Method and device for adjusting the profile of a vehicle seat, related equipment

Abstract

This application discloses a method and apparatus for adjusting the profile of a vehicle seat, and related equipment, relating to the field of automotive seat technology. The profile of the vehicle seat includes an adjustment area profile, and the vehicle seat includes a profile adjustment component disposed on the backrest and / or seat cushion. The method includes: acquiring vehicle state information, which is used to determine the vehicle's acceleration information; and controlling the profile adjustment component to adjust the adjustment area profile based on the acceleration information. It is evident that the vehicle's acceleration information is determined through the vehicle state information, the vehicle's acceleration and deceleration are determined through the acceleration information, and finally, the profile adjustment component is controlled based on the acceleration information to dynamically adjust the adjustment area profile. In this way, by dynamically adjusting the profile of the vehicle seat through the profile adjustment component, the inertial forces generated by vehicle acceleration and deceleration are buffered, reducing the extent of backward leaning or forward tilting of the occupants, thereby improving the overall comfort and stability of the vehicle ride.

Description

Technical Field

[0001] This application relates to the field of automotive seat technology, and in particular to methods and devices for adjusting the shape of vehicle seats, and related equipment. Background Technology

[0002] During vehicle operation, acceleration and deceleration trigger inertia, causing occupants to shift their body posture, such as leaning backward or forward, reducing comfort and stability. For example, when a vehicle suddenly accelerates, occupants may lean backward, creating a feeling of weightlessness; when a vehicle decelerates suddenly, occupants may lean forward, creating a feeling of instability.

[0003] As the component that comes into contact with and conforms to the body of drivers and passengers, vehicle seats are a key element in improving the driving and riding experience. Furthermore, the surface of the vehicle seat is the spatial curved contour where the seat contacts the back, buttocks, and thighs of the driver and passengers. Therefore, how to adjust the surface of the vehicle seat to cushion the inertial forces generated by vehicle acceleration and deceleration, thereby improving the overall comfort and stability of the vehicle, has become an urgent problem to be solved. Summary of the Invention

[0004] This application provides a method and device for adjusting the shape of a vehicle seat, as well as related equipment, in order to dynamically adjust the shape of the vehicle seat during vehicle acceleration and deceleration through the shape adjustment component, thereby buffering the inertial force generated by vehicle acceleration and deceleration, reducing the extent of backward leaning or forward leaning of the driver and passengers, and improving the overall comfort and stability of the vehicle ride.

[0005] In a first aspect, this application provides a method for adjusting the profile of a vehicle seat, the profile of the vehicle seat including an adjustment area profile, the vehicle seat including a profile adjustment component disposed on the backrest and / or seat cushion of the vehicle seat; the method includes: acquiring vehicle state information, the vehicle state information being used to determine vehicle acceleration information; and controlling the profile adjustment component to adjust the adjustment area profile according to the acceleration information.

[0006] Using the above method, the vehicle's acceleration information is determined through vehicle status information, and then the vehicle's acceleration and deceleration are determined through the acceleration information. Finally, the surface adjustment components are controlled based on the acceleration information to dynamically adjust the surface of the vehicle seat's adjustment area. In this way, by dynamically adjusting the surface of the vehicle seat during vehicle acceleration and deceleration, the inertial forces generated by vehicle acceleration and deceleration are buffered, reducing the extent of backward or forward leaning of the driver and passengers, and improving the overall comfort and stability of the vehicle.

[0007] In one possible example of the first aspect, the adjustment area profile includes an adjustment area backrest profile, and the profile of the vehicle seat also includes a non-adjustment area backrest profile, the adjustment area backrest profile being above or below the non-adjustment area backrest profile; the method described above, controlling the profile adjustment component to adjust the adjustment area profile according to acceleration information, includes: controlling the profile adjustment component to adjust the adjustment area backrest profile according to acceleration information.

[0008] In this example, the vehicle's acceleration information is determined by the vehicle's status information, and then the vehicle's acceleration and deceleration are determined by the acceleration information. Finally, the surface adjustment component is controlled according to the acceleration information to adjust only the backrest surface. By adjusting the backrest surface, the impact of the inertial force generated by the vehicle's acceleration and deceleration on the shoulders or waist of the driver and passengers is buffered, reducing the extent of the driver and passengers' body leaning backward or forward, and improving the overall comfort and stability of the vehicle.

