than a second preset value, it is determined that the vehicle has no risk of secondary collision. Control the seat belt locking device to unlock the vehicle's seat belt.

[0009] In one possible implementation of this application, if it is determined based on the environmental information that the vehicle has no risk of secondary collision, then the step of controlling the seatbelt locking device to unlock the vehicle's seatbelt includes: If it is determined that there is no risk of secondary collision with the vehicle, the seat belt unlocking status of the vehicle is obtained; If the vehicle's seatbelt is not unlocked within a third preset time period, the seatbelt locking device is controlled to unlock the vehicle's seatbelt.

[0010] Secondly, embodiments of this application provide a latch, wherein the latch includes: The fastener has a fastening area at one end for inserting a latch to lock the fastener; and, The latch release device includes an electrically controlled triggering mechanism, an ignition agent chamber, and a latch release structure disposed on the buckle body. The latch release structure is movably disposed on the buckle body and has an internal position placed inside the buckle body and a release position extending into the buckling area during its movement stroke. The electrically controlled triggering mechanism is used to trigger the ignition agent chamber to drive the latch release structure to the release position when the ignition agent chamber is detonated, so as to impact and drive the latch to disengage from the buckling area and unlock the buckle body.

[0011] This application provides a buckle, the core of which lies in integrating an active unlocking device based on a detonating propellant into a conventional buckle structure. Specifically, one end of the buckle body forms an engagement area for receiving and locking the latch. Simultaneously, a latch release device is provided on the buckle body, comprising an electronically controlled triggering mechanism, a detonating propellant chamber, and a latch release structure. The latch release structure is normally concealed within the buckle body in its internal position, not affecting normal buckling. In the event of a vehicle collision requiring emergency unlocking, the electronically controlled triggering mechanism activates the detonating propellant chamber. Upon ignition, the detonating propellant chamber instantly generates significant driving energy to drive the latch release structure from its internal position into the engagement area, i.e., to its release position. This mechanical impact forces the latch out of the engagement area, thereby quickly and reliably unlocking the seatbelt. This solution directly utilizes the high energy density and millisecond-level response characteristics of the ignition agent, avoiding the shortcomings of electric drive solutions such as reliance on power supply, easy jamming, and slow response. It can still achieve stable unlocking after a severe vehicle collision, effectively improving the problem of delayed rescue caused by difficulty in manual unlocking due to unconsciousness of the driver and passengers or deformation of the vehicle body.

[0012] In one possible implementation of this application, the electrically controlled triggering mechanism includes a firing pin and an electrically driven mechanism, the electrically driven mechanism being used to drive the firing pin to strike the detonating explosive cartridge to detonate the detonating explosive cartridge; and / or, An elastic reset member is also provided between the buckle body and the latch release structure, the elastic reset member being used to reset the latch release structure to the built-in position.

[0013] In one possible implementation of this application, the electric drive mechanism includes an electromagnetic drive mechanism, which includes a coil assembly sleeved on the firing pin. The coil assembly is used to generate an electromagnetic attraction when energized, driving the firing pin to strike the detonating agent chamber; and / or, The firing pin is located between the ignition charge chamber and the latch release structure, so that when the ignition charge chamber is ignited, the firing pin is driven in the opposite direction to strike the latch release structure, thereby driving the latch release structure to move to the release position.

[0014] Thirdly, embodiments of this application provide a seatbelt locking device, characterized in that it includes: A locking base has an accommodating cavity, and a locking tongue is movably disposed within the locking base; and, The latch includes a latch body and a latch release device. One end of the latch body has a latching area for the latch to extend into and lock the latch body. The latch release device includes an electrically controlled triggering mechanism, an ignition agent chamber, and a latch release structure disposed on the latch body. The latch release structure is movably disposed on the latch body and has an internal position within the latch body and a release position extending into the latching area during its movement. The electrically controlled triggering mechanism is used to trigger the ignition agent chamber to drive the latch release structure to the release position when the ignition agent chamber is detonated, so as to impact and drive the latch to disengage from the latching area and unlock the latch body. One end of the latch body can extend into the receiving cavity so that the latch can extend into the latching area to lock the latch body.

