WO2024012579A1

WO2024012579A1 - Adjustment system and method for safety intervention of vehicle, safety intervention system for vehicle, and vehicle

Info

Publication number: WO2024012579A1
Application number: PCT/CN2023/107524
Authority: WO
Inventors: Jing Wan; Zhenfei WANG; Hui Yang; Yuting Tang; Zhi Zhu
Original assignee: Zf Automotive Technologies (shanghai) Co., Ltd.
Priority date: 2022-07-15
Filing date: 2023-07-14
Publication date: 2024-01-18

Abstract

The present invention provides an adjustment system and method for a safety intervention of a cockpit of a vehicle, a safety intervention system for a vehicle, and a vehicle. The adjustment system includes: an occupant observation unit configured to obtain occupant observation information of an occupant inside a vehicle; an exterior observation unit configured to obtain collision information corresponding to an obstacle outside the vehicle; and an adjustment unit configured to adjust a seat safety system based on the collision information and the occupant observation information, to position the occupant in a safe pose, where the seat safety system includes a seat with an integrated seat belt system. The present invention can allow for enhancement of the safety of occupants in a vehicle during operation.

Description

ADJUSTMENT SYSTEM AND METHOD FOR SAFETY INTERVENTION OF VEHICLE, SAFETY INTERVENTION SYSTEM FOR VEHICLE, AND VEHICLE

BACKGROUND OF THE INVENTION Field of the Invention

The present invention mainly relates to the field of intelligent driving, and in particular, to an adjustment system and method for a safety intervention of a cockpit of a vehicle, a safety intervention system for a vehicle, and a vehicle.

Description of the Related Art

In recent years, as the automotive industry has moved toward autonomous driving, original equipment manufacturers and seat suppliers of in-vehicle systems have come up with the concept of zero-gravity seats that allow occupants to ride in a vehicle in a more comfortable position. When the occupants are seated in the vehicle, the adjustment range of a seat backrest can be increased to tens of degrees (°) or even more. In addition, there are foot rests and other components that work together to make the occupants more comfortable. However, once a vehicle collision occurs, a more comfortable sitting position may cause greater damage to the occupants due to the lack of supporting safety protection measures.

SUMMARY OF THE INVENTION

In view of the technical problems to be solved in the present invention, there are provided an adjustment system and method for a safety intervention of a cockpit of a vehicle, a safety intervention system for a vehicle, and a vehicle, which allow for a vehicle to provide comfortable experience to occupants and also allow for an improvement in a safety protection function for occupants.

In order to solve the above technical problems, the present invention provides an adjustment system for a safety intervention of a cockpit of a vehicle. The adjustment system includes: an occupant observation unit configured to obtain occupant observation information of an occupant inside a vehicle; an exterior observation unit configured to obtain collision information corresponding to an obstacle outside the vehicle; and an adjustment unit configured to adjust a seat safety system based on the collision information and the occupant observation information, to position the occupant in a safe pose, where the seat safety system includes a seat with an integrated seat belt system.

In an embodiment of the present invention, the adjustment system further includes a height adjustment unit; and the height adjustment unit is configured to: adjust a position of an upper end fixator of a seat belt on a seat to which the fixator belongs.

In an embodiment of the present invention, the adjustment system further includes: a seat adjustment unit configured to adjust a position and a backrest angle of the seat based on the collision information and the occupant observation information.

In an embodiment of the present invention, the adjustment system further includes a buckle adjustment unit; and the buckle adjustment unit is configured to: adaptively adjust an inclination angle of the buckle as the backrest angle of the seat is adjusted, to adapt a safety belt buckle to a pose of an occupant.

In an embodiment of the present invention, the collision information includes a collision probability, and the exterior observation unit is configured to determine the collision probability based on the data of the exterior obstacle and motion data of a self-vehicle; and when the collision probability is greater than a first threshold, the adjustment unit adjusts the seat safety system to position the seat safety system in a target constrained state.

In an embodiment of the present invention, the collision information further includes a relative speed and/or a collision overlap rate,

where the adjustment unit adjusts a seat safety system based on the relative speed and/or the collision overlap rate, to position the seat safety system in a corresponding target constrained state.