[0009] In one possible example of the first aspect, controlling the profile adjustment component to adjust the backrest profile of the adjustment area according to the acceleration information in the above example includes: when the acceleration information indicates that the vehicle is about to accelerate or is accelerating, and the backrest profile of the adjustment area is above the backrest profile of the non-adjustment area, controlling the profile adjustment component to make the backrest profile of the adjustment area bulge.

[0010] In this example, since the adjustable backrest area is above the non-adjustable backrest area (i.e., the upper part of the backrest area), and the upper part of the backrest area primarily supports the shoulders of the occupants, this example only adjusts the height of the shoulder hump. Furthermore, because the occupants' bodies tend to lean backward when the vehicle is about to accelerate or is accelerating, the bulge of the adjustable backrest area during acceleration causes the upper part of the backrest area to protrude, thus pushing the occupants' shoulders forward. This reduces the extent of backward leaning and movement during acceleration, alleviating the feeling of weightlessness and improving overall vehicle comfort and stability.

[0011] In one possible example of the first aspect, controlling the profile adjustment component to adjust the backrest profile of the adjustment area based on acceleration information in the above example includes: when the acceleration information indicates that the vehicle is about to decelerate or is decelerating, and the backrest profile of the adjustment area is below the backrest profile of the non-adjustment area, controlling the profile adjustment component to cause the backrest profile of the adjustment area to contract.

[0012] In this example, since the adjustable backrest area is below the non-adjustable backrest area (i.e., the lower part of the backrest area), and the lower part of the backrest area primarily supports the lumbar region of the driver and passengers, this example only adjusts the lumbar support height. Furthermore, because the occupants' bodies tend to lean forward and move forward when the vehicle is about to decelerate or is decelerating, the lower part of the backrest area contracts during this process. This contraction provides space for the occupants' lumbar region to move backward, reducing the extent of forward leaning and movement during deceleration, alleviating feelings of instability, and improving overall vehicle comfort and stability.

[0013] In one possible example of the first aspect, the profile adjustment area includes a first adjustment area backrest profile and a second adjustment area backrest profile, with the first adjustment area backrest profile above the second adjustment area backrest profile; the method described above, controlling the profile adjustment component to adjust the profile of the adjustment area according to acceleration information, includes: controlling the profile adjustment component to adjust the first adjustment area backrest profile and / or the second adjustment area backrest profile according to acceleration information.

[0014] In this example, the vehicle's acceleration information is determined through vehicle status information, and then the vehicle's acceleration and deceleration are determined through the acceleration information. Finally, based on the acceleration information, the profile adjustment component is controlled to adjust only multiple adjustment areas in the backrest profile. By adjusting the profiles of multiple adjustment areas, the impact of the inertial force generated by the vehicle's acceleration and deceleration on the shoulders and / or waist of the driver and passengers is buffered, reducing the extent of the driver and passengers' body leaning backward or forward, thereby improving the overall comfort and stability of the vehicle.

[0015] In one possible example of the first aspect, controlling the profile adjustment component to adjust the profile of the first backrest adjustment area and / or the profile of the second backrest adjustment area based on acceleration information in the above example includes: when the acceleration information indicates that the vehicle is about to accelerate or is accelerating, controlling the profile adjustment component to cause the profile of the first adjustment area backrest to bulge and / or the profile of the second adjustment area backrest to contract.

[0016] In this example, since the backrest surface of the first adjustment area is above the backrest surface of the second adjustment area, the height of the shoulder and waist support for the driver and passengers is adjusted. Furthermore, because the driver and passengers' bodies tend to lean back and shift backward when the vehicle is about to accelerate or is accelerating, the backrest surface of the first adjustment area protrudes and / or the backrest surface of the second adjustment area contracts during acceleration. This causes the upper part of the backrest surface to protrude and / or the lower part to contract, thereby pushing the driver's and passengers' shoulders forward through the upper protrusion and pulling their waists back through the lower contraction. This reduces the extent of backward leaning and shifting of the driver and passengers' bodies during vehicle acceleration, alleviating the feeling of weightlessness and improving the overall comfort and stability of the vehicle.