[0015] Fourthly, this application provides a vehicle, wherein the vehicle includes a seatbelt locking device and a control device. The seatbelt locking device includes a locking base and a buckle. The locking base has a receiving cavity, and a locking tongue is movably disposed within the locking base. The buckle includes a buckle body and a locking tongue release device. One end of the buckle body forms a fastening area for the locking tongue to extend into and lock the buckle body. The locking tongue release device includes an electrically controlled triggering mechanism disposed in the buckle body, an ignition agent chamber, and a locking tongue release structure. The locking tongue release structure is movably disposed in the buckle body and has an internal position within the buckle body and an extension into the buckle body during its travel. The release position of the engagement area, the electronically controlled triggering mechanism is used to trigger the detonation agent compartment, so as to drive the locking tongue release structure to the release position when the detonation agent compartment is detonated, so as to impact and drive the locking tongue to disengage from the engagement area, unlocking the latch body. One end of the latch body can extend into the receiving cavity so that the locking tongue can extend into the engagement area to lock the latch body. The control device is at least electrically connected to the electronically controlled triggering mechanism. The control device includes a memory, a processor and a vehicle control program stored in the memory and executable on the processor. The vehicle control program is configured to implement the steps of the vehicle control method described above. Attached Figure Description

[0016] Figure 1 This is a partial three-dimensional structural schematic diagram of an embodiment of the latch provided in this application; Figure 2 A flowchart illustrating the implementation of a first embodiment of the vehicle control method provided in this application. Figure 3 A flowchart illustrating the implementation of a second embodiment of the vehicle control method provided in this application. Figure 4 A flowchart illustrating the implementation of a third embodiment of the vehicle control method provided in this application. Figure 5 A flowchart illustrating the implementation of a fourth embodiment of the vehicle control method provided in this application. Figure 6 for Figure 2 A schematic diagram of the control device for the hardware operating environment involved in the embodiment of the Chinese scheme.

[0017] Figure label: 100. Lock; 1. Lock body; 11. Locking area; 2. Lock tongue release device; 21. Detonating agent compartment; 22. Lock tongue release structure; 23. Strike pin; 24. Electromagnetic drive mechanism; 200. Control device; 1001. Processor; 1002. Communication bus; 1003. User interface; 1004. Network interface; 1005. Memory. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0019] In the embodiments 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 indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0020] Furthermore, in the embodiments of this application, directional terms such as "up," "down," "left," and "right" are defined relative to the positions in which the components are schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0021] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0022] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0023] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0024] In automotive collisions, seat belts, as a core restraint system, effectively reduce the risk of injury or death for occupants. However, if occupants are unable to manually unlock their seat belts after an accident due to unconsciousness, limb stiffness, or vehicle deformation, rescue efforts become significantly more difficult. Currently, the mainstream seat belt unlocking method involves manually pressing a buckle button. Existing mechanical unlocking mechanisms are slow to respond and cannot meet the needs of rapid post-accident rescue. Furthermore, some active unlocking solutions use electrically driven structures, which suffer from defects such as power outages, actuator jamming, and response delays, making them difficult to operate stably under severe collision conditions. Therefore, developing a fast-responding, highly reliable, and safe active seat belt unlocking device after a collision has become an important research direction in the field of automotive passive safety. Meanwhile, commercially available active pretensioning seat belts only focus on restraint protection during a collision and cannot actively unlock afterward. In severe collisions with severely deformed seats, the seat belt may become stuck, preventing manual unlocking and delaying rescue. Therefore, there is an urgent need to design a device that can quickly and automatically unlock seat belts after a vehicle collision, helping occupants automatically unlock their seat belts and gain more escape time.

[0025] Therefore, this application proposes a locking mechanism; please refer to the embodiments described herein. Figure 1 The following is a detailed description of the latch as proposed in this application, with reference to the specific accompanying drawings.

[0026] Please see Figure 1 The latch 100 includes a latch body 1 and a latch release device 2. One end of the latch body 1 has a latching area 11 for the latch to extend into and lock the latch body 1. The latch release device 2 includes an electrically controlled triggering mechanism, an explosive charge chamber 21, and a latch release structure 22 disposed on the latch body 1. The latch release structure 22 is movably disposed on the latch body 1 and has an internal position within the latch body 1 and a release position extending into the latching area 11 during its movement. The electrically controlled triggering mechanism is used to trigger the explosive charge chamber 21 so that when the explosive charge chamber 21 is detonated, the latch release structure 22 moves to the release position to impact and drive the latch to disengage from the latching area 11, thereby unlocking the latch body 1.

