Safety belt assembly for a vehicle and method of controlling the same

Abstract

The application discloses a safety belt assembly for a vehicle and a control method thereof, which comprises a lock tongue connected with a retractor webbing, an accommodating cavity is formed in the lock tongue, and a locking portion is formed on the inner wall of the accommodating cavity; a lock catch is connected with a seat at one end, and extends into the accommodating cavity at the other end; a lock hook is rotatably arranged on the lock catch, and part of the lock hook is accommodated in the accommodating cavity; the lock hook is selectively rotated relative to the lock catch and combined with or separated from the locking portion to lock or unlock the lock tongue and the lock catch; a first magnetic attraction member and a second magnetic attraction member are further arranged on the lock catch, the first magnetic attraction member is adapted to drive the lock hook to combine with the locking portion, and the second magnetic attraction member is adapted to drive the lock hook to separate from the locking portion. According to the safety belt assembly for the vehicle, the safety belt assembly can be reliably unlocked after a collision, and passengers can easily escape and be rescued.

Description

Technical Field

[0001] This application relates to the field of vehicle interior parts, and in particular to a seat belt assembly for a vehicle and a method for controlling the same. Background Technology

[0002] In related technologies, existing vehicle seatbelt buckles mostly use a mechanical locking structure, relying on the cooperation between the latch and the mechanical components inside the buckle to lock and unlock. When a vehicle experiences a violent collision or rollover, the buckle may deform mechanically due to the enormous impact force, causing the internal unlocking mechanism to jam. Alternatively, if an injured occupant's body compresses the webbing, creating a tug-of-war between the latch and the buckle, preventing the buckle from unlocking properly and making it difficult for the occupant to escape on their own. In critical situations, rescuers may need to cut or sever the webbing to rescue the occupant, which not only affects the occupant's escape efficiency but also increases the difficulty and time of the rescue. Summary of the Invention

[0003] This application aims to address at least one of the technical problems existing in the prior art. To this end, one object of this application is to provide a seat belt assembly for a vehicle that can reliably unlock after a collision, facilitating occupant escape and rescue.

[0004] This application also proposes a control method for the aforementioned seat belt assembly.

[0005] A seatbelt assembly for a vehicle according to an embodiment of this application includes: a latch connected to a retractor webbing, the latch having a receiving cavity inside, and a locking portion formed on the inner wall of the receiving cavity; a buckle, one end of the buckle being connected to the seat, the other end of the buckle extending into the receiving cavity, the buckle having a rotatable hook, a portion of the hook being received within the receiving cavity, the hook selectively rotating relative to the buckle and engaging or disengaging with the locking portion to lock or unlock the latch and the buckle; wherein the buckle is further provided with a first magnetic attractor and a second magnetic attractor, the first magnetic attractor being adapted to drive the hook to engage with the locking portion, and the second magnetic attractor being adapted to drive the hook to disengage from the locking portion.

[0006] According to an embodiment of this application, a seat belt assembly for a vehicle includes a latch and a buckle. The latch has a receiving cavity inside, and a locking portion is formed on the inner wall of the receiving cavity. The buckle is provided with a hook, which can selectively rotate relative to the buckle to engage or disengage with the locking portion, thereby locking or unlocking the latch and the buckle. The buckle is also provided with a first magnetic attractor and a second magnetic attractor. The first magnetic attractor can drive the hook to engage with the locking portion, and the second magnetic attractor can drive the hook to disengage from the locking portion. This arrangement allows the hook to be reliably locked by the first magnetic attractor when the vehicle is in normal driving, reducing the risk of accidental unlocking. After a vehicle collision, the hook can be forcibly unlocked by the second magnetic attractor, facilitating occupant escape and rescue.

[0007] In some embodiments of this application, the latch is provided with a pressing member, the pressing member and the latch together define the receiving cavity, the pressing member has a locking portion formed on the side facing the inside of the receiving cavity, and the pressing member can be selectively moved toward the inside of the receiving cavity to unlock the latch from the latch.

[0008] In some embodiments of this application, the locking tongue is further provided with an elastic element, one end of which abuts against the locking part, and the other end of which abuts against the inner wall of the receiving cavity.

[0009] In some embodiments of this application, the pressing member is disposed on both sides of the latch.

[0010] In some embodiments of this application, a connecting portion is provided on the side of the latch away from the buckle, and the connecting portion is connected to the retractor webbing.

[0011] In some embodiments of this application, the lock hook includes: a first extension section, one end of which is rotatably connected to the latch, and the other end of which extends toward the bolt; and a second extension section, one end of which is connected to the other end of the first extension section, and the other end of which extends toward the locking portion.

[0012] In some embodiments of this application, the number of locking hooks is two, the two locking hooks are arranged at intervals along the length direction, the number of first magnetic suction members is two, and the two first magnetic suction members are respectively disposed on the side of the two first extensions away from each other.

