A vehicle safety cooperative control system and vehicle

Abstract

The application discloses a kind of vehicle safety collaborative control system and vehicle.Belong to vehicle safety technical field.The system includes: occupant monitoring system OMS, configured to output multiple occupant state signals;Airbag controller ACU, is connected with OMS, for receiving multiple occupant state signals;Man-machine interaction controller HMI, is connected with ACU;ACU is configured to based on multiple occupant state signals, at least one of the following operations is executed: from the multiple safety execution strategies of pre-setting, corresponding safety execution strategy is selected;Calculate the number of passengers in the car information and send to TBOX;State flag signal is output to HMI to execute prompting operation.The present application realizes adaptive safety protection and post-crash rescue information reporting by the collaborative control of OMS and ACU, and improves the vehicle safety.

Description

Technical Field

[0001] This application belongs to the field of vehicle safety technology, and specifically relates to a vehicle safety cooperative control system and a vehicle containing the system. Background Technology

[0002] Existing technologies use OMS (Occupant Monitoring System) cameras to extract passenger characteristics and behaviors to build user profiles and autonomously make decisions to provide personalized travel experience services. However, these technologies only involve the use of classification information and do not address the interaction between this classification information and onboard safety modules. Another approach focuses on integrating ECALL (Emergency Call), OMS, and microphones into the front dome light, solving the problems of complex and costly assembly due to the separation of existing related modules. However, this only involves the installation structure of the OMS and not its functionality. Yet another approach utilizes classification signals to develop a passenger-side airbag suppression system, but it focuses on suppressing the airbag system and does not address how the OMS system works during normal airbag operation.

[0003] In summary, the following drawbacks exist: the monitoring signals of the OMS are not effectively used for the coordinated control of multiple safety subsystems, and there is a lack of a unified coordination mechanism based on the OMS signals among the various safety subsystems, which makes it impossible to make the optimal safety response based on the real-time and detailed status of the occupants. Summary of the Invention

[0004] To address the aforementioned problems, this application provides a vehicle safety cooperative control system, comprising: The Occupant Monitoring System (OMS) is configured to output various occupant status signals. The airbag control unit (ACU) communicates with the OMS to receive various occupant status signals. The human-computer interaction terminal (HMI) is connected to the ACU (Automatic Control Unit). The ACU is configured to perform at least one of the following operations based on multiple crew status signals: Select the corresponding security execution strategy from a set of preset security execution strategies; Calculate the number of occupants in the vehicle and send the occupant number information to the vehicle-mounted remote information processing terminal TBOX; Output a status flag signal to the HMI; the status flag signal is used to instruct the HMI to perform a reminder operation. The safety execution strategy includes an airbag deployment control algorithm and a seatbelt pretensioning control algorithm, which are used to control the operation of the seatbelt pretensioner and the airbag.

[0005] Furthermore, the various occupant status signals include a seatbelt usage status signal, which indicates at least one of the following states: seatbelt not in use, seatbelt buckle only, seatbelt wrapped around the back, or lap belt only. The ACU is also configured to: when it receives a seatbelt usage status signal indicating that the seatbelt is not in use or is being used incorrectly, output a first status indicator signal to the HMI. The first status indicator signal is used to instruct the HMI to illuminate the seatbelt warning light and to activate an audible alarm when the vehicle speed exceeds a preset threshold.

[0006] Furthermore, multiple occupant status signals include a front passenger seating posture status signal, which indicates at least one of the following abnormal seating postures: feet on the dashboard, chest too close to the dashboard; The ACU is also configured to: when it receives a sitting posture status signal from the front passenger indicating an abnormal sitting posture, output a sitting posture abnormality flag signal to the HMI. The sitting posture abnormality flag signal is a status flag signal used to instruct the HMI to generate a sitting posture reminder signal until the front passenger sitting posture status signal returns to normal.

[0007] Furthermore, the various occupant status signals include a front passenger occupant type signal, which indicates whether the occupant in the front passenger seat is a child, a child seat CRS, or an adult; The ACU is also configured to receive a status signal from the passenger-side airbag PAB switch and, based on the passenger-side occupant type signal and the PAB switch status signal, output an airbag status alert request to the HMI.

[0008] Furthermore, the HMI is configured to generate a pop-up reminder signal in response to an airbag status reminder request. The pop-up reminder signal disappears automatically after a preset duration and is retried when the vehicle speed is zero and the transmission is in P gear.