[0017] In one possible example of the first aspect, controlling the profile adjustment component to adjust the backrest profile of the first adjustment area and / or the backrest profile of the second adjustment area based on acceleration information in the above example includes: when the acceleration information indicates that the vehicle is about to decelerate or is decelerating, controlling the profile adjustment component to cause the backrest profile of the first adjustment area to contract and / or the backrest profile of the second adjustment area to contract.

[0018] In this example, since the backrest surface of the first adjustment zone is above the backrest surface of the second adjustment zone, the height of the shoulder and waist support for the driver and passengers is adjusted. Furthermore, because the driver and passengers' bodies tend to lean forward and move forward when the vehicle is about to decelerate or is decelerating, the contraction of the backrest surface of the first adjustment zone and / or the second adjustment zone during this process causes the upper and / or lower parts of the backrest surface to contract. This provides space for the driver and passengers' shoulders and / or waist to move backward, reducing the extent of forward leaning and movement during vehicle acceleration, alleviating feelings of instability, and improving overall vehicle comfort and stability.

[0019] In one possible example of the first aspect, the adjustment area profile includes an adjustment area seat cushion profile, and the profile of the vehicle seat also includes a non-adjustment area seat cushion profile, with the seat cushion adjustment area profile located in front of the non-adjustment area seat cushion profile; the method described above, controlling the profile adjustment component to adjust the adjustment area profile based on acceleration information, includes: controlling the profile adjustment component to adjust the adjustment area seat cushion profile based on acceleration information.

[0020] In this example, the vehicle's acceleration information is determined by the vehicle's status information, and then the vehicle's acceleration and deceleration are determined by the acceleration information. Finally, the surface adjustment component is controlled according to the acceleration information to adjust only the seat cushion surface. In this way, the adjustment of the seat cushion surface can buffer the impact of the inertial force generated by the vehicle's acceleration and deceleration on the driver's thighs or buttocks, reduce the extent of the driver's body leaning backward or forward, and improve the overall driving comfort and stability.

[0021] In one possible example of the first aspect, controlling the profile adjustment component to adjust the seat cushion profile of the adjustment area based on acceleration information in the above example includes: when the acceleration information indicates that the vehicle is about to decelerate or is decelerating, controlling the profile adjustment component to make the seat cushion profile of the adjustment area bulge.

[0022] In this example, since the adjustable seat cushion surface is located in front of the non-adjustable seat cushion surface (i.e., the front part of the seat cushion surface), and the front part of the seat cushion surface is mainly used to support the thighs of the driver and passenger, this example only adjusts the height of the thigh hump. Furthermore, because the driver and passenger's body will lean forward and move forward when the vehicle is about to decelerate or is decelerating, the bulge of the adjustable seat cushion surface during this time causes the front part of the seat cushion surface to bulge upwards. This bulge lifts the driver and passenger's thighs, reducing the extent of forward leaning and movement during deceleration, alleviating instability, and improving overall vehicle comfort and stability.

[0023] In one possible example of the first aspect, controlling the profile adjustment component to adjust the seat cushion profile of the adjustment area based on acceleration information in the above example includes: when the acceleration information indicates that the vehicle is about to accelerate or is accelerating, controlling the profile adjustment component to cause the seat cushion profile of the adjustment area to contract.

[0024] In this example, since the adjustable seat cushion surface is located in front of the non-adjustable seat cushion surface (i.e., the front part of the seat cushion surface), and the front part of the seat cushion surface primarily supports the thighs of the occupants, this example only adjusts the height of the thigh hump. Furthermore, because the occupants' bodies tend to lean backward and shift backward when the vehicle is about to accelerate or is accelerating, the adjustable seat cushion surface contracts during this process. This contraction of the front part of the seat cushion surface provides downward pressure on the occupants' thighs, reducing the extent of backward leaning and shifting during acceleration, alleviating the feeling of weightlessness, and improving overall vehicle comfort and stability.

[0025] In one possible example of the first aspect, the profile adjustment area includes a first adjustment area seat cushion profile and a second adjustment area seat cushion profile, with the first adjustment area seat cushion profile in front of the second adjustment area seat cushion profile; the method described above, controlling the profile adjustment component to adjust the profile of the adjustment area based on acceleration information, includes: controlling the profile adjustment component to adjust the first adjustment area seat cushion profile and / or the second adjustment area seat cushion profile based on acceleration information.