[0013] In some embodiments of this application, the second magnetic element is disposed on one side of the two first extensions facing each other.

[0014] In some embodiments of this application, the latch is provided with a limiting post extending along its thickness direction, and one end of the first extension is sleeved on the outer periphery of the limiting post and rotatably connected to the limiting post.

[0015] In some embodiments of this application, a connecting plate is provided at the bottom of the latch, and the connecting plate is connected to the seat.

[0016] The control method of embodiments of this application is described below.

[0017] According to the control method of this application embodiment, the control method is applied to the seat belt assembly of the above embodiment. The control method includes: detecting vehicle status signal, vehicle speed signal and collision signal; when the latch is detected to be inserted into the buckle, controlling the first magnetic suction member to be energized, driving the lock hook to engage with the locking part; when the vehicle is driving normally and the vehicle speed is greater than a preset speed, keeping the first magnetic suction member energized and the second magnetic suction member de-energized; when a serious collision is detected and the preset rescue unlocking conditions are met, controlling the first magnetic suction member to be de-energized and controlling the second magnetic suction member to be energized, so that the lock hook separates from the locking part.

[0018] The control method according to the embodiments of this application is applied to the seat belt assembly of the above embodiments. The seat belt assembly includes a latch and a buckle. A receiving cavity is formed inside the latch, and a locking part is formed on the inner wall of the receiving cavity. A locking hook is provided on the buckle. The locking hook can be selectively rotated relative to the buckle to engage or disengage with the locking part, thereby locking or unlocking the latch and the buckle. The buckle is also provided with a first magnetic attractor and a second magnetic attractor. The first magnetic attractor can drive the locking hook to engage with the locking part, and the second magnetic attractor can drive the locking hook to disengage from the locking part. This arrangement allows the locking hook to be reliably locked by the first magnetic attractor when the vehicle is in normal driving, reducing the risk of accidental unlocking. After a vehicle collision, the second magnetic attractor can forcibly unlock the buckle, facilitating occupant escape and rescue.

[0019] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0020] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a diagram illustrating the explosion of a traditional seatbelt; Figure 2 This is the front view of a traditional latch; Figure 3 This is an exploded view of a seatbelt assembly according to an embodiment of this application; Figure 4 yes Figure 3 Cross-sectional schematic diagram of the center seat belt assembly; Figure 5 yes Figure 3A cross-sectional view of the center seatbelt assembly from another angle; Figure 6 yes Figure 3 A cross-sectional view of the center seatbelt assembly from another angle; Figure 7 This is a structural schematic diagram of the seat belt assembly, retractor webbing, and seat according to embodiments of this application; Figure 8 This is a flowchart of a control method according to an embodiment of this application.

[0021] Figure label: 10. Seat belt assembly; 11. Locking tongue; 111. Receiving cavity; 112. Pressing element; 113. Elastic element; 114. Connecting part; 12. Lock; 121. First magnetic clasp; 122. Second magnetic clasp; 123. Limiting post; 124. Connecting plate; 13. Locking hook; 131. First extension section; 132. Second extension section; 20. Retractor webbing; 30. Seat; 40. Traditional seat belt structure; 41. Traditional buckle. Detailed Implementation

[0022] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0023] The following is for reference. Figures 3-8 The present application describes a seat belt assembly 10 for a vehicle, which includes a latch 11 and a buckle 12.

[0024] The latch 11 is connected to the retractor webbing 20, and a receiving cavity 111 is formed inside the latch 11. A locking part is formed on the inner wall of the receiving cavity 111. One end of the latch 12 is connected to the seat 30, and the other end of the latch 12 extends into the receiving cavity 111. A latch hook 13 is rotatably provided on the latch 12, and part of the latch hook 13 is received in the receiving cavity 111. The latch hook 13 can be selectively rotated relative to the latch 12 and engaged or disengaged from the locking part to lock or unlock the latch 11 and the latch 12. The latch 12 is also provided with a first magnetic member 121 and a second magnetic member 122. The first magnetic member 121 is adapted to drive the latch hook 13 to engage with the locking part, and the second magnetic member 122 is adapted to drive the latch hook 13 to disengage from the locking part.

[0025] Currently, such as Figure 1 and Figure 2As shown, vehicle seatbelt buckles mostly use a mechanical locking structure, relying on the cooperation of the latch and internal mechanical components to lock and unlock. When a vehicle experiences a violent collision or rollover, the buckle may deform mechanically due to the immense impact force, causing the internal unlocking mechanism to jam. Alternatively, if an injured occupant's body compresses the webbing, creating a tug-of-war between the latch and the buckle, preventing the buckle from unlocking properly and making it difficult for the occupant to escape on their own. In emergencies, rescuers may need to cut or sever the webbing to rescue the occupant, which not only affects the occupant's escape efficiency but also increases the difficulty and time of the rescue.