[0009] Furthermore, the various occupant status signals include a front-row occupant height classification signal, which divides occupants into a first height category, a second height category, and a third height category.

[0010] Furthermore, the first height category corresponds to the 5th female dummy feature with a height of 152cm±2cm, the second height category corresponds to the 50th male dummy feature with a height of 177cm±2cm, and the third height category corresponds to the 95th male dummy feature with a height of 188cm±2cm.

[0011] Furthermore, the ACU is also configured as follows: Based on the height classification signal of the front-seat occupants, the corresponding airbag deployment parameters and seat belt pretension parameters are matched from multiple preset mapping tables; Among them, multiple mapping tables correspond to different dummy features, and different mapping tables set different airbag trigger times and seat belt pretension parameters.

[0012] Furthermore, various occupant status signals include signals indicating the number and type of occupants in the vehicle, which indicate whether the occupants in the front and rear seats are adults or children. The ACU is also configured to receive at least one auxiliary signal from the Child Left-Behind Monitoring System (CPD), the seatbelt buckle status sensor, and the seat occupancy sensor. The ACU combines signals indicating the number and type of occupants in the vehicle with auxiliary signals to determine the number of adult occupants and child occupants in the vehicle.

[0013] Furthermore, the auxiliary signal generated by the seat belt buckle status sensor is the seat belt buckle signal, which indicates whether the seat belt buckle is properly engaged.

[0014] Furthermore, the ACU is also configured to send the determined number of adult occupants and child occupants in the vehicle to the TBOX for reporting occupant information to the rescue center in the event of a collision.

[0015] Furthermore, OMS is also configured to perform a self-test and generate a self-test status signal, which includes a normal ON status, a normal OFF status, and a fault status. Among them, the Normal OFF state includes the state of being turned off due to user instructions or system policies; the Fault state includes at least one of camera malfunction, camera obstruction, camera overexposure, and algorithm abnormality. The ACU is configured to perform operations based on various occupant status signals only when it receives a Normal ON signal indicating that the function is normally enabled.

[0016] This application also provides a vehicle, including a vehicle safety cooperative control system.

[0017] Compared with the prior art, this application has the following advantages: The ACU receives various occupant status signals output by the OMS and performs at least one operation based on these signals, such as selecting a safety execution strategy, calculating and reporting the number of occupants, and performing HMI reminder operations. This deeply integrates the OMS signals into the vehicle safety control system, realizing the leap of the OMS signals from "information service" to "safety control" and achieving deep interactive application between the OMS signals and the vehicle safety module.

[0018] By using the ACU as a unified decision-making center, multiple safety subsystems such as seat belt pretensioners, airbags, TBOX, and CPD are coordinated and controlled based on OMS signals, forming a complete "perception-decision-execution" closed loop, enabling each subsystem to make a coordinated and consistent response based on the real-time status of the occupants.

[0019] It not only functions in scenarios where airbags need to be suppressed, but more importantly, in common scenarios where airbags are used normally, it selects the corresponding airbag deployment control algorithm and seat belt pretensioning control algorithm from multiple preset safety execution strategies through the height classification signal provided by OMS, thereby achieving adaptive protection for occupants of different body types and covering a wider range of user scenarios.

[0020] By utilizing various occupant status signals output by the OMS (including seatbelt usage status, front passenger type, front passenger seating posture, front passenger height classification, number and type of occupants), the ACU can monitor the occupants' detailed status in real time and make optimal safety responses accordingly. For example, it can select the appropriate triggering algorithm based on occupant height, issue warnings based on occupant seating posture, and report rescue information based on the number of occupants, significantly improving the accuracy and adaptability of safety responses.

[0021] By outputting status flag signals to the HMI to perform reminder operations, pre-collision safety warnings (such as seat belt misuse reminders, abnormal seating posture reminders, and airbag status reminders) are realized; by selecting the corresponding safety execution strategy from multiple preset safety execution strategies, adaptive protection during a collision is realized (such as selecting the detonation algorithm based on height); by calculating the number of occupants in the vehicle and sending it to the TBOX, accurate rescue information reporting after a collision is realized.

[0022] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This diagram illustrates the status of the OMS self-test function in the vehicle safety cooperative control system.

[0025] Figure 2 A schematic diagram of seat belt usage status monitoring in a vehicle safety cooperative control system is shown.

[0026] Figure 3 The flowchart of seat belt usage status function in the vehicle safety cooperative control system is shown.