In an embodiment of the present invention, the adjustment system further includes: when the collision probability is greater than the first threshold, the adjustment unit adjusts the seat belt system on the seat to place a seat belt in a tensioned state and hold the occupant tightly against a seat back.

In an embodiment of the present invention, the adjustment system further includes: a current state obtaining unit configured to obtain current state data of the seat, where the adjustment unit is further configured to: adjust a seat safety system based on the current state data and the occupant observation information, to obtain a safety constraint in a current state.

In an embodiment of the present invention, the occupant observation information includes body types, and the body types respectively include body types respectively corresponding to one or more of population percentiles 5%, 10%, 50%, 90%, and 95%.

In an embodiment of the present invention, the adjustment system further includes: a collision absorption and prevention unit located below the seat and including a seat supporting mechanism and a controllable collapsing mechanism, where the collision absorption and prevention unit is configured to: release the support for the seat upon reception of collision information by the seat supporting mechanism, allowing the controllable collapsing mechanism to be collapsed and deformed under the action of gravity of the seat and the occupant, to adsorb an impact force caused by a collision and provide protection for a spine part of the occupant.

In an embodiment of the present invention, the collision absorption and prevention unit is disposed between a seat cushion of the seat and a bottom portion of the cockpit of the vehicle.

In an embodiment of the present invention, the controllable collapsing mechanism includes a plastic deformable component.

In an embodiment of the present invention, the plastic deformable component includes an aluminum honeycomb board.

In an embodiment of the present invention, the occupant observation unit may obtain the occupant observation information based at least on information from a TOF camera.

The present invention further provides a safety intervention system for a vehicle, including: an adjustment system as described in any one of the foregoing embodiments, at least one seat safety system corresponding to the adjustment system, at least one TOF camera corresponding to the adjustment system, and at least one obstacle sensor corresponding to the adjustment system.

In an embodiment of the present invention, the obstacle sensor is configured to obtain obstacle data, and the obstacle data includes a size, a motion speed, and a direction of an obstacle.

In an embodiment of the present invention, the adjustment system is configured to: calculate an expected collision speed and a collision surface coverage rate corresponding to an obstacle and a self-vehicle based on vehicle collision data from a cloud database and a simulation result from a simulation database, where the collision surface coverage rate represents a ratio of the area of an expected collision surface to the area of an outer side surface of a vehicle.

In an embodiment of the present invention, the safety intervention system further includes an airbag system, where the airbag system is configured to:

start an airbag action unit of the airbag system based on collision information obtained by an exterior observation unit.

The present invention further provides a vehicle, which uses a safety intervention system as described above.

Compared with the prior art, the present invention has the following advantages: In the technical solutions of the present application, when a vehicle reaches a set condition during operation, various execution mechanisms on a seat are driven in advance to return a seat posture to a normal sitting position, to prevent and reduce occupant injuries and improve the safety of the vehicle during operation.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

The accompanying drawings are intended to provide a further understanding of the present invention and are incorporated into and constitute a part of the present application, show the embodiments of the present invention, and serve to, together with the description, explain the principles of the present application. In the accompanying drawings:

FIG. 1 is a schematic diagram of the composition of an adjustment system for a safety intervention of a cockpit of a vehicle according to an embodiment of the present application.

FIG. 2 is a schematic diagram of the composition of a safety intervention system for a vehicle according to an embodiment of the present application.

FIG. 3 is a schematic diagram of adjusting upper end height of a seat belt by an upper end fixator of a seat belt according to an embodiment of the present application.

FIG. 4 is a schematic diagram of a process of adaptively adjusting a buckle of a seat safety system according to an embodiment of the present application.

FIG. 5 is a schematic diagram of the composition of an adjustment system for a safety intervention of a cockpit of a vehicle according to an embodiment of the present application.

FIG. 6 is a flowchart of an adjustment method for a safety intervention of a cockpit of a vehicle according to an embodiment of the present application.

FIG. 7 is a schematic diagram of the constitution of a collision absorption and prevention unit in an adjustment system for a safety intervention of a cockpit of a vehicle according to an embodiment of the present application.

FIG. 8 is a schematic diagram of a process of action of a collision absorption and prevention unit in an adjustment system for a safety intervention of a cockpit of a vehicle according to an embodiment of the present application.