[0027] This application provides a buckle 100, the core of which is an active unlocking device based on a detonating propellant driven on a conventional buckle structure. Specifically, one end of the buckle body 1 forms a buckling area 11 for receiving and locking the latch. Simultaneously, a latch release device 2, comprising an electronically controlled triggering mechanism, a detonating propellant chamber 21, and a latch release structure 22, is provided on the buckle body 1. The latch release structure 22 is normally concealed inside the buckle body 1 in its internal position, not affecting normal buckling. In the event of a vehicle collision requiring emergency unlocking, the electronically controlled triggering mechanism activates the detonating propellant chamber 21. Upon ignition, the detonating propellant chamber 21 instantly generates significant driving energy to drive the latch release structure 22 from its internal position into the buckling area 11, i.e., to its release position. This mechanical impact forces the latch out of the buckling area 11, thereby quickly and reliably unlocking the seatbelt. This solution directly utilizes the high energy density and millisecond-level response characteristics of the ignition agent, avoiding the shortcomings of electric drive solutions such as reliance on power supply, easy jamming, and slow response. It can still achieve stable unlocking after a severe vehicle collision, effectively improving the problem of delayed rescue caused by difficulty in manual unlocking due to unconsciousness of the driver and passengers or deformation of the vehicle body.

[0028] It should be noted that the detonation method of the detonation agent compartment 21 is not limited, and the actual detonation structure can be used as the primary factor. For example, the detonation agent compartment 21 can have its own detonation structure, which is electrically controlled by the control device 200 and detonated directly by providing a detonation signal. Alternatively, an impact detonation structure can be set, which is controlled by the control device 200 to impact the detonation agent compartment 21 to achieve detonation, as long as the detonation requirement is met. Correspondingly, the specific structural setting of the latch release structure 22 is also not limited. It can be used to move to the release position after the detonation of the detonation agent compartment 21, using the energy generated by the detonation of the detonation agent compartment 21, thereby driving the latch to disengage from the engaging area 11 and unlocking the latch 100.

[0029] Furthermore, to ensure that the instantaneous energy of the detonation chamber 21 meets the requirements during detonation, while avoiding injury to occupants, in this embodiment, the detonation chamber 21 is a high-strength aluminum alloy integrally formed cylindrical cavity with a volume of 5-8 cm³, filled with low-power inert explosive. The detonation velocity of the explosive is controlled to be no higher than 1500 m / s. It is a non-explosive combustion agent, generating only instantaneous high-pressure thrust without destructive damage such as metal fragments or shock waves. The agent adopts a low-detonation-velocity, low-power, and low-impact formula design. The core components are ammonium nitrate, diatomaceous earth, and inert filler. By adjusting the addition ratio of inert filler, the detonation velocity is stably controlled in the range of 1200-1500 m / s, ensuring sufficient thrust to drive the locking tongue release structure 22 while avoiding physical injury to the latch 100 and occupants.

[0030] It should also be noted that, in order to avoid damage to the latch 100 caused by the detonation of the explosive charge chamber 21 and to improve the protective performance, in this embodiment, a shell is provided over the explosive charge chamber 21. The shell is an explosion-proof sealed shell. Specifically, the shell is integrally injection molded from ceramic fiber reinforced resin composite material to enclose the explosive charge chamber 21. The shell has a thickness of 3-5mm and has impact resistance, fragmentation prevention, and heat insulation properties. The ceramic fiber is used to improve the mechanical strength and high temperature resistance of the shell, while the resin matrix ensures the sealing and insulation of the shell, effectively preventing fragments and high-temperature gas splashes generated by the combustion of the explosive charge during detonation, and avoiding secondary injuries to passengers and vehicle interior components. The shell and the latch body 1 of the latch 100 are connected by a snap-fit, which is convenient to install and has a waterproof, dustproof, and vibration-resistant protection level, meeting the usage requirements of harsh working conditions inside the vehicle. In addition, the port of the ignition agent compartment 21 is connected to the shell with a sealing rubber ring to prevent the agent from getting wet or leaking. At the same time, a pressure buffer groove is set on the outer wall of the ignition agent compartment 21 to disperse the instantaneous pressure generated by combustion.

[0031] Specifically, in some embodiments of this application, the specific detonation structure of the detonating agent compartment 21 is defined, that is, the electronically controlled triggering mechanism includes a firing pin 23 and an electric drive mechanism, the electric drive mechanism being used to drive the firing pin 23 to strike the detonating agent compartment 21 to detonate the detonating agent compartment 21.

[0032] In this embodiment, the electric drive mechanism serves as the starting point for the ignition action, actively driving the firing pin 23 to generate a violent impact. The kinetic energy and impact force of the impact directly act on the ignition agent chamber 21, thereby triggering the ignition of the agent. This design changes the ignition method from electronic fuses or signal triggering to purely mechanical impact ignition, resulting in extremely fast response and high reliability.