[0026] In this regard, this application proposes a seat belt assembly 10 for a vehicle, which can reliably unlock after a collision, facilitating occupant escape and rescue.

[0027] Specifically, the seat belt assembly 10 may include a latch 11 and a buckle 12. The latch 11 may be connected to the retractor webbing 20. Optionally, the outer surface of the latch 11 may have raised textures to increase the friction between the user's palm and the latch 11 when the user grips it. The latch 11 may have a receiving cavity 111 inside, and the inner wall of the receiving cavity 111 may have a locking portion. One end of the buckle 12 may be connected to the seat 30, and the other end of the buckle 12 may extend into the receiving cavity 111.

[0028] A locking hook 13 is rotatably provided on the latch 12. At least a portion of the locking hook 13 can be received in the receiving cavity 111. The locking hook 13 can be selectively rotated relative to the latch 12 to engage or disengage with the locking part, thereby locking or unlocking the latch 11 and the latch 12. It is understood that when the locking hook 13 engages with the locking part, the latch 11 and the latch 12 are locked. When the locking hook 13 disengages from the locking part, the latch 11 and the latch 12 are locked or unlocked.

[0029] Furthermore, the latch 12 is also provided with a first magnetic attractor 121 and a second magnetic attractor 122. The first magnetic attractor 121 can be used to drive the lock hook 13 to engage with the locking part, and the second magnetic attractor 122 can be used to drive the lock hook 13 to disengage from the locking part. Optionally, the first magnetic attractor 121 and the second magnetic attractor 122 can be constructed as electromagnets, and the first and second magnetic attractors can be controlled by the vehicle's on-board computer (ACU) through control wiring harnesses and external wiring harnesses. The first magnetic attractor can act as a locking and holding electromagnet, which is energized after the latch 11 is inserted into the latch 12 to attract the lock hook 13, so that the lock hook 13 is stably engaged with the locking part. The second magnetic attractor 122 can act as an unlocking electromagnet, which is energized when unlocking is required to generate a magnetic attraction force opposite to the locking direction, so that the lock hook 13 disengages from the locking part. Using the above method, the locking hook 13 can be reliably locked by the first magnetic 121 when the vehicle is in normal driving, reducing the risk of accidental unlocking. After a vehicle collision, the second magnetic 122 can be used to forcibly unlock the vehicle, facilitating occupant escape and rescue.

[0030] In some embodiments, an armature or a magnetic guide portion may be provided on the locking hook 13, and a closed or semi-closed magnetic circuit may be formed between the first magnetic attractor 121, the second magnetic attractor 122 and the armature to improve magnetic attraction efficiency and reduce power consumption. The locking tongue 11 and the locking buckle 12 can be mated together in the closed state.

[0031] In other embodiments, the latch 12 may also integrate a latch 12 status detection unit. This unit determines whether the latch tongue 11 is inserted, whether the latch hook 13 is locked, and whether the latch 12 is not engaged by detecting changes in the current, resistance, or magnetic flux of the first magnetic member 121 and the second magnetic member 122. The latch 12 status detection unit can feed back the detection signal to the ACU for unengaged reminders, collision-induced unlocking judgments, or fault diagnosis.

[0032] In short, the seat belt assembly 10 of this application embodiment includes a latch 11 and a buckle 12. The latch 11 has a receiving cavity 111 inside, and a locking part is formed on the inner wall of the receiving cavity 111. The buckle 12 is provided with a locking hook 13. The locking hook 13 can be selectively rotated relative to the buckle 12 to engage or disengage with the locking part, thereby locking or unlocking the latch 11 and the buckle 12. The buckle 12 is also provided with a first magnetic attractor 121 and a second magnetic attractor 122. The first magnetic attractor 121 can drive the locking hook 13 to engage with the locking part, and the second magnetic attractor 122 can drive the locking hook 13 to disengage from the locking part. This arrangement allows the locking hook 13 to be reliably locked by the first magnetic attractor 121 when the vehicle is in normal driving, reducing the risk of accidental unlocking. After a vehicle collision, the second magnetic attractor 122 can forcibly unlock the vehicle, facilitating occupant escape and rescue.

[0033] like Figure 3 and Figure 4 As shown, in some embodiments of this application, a pressing member 112 is provided on the latch 11. The pressing member 112 and the latch 11 together define a receiving cavity 111. A locking part can be formed on the side of the pressing member 112 facing the inside of the receiving cavity 111. The pressing member 112 can be selectively moved toward the inside of the receiving cavity 111 to unlock the latch 11 and the latch 12. The occupant can manually push the pressing member 112 to drive the pressing member 112 to move toward the inside of the receiving cavity 111.