FIG. 9 is a schematic diagram of a process of action of a collision absorption and prevention unit in an adjustment system for a safety intervention of a cockpit of a vehicle according to an embodiment of the present application.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

To describe technical solutions of embodiments of the present application more clearly, the accompanying drawings required for describing the embodiments will be briefly described below. Obviously, the accompanying drawings described below show merely some of the examples or embodiments of the present application, and those of ordinary skill in the art would also have applied the present application to other similar scenarios according to these accompanying drawings without involving any creative effort. Unless obvious from the language context or otherwise illustrated, the same reference numerals in the figures represent the same structure or operation.

As shown in the present application and the claims, unless the context expressly indicates otherwise, the words “a” , “an” , “said” , and/or “the” do not specifically refer to the singular, but may also include the plural. Generally, the terms “include” and “comprise” only suggest that the expressly identified steps and elements are included, but these steps and elements do not constitute an exclusive list, and the method or device may further include other steps or elements.

In the description of the present application, it should be understood that orientations or position relationships indicated by orientation terms such as “front, rear, up, down, left, and right” , “transverse, vertical, perpendicular, and horizontal” , and “top and bottom” are generally based on orientations or position relationships shown in the drawings and are merely for ease of description of the present application and simplification of the description, rather than indicating and implying that the apparatuses or elements referred to must have a specific orientation or be constructed and operated in a specific orientation if there is no explanation to the contrary, and therefore cannot be construed as limiting the scope of protection of the present application. The orientation terms “interior and exterior” refer to inside and outside relative to a contour of each component itself.

For ease of description, spatial relative terms such as “over ... ” , “above ... ” , “on upper surface of ... ” , and “on ... ” may be used here to describe a spatial position relationship between one device or feature and another device or feature as shown in the figures. It should be understood that the spatial relative terms are intended to encompass different orientations of the device in use or operation, in addition to the orientation of the device described in the figure. For example, if devices in the figure are inverted, the device described as “above” or “over” another device or structure will later be positioned as “below” or “under” another device or structure. Therefore, the exemplary term “above ... ” may include both “above ... ” and “below ... ” orientations. The device may also be positioned in other different ways (rotated by 90 degrees or in other orientations) , and the spatial relative descriptions used here are interpreted accordingly.

In addition, it should be noted that, the use of terms such as “first” and “second” to define parts is merely for ease of facilitating differentiation of the corresponding parts. If not otherwise stated, the above terms have no special meanings and thus cannot be construed as limiting the scope of protection of the present application. Furthermore, although the terms used in the present application are selected from well-known common terms, some of the terms mentioned in the description of the present application may have been selected by the applicant according to his or her determination, and the detailed meaning thereof is described in the relevant section described herein. Furthermore, the present application must be understood, not simply by the actual terms used but also by the meanings encompassed by each term.

It should be understood that when a component is said to be “located on another component” , “connected to another component” , “coupled to another component” , or “in contact with another component” , it may be directly located on the another component, connected or coupled to the another component, or in contact with the another component, or there may be an intervening component. In contrast, when a component is said to be “directly located on another component” , “directly connected to another component” , “directly coupled to another component” , or “in direct contact with another component” , there is no intervening component. Similarly, when a first component is said to be “in electrical contact with” or “electrically coupled to” a second component, there is an electrical path between the first component and the second component that allows the flow of current. The electrical path can include a capacitor, coupled inductors, and/or other components that allow the flow of current, even without direct contact between conductive components.

A flowchart is used in the present application to illustrate the operations performed by the system according to the embodiments of the present application. It should be understood that the above or following operations are not necessarily performed exactly in order. Instead, the various steps may be processed in reverse order or simultaneously. In addition, other operations are added to these processes, or a certain step or several operations are removed from these processes.

The embodiments of the present invention describe an adjustment system and method for a safety intervention of a cockpit of a vehicle, a safety intervention system for a vehicle, and a vehicle.

As shown in FIG. 1, the adjustment system 100 for a safety intervention of a cockpit of a vehicle (which may also be referred to as adjustment system 100 for short) includes an occupant observation unit 111, an exterior observation unit 112, and an adjustment unit 101.