[0033] It should be noted that the firing pin 23 may be a component independent of the latch release structure 22, and may only be used as a mechanical fuse to activate the detonation cartridge 21 under the drive of the electric drive mechanism. After the detonation cartridge 21 is detonated, it drives the latch release structure 22 to move for unlocking. In other embodiments, the firing pin 23 may also be an intermediate structure driven by the electric drive mechanism. After the detonation cartridge 21 is detonated, it is driven by the detonation cartridge 21 to drive the latch release structure 22 to move in the opposite direction, which also satisfies the unlocking function requirement.

[0034] Furthermore, the specific structural configuration of the electric drive mechanism is not limited here, as long as it meets the functional requirement of driving the movement of the striker 23.

[0035] Specifically, in some embodiments of this application, the electric drive mechanism includes an electromagnetic drive mechanism 24, which includes a coil assembly sleeved on the firing pin 23. The coil assembly is used to generate electromagnetic attraction when energized, driving the firing pin 23 to strike the ignition agent chamber 21.

[0036] In this embodiment, the electric drive mechanism is set as the electromagnetic drive mechanism 24. By sleeved a coil assembly on the firing pin 23, an electromagnetic attraction is generated instantly when energized, which directly pulls the firing pin 23 to strike the ignition agent chamber 21, realizing the rapid conversion from electrical signal to mechanical ignition. It has a fast response and is easy to integrate with vehicle sensors.

[0037] Furthermore, in some embodiments of this application, the firing pin 23 is located between the ignition charge chamber 21 and the latch release structure 22, so that when the ignition charge chamber 21 is ignited, the firing pin 23 is driven in the opposite direction to strike the latch release structure 22, thereby driving the latch release structure 22 to move to the release position.

[0038] In this embodiment, the firing pin 23 is placed between the ignition agent chamber 21 and the latch release structure 22, forming a two-stage series mechanical transmission. When the ignition agent chamber 21 is ignited, the high-pressure gas generated does not directly drive the latch release structure 22, but first pushes the firing pin 23 in the opposite direction, and then the firing pin 23 strikes the latch release structure 22 to move it to the release position. This design enables the firing pin 23 to have both ignition and kinetic energy transmission functions. Through the segmented transmission of impact energy, it avoids the damage that the direct impact of the gunpowder gas may cause to the latch release structure 22, and ensures the reliability of torque transmission and the consistency of action.

[0039] Furthermore, based on the structural form of the electric drive mechanism as the electromagnetic drive mechanism 24, the coil assembly sleeved on the firing pin 23 does not affect the movement of the firing pin 23 in both directions, thus satisfying the aforementioned functional requirements. Secondly, in some embodiments, a guide sleeve is also sleeved on the outside of the firing pin 23. On the one hand, this does not affect the arrangement of the coil assembly; on the other hand, the body of the firing pin 23 can move axially along the guide sleeve, providing stable motion guidance for the firing pin 23. Moreover, the guide sleeve is made of ceramic fiber reinforced resin material, which has insulation, wear resistance, and impact resistance, and can avoid external electromagnetic interference. It should be noted that the body of the firing pin 23 is made of hard alloy material, and the end facing the ignition agent chamber 21 is set with a conical tip to meet the ignition function requirements.

[0040] Furthermore, in some embodiments of this application, an elastic reset member is provided between the latch body 1 and the latch release structure 22, the elastic reset member being used to reset the latch release structure 22 to the built-in position.

[0041] In this embodiment, an elastic reset member is added between the latch body 1 and the latch release structure 22, giving it a resettable function. Under normal operating conditions, the latch release structure 22 may experience slight displacement due to vibration or other factors. The elastic reset member can stably hold it in its internal position, preventing accidental triggering due to loosening. More importantly, after the latch release structure 22 completes a single impact release and extends into the latching area 11 after detonation, the elastic potential energy accumulated by the elastic reset member provides a restoring force to push the latch release structure 22 back to its initial position, ensuring that the latch is structurally reset when reused. This design solves the problem that gunpowder-driven devices are typically single-use and residual parts may hinder subsequent re-insertion of the latch. It ensures that the instantaneous impact force during detonation and unlocking is not affected, and also improves the mechanical stability and reusability of the device.