[0027] Figure 4 This diagram illustrates the function of assisting in recognizing the working status of the passenger-side airbag in a vehicle safety cooperative control system.

[0028] Figure 5 The flowchart illustrates the process of assisting in the identification of the passenger-side airbag in the vehicle safety cooperative control system.

[0029] Figure 6 This diagram illustrates the auxiliary identification of abnormal sitting postures of the front passenger in a vehicle safety cooperative control system.

[0030] Figure 7 The diagram shows the status of the front passenger height classification and recognition function in the vehicle safety collaborative control system.

[0031] Figure 8 This diagram illustrates the functional status of the vehicle safety collaborative control system for detecting the number of occupants and children inside the vehicle.

[0032] Figure 9 A schematic diagram of the overall vehicle safety collaborative control system is shown. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0034] Example 1 Reference Figures 1 to 9 This application provides a vehicle safety collaborative control system, which includes an occupant monitoring system (OMS), an airbag control unit (ACU), and a human-machine interface (HMI, which is a carrier for information interaction between humans and equipment).

[0035] like Figure 9As shown, the Occupant Monitoring System (OMS) is configured to output various occupant status signals. These occupant status signals characterize various states of the occupants inside the vehicle, including but not limited to: seatbelt usage status, front passenger type, front passenger seating posture, front passenger height classification, and the number and type of occupants. The OMS is typically installed inside the vehicle, such as near the dome light or rearview mirror, and collects visual information from the occupants using a camera, extracting the aforementioned status information through image recognition algorithms.

[0036] The airbag control unit (ACU) communicates with the OMS (Occupant Safety System) to receive various occupant status signals. The ACU is the core control unit of the vehicle safety system, typically integrated in the center console or under the dashboard, responsible for receiving signals from various sensors and making safety decisions.

[0037] The Human-Machine Interface (HMI) is connected to the ACU (Autonomous Control Unit). The HMI is responsible for information interaction with the driver and passengers, including but not limited to the instrument panel display, central control screen, and audible alarm.

[0038] The ACU is configured to perform at least one of the following operations based on multiple received occupant status signals: The system selects the appropriate safety execution strategy from multiple preset safety execution strategies. These strategies include airbag deployment control algorithms and seatbelt pretensioning control algorithms, used to control the operation of the seatbelt pretensioner and airbag. The ACU internally stores multiple safety execution strategies, each corresponding to different occupant characteristics (such as different heights and body types). Based on the occupant status signals provided by the OMS, the ACU selects the strategy most suitable for the current occupant to execute.

[0039] The system calculates the number of occupants inside the vehicle and sends this information to the onboard telematics box (TBOX). The ACU integrates the occupant number and type signals provided by the OMS, along with other auxiliary signals, to calculate the number of adult and child occupants and sends this information to the TBOX. In the event of a collision, the TBOX automatically dials an emergency call and uploads the occupant number information to the rescue center, allowing rescue personnel to prepare accordingly.

[0040] The system outputs a status flag signal to the HMI, which is used to instruct the HMI to perform an alert operation. When the ACU determines that there is a safety hazard (such as incorrect use of the seat belt, abnormal seating posture, or need to confirm the airbag status), it outputs the corresponding status flag signal to the HMI. The HMI then performs the corresponding alert operation, including illuminating the warning light, emitting an audible alarm, and displaying an alert window on the central control screen.

[0041] Through the above system architecture, this application realizes the coordinated control of OMS signals and multiple safety subsystems, forming a complete "perception-decision-execution" closed loop.

[0042] Example 2 Reference Figure 1 When the vehicle is powered on and in the ON position, the OMS system starts a self-test and sends the self-test status signal to the vehicle communication network (such as CAN bus or Ethernet).

[0043] The self-test status includes the following: (1) Normal ON indicates that the OMS self-test has passed, the function is normal and it is in the ON state, and normal occupant monitoring can be performed.

[0044] (2) Normal OFF indicates that the OMS is functioning normally but is in the off state. Reasons for closure include: the user manually turns off the OMS system via the privacy switch (this is a feature specifically developed for privacy protection in the EU, allowing users to manually turn off the OMS occupant monitoring system), or the system policy turns it off automatically.

[0045] (3) Fault status indicates that OMS has a fault and cannot work properly. Fault status includes the following types: camera fault (camera hardware damage or communication abnormality), camera obstruction (camera lens is blocked by foreign objects), camera overexposure (camera overexposure causes image to be unrecognizable), and algorithm abnormality (image recognition algorithm malfunction).