[0026] In this example, the vehicle's acceleration information is determined by the vehicle's status information, and then the vehicle's acceleration and deceleration are determined by the acceleration information. Finally, the surface adjustment component is controlled according to the acceleration information to adjust only the seat cushion surface. In this way, the adjustment of the seat cushion surface can buffer the impact of the inertial force generated by the vehicle's acceleration and deceleration on the thighs and / or buttocks of the driver and passengers, reduce the extent of the driver and passengers' body leaning backward or leaning forward, and improve the overall driving comfort and stability of the vehicle.

[0027] In one possible example of the first aspect, the control surface adjustment component described above for adjusting the seat cushion profile of the first adjustment zone and / or the seat cushion profile of the second adjustment zone includes: when acceleration information indicates that the vehicle is about to decelerate or is decelerating, controlling the surface adjustment component to cause the seat cushion profile of the first adjustment zone to bulge and / or the seat cushion profile of the second adjustment zone to contract.

[0028] In this example, since the first adjustment zone seat cushion surface is in front of the second adjustment zone seat cushion surface, the height of the thighs and buttocks of the driver and passenger is adjusted. Furthermore, because the driver and passenger's body will lean forward and move forward when the vehicle is about to decelerate or is decelerating, the first adjustment zone seat cushion surface protrudes while the second adjustment zone seat cushion surface contracts, causing the front of the seat cushion surface to bulge and the rear to contract. This results in the front of the seat cushion surface lifting the driver's and passenger's thighs upward and the rear of the seat cushion surface contracting downward, reducing the degree of forward leaning and movement of the driver and passenger's body during vehicle deceleration, alleviating instability, and improving the overall comfort and stability of the vehicle.

[0029] In one possible example of the first aspect, the control surface adjustment component described above for adjusting the seat cushion profile of the first adjustment area and / or the seat cushion profile of the second adjustment area includes: when acceleration information indicates that the vehicle is about to accelerate or is accelerating, controlling the surface adjustment component to cause the seat cushion profile of the first adjustment area to contract and / or the seat cushion profile of the second adjustment area to bulge.

[0030] In this example, since the first adjustment zone seat cushion surface is in front of the second adjustment zone seat cushion surface, the height of the thighs and buttocks of the driver / passenger is adjusted in "Case 2". Furthermore, since the driver / passenger's body will lean backward and move backward when the vehicle is about to accelerate or is accelerating, the first adjustment zone seat cushion surface contracts and the second adjustment zone seat cushion surface bulges during acceleration. This causes the front of the seat cushion surface to contract and the rear to bulge, thus pressing the driver / passenger's thighs down by the front contraction and lifting the driver / passenger's buttocks up by the rear bulge. This reduces the extent of backward leaning and movement of the driver / passenger's body during vehicle acceleration, alleviating the feeling of weightlessness and improving the overall comfort and stability of the vehicle.

[0031] In one possible example of the first aspect, the profile adjustment component includes one or more airbags, which are built into the profile of the adjustment area.

[0032] In this example, the shape of the adjustment area is adjusted by inflating or deflating one or more airbags or by pressurizing or depressurizing the air pressure inside one or more airbags.

[0033] Secondly, this application provides a surface adjustment device for a vehicle seat. The surface of the vehicle seat includes an adjustment area surface, and the vehicle seat includes a surface adjustment component disposed on the backrest and / or seat cushion of the vehicle seat. The surface adjustment device for the vehicle seat includes: an acquisition unit and a control unit. The acquisition unit is used to acquire vehicle state information, which is used to determine the vehicle's acceleration information. The control unit is used to control the surface adjustment component to adjust the adjustment area surface according to the acceleration information.

[0034] In one possible example of the second aspect, the adjustment area profile includes an adjustment area backrest profile, and the vehicle seat profile also includes a non-adjustment area backrest profile, the adjustment area backrest profile being above or below the non-adjustment area backrest profile. Regarding controlling the profile adjustment component to adjust the adjustment area profile based on acceleration information, the control unit is configured to: control the profile adjustment component to adjust the adjustment area backrest profile based on acceleration information.