[0042] This application also proposes a seat belt locking device, which includes a locking base and a buckle 100. The locking base has a receiving cavity, and a locking tongue is movably disposed within the locking base. One end of the buckle body 1 of the buckle 100 can extend into the receiving cavity, so that the locking tongue can extend into the fastening area 11 to lock the buckle body 1. The specific structure of the buckle 100 is as described in the above embodiments. Since the seat belt locking device adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described in detail here.

[0043] Please see Figure 2This application also proposes a vehicle control method, applied to a vehicle, wherein the vehicle includes a seatbelt locking device, and the steps of the vehicle control method include: S100: When the airbag deploys, acquire the vehicle's movement data; S200: Based on the movement data, when it is determined that the vehicle is stationary, obtain environmental information around the vehicle; S300: If it is determined that there is no risk of secondary collision with the vehicle based on the environmental information, then the seat belt locking device is controlled to unlock the seat belt of the vehicle.

[0044] This application provides a seatbelt active unlocking control method for vehicles. Its core logic is to determine the unlocking timing after a collision by using step-by-step safety criteria. First, vehicle movement data is acquired at the moment of airbag deployment to determine if the vehicle is completely stationary. If stationary, information about the surrounding environment is acquired to further determine if there is a risk of secondary collision. Only when no risk of secondary collision is determined will the seatbelt locking device unlock the seatbelt. This method solves the problem that direct unlocking may lead to increased injury to occupants during vehicle rollover or chain-reaction collisions due to loss of restraint. It strictly locks the unlocking timing after the collision has ended, the vehicle has come to a stop, and the environment is safe, thereby maximizing occupant safety while gaining escape time. The seatbelt actively unlocks the vehicle's seatbelt through the locking device, forming a complete safety system from intelligent perception and risk assessment to automatic unlocking.

[0045] It should be noted that the method of unlocking the vehicle's seat belt through the seat belt locking device in the above control method is not limited. It can be done by cutting the seat belt with a cutting device or by unlocking the seat belt locking device with an unlocking device. The specific unlocking method is also not limited, as long as it meets the control unlocking requirements.

[0046] Specifically, in some embodiments of this application, the seatbelt is unlocked using the seatbelt locking device described above. Specifically, step S300 includes: S310: If it is determined that the vehicle has no risk of secondary collision based on the environmental information, then control the latch release device 2 to unlock the buckle 1.

[0047] In this embodiment, the vehicle control method described above is specifically bound to the seatbelt locking device described in the above embodiment, so that the step of controlling the unlocking of the seatbelt is clearly implemented as controlling the locking tongue release device 2 to unlock the buckle 1. This solution constructs a complete closed loop from intelligent perception to mechanical execution. After the airbag deploys, the vehicle first confirms that it is completely stationary through movement data, and then determines that there is no risk of secondary collision through environmental information. Only when these two safety prerequisites are met simultaneously, the control device 200 directly drives the locking tongue release device 2 integrated in the buckle 100 to perform millisecond-level precise detonation, forcibly pushing the locking tongue out from the buckling area 11. This intelligent active safety logic strictly locks the unlocking time after the collision has completely ended and the environment is absolutely safe, avoiding the fatal risk of the occupants losing restraint due to premature release of the seatbelt in the event of vehicle rollover or chain collision. This makes up for the deficiency of existing pre-tensioned seatbelts that only focus on restraint and do not focus on the need for rapid rescue after a collision, thus giving the occupants more time to escape or be rescued by automatically unlocking the seatbelt after a collision.

[0048] Specifically, please refer to Figure 3 In some embodiments of this application, step S200 includes: S210: When the change value of the movement data within a first preset time period is less than a first preset value, it is determined that the vehicle is stationary; S220: Obtain environmental information around the vehicle.

[0049] In this embodiment, by monitoring the vehicle's movement data, the system determines the vehicle is stationary only when the change in these data within a first preset time period is less than a first preset value, and then triggers the step of acquiring surrounding environmental information. This design, by introducing dual constraints of time and change thresholds, avoids misjudging the momentary zero speed or rebound vibration at the moment of collision as true stationary. Only when the vehicle maintains a sufficiently low amount of motion change for a set duration does the system confirm that the collision process has completely ended and the vehicle has come to a stable stop. Based on this, environmental perception and secondary collision risk assessment are then performed, fundamentally ensuring the reliability of the "judgment first, unlock later" safety logic and preventing premature unlocking from causing the occupants to lose restraint protection before the vehicle is fully stable.

[0050] Specifically, in some embodiments of this application, the vehicle includes a gyroscope, and the movement data includes movement speed and angular velocity; the vehicle includes a vehicle positioning module, and the movement data includes the vehicle's positioning coordinates, pitch angle, roll angle, and heading angle.