[0034] In some embodiments, the pressing member 112 can be configured as a button, and the color of the pressing member 112 can be red to comply with regulatory requirements for the color of unlocking buttons. The pressing member 112 can be located on at least one side of the locking tongue 11, and the pressing member 112 can cooperate with the locking hook 13 through a ramp, push rod, connecting rod, or swing arm structure, so that the occupant can push the locking hook 13 out of the locking part with a small pressing force. A sealing structure such as a sealing ring can also be provided between the pressing member 112 and the locking tongue 11 to prevent dust and liquid from entering the receiving cavity 111. Optionally, the pressing member 112 can be provided with a limit switch or contact, which sends a manual unlocking signal to the ACU when the pressing member 112 is pressed. The ACU controls the first magnetic chuck 121 to be de-energized and the second magnetic chuck 122 to be energized or kept de-energized, thereby realizing a manual priority and electronic control coordination unlocking logic.

[0035] like Figure 4 As shown, in some embodiments of this application, the latch 11 may also be provided with an elastic element 113. One end of the elastic element 113 can abut against the locking part, and the other end of the elastic element 113 can abut against the inner wall of the receiving cavity 111. The elastic element 113 provides a reset bias to the locking part, so that the pressing part 112 can automatically return to its original position after being manually pressed to release the lock, and the locking hook 13 and the locking part can be restored to the engaging state. For example, the elastic element 113 can be an elastic structure such as a torsion spring, a coil spring, a disc spring, a spring sheet, or a rubber elastomer. Two elastic elements 113 can be provided, and the two elastic elements 113 can be located on the lateral sides of the latch 11 respectively, and are correspondingly arranged with the pressing parts 112 on both sides, so that the pressing parts 112 are subjected to balanced force and achieve synchronous reset.

[0036] Optionally, the elastic element 113 may be equipped with a preload adjustment structure, such as an adjusting screw, an eccentric shaft, or shims of different thicknesses, to facilitate adjustment of the reset force according to the specifications of the buckle 12. Furthermore, the elastic element 113 can improve the reliability of the seatbelt assembly 10. When manually pressed or driven to unlock by the second magnetic attraction 122, the elastic element 113 returns the pressing element 112 and the locking hook 13 to the locking position. When the first magnetic attraction 121 is energized, the preload of the elastic element 113 assists the locking hook 13 in maintaining its engagement with the locking part, forming a dual locking mechanism of mechanical and electromagnetic retention. A damping element, buffer pad, or sound-absorbing coating may be provided between the elastic element 113 and the locking hook 13 or the pressing element 112 to reduce noise and impact during unlocking and reset.

[0037] like Figure 4As shown, in some embodiments of this application, the pressing member 112 can be disposed on both sides of the latch 11. It is understood that the pressing member 112 can be disposed on both the left and right sides of the latch 11, or the pressing member 112 can form a pressable area on both sides of the latch 11. The occupant can press to unlock from both sides, making the operation more convenient. Moreover, this arrangement allows the latch 11 to be subjected to force on both sides, making the force more even and avoiding uneven force or jamming of the locking hook 13 caused by pressing on one side.

[0038] In some embodiments, the pressing members 112 on both sides of the lateral side are linked by a synchronizing rod, gear rack, connecting rod, or flexible connector, so that pressing either side can drive the other side to move synchronously, thereby pushing the locking hook 13 out of the locking part. Each pressing member 112 on both sides can correspond to two locking hooks 13, with each pressing member 112 driving one locking hook 13 to unlock, thus forming independent unlocking or synchronous unlocking on both sides. The surface of the pressing member 112 can be provided with anti-slip textures, markings, or a luminous coating for easy identification in the dark. A protective skirt can also be provided on the outer side of the pressing member 112 to prevent accidental contact or foreign objects from getting stuck. Furthermore, the pressing members 112 on both sides of the locking tongue 11 can correspond one-to-one with the elastic members 113, so that the pressing members 112 can independently reset after the pressing force is released, avoiding one-sided jamming affecting the other side.

[0039] like Figure 3 and Figure 4 As shown, in some embodiments of this application, a connecting portion 114 may be provided on the side of the latch 11 away from the latch 12. The connecting portion 114 can be connected to the retractor webbing 20. Optionally, the connecting portion 114 can be constructed as a bracket, a connecting ear, a perforated structure, a slot, or other forms suitable for connection with the webbing. By providing the connecting portion 114, the latch 11 can be reliably connected to the retractor webbing 20, and when a vehicle collision occurs, the tensile force generated during the collision can be transmitted sequentially through the webbing to the latch 11, the latch 12, the seat 30, and the vehicle body.