[0046] The self-test status is a prerequisite for the OMS to perform its monitoring functions. The ACU is configured to perform the above operations based on the various occupant status signals output by the OMS only when it receives a Normal ON signal. When the OMS is in a Normal OFF or Fault state, the ACU will not accept the OMS signals, but will instead use the default safety policy or prompt the user to manually confirm the relevant information.

[0047] Example 3 Reference Figure 2 and Figure 3 When the vehicle is powered on and the OMS self-test is completed and functioning normally (Normal ON), the OMS begins to monitor the seat belt usage status of the front occupants.

[0048] OMS categorizes seatbelt usage status into three types: (1) The seat belt was not used, the occupant did not pull out the seat belt webbing, and the seat belt buckle was not inserted.

[0049] (2) The seat belt is used correctly, the seat belt webbing crosses the occupant’s shoulders and waist correctly, and the buckle is properly locked.

[0050] (3) Incorrect use of seat belts: The seat belt is used, but not correctly. Incorrect use can be further divided into three scenarios: Scenario 1: Only the seatbelt buckle is fastened. The occupant inserts the seatbelt buckle into the buckle, but the seatbelt webbing does not cross the occupant's body; instead, it hangs down to one side or behind the body.

[0051] Scenario 2: Seatbelt wrapped around the back. The occupant wraps the seatbelt webbing around their back, only tucking the webbing under their body and not properly crossing their shoulders and chest.

[0052] Scenario 3: Only the lap belt is fastened. The occupant only fastens the lap belt of the seat belt around their waist, without crossing the shoulder strap.

[0053] When the OMS detects that a seatbelt is not in use or is used incorrectly, it generates a seatbelt usage status signal and sends it to the ACU. Upon receiving this signal, the ACU outputs a first status flag signal to the HMI, based on which the HMI performs the following alarm operations: First, turn on the seatbelt warning light on the dashboard to visually alert the occupants.

[0054] Secondly, when the vehicle speed exceeds a preset threshold (e.g., 22 km / h), an audible alarm is activated to further alert the occupants through auditory means.

[0055] The alarm will continue until the OMS detects that the seatbelt is in proper use again. The alarm will automatically deactivate once the occupant adjusts the seatbelt to the proper position.

[0056] Example 4 Reference Figure 6 When the vehicle is powered on and the OMS self-test is completed and functions normally, the OMS begins to monitor the seating posture of the front passenger.

[0057] OMS categorizes the front passenger's seating posture into two types: normal and incorrect. Incorrect posture is defined in the following two scenarios: Scene 1: Feet resting on the dashboard. The occupant has both feet raised and resting on the dashboard in front of the passenger seat. This seating posture greatly increases the risk of serious lower limb injury in the event of a collision.

[0058] Scenario 2: Chest too close to the dashboard. If an occupant adjusts their seat too far forward, causing their chest to be too close to the dashboard, this seating position may result in the occupant being too close to the airbag when it deploys, causing unnecessary injury.

[0059] When the OMS detects that the front passenger seat is empty or the passenger is in a normal sitting position, no alarm will be triggered.

[0060] When the OMS detects any of the above-mentioned incorrect passenger seating positions, it generates a passenger seating position status signal and sends it to the ACU. Upon receiving this signal, the ACU outputs a seating position abnormality flag signal (a type of status flag signal) to the HMI. Based on this, the HMI generates a seating position reminder signal, such as displaying a pop-up window on the central control screen reminding users to "adjust their seating position to a safe position".

[0061] The posture reminder will remain displayed until the OMS detects that the front passenger's posture has returned to normal. Once the passenger adjusts their posture to a normal position, the reminder will automatically disappear.

[0062] Example 5 Reference Figure 4 and Figure 5 When the vehicle is powered on and the OMS self-test is completed and functioning normally, the OMS begins to monitor the type of the front passenger.

[0063] OMS categorizes front passenger types into the following three categories: (1) Child: The passenger seat is occupied by a child.

[0064] (2) Child Restraint System (CRS): A child safety seat is installed in the front passenger seat.

[0065] (3) Adults: The passenger in the front passenger seat is an adult passenger.

[0066] The passenger airbag (PAB) is typically equipped with a manual switch that allows the user to manually deactivate the airbag in specific situations, such as when a child seat is installed. The status signal of the PAB switch (ON or OFF) is received by the ACU.