[0051] In this embodiment, the vehicle is equipped with a gyroscope, and the movement data specifically includes movement speed and angular velocity, which can quickly sense the instantaneous changes in the vehicle's linear and rotational motion. Specifically, when the gyroscope detects that the vehicle's speed does not exceed 0.5 km / h and this state lasts for more than 5 seconds, it can be used as a basis for determining that the vehicle has entered a stationary state. At the same time, when the gyroscope detects that the vehicle has no rotational motion and maintains this state for more than 5 seconds, it can also be used as a basis for determining that the vehicle has entered a stationary state. Meanwhile, the vehicle is equipped with a positioning module, and the movement data specifically includes positioning coordinates, pitch angle, roll angle, and heading angle, which can provide comprehensive information on the vehicle's absolute position and three-dimensional spatial attitude. Specifically, when the positioning module detects that the vehicle's comprehensive information remains unchanged for more than 5 seconds, it can be used as a basis for determining that the vehicle has entered a stationary state. By introducing these two types of multidimensional motion parameters and integrating the criteria for determining that the vehicle has entered a stationary state, the system can more accurately determine whether the vehicle has completely eliminated residual motion such as rollover, slippage, or attitude adjustment after a collision. This effectively prevents data distortion caused by a single sensor from misjudging instantaneous disturbances such as momentary suspension or rebound as stationary, thus providing more reliable preconditions for subsequently acquiring environmental information and assessing the risk of secondary collisions, and ensuring a high degree of safety in the timing of the seat belt's active unlocking.

[0052] In addition, please see Figure 4 In some embodiments of this application, the environmental information includes obstacle outlines, positions, and movement trends, and step S300 includes: S320: Based on the environmental information, when it is determined that the distance between the vehicle and the obstacle in the environment within a second preset time is not less than a second preset value, it is determined that the vehicle has no risk of secondary collision. S330: Control the seat belt locking device to unlock the vehicle's seat belt.

[0053] In this embodiment, the step of judging the risk of secondary collision based on the environmental information provides specific evaluation parameters and quantitative judgment criteria. The environmental information includes the outline, position, and movement trend of obstacles. Based on this, a safety criterion is set: only when the distance between the obstacle and the vehicle within a second preset time period is consistently not less than a second preset value is the vehicle deemed to have no risk of secondary collision, thus controlling the unlocking of the seatbelt. This design introduces dual threshold constraints of time and distance, requiring potentially dangerous objects to maintain a safe distance continuously within a specified time period, rather than making judgments based solely on instantaneous distance snapshots. This effectively filters out interfering scenarios such as vehicles approaching from a distance but not yet posing a threat, or obstacles briefly passing by. Simultaneously, incorporating the movement trend of obstacles into the evaluation dimension allows the system to predict whether vehicles behind are slowing down to avoid them or continuing to approach, ensuring that the seatbelt is actively unlocked only under relatively stable environmental conditions and without approach risk. This minimizes the fatal hidden danger of occupants losing restraint during a secondary collision, further strengthening the safety logic chain of judgment before action.

[0054] Specifically, in some embodiments of this application, the vehicle includes an environmental perception module, which includes a camera and / or radar, and is used to acquire environmental information.

[0055] In this embodiment, the specific hardware means for acquiring the environmental information are clearly defined. The vehicle is equipped with an environmental perception module consisting of the camera and / or the radar. This module serves as the perception front end of the pre-judgment, post-action safety link, specifically used to collect key information such as the outline, position, and movement trend of obstacles. The camera provides rich texture and category information in sufficient light, helping to distinguish different types of obstacles; while the radar can reliably measure distance and speed even in adverse environments such as rain, fog, and darkness. The combination of these two sensors allows for accurate all-weather perception of dangers such as vehicles approaching at high speeds from behind. The reliable environmental information acquired by these two sensors provides a data foundation for subsequently determining whether the distance between the obstacle and the vehicle remains at least the second preset value within the second preset time period. This ensures that the system will only unlock the seatbelt when the environmental perception module confirms there is no approaching threat and the risk of a secondary collision has been eliminated, thereby further strengthening the safety logic of the entire system.