In some embodiments, the occupant observation unit 111 is configured to obtain in-vehicle occupant observation information, i.e., observation information of an occupant inside a vehicle. The exterior observation unit 112 is configured to obtain collision information corresponding to an obstacle outside the vehicle. The obstacle outside the vehicle includes, for example, an exterior obstacle in a region adjacent to the vehicle. The occupant observation information includes, for example, poses, body types, or weight data of occupants. The weight data is obtained, for example, by means of a mass sensor mounted on a seat.

Various components of the adjustment system for a safety intervention of a cockpit of a vehicle are connected or coupled to each other over an in-vehicle interconnect network, such as a CAN bus, for the transmission of data and instructions.

The adjustment unit 101 is configured to adjust a seat safety system based on the collision information and the occupant observation information, to position the occupant in a safe pose, where the seat safety system includes a seat with an integrated seat belt system.

In some embodiments, the occupant observation unit may obtain the occupant observation information based at least on information from a time of flight (TOF) camera (sensor) .

In some embodiments, the adjustment system further includes a height adjustment unit. Referring to FIG. 1, the adjustment system 100 further includes a height adjustment unit 118. The height adjustment unit 118 is configured to adjust a position of an upper end fixator of a seat belt on a seat to which the fixator belongs.

In some embodiments, the adjustment system further includes a seat adjustment unit 114. The seat adjustment unit 114 is configured to adjust a position and a backrest angle of the seat based on the collision information and the occupant observation information. The position of the seat includes a position (which may also be referred to as stroke) of a space corresponding to a cushion.

In some embodiments, the seat adjustment unit 114 includes a motor for rotating a seat backrest and a motor for adjusting a seat cushion stroke; and the upper end fixator of the seat belt includes a motor for adjusting upper end height of the seat belt. The seat adjustment unit 114 is, for example, configured to adjust the cushion stroke and a backrest angle by controlling the motor for rotating a seat backrest and the motor for adjusting a seat cushion stroke, and adjust the upper end height of the seat belt by controlling the motor for adjusting upper end height of the seat belt. Control of an adjustment amount and an adjustment speed can be implemented by controlling different motors.

In some embodiments, the adjustment system further includes a buckle adjustment unit. Referring to FIG. 1, the adjustment system 100 further includes a buckle adjustment unit 116. The buckle adjustment unit 116 is configured to adaptively adjust an inclination angle of the buckle as the backrest angle of the seat is adjusted, to adapt a safety belt buckle to a pose of an occupant.

As shown in FIG. 4, the seat safety system includes a buckle 403 which is adapted to the seat belt and located on a first side of a cushion 402. The buckle adjustment unit 116 is configured to adaptively adjust an inclination angle of the buckle as an angle of the seat backrest 401 is adjusted, to adapt a safety belt buckle to a pose of an occupant. Specifically, the adjustment is performed, for example, in adjustment directions A1 and A2 in FIG. 4.

In some embodiments, the collision information includes a collision probability, and the exterior observation unit 112 is configured to determine the collision probability based on the data of the exterior obstacle and motion data of a self-vehicle.

When the collision probability is greater than a first threshold, the adjustment unit adjusts the seat safety system to position the seat safety system in a target constrained state. The target constrained state includes, for example, an initial constrained state, and more specifically, the initial constrained state may include an initial stroke position of the seat and an initial backrest angle of the seat.

In some embodiments, the collision information further includes a relative speed and/or a collision overlap rate. The adjustment unit 101 adjusts a seat safety system based on the relative speed and/or the collision overlap rate, to position the seat safety system in a corresponding target constrained state. The target constrained state may include the initial constrained state. Alternatively, different target constrained states may be set according to different relative speeds and collision overlap rates, and accordingly, there may be different adjustment parameters for the stroke position of the seat and the backrest angle of the seat.

In some embodiments, intervals corresponding to several thresholds may also be set, and the seat safety system is adjusted depending on an interval corresponding to the threshold into which different relative speeds and collision overlap rates fall, so that the seat safety system is in the corresponding target constrained state.

In some embodiments, when the collision probability is greater than the first threshold, the adjustment unit 101 adjusts the seat belt system on the seat to place a seat belt in a tensioned state and hold the occupant tightly against a seat back, that is to say, playing the role of giving, by an active seat belt, an early warning to hold the occupant tightly against the seat.

In some embodiments, the adjustment system for a safety intervention of a cockpit of a vehicle further includes a current state obtaining unit. The current state obtaining unit is configured to obtain current state data of the seat.