[0067] Based on the front passenger type signal and the PAB switch status signal, the ACU executes the following logic: Scenario 1: The PAB switch is in the ON position.

[0068] If the OMS detects that the front passenger seat is occupied by a child seat (CRS) or a child, the ACU determines that there is a safety hazard and sends an airbag status alert request to the HMI. In response to this request, the HMI generates a pop-up notification on the central control screen, with content such as "Please turn off the front passenger airbag switch," reminding the user to manually turn off the PAB switch.

[0069] If the OMS detects that the front passenger is an adult, the ACU determines that the current status is correct and does not issue an alarm.

[0070] Scenario 2: The PAB switch is in the OFF state.

[0071] If the OMS detects that the front passenger seat is a child seat CRS or a child, the ACU determines that the current status is correct and does not issue an alarm.

[0072] If the OMS detects that the front passenger is an adult, the ACU determines that there is a safety hazard and sends an airbag status alert request to the HMI, reminding the user to turn on the PAB switch.

[0073] Scenario 3: OMS is in Normal OFF or self-test Fault state.

[0074] At this time, the ACU cannot obtain reliable information about the type of front passenger and sends an airbag status alert request to the HMI. The HMI generates a pop-up alert signal with a message such as "Unable to detect passenger, please manually check airbag status".

[0075] Reference Figure 5 As shown in the flowchart, the pop-up reminder signal automatically disappears after a preset display duration (e.g., 5 seconds) to avoid prolonged screen obstruction and affecting driver operation. However, when the vehicle speed drops to zero and the transmission is in P gear, the pop-up reminder signal will be retried, and this cycle repeats until the vehicle is turned off. This design ensures the effectiveness of the reminder while avoiding interference with normal driving.

[0076] More specifically, Figure 5 A complete notification flowchart for OMS monitoring PAB status provided in this application is shown. The flowchart includes the following steps: The vehicle is powered on and in the ON position. The OMS self-test is complete and functions normally.

[0077] The OMS monitors the type of the front passenger, while the ACU receives the front passenger type signal and the PAB switch status signal.

[0078] The ACU determines whether a pop-up reminder needs to be triggered. If it is needed (i.e., a child / CRS is detected and PAB is ON in scenario one, an adult is detected and PAB is OFF in scenario two, or an OMS status is abnormal in scenario three), then proceed to step S504; if it is not needed, the process ends and no pop-up is triggered.

[0079] The HMI displays a pop-up reminder on the central control screen. The reminder content varies depending on the specific situation, such as "Please turn off the passenger airbag switch", "Please turn on the passenger airbag switch", or "Unable to detect passengers, please manually check the airbag status".

[0080] After seeing the pop-up window, users can choose whether to switch the PAB switch status.

[0081] If the user manually switches the PAB switch state (e.g., from ON to OFF, or from OFF to ON), the pop-up window disappears immediately, and the process ends.

[0082] If the user continues to drive the vehicle without switching the PAB switch, the pop-up window will be displayed for a preset duration (e.g., 5 or 10 seconds) and then disappear automatically to avoid obscuring the screen for an extended period and affecting the driver's driving.

[0083] The vehicle continues to move, and the ACU continuously monitors the vehicle's status.

[0084] When the vehicle speed drops to 0 and the vehicle is put into P gear, the system determines that the vehicle has stopped and triggers a pop-up reminder again. The system then returns to the HMI and displays a pop-up reminder on the central control screen. The content of the reminder is determined according to the specific situation.

[0085] From the step where the HMI pops up a reminder on the central control screen, the content of which is determined according to the specific situation, to the step where the vehicle speed drops to 0 and the vehicle is put into P gear, the system determines that the vehicle has stopped and triggers the pop-up reminder again. This process repeats, and the pop-up reminder will be triggered again every time the vehicle is parked and put into P gear, until either of the following conditions is met: the user manually switches the PAB switch state, or the vehicle is turned off and the trip ends.

[0086] Through the above process, this application realizes a continuous reminder mechanism for the status of the passenger-side airbag, which not only ensures the effectiveness of the reminder (the reminder will be repeated every time the vehicle stops), but also avoids interference with normal driving (the pop-up window will disappear automatically while driving), reflecting a human-centered design concept.

[0087] Example 6 Reference Figure 7 When the vehicle is powered on and the OMS self-test is completed and functioning normally, the OMS begins to monitor the height characteristics of the front driver and passengers.