[0040] In a specific embodiment, the connecting portion 114 can be configured as a latch 11 bracket, and the connecting portion 114 can be integrally formed with the latch 11, or the connecting portion 114 and the latch 11 can be fixed by riveting, bolting, welding, or snap-fitting. The connecting portion 114 may be provided with a webbing guide surface, rounded corners, or anti-wear bushings to reduce webbing wear. In some embodiments, the connecting portion 114 may integrate a force sensor to detect the webbing tension and determine the current collision state of the vehicle. Reinforcing ribs or other structures may be provided between the connecting portion 114 and the latch 11 to improve the collision force transmission capability.

[0041] like Figure 4As shown, in some embodiments of this application, the locking hook 13 may include a first extension 131 and a second extension 132. One end of the first extension 131 can be rotatably connected to the latch 12, and the other end of the first extension 131 can extend toward the locking tongue 11. One end of the second extension 132 can be connected to the other end of the first extension 131, and the other end of the second extension 132 can extend toward the locking part. It is understood that by setting the first extension 131 and the second extension 132 as a bent structure, the locking hook 13 can achieve engagement or disengagement with the locking part within a small rotational stroke.

[0042] In some embodiments, the first extension 131 and the second extension 132 can form an L-shaped, V-shaped, U-shaped, or arc-shaped lever structure. A reinforced fillet or thickened portion can be provided at the connection between the first extension 131 and the second extension 132 to improve the strength of the locking hook 13. The pivot point of the locking hook 13 can be located at one end of the first extension 131. The first magnetic attractor 121 and the second magnetic attractor 122 act on different sides of the first extension 131, facilitating the engagement of the locking hook 13 with the locking portion. The side of the second extension 132 facing the locking portion can be provided with a wedge-shaped surface, a barbed surface, or snap-fit ​​teeth to make its engagement with the locking portion more reliable. A wear-resistant coating or a hardened layer can be provided in the contact area between the locking hook 13 and the locking portion to improve wear resistance.

[0043] Furthermore, the locking hook 13 may be equipped with an armature, a magnetic plate, or a magnetic guide boss, which allows the magnetic force of the first magnetic member 121 and the second magnetic member 122 to act on the locking hook 13. A bushing, needle roller, or bearing may be provided between the locking hook 13 and the limiting post 123 to reduce rotational friction and make unlocking and locking smoother.

[0044] like Figure 5 and Figure 6 As shown, in some embodiments of this application, the number of locking hooks 13 can be two, and the two locking hooks 13 can be arranged at intervals along the length direction. The number of first magnetic suction members 121 can also be two, and the two first magnetic suction members 121 can be respectively set on the side of the two first extension sections 131 away from each other. That is, the two first magnetic suction members 121 can apply magnetic attraction force to the outside of the two locking hooks 13 respectively, so that the two locking hooks 13 rotate outward or towards the locking part and engage, thereby achieving double-sided locking.

[0045] Optionally, the two locking hooks 13 can be symmetrically arranged on both sides of the latch 12, and the two first magnetic attractors 121 can be synchronously energized or independently controlled by the ACU. Each first magnetic attractor 121 can correspond to one locking hook 13. This arrangement ensures that if one first magnetic attractor 121 or locking hook 13 fails, the other can still remain locked. A magnetic guide plate or magnetic shield can be provided between the two first magnetic attractors 121 to reduce mutual interference.

[0046] Furthermore, the ACU can determine the locking status of each latch 13 by detecting the current or resistance of the two first magnetic components 121, and can indicate in the instrument panel or alarm that the latch 12 is not fastened or is abnormally locked. The two latches 13 are arranged at intervals along the length direction. This arrangement can ensure that the latch 12 is subjected to more balanced force when subjected to tensile forces in different directions, reducing torsion and off-center load.

[0047] like Figure 5 and Figure 6 As shown, in some embodiments of this application, the second magnetic member 122 can be disposed on one side of the two first extensions 131 facing each other, and the second magnetic member 122 can apply a magnetic force towards the inner side of the two first extensions 131, causing the two locking hooks 13 to rotate toward each other or inward, thereby separating the locking hooks 13 from the locking part and realizing the unlocking function. Optionally, the second magnetic member 122 can be constructed as an electromagnet, the second magnetic member 122 can operate in a pulse energizing mode, and the second magnetic member 122 can be energized only briefly when unlocking is required, thereby reducing heat generation and power consumption.

[0048] The second magnetic chuck 122 and the first magnetic chuck 121 can be electrically or logically interlocked to prevent simultaneous energization of both from causing force conflict on the hook 13. The second magnetic chuck 122 can also detect the status of the latch 12. The second magnetic chuck 122 can maintain a high resistance value when the hook 13 is far away and a low resistance value when the hook 13 is close after unlocking. The high and low resistance values ​​are fed back to the ACU to realize the latch 12 not fastened reminder function.