FIG. 5 is a schematic diagram of the composition of an adjustment system for a safety intervention of a cockpit of a vehicle according to an embodiment of the present application. Referring to FIG. 5, the adjustment system 100 further includes a current state obtaining unit 119 configured to obtain current state data of a seat. The adjustment unit is further configured to adjust a seat safety system based on the current state data and the occupant observation information, to obtain a safety constraint in a current state. The seat safety system may be adjusted specifically by controlling a height adjustment unit to adjust a position of an upper end fixator of a seat belt on a seat to which the fixator belongs. The upper end fixator of the seat belt is, for example, located above a first side of a seat backrest.

In some embodiments, the occupant observation information includes body types, and the body types respectively include body types respectively corresponding to one or more of population percentiles 5%, 10%, 50%, 90%, and 95%.

On the basis of statistical categories of body type data, the population percentile 5%means that there are 5%of the population have a size less than a percentage value 5%, which can indicate a small body size. The population percentile 50%means that there are 50%of the population have a size less than a percentage value 50%, which can indicate a medium body size. The population percentile 90%or 95%means that there are 90%or 95%of the population have a size less than a percentage value 90%or 95%, which can indicate a large body size. The terms “small body size” , “medium body size” , and “large body size” here are expressions for ease of understanding during classification of body size data, and they can also be expressed as “first-type body size” , “second-type body size” , and “third-type body size” .

(a) and (b) in FIG. 3 are schematic diagrams in which the upper end fixator 301 of the seat belt adjusts the upper end height of the seat belt when the occupant 302 with a body type corresponding to the population percentile 50%is located at a first backrest angle and at a second backrest angle, respectively.

(c) and (d) in FIG. 3 are schematic diagrams in which the upper end fixator 301 of the seat belt adjusts the upper end height of the seat belt when the occupant 303 with a body type corresponding to the population percentile 5%is located at a first backrest angle and at a second backrest angle, respectively.

It can be seen from (a) and (b) in FIG. 3 that when the backrest angle of the seat increases, the upper end height of the seat belt is accordingly adjusted by the upper end fixator 301 of the seat belt. This can also be seen from (c) and (d) in FIG. 3. Moreover, it can be seen from (a) and (c) in FIG. 3 that at the same backrest angle of the seat and for occupants with different body types, the upper end height of the seat belt is also accordingly adjusted by the upper end fixator 301 of the seat belt. This can also be seen from (b) and (d) in FIG. 3.

In some embodiments, the adjustment system 100 for a safety intervention of a cockpit of a vehicle according to the present application includes a collision absorption and prevention unit. FIG. 7 is a schematic diagram of the constitution of a collision absorption and prevention unit in an adjustment system for a safety intervention of a cockpit of a vehicle according to an embodiment of the present application.

Referring to FIG. 7, the collision absorption and prevention unit 700 is located below the seat 710. More specifically, the collision absorption and prevention unit 700 is disposed between a seat cushion 711 and a bottom portion 721 of the cockpit of the vehicle. The collision absorption and prevention unit 700 includes a seat supporting mechanism 701 and a controllable collapsing mechanism 702. The collision absorption and prevention unit 700 is configured to: release the support for the seat 710 upon reception of collision information by the seat supporting mechanism 701, allowing the controllable collapsing mechanism 702 to be collapsed and deformed under the action of gravity of the seat 710 and the occupant 723, to adsorb an impact force caused by a collision and provide protection for a spine part of the occupant.

FIG. 8 is a schematic diagram of a process of action of a collision absorption and prevention unit in an adjustment system for a safety intervention of a cockpit of a vehicle according to an embodiment of the present application. FIG. 9 is a schematic diagram of a process of action of a collision absorption and prevention unit in an adjustment system for a safety intervention of a cockpit of a vehicle according to an embodiment of the present application.

Referring to FIGS. 7 to 9, upon reception of collision information, the support of the seat supporting mechanism 701 for the seat 710 is released, allowing the controllable collapsing mechanism 702 to be collapsed and deformed under the action of gravity G of the seat 710 and the occupant 723, to adsorb an impact force caused by a collision and provide protection for a spine part of the occupant. The seat supporting mechanism 701 includes, for example, a snap-fit mechanism or a connection mechanism 728. Upon reception of the collision information, the snap-fit mechanism or the connection mechanism 728 is adjusted to release the support of the seat supporting mechanism 701 for the seat 710, allowing the controllable collapsing mechanism 702 to be collapsed and deformed under the action of gravity G of the seat 710 and the occupant 723.