[0088] The driver is assumed to be an adult passenger. The front passenger can detect both adult and child passengers. For information on child passengers, please refer to the front passenger type identification function in Example 5.

[0089] For front-seat adult occupants, OMS categorizes their height into three groups: (1) First height category Smaller: corresponds to the 5th female dummy feature with a height of approximately 152cm.

[0090] (2) Second height category Average: corresponds to the 50th male dummy features with a height of approximately 177cm.

[0091] (3) Third height category Larger: corresponds to the 95th male dummy features with a height of approximately 188cm.

[0092] OMS generates front-seat occupant height classification signals based on at least one of the following visual features: facial features (such as the relative positions of the eyes, nose, and mouth), shoulder width, upper arm length, seat position, etc. The recognition methods and logic include, but are not limited to, the above features, which can be combined and optimized according to actual needs.

[0093] Table 1 below shows the correspondence between different height categories and dummy classifications: Table 1

[0094] In addition, OMS will also output Empty (no one is here) and Unknown (unknown state when OMS self-checks a fault) signals.

[0095] After receiving the front passenger's height classification signal, the ACU matches the corresponding airbag deployment parameters and seatbelt pretension parameters from multiple preset mapping tables. These mapping tables correspond to different dummy features (5th, 50th, and 95th), and each mapping table sets different airbag trigger times and seatbelt pretension parameters.

[0096] Specifically, because occupants of different heights and builds move differently during a collision, the timing of their contact with the airbag also differs. For example, shorter occupants (Smaller / 5th) move forward a shorter distance during a collision and make contact with the airbag earlier, thus requiring an earlier-deploying airbag and a lower inflation pressure. Taller occupants (Larger / 95th) move forward a longer distance and make contact with the airbag later, thus requiring a later-deploying airbag and a higher inflation pressure. Seatbelt pretensioning should also be adjusted according to the occupant's body type to ensure that the occupant is securely restrained in the seat in the initial stages of a collision.

[0097] When a vehicle has more sensor input information, such as seat position sensors and collision condition sensors, the ACU can use a larger amount of data to make judgments and achieve more accurate and adaptive ignition logic.

[0098] Example 7 Reference Figure 8 When the vehicle is powered on and the OMS self-test is completed and functioning normally, the OMS begins to monitor the information of the front and rear occupants.

[0099] The driver's seat is assumed to be occupied. The OMS continues to monitor the information of the front passenger, using the front passenger height classification and recognition function signal from Example 6 to distinguish whether the front passenger is an adult or a child.

[0100] OMS continues to monitor rear passenger information and can detect whether the rear passenger is an adult or a child.

[0101] In addition, the system also receives auxiliary signals from the following sensors: (1) Child Presence Detection (CPD) system monitors rear-seat occupants using in-cabin radar and other methods, generating auxiliary signals indicating whether the rear-seat occupants are adults or children. CPD is mainly used to prevent children from being forgotten in the vehicle, and can also help confirm the number of occupants.

[0102] (2) The seat belt buckle status sensor generates a seat belt buckle signal to indicate whether the seat belt buckle is properly engaged. The buckle signal serves as auxiliary information about the presence of an occupant; when the seat belt buckle is engaged, it can be inferred that there is an occupant in the seat.

[0103] (3) The Seat Belt Reminder (SBR) sensor generates a seat occupancy signal to indicate whether the seat is occupied. The SBR signal serves as auxiliary information about the presence of the occupant.

[0104] The above information is compiled into the ACU. The ACU combines the signals indicating the number and type of occupants in the vehicle with the aforementioned auxiliary signals, and calculates the number of adult occupants and child occupants in the vehicle through logic and priority judgment.

[0105] Specifically, the decision logic of ACU may include: The driver's seat is occupied by default, and the number of occupants is counted as 1 adult.

[0106] Based on the OMS's front passenger type signal, determine whether the front passenger is an adult or a child, and increment the count accordingly.

[0107] Based on the rear occupant monitoring signal from the OMS, determine whether the rear occupant is an adult or a child, and increase the count accordingly.

[0108] When the OMS signal is unreliable, the buckle and SBR signals can be used as auxiliary indicators. For example, if the rear buckle signal indicates that the latch is engaged, but the OMS does not detect any occupants, the buckle signal should be used as the reliable indicator.

[0109] The CPD signal serves as an auxiliary confirmation of rear passenger type, specifically used to distinguish whether the rear passengers are adults or children.