[0035] In one possible example of the second aspect, in controlling the profile adjustment component to adjust the backrest profile of the adjustment area based on acceleration information, the control unit is configured to: control the profile adjustment component to make the backrest profile of the adjustment area bulge when the acceleration information indicates that the vehicle is about to accelerate or is accelerating, and the backrest profile of the adjustment area is above the backrest profile of the non-adjustment area.

[0036] In one possible example of the second aspect, in controlling the profile adjustment component to adjust the backrest profile of the adjustment area based on acceleration information, the control unit is configured to: control the profile adjustment component to cause the backrest profile of the adjustment area to contract when the acceleration information indicates that the vehicle is about to decelerate or is decelerating, and the backrest profile of the adjustment area is below the backrest profile of the non-adjustment area.

[0037] In one possible example of the second aspect, the profile adjustment area includes a first adjustment area backrest profile and a second adjustment area backrest profile, with the first adjustment area backrest profile above the second adjustment area backrest profile; in terms of controlling the profile adjustment component to adjust the profile of the adjustment area according to acceleration information, the control unit is configured to: control the profile adjustment component to adjust the first adjustment area backrest profile and / or the second adjustment area backrest profile according to acceleration information.

[0038] In one possible example of the second aspect, in controlling the profile adjustment component to adjust the profile of the first backrest adjustment area and / or the profile of the second backrest adjustment area based on acceleration information, the control unit is configured to: control the profile adjustment component to cause the profile of the first adjustment area to bulge and / or the profile of the second adjustment area to contract when the acceleration information indicates that the vehicle is about to accelerate or is accelerating.

[0039] In one possible example of the second aspect, in controlling the profile adjustment component to adjust the backrest profile of the first adjustment zone and / or the backrest profile of the second adjustment zone based on acceleration information, the control unit is configured to: control the profile adjustment component to cause the backrest profile of the first adjustment zone to contract and / or the backrest profile of the second adjustment zone to contract when the acceleration information indicates that the vehicle is about to decelerate or is decelerating.

[0040] In one possible example of the second aspect, the adjustment area profile includes an adjustment area seat cushion profile, and the profile of the vehicle seat also includes a non-adjustment area seat cushion profile, with the seat cushion adjustment area profile located in front of the non-adjustment area seat cushion profile; in controlling the profile adjustment component to adjust the adjustment area profile according to acceleration information, the control unit is configured to: control the profile adjustment component to adjust the adjustment area seat cushion profile according to acceleration information.

[0041] In one possible example of the second aspect, in terms of controlling the profile adjustment component to adjust the seat cushion profile of the adjustment area based on acceleration information, the control unit is configured to: control the profile adjustment component to make the seat cushion profile of the adjustment area convex when the acceleration information indicates that the vehicle is about to decelerate or is decelerating.

[0042] In one possible example of the second aspect, in controlling the profile adjustment component to adjust the seat cushion profile of the adjustment area based on acceleration information, the control unit is configured to: control the profile adjustment component to cause the seat cushion profile of the adjustment area to contract when the acceleration information indicates that the vehicle is about to accelerate or is accelerating.

[0043] In one possible example of the second aspect, the profile adjustment area includes a first adjustment area seat cushion profile and a second adjustment area seat cushion profile, with the first adjustment area seat cushion profile in front of the second adjustment area seat cushion profile; in terms of controlling the profile adjustment component to adjust the profile of the adjustment area according to acceleration information, the control unit is configured to: control the profile adjustment component to adjust the first adjustment area seat cushion profile and / or the second adjustment area seat cushion profile according to acceleration information.

[0044] In one possible example of the second aspect, in terms of controlling the profile adjustment components to adjust the profile of the first adjustment zone seat cushion and / or the profile of the second adjustment zone seat cushion, the control unit is configured to: control the profile adjustment components to cause the profile of the first adjustment zone seat cushion to bulge and / or the profile of the second adjustment zone seat cushion to contract when acceleration information indicates that the vehicle is about to decelerate or is decelerating.

[0045] In one possible example of the second aspect, in terms of controlling the profile adjustment components to adjust the profile of the first adjustment zone seat cushion and / or the profile of the second adjustment zone seat cushion, the control unit is configured to: control the profile adjustment components to cause the profile of the first adjustment zone seat cushion to contract and / or the profile of the second