In some embodiments, the controllable collapsing mechanism includes a plastic deformable component. The plastic deformable component includes an aluminum honeycomb board. The aluminum honeycomb board is collapsed and deformed under the action of gravity G of the seat 710 and the occupant 723, to adsorb an impact force caused by a collision, so as to provide protection for a spine part of the occupant.

The present application further provides a safety intervention system for a vehicle.

The safety intervention system includes, for example, an adjustment system as described above, and further includes at least one seat safety system corresponding to the adjustment system, at least one TOF camera corresponding to the adjustment system, and at least one obstacle sensor corresponding to the adjustment system.

In some embodiments, the obstacle sensor is configured to obtain obstacle data, and the obstacle data includes a size, a motion speed, and a direction of an obstacle. For example, the obstacle sensor can obtain sensing data from a laser radar, a millimeter wave radar and a camera mounted outside the vehicle.

In some embodiments, the adjustment system is configured to: calculate an expected collision speed and a collision surface coverage rate corresponding to an obstacle and a self-vehicle based on vehicle collision data from a cloud database and a simulation result from a simulation database. The collision surface coverage rate represents a ratio of the area of an expected collision surface to the area of an outer side surface of a vehicle. The outer side surface of the vehicle includes one or more of a front side surface, a rear side surface, a left side surface, and a right side surface of the vehicle.

In some embodiments, the safety intervention system for a vehicle further includes an airbag system.

FIG. 2 is a schematic diagram of the composition of a safety intervention system for a vehicle according to an embodiment of the present application. Referring to FIG. 2, the safety intervention system 200 for a vehicle further includes an airbag system 115, and the airbag system is configured to: start an airbag action unit of the airbag system 115 based on collision information obtained by the exterior observation unit 112. The airbag action unit includes, for example, a front airbag, a curtain airbag, and a side airbag.

The present application further provides a vehicle, which uses the safety intervention system as described above, to implement safety pre-warning and intervention functions for occupants in the vehicle.

The present application further provides an adjustment method for a safety intervention of a cockpit of a vehicle.

FIG. 6 is a flowchart of an adjustment method for a safety intervention of a cockpit of a vehicle according to an embodiment of the present application. Referring to FIG. 6, the adjustment method for a safety intervention of a cockpit of a vehicle includes: step 601 of obtaining occupant observation information of an occupant inside a vehicle; step 602 of obtaining collision information corresponding to an obstacle outside the vehicle; and step 603 of adjusting a seat safety system based on the collision information and the occupant observation information, to position the occupant in a safe pose.

In some embodiments, the adjustment method for a safety intervention of a cockpit of a vehicle further includes adjusting a position of an upper end fixator of a seat belt on a seat to which the fixator belongs.

In some embodiments, the adjustment method for a safety intervention of a cockpit of a vehicle further includes adjusting a position and a backrest angle of the seat based on the collision information and the occupant observation information. More specifically, the adjustment method for a safety intervention of a cockpit of a vehicle may further include adaptively adjusting an inclination angle of the buckle as the backrest angle of the seat is adjusted, to adapt a safety belt buckle to a pose of an occupant.

In some embodiments, the adjustment method for a safety intervention of a cockpit of a vehicle further includes determining the collision probability based on data of the exterior obstacle and motion data of a self-vehicle. When the collision probability is greater than a first threshold, the adjustment unit adjusts the seat safety system to position the seat safety system in a target constrained state.

The adjustment system and method for a safety intervention of a cockpit of a vehicle, and a safety intervention system for a vehicle according to the present application are combined with poses of occupants that are detected by an observation unit in an occupant compartment (or referred to as a cockpit) , as well as observation information about the surroundings of a vehicle, such that when a set condition (such as an emergency state enabling condition) is met, various execution mechanisms on a seat are driven in advance to return a seat posture to a normal sitting position, to prevent and reduce occupant injuries and improve the safety of the vehicle during operation.