[0110] The ACU sends the confirmed number of adult and child occupants to the TBOX. In the event of a collision, the TBOX's SOS function automatically dials a rescue call and reports the number of occupants (including adults and children) to the rescue center, allowing rescue personnel to understand the situation inside the vehicle in advance and make appropriate rescue preparations.

[0111] Example 8 Based on the above embodiments, the workflow of the vehicle safety collaborative control system provided in this application can be summarized as follows: Step S1: Power on the vehicle to the ON position. The OMS starts self-test and generates a self-test status signal.

[0112] Step S2: If the self-test status is Normal ON, the OMS starts outputting various occupant status signals.

[0113] Step S3: The ACU receives the crew status signal output by the OMS.

[0114] Step S4, the ACU performs at least one of the following operations based on the received signal: If a seatbelt usage status signal is received indicating that it is not in use or is being used incorrectly, an alarm command is output to the HMI, and the HMI executes the seatbelt alarm.

[0115] If a signal indicating an abnormal sitting posture is received from the front passenger, a posture reminder command is sent to the HMI, and the HMI executes the posture reminder.

[0116] If a front passenger type signal is received, and the PAB switch status is considered, an airbag status reminder request is sent to the HMI, and the HMI executes a pop-up reminder.

[0117] If a front-seat passenger height classification signal is received, the corresponding airbag deployment parameters and seatbelt pretension parameters are matched from a preset mapping table.

[0118] If the number and type of occupants in the vehicle are received, the number of adults and children in the vehicle is calculated by combining auxiliary signals such as CPD, buckle, and SBR, and the results are sent to TBOX.

[0119] Step S5: When a vehicle collision occurs, TBOX automatically reports the number of occupants to the rescue center.

[0120] In other embodiments of this application, the above solution can be replaced or modified as follows: Privacy Switch Function. As mentioned earlier, the OMS system is equipped with a privacy switch, which users can use to manually turn off the OMS system. When the privacy switch is on, OMS is in the Normal OFF state and does not perform occupant monitoring. When the privacy switch is off and the system detects no faults, OMS is in the Normal ON state. When the privacy switch is off but there is camera obstruction, overexposure, or algorithm malfunction, OMS is in the Fault state.

[0121] Combination of multiple alarm methods. In the above embodiments, the reminder operation performed by the HMI can employ a combination of multiple methods, including but not limited to: instrument panel warning light illumination, audible alarm, central control screen pop-up reminder, steering wheel vibration reminder, etc. Different reminder methods can be used individually or in combination to improve the effectiveness of the reminders.

[0122] Height Classification. The above embodiments divide height into three categories, but in practical applications, more categories can be added as needed, such as children's categories and adolescent categories, to achieve more refined adaptive protection.

[0123] Auxiliary signals. In addition to CPD, buckle, and SBR, other auxiliary signals can be introduced, such as door status sensors (to determine whether the doors are closed) and seat weight sensors (to determine the weight distribution on the seats), to further improve the accuracy of occupant number detection.

[0124] TBOX reports information. In addition to occupant count information, TBOX can also report other information, such as the severity of the collision, vehicle location, and vehicle model, providing more comprehensive information support to the rescue center.

[0125] ACU Decision Logic. When there is a conflict between the OMS signal and auxiliary signals, the ACU can use priority judgment logic. For example, the buckle signal has a higher priority than the OMS signal, the SBR signal has a lower priority, and the OMS signal has the lowest priority. This ensures that even if the OMS fails or misjudges, the system can still make the correct decision based on reliable auxiliary signals.

[0126] Scope of application of the system. This application applies not only to traditional gasoline-powered vehicles, but also to electric vehicles, hybrid vehicles, and autonomous vehicles. In autonomous vehicles, where the driver may not be in the driving position, the occupant monitoring function of the OMS is particularly important.

[0127] Collaboration with other safety systems. This application can also collaborate with other vehicle safety systems, such as Automatic Emergency Braking (AEB) and Lane Keeping Assist (LKA). For example, when the AEB system detects an impending collision, it can notify the Automatic Control Unit (ACU) to prepare in advance. The ACU can then adjust the parameters of the airbags and seat belts based on occupant information provided by the OMS (Occupant Safety Management System) to achieve better protection.