[0049] When a severe collision occurs, the ACU can detect signals such as the deployment of airbags. Secondly, if the ACU detects a vehicle speed of 0 km / h and there is a possibility of mechanical deformation due to a large impact or occupant injury causing compression of the webbing, resulting in a tug-of-war between the latch 11 and the latch 12, the ACU can provide an electrical signal according to a calibration scheme. This energizes the second magnetic chuck 122 and engages the latch hook 13, forcibly disengaging the latch hook 13 and releasing the latch 12 from the latch 11, thus aiding occupant escape. Furthermore, the second magnetic chuck 122 can be energized only after the collision has ended or when preset rescue unlocking conditions are met, thus preventing the latch hook 13 from mis-locking during the collision.

[0050] like Figure 4As shown, in some embodiments of this application, the latch 12 is further provided with a limiting post 123 extending along its thickness direction. One end of the first extension section 131 can be sleeved on the outer periphery of the limiting post 123, and the first extension section 131 can be rotatably connected to the limiting post 123. The limiting post 123 can be a rivet, pin, cylindrical boss, bolt, or integrally formed shaft. The limiting post 123 can limit the rotation axis and installation position of the lock hook 13. The outer periphery of the limiting post 123 can be sleeved with a bushing, needle roller bearing, copper sleeve, or self-lubricating sleeve to reduce the rotational friction of the lock hook 13. The end of the limiting post 123 can be provided with a retaining ring, snap ring, riveted flange, or threaded fastener to prevent the lock hook 13 from axially disengaging.

[0051] A reinforcing plate or flange can be provided between the limiting post 123 and the latch 12 bracket to improve installation strength. A torsion spring can be fitted on the limiting post 123, with one end of the torsion spring abutting against the latch 12 and the other end abutting against the latch hook 13, thereby providing a reset bias to the latch hook 13. A buffer pad or wave spring can be provided between the latch hook 13 and the limiting post 123 to reduce axial movement and noise. Furthermore, two latch hooks 13 can be respectively fitted onto two limiting posts 123, with the two limiting posts 123 spaced apart along the length of the latch 12, allowing the two latch hooks 13 to rotate independently.

[0052] like Figure 4 As shown, in some embodiments of this application, a connecting plate 124 may be provided at the bottom of the latch 12, and the connecting plate 124 is connected to the seat 30. Optionally, the connecting plate 124 and the seat 30 may be connected by bolts. By providing the connecting plate 124, the latch 12 can be installed on one side of the seat 30, and the force transmitted from the webbing, latch 11 and latch 12 during a collision can be transmitted to the seat 30 and the vehicle body.

[0053] In some embodiments, the connecting plate 124 may be constructed as a metal plate, a stamped bracket, or a high-strength composite material bracket, and the connecting plate 124 may be provided with reinforcing ribs, flanges, or bending structures to improve rigidity and strength. A collapsible energy-absorbing structure, a buffer pad, or a shear pin may be provided between the connecting plate 124 and the seat 30 to absorb some energy during a collision and reduce the peak load.

[0054] like Figure 7 As shown, the seat assembly of an embodiment of this application is described below.

[0055] The seat assembly according to the present application embodiment has the seat belt assembly 10 of the above embodiment. Since the seat assembly of the present application embodiment has the seat belt assembly 10 of the above embodiment, the seat belt assembly 10 of the seat assembly includes a latch 11 and a buckle 12. The latch 11 has a receiving cavity 111 inside, and the inner wall of the receiving cavity 111 has a locking part. The buckle 12 is provided with a locking hook 13, which can selectively rotate relative to the buckle 12 to engage or disengage with the locking part, thereby... The latch 11 is locked or unlocked with the latch 12. The latch 12 is also provided with a first magnetic 121 and a second magnetic 122. The first magnetic 121 can drive the lock hook 13 to engage with the locking part, and the second magnetic 122 can drive the lock hook 13 to disengage from the locking part. This arrangement allows the lock hook 13 to be reliably locked by the first magnetic 121 when the vehicle is in normal driving, reducing the risk of accidental unlocking. After a vehicle collision, the lock hook 13 is forcibly unlocked by the second magnetic 122, which facilitates occupant escape and rescue.

[0056] The vehicle of an embodiment of this application is described below.