The basic concepts have been described above. Obviously, for those skilled in the art, the above disclosure of the present invention is merely used as an example and does not constitute a limitation on the present application. Although not explicitly stated herein, various modifications, improvements and amendments may be made to the present application by those skilled in the art. Such modifications, improvements and amendments are suggested in the present application, and therefore, such modifications, improvements and amendments still fall within the spirit and scope of the exemplary embodiments of the present application.

Meanwhile, the present application uses specific terms to describe the embodiments of the present application. For example, “one embodiment” , “an embodiment” , and/or “some embodiments” mean a feature, structure, or characteristic associated with at least one embodiment of the present application. Therefore, it should be emphasized and noted that two or more references to “an embodiment” or “one embodiment” or “an alternative embodiment” in various places in this specification do not necessarily indicate the same embodiment. Furthermore, some features, structures, or characteristics of the one or more embodiments of the present application may be combined appropriately.

Some aspects of the present application may be completely executed by hardware, or may be completely executed by software (including firmware, resident software, microcode, etc. ) , or may be executed by a combination of hardware and software, for example, an electronic control unit. The hardware or software described above may all be referred to as “data block” , “module” , “engine” , “unit” , “component” , or “system” . The processor may be one or more application-specific integrated circuits (ASICs) , digital signal processors (DSPs) , digital signal processing devices (DSPDs) , programmable logic devices (PLDs) , field-programmable gate arrays (FPGAs) , processors, controllers, microcontrollers, microprocessors, or a combination thereof. In addition, various aspects of the present application may be embodied as a computer product in one or more computer-readable media, and the product includes computer-readable program code. For example, the computer-readable media may include, but are not limited to, a magnetic storage device (for example, a hard disk, a floppy disk, a tape... ) , an optical disc (for example, a compact disc (CD) , a digital versatile disc (DVD) ... ) , a smart card, and a flash memory device (for example, a card, a stick, a key drive... ) .

Similarly, it should be noted that to simplify the expressions in the disclosure of the present application to assist in the understanding of one or more embodiments of the present invention, a plurality of features may sometimes be incorporated into an embodiment and accompanying drawing, or a description thereof in the foregoing description of the embodiments of the present application. However, such a method of disclosure does not mean that the subject of the present application requires more features than those mentioned in the claims. In fact, the features of the embodiments are less than all the features of a single embodiment disclosed above.

While the present application has been described with reference to the specific embodiments at hand, those of ordinary skill in the art would realize that the above embodiments are merely used to illustrate the present application, and various equivalent changes or substitutions can also be made without departing from the spirit of the present application. Therefore, any change and variation made to the above embodiments within the substantial spirit and scope of the present application shall fall within the scope of the claims of present application.

Claims

An adjustment system for a safety intervention of a cockpit of a vehicle, the adjustment system comprising:

an occupant observation unit configured to obtain in-vehicle occupant observation information;

an exterior observation unit configured to obtain collision information corresponding to an obstacle outside the vehicle; and

an adjustment unit configured to adjust a seat safety system based on the collision information and the occupant observation information, to position the occupant in a safe pose, wherein the seat safety system comprises a seat with an integrated seat belt system.
The adjustment system according to claim 1, characterized in that the adjustment system further comprises a height adjustment unit; and

the height adjustment unit is configured to: adjust a position of an upper end fixator of a seat belt on a seat to which the fixator belongs.
The adjustment system according to claim 1 or 2, characterized in that the adjustment system further comprises:

a seat adjustment unit configured to adjust a position and a backrest angle of the seat based on the collision information and the occupant observation information.
The adjustment system according to claim 3, characterized in that the adjustment system further comprises a buckle adjustment unit; and

the buckle adjustment unit is configured to: adaptively adjust an inclination angle of the buckle as the backrest angle of the seat is adjusted, to adapt a safety belt buckle to a pose of an occupant.
The adjustment system according to any one of claims 1 to 4, characterized in that the collision information comprises a collision probability, and the exterior observation unit is configured to determine the collision probability based on the data of the exterior obstacle and motion data of a self-vehicle;

and when the collision probability is greater than a first threshold, the adjustment unit adjusts the seat safety system to position the seat safety system in a target constrained state.
The adjustment system according to claim 5, characterized in that the collision information further comprises a relative speed and/or a collision overlap rate,