[0056] In a specific embodiment, the vehicle may be equipped with an environmental perception system combining a monocular camera and millimeter-wave radar. The monocular camera continuously acquires road images within a 180° range in front of the vehicle, focusing on detecting obstacles within 50 meters ahead, including vehicles, pedestrians, and guardrails. Each frame outputs raw data such as the outline, position, and movement trend of the obstacles. A collision-free criterion is established when the distance between the vehicle and all obstacles within its field of view is no less than 2 meters. The millimeter-wave radar scans moving objects within 100 meters in front of and to the sides of the vehicle, acquiring real-time data on the distance, relative speed, and direction of movement of each target relative to the vehicle. A collision-free criterion is established when the predicted vertical distance between all moving objects and the nearest point of the vehicle in their direction of movement is no less than 2 meters. By integrating these collision-free criterion points, the system can more accurately determine whether the vehicle faces a secondary collision risk, ensuring high safety during the seatbelt automatic unlocking process.

[0057] In addition, please see Figure 5 In some embodiments of this application, step S300 includes: S340: When it is determined that there is no risk of secondary collision with the vehicle, obtain the seat belt unlocking status of the vehicle; S350: If the seat belt of the vehicle is not unlocked within a third preset time period, the seat belt locking device is controlled to unlock the seat belt of the vehicle.

[0058] In this embodiment, the ability of the driver and passengers to unlock the vehicle autonomously is assessed. The core steps are as follows: when the system determines that there is no risk of secondary collision with the vehicle, it does not immediately trigger active unlocking. Instead, it first obtains the seat belt unlocking status of the vehicle. If the seat belt is detected to have been manually unfastened within a third preset time, it indicates that the driver and passengers are conscious and have the ability to save themselves, and the system will not intervene. Only when the third preset time expires and the seat belt is still locked and not unlocked, it is determined that the driver and passengers may be unconscious, have stiff limbs, or be trapped and unable to operate autonomously. Then, the control device 200 controls the latch release device 2 to perform automatic unlocking.

[0059] This configuration preserves the priority of autonomous escape for conscious occupants within the window of opportunity after a collision and in a safe environment, avoiding unnecessary triggering of the latch release device 2 when occupants are already capable of unfastening their seatbelts. Only when a reasonable waiting time has elapsed and the occupants show no response does the system recognize the worst-case scenario of unconscious entrapment, and then forcibly release the seatbelt in a millisecond-level detonation manner. This fully respects the occupants' autonomy while ensuring that, in the most critical moment when occupants are incapacitated, the vehicle can automatically release restraints with maximum reliability, buying them precious time for escape or rescue, thereby improving the passive safety performance of the entire seatbelt system. Specifically, in some embodiments, the third preset time is set to 6 seconds.

[0060] Please see Figure 6 This application also proposes a vehicle, which includes a seat belt locking device and a control device 200. The control device 200 is at least electrically connected to the electronically controlled triggering mechanism. The specific structure of the seat belt locking device is as described in the above embodiments. Since the vehicle adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0061] To implement the vehicle control method, please refer to [link / reference]. Figure 6 The control device 200 includes: a processor 1001, such as a CPU; a communication bus 1002; a user interface 1003; a network interface 1004; and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen, an input unit such as a keyboard, and may also include standard wired or wireless interfaces. The network interface 1004 may optionally include standard wired or wireless interfaces (such as a Wi-Fi interface). The memory 1005 may be high-speed RAM or non-volatile memory, such as a disk drive. Optionally, the memory 1005 may also be a storage device independent of the processor 1001.

[0062] Those skilled in the art will understand that Figure 6 The structure of the control device 200 shown does not constitute a limitation on the control device 200. It may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0063] like Figure 6As shown, the memory 1005, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and a vehicle control program.

[0064] exist Figure 6 In the control device 200 shown, the processor 1001 calls the vehicle control program stored in the memory 1005 and executes the corresponding control method.

[0065] Furthermore, it should be noted that the vehicle in this application can refer to large vehicles, small vehicles, special-purpose vehicles, etc. For example, according to vehicle type, the vehicle in this application can be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV), or other types of vehicles. Generally, a vehicle is equipped with wheels, a power source, and a transmission system between the wheels and the power source. The transmission system can transmit the power provided by the power source to the wheels, causing the wheels to rotate and thus driving the vehicle.

[0066] It should be noted that the type of power source of the vehicle is not limited in the embodiments of this application. For example, for fuel vehicles, the power source can refer to fuel engines such as gasoline engines and diesel engines; for electric vehicles, the power source can refer to electric motors; for hybrid vehicles, the power source can refer to engines or electric motors; for vehicles powered by other means, the power source can refer to devices that generate power.