[0057] The vehicle according to the embodiments of this application has the seat assembly of the above embodiments. Since the vehicle according to the embodiments of this application has the seat assembly of the above embodiments, the seat assembly of the vehicle has a seat belt assembly 10. The seat belt assembly 10 includes a latch 11 and a buckle 12. The latch 11 has a receiving cavity 111 inside, and a locking part is formed on the inner wall of the receiving cavity 111. The buckle 12 is provided with a locking hook 13, which can selectively rotate relative to the buckle 12 to engage or disengage with the locking part. Locking or unlocking the latch 11 and the buckle 12, the buckle 12 is also provided with a first magnetic 121 and a second magnetic 122. The first magnetic 121 can drive the lock hook 13 to engage with the locking part, and the second magnetic 122 can drive the lock hook 13 to disengage from the locking part. This arrangement allows the lock hook 13 to be reliably locked by the first magnetic 121 when the vehicle is in normal driving, reducing the risk of accidental unlocking. After a vehicle collision, the lock hook 13 can be forcibly unlocked by the second magnetic 122, which facilitates occupant escape and rescue.

[0058] The following is for reference. Figure 8 The control method of embodiments of this application is described.

[0059] The control method according to the embodiments of this application is applied to the seat belt assembly of the above embodiments. The control method includes: detecting vehicle status signals, vehicle speed signals, and collision signals; when the latch is detected to be inserted into the buckle, controlling the first magnetic attractor to be energized, driving the lock hook to engage with the locking part; when the vehicle is driving normally and the vehicle speed is greater than a preset speed, keeping the first magnetic attractor energized and the second magnetic attractor de-energized; when a serious collision is detected and the preset rescue unlocking conditions are met, controlling the first magnetic attractor to be de-energized and controlling the second magnetic attractor to be energized, so that the lock hook separates from the locking part.

[0060] Specifically, the control method includes: S1, detecting vehicle status signals, vehicle speed signals, and collision signals. This control method is executed by the ACU, which can receive vehicle speed signals, collision sensor signals, airbag ignition signals, seat occupancy signals, door status signals, and latch status signals. Vehicle status signals may include ignition switch status, gear position signals, door open / close signals, seat occupancy signals, seatbelt latch status signals, braking signals, and steering wheel angle signals. Vehicle speed signals may come from wheel speed sensors, ESP, and transmission output shaft sensors. Collision signals may come from front collision sensors, side collision sensors, acceleration sensors, pressure sensors, and the airbag ECU's ignition signal.

[0061] S2. When the bolt is detected to have inserted into the latch, the first magnetic chuck is energized, driving the latch hook to engage with the locking part. To avoid false triggering, the bolt insertion can be confirmed only after a preset time, such as 50ms-200ms, following the detection of the insertion signal. After confirmation, the ACU energizes the first magnetic chuck, while the second magnetic chuck remains de-energized. The first and second magnetic chucks are interlocked to prevent simultaneous energization.

[0062] S3. When the vehicle is traveling normally and its speed exceeds the preset speed, the first magnetic chuck remains energized while the second magnetic chuck remains de-energized. The preset speed can be specified according to the vehicle model, such as 5 km / h, 10 km / h, 15 km / h, etc. When the vehicle is traveling normally and its speed exceeds the preset speed, the ACU maintains the first magnetic chuck energized to ensure a reliable engagement between the locking hook and the locking part, while simultaneously de-energizing the second magnetic chuck and ensuring that the first and second magnetic chucks are not energized simultaneously.

[0063] S4. Upon detection of a severe collision and meeting preset rescue unlocking conditions, the first magnetic chuck is de-energized, and the second magnetic chuck is energized, causing the locking hook to disengage from the locking part. Preset rescue unlocking conditions may include: the collision signal meets calibration requirements, airbags deploy, vehicle speed is 0 km / h, the collision has ended, the vehicle is stationary, a door opening request is received, or occupants require rescue. The second magnetic chuck is only allowed to unlock when multiple conditions are met simultaneously. During the collision, the first magnetic chuck is prioritized to be energized or mechanically locked to prevent false locking. During unlocking, the ACU can first de-energize the first magnetic chuck and then energize the second magnetic chuck after a preset delay. The second magnetic chuck can be energized using pulse, multiple pulses, or time-limited energization methods to overcome the tug-of-war and disengage from the locking part.

[0064] The control method according to the embodiments of this application is applied to the seat belt assembly of the above embodiments. The seat belt assembly includes a latch and a buckle. A receiving cavity is formed inside the latch, and a locking part is formed on the inner wall of the receiving cavity. A locking hook is provided on the buckle. The locking hook can be selectively rotated relative to the buckle to engage or disengage with the locking part, thereby locking or unlocking the latch and the buckle. The buckle is also provided with a first magnetic attractor and a second magnetic attractor. The first magnetic attractor can drive the locking hook to engage with the locking part, and the second magnetic attractor can drive the locking hook to disengage from the locking part. This arrangement allows the locking hook to be reliably locked by the first magnetic attractor when the vehicle is in normal driving, reducing the risk of accidental unlocking. After a vehicle collision, the second magnetic attractor can forcibly unlock the buckle, facilitating occupant escape and rescue.