wherein the adjustment unit adjusts a seat safety system based on the relative speed and/or the collision overlap rate, to position the seat safety system in a corresponding target constrained state.
The adjustment system according to claim 5, characterized in that the adjustment system further comprises:

when the collision probability is greater than the first threshold, the adjustment unit adjusts the seat belt system on the seat to place a seat belt in a tensioned state and hold the occupant tightly against a seat back.
The adjustment system according to any one of claims 1 to 7, characterized in that the adjustment system further comprises:

a current state obtaining unit configured to obtain current state data of the seat,

wherein the adjustment unit is further configured to:

adjust a seat safety system based on the current state data and the occupant observation information, to obtain a safety constraint in a current state.
The adjustment system according to claim 8, characterized in that the occupant observation information comprises body types, and the body types respectively comprise body types respectively corresponding to one or more of population percentiles 5%, 10%, 50%, 90%, and 95%.
The adjustment system according to any one of claims 1 to 7, characterized in that the adjustment system further comprises:

a collision absorption and prevention unit located below the seat and comprising a seat supporting mechanism and a controllable collapsing mechanism,

wherein the collision absorption and prevention unit is configured to:

release the support for the seat upon reception of collision information by the seat supporting mechanism, allowing the controllable collapsing mechanism to be collapsed and deformed under the action of gravity of the seat and the occupant, to adsorb an impact force caused by a collision and provide protection for a spine part of the occupant.
The adjustment system according to claim 10, characterized in that the collision absorption and prevention unit is disposed between a seat cushion of the seat and a bottom portion of the cockpit of the vehicle.
The adjustment system according to claim 10, characterized in that the controllable collapsing mechanism comprises a plastic deformable component.
The adjustment system according to claim 12, characterized in that the plastic deformable component comprises an aluminum honeycomb board.
The adjustment system according to claim 1, characterized in that the occupant observation unit may obtain the occupant observation information based at least on information from a TOF camera.
A safety intervention system for a vehicle, comprising:

an adjustment system according to any one of claims 1 to 13, at least one seat safety system corresponding to the adjustment system, at least one TOF camera corresponding to the adjustment system, and at least one obstacle sensor corresponding to the adjustment system.
The safety intervention system for a vehicle according to claim 15, characterized in that the obstacle sensor is configured to obtain obstacle data, and the obstacle data comprises a size, a motion speed, and a direction of an obstacle.
The safety intervention system for a vehicle according to claim 15, characterized in that the adjustment system is configured to: calculate an expected collision speed and a collision surface coverage rate corresponding to an obstacle and a self-vehicle based on vehicle collision data from a cloud database and a simulation result from a simulation database,

wherein the collision surface coverage rate represents a ratio of the area of an expected collision surface to the area of an outer side surface of a vehicle.
The safety intervention system according to claim 15, characterized in that the safety intervention system further comprises an airbag system, wherein the airbag system is configured to:

start an airbag action unit of the airbag system based on collision information obtained by an exterior observation unit.
A vehicle, which uses a safety intervention system according to claims 15 to 18.
An adjustment method for a safety intervention of a cockpit of a vehicle, the adjustment method comprising:

obtaining occupant observation information of an occupant inside a vehicle;

obtaining collision information corresponding to an obstacle outside the vehicle; and

adjusting a seat safety system based on the collision information and the occupant observation information, to position the occupant in a safe pose.
The adjustment method according to claim 20, characterized in that the adjustment method further comprises: adjusting a position of an upper end fixator of a seat belt on a seat to which the fixator belongs.
The adjustment method according to claim 20, characterized in that the adjustment method further comprises: adjusting a position and a backrest angle of the seat based on the collision information and the occupant observation information.
The adjustment method according to claim 22, characterized in that the adjustment method further comprises: adaptively adjusting an inclination angle of the buckle as the backrest angle of the seat is adjusted, to adapt a safety belt buckle to a pose of an occupant.
The adjustment method according to claim 20, characterized in that the collision information comprises a collision probability, and the method further comprises:

determining the collision probability based on data of the exterior obstacle and motion data of a self-vehicle; and

when the collision probability is greater than a first threshold, the adjustment unit adjusts the seat safety system to position the seat safety system in a target constrained state.