[0067] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A vehicle control method, applied to a vehicle, characterized in that, The vehicle includes a seatbelt locking device, and the steps of the vehicle control method include: When the airbags deploy, acquire the vehicle's movement data; When the vehicle is determined to be stationary based on the movement data, environmental information around the vehicle is obtained. If the environmental information indicates that there is no risk of secondary collision with the vehicle, then the seatbelt locking device is controlled to unlock the vehicle's seatbelt.

2. The vehicle control method as described in claim 1, characterized in that, The step of obtaining environmental information around the vehicle when determining that the vehicle is stationary based on the movement data includes: When the change value of the movement data within a first preset time period is less than a first preset value, it is determined that the vehicle is stationary; Obtain environmental information around the vehicle.

3. The vehicle control method as described in claim 2, characterized in that, The vehicle includes a gyroscope, and the movement data includes movement speed, angular velocity; and / or, The vehicle includes a vehicle positioning module, and the movement data includes the vehicle's positioning coordinates, pitch angle, roll angle, and heading angle.

4. The vehicle control method as described in claim 1, characterized in that, The vehicle includes an environmental perception module, which includes a camera and / or radar. The environmental perception module is used to acquire environmental information, including obstacle outlines, positions, and movement trends. The step of determining that the vehicle has no risk of secondary collision based on the environmental information, and then controlling the seatbelt locking device to unlock the vehicle's seatbelt, includes: Based on the environmental information, when it is determined that the distance between the vehicle and an obstacle in the environment within a second preset time is not less than a second preset value, it is determined that the vehicle has no risk of secondary collision. Control the seat belt locking device to unlock the vehicle's seat belt.

5. The vehicle control method according to any one of claims 1 to 4, characterized in that, If, based on the environmental information, it is determined that the vehicle poses no risk of secondary collision, then the step of controlling the seatbelt locking device to unlock the vehicle's seatbelt includes: If it is determined that there is no risk of secondary collision with the vehicle, the seat belt unlocking status of the vehicle is obtained; If the vehicle's seatbelt is not unlocked within a third preset time period, the seatbelt locking device is controlled to unlock the vehicle's seatbelt.

6. A latch, characterized in that, include: The fastener (1) has a fastening area (11) at one end, the fastening area (11) being for the insertion of a latch to lock the fastener (1); and, The latch release device (2) includes an electrically controlled triggering mechanism, an ignition agent chamber (21), and a latch release structure (22) disposed on the buckle body (1). The latch release structure (22) is movably disposed on the buckle body (1) and has a built-in position placed in the buckle body (1) and a release position extending into the buckling area (11) in its movement stroke. The electrically controlled triggering mechanism is used to trigger the ignition agent chamber (21) to drive the latch release structure (22) to the release position when the ignition agent chamber (21) is ignited, so as to impact and drive the latch to disengage from the buckling area (11) and unlock the buckle body (1).

7. The latch as described in claim 6, characterized in that, The electrically controlled triggering mechanism includes a firing pin (23) and an electric drive mechanism, the electric drive mechanism being used to drive the firing pin (23) to strike the ignition agent chamber (21) to ignite the ignition agent chamber (21); and / or, An elastic reset member is also provided between the buckle body (1) and the latch release structure (22), the elastic reset member being used to reset the latch release structure (22) to the built-in position.

8. The latch as described in claim 7, characterized in that, The electric drive mechanism includes an electromagnetic drive mechanism (24), which includes a coil assembly sleeved on the firing pin (23). The coil assembly is used to generate electromagnetic attraction when energized, driving the firing pin (23) to strike the detonating agent chamber (21); and / or, The firing pin (23) is located between the ignition agent chamber (21) and the latch release structure (22) so that when the ignition agent chamber (21) is ignited, the firing pin (23) is driven in the opposite direction to strike the latch release structure (22), thereby driving the latch release structure (22) to move to the release position.

9. A seatbelt locking device, characterized in that, include: A locking base has an accommodating cavity, and a locking tongue is movably disposed within the locking base; and, The latch (100) includes the latch (100) as described in any one of claims 6-8, wherein one end of the latch body (1) is configured to extend into the receiving cavity so that the latch tongue can extend into the engaging area (11) to lock the latch body (1).

10. A vehicle, characterized in that, The device includes a seatbelt locking device and a control device (200), the seatbelt locking device including the seatbelt locking device as claimed in claim 9, the control device being at least electrically connected to the electronically controlled triggering mechanism, the control device (200) including a memory, a processor and a vehicle control program stored in the memory and executable on the processor, the vehicle control program being configured to implement the steps of the vehicle control method as claimed in any one of claims 1 to 5.

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