[0065] Based on the same inventive concept, another embodiment of the present invention provides a computer-readable storage medium storing a computer program. When executed by a processor, the computer program implements all the steps of the above-described control method for the seat belt assembly. For example, it detects vehicle status signals, vehicle speed signals, and collision signals; when the latch is detected to be inserted into the buckle, it controls the first magnetic chuck to be energized, driving the lock hook to engage with the locking part; when the vehicle is driving normally and the vehicle speed is greater than a preset speed, it keeps the first magnetic chuck energized and the second magnetic chuck de-energized; when a serious collision is detected and the preset rescue unlocking conditions are met, it controls the first magnetic chuck to be de-energized and controls the second magnetic chuck to be energized, causing the lock hook to disengage from the locking part.

[0066] It is understood that the refined and extended functions that the computer program can execute can be referred to the description of the above embodiments.

[0067] Furthermore, the logical instructions in the aforementioned memory can be implemented as software functional units and sold or used as independent products, and can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0068] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of the embodiments of the present invention according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0069] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the traffic auditing method described in various embodiments or some parts of embodiments.

[0070] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0071] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0072] In the description of this application, "multiple" means two or more.

[0073] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0074] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0075] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0076] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A seat belt assembly for a vehicle, characterized in that, include: A locking tongue (11) is connected to a take-up webbing (20). A receiving cavity (111) is formed inside the locking tongue (11), and a locking part is formed on the inner wall of the receiving cavity (111). A latch (12) is provided, one end of which is connected to the seat (30), and the other end of which extends into the receiving cavity (111). A latch (13) is rotatably provided on the latch (12), and a portion of the latch (13) is received in the receiving cavity (111). The latch (13) can be selectively rotated relative to the latch (12) and engaged or disengaged from the locking part to lock or unlock the latch (12) with the latch (11). The latch (12) is further provided with a first magnetic attractor (121) and a second magnetic attractor (122). The first magnetic attractor (121) is adapted to drive the lock hook (13) to engage with the locking part, and the second magnetic attractor (122) is adapted to drive the lock hook (13) to disengage from the locking part.

2. The seat belt assembly for a vehicle according to claim 1, characterized in that, A pressing member (112) is provided on the latch (11). The pressing member (112) and the latch (11) together define the receiving cavity (111). The pressing member (112) has a locking part formed on the side facing the inside of the receiving cavity (111). The pressing member (112) can be selectively moved toward the inside of the receiving cavity (111) to unlock the latch (11) from the buckle (12).

3. The seat belt assembly for a vehicle according to claim 2, characterized in that, The locking tongue (11) is also provided with an elastic element (113), one end of which abuts against the locking part, and the other end of which abuts against the inner wall of the receiving cavity (111).

4. The seat belt assembly for a vehicle according to claim 2, characterized in that, The pressing member (112) is disposed on both sides of the latch (11).

5. The seat belt assembly for a vehicle according to claim 4, characterized in that, The latch (11) has a connecting part (114) on the side away from the latch (12), and the connecting part (114) is connected to the retractor webbing (20).

6. The seat belt assembly for a vehicle according to claim 1, characterized in that, The locking hook (13) includes: The first extension section (131) has one end rotatably connected to the latch (12) and the other end extends toward the bolt (11). The second extension segment (132) has one end connected to the other end of the first extension segment (131), and the other end of the second extension segment (132) extends toward the locking part.

7. The seat belt assembly for a vehicle according to claim 6, characterized in that, The number of the locking hooks (13) is two, and the two locking hooks (13) are arranged at intervals along the length direction. The number of the first magnetic suction members (121) is two, and the two first magnetic suction members (121) are respectively disposed on the side of the two first extensions (131) away from each other.

8. The seat belt assembly for a vehicle according to claim 7, characterized in that, The second magnetic member (122) is disposed on one side of the two first extensions (131) facing each other.

9. The seat belt assembly for a vehicle according to claim 6, characterized in that, The latch (12) is provided with a limiting post (123) extending along its thickness direction. One end of the first extension section (131) is sleeved on the outer periphery of the limiting post (123) and is rotatably connected to the limiting post (123).

10. The seat belt assembly for a vehicle according to claim 1, characterized in that, The bottom of the latch (12) is provided with a connecting plate (124), which is connected to the seat (30).

11. A control method, characterized in that, The control method is applied to the seat belt assembly as described in any one of claims 1-10, and the control method includes: Detect vehicle status signals, speed signals, and collision signals; When the bolt is detected to be inserted into the latch, the first magnetic attractor is energized to drive the lock hook to engage with the locking part; When the vehicle is driving normally and the speed is greater than the preset speed, the first magnetic component is kept powered on and the second magnetic component is de-powered. When a severe collision is detected and the preset rescue unlocking conditions are met, the first magnetic suction component is de-energized, and the second magnetic suction component is energized, so that the locking hook is separated from the locking part.

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