[0128] Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle safety cooperative control system, characterized in that, include: The Occupant Monitoring System (OMS) is configured to output various occupant status signals. The airbag controller (ACU) is communicatively connected to the OMS and is used to receive the various occupant status signals. The human-computer interaction terminal (HMI) is communicatively connected to the ACU. The ACU is configured to perform at least one of the following operations based on the various occupant status signals: Select the corresponding security execution strategy from a set of preset security execution strategies; Calculate the number of occupants in the vehicle and send the occupant number information to the vehicle-mounted remote information processing terminal TBOX; Output a status flag signal to the HMI, the status flag signal being used to instruct the HMI to perform a reminder operation; The safety execution strategy includes an airbag deployment control algorithm and a seatbelt pretensioning control algorithm, which are used to control the operation of the seatbelt pretensioner and the airbag.

2. The system according to claim 1, characterized in that, The multiple occupant status signals include a seat belt usage status signal, which indicates at least one of the following states: seat belt not in use, seat belt buckle only, seat belt wrapped behind the back, and lap belt only. The ACU is also configured to: when it receives the seat belt usage status signal indicating that the seat belt is not in use or is being used incorrectly, output a first status flag signal to the HMI, the first status flag signal being used to instruct the HMI to illuminate the seat belt warning light and to activate an audible alarm when the vehicle speed exceeds a preset threshold.

3. The system according to claim 1, characterized in that, The various occupant status signals include a front passenger occupant seating posture status signal, which indicates at least one of the following abnormal seating postures: feet on the dashboard, chest too close to the dashboard; The ACU is also configured to: when it receives a sitting posture status signal from the front passenger indicating an abnormal sitting posture, output a sitting posture abnormality flag signal to the HMI. The sitting posture abnormality flag signal is a status flag signal and is used to instruct the HMI to generate a sitting posture reminder signal until the front passenger sitting posture status signal returns to normal.

4. The system according to claim 1, characterized in that, The various occupant status signals include a front passenger occupant type signal, which indicates whether the occupant in the front passenger seat is a child, a child seat CRS, or an adult. The ACU is also configured to receive a status signal from the passenger-side airbag PAB switch, and based on the passenger-side occupant type signal and the PAB switch status signal, output an airbag status alert request to the HMI.

5. The system according to claim 4, characterized in that, The HMI is configured to generate a pop-up reminder signal in response to the airbag status reminder request. The pop-up reminder signal disappears automatically after a preset duration and is retried when the vehicle speed is zero and the transmission is in P gear.

6. The system according to claim 1, characterized in that, The various occupant status signals include a front-row occupant height classification signal, which divides occupants into a first height category, a second height category, and a third height category.

7. The system according to claim 6, characterized in that, The first height category corresponds to the 5th female dummy feature with a height of 152cm±2cm, the second height category corresponds to the 50th male dummy feature with a height of 177cm±2cm, and the third height category corresponds to the 95th male dummy feature with a height of 188cm±2cm.

8. The system according to claim 6, characterized in that, The ACU is also configured as follows: Based on the front passenger height classification signal, the corresponding airbag deployment parameters and seat belt pretension parameters are matched from multiple preset mapping tables; The multiple mapping tables correspond to different dummy features, and different mapping tables set different airbag trigger times and seat belt pretension parameters.

9. The system according to claim 1, characterized in that, The various occupant status signals include signals indicating the number and type of occupants in the vehicle, which indicate whether the occupants in the front and rear rows are adults or children. The ACU is also configured to receive at least one auxiliary signal from the Child Residue Monitoring System (CPD), the Seatbelt Buckle Status Sensor, and the Seat Occupancy Sensor. The ACU combines the signals indicating the number and type of occupants in the vehicle with the auxiliary signals to determine the number of adult occupants and child occupants in the vehicle.

10. The system according to claim 9, characterized in that, The auxiliary signal generated by the seat belt buckle status sensor is the seat belt buckle signal, which indicates whether the seat belt buckle is properly engaged.

11. The system according to claim 9, characterized in that, The ACU is also configured to send the determined number of adult occupants and child occupants in the vehicle to the TBOX for reporting occupant information to the rescue center in the event of a collision.

12. The system according to claim 1, characterized in that, The OMS is also configured to perform a self-test and generate a self-test status signal, which includes a normal ON state, a normal OFF state, and a fault state. The Normal OFF state includes states that are turned off due to user commands or system policies; the Fault state includes at least one of camera malfunction, camera obstruction, camera overexposure, and algorithm anomaly. The ACU is configured to perform the operation based on the various occupant status signals only when it receives the Normal ON signal.

13. A vehicle, characterized in that, Including the vehicle safety cooperative control system as described in any one of claims 1 to 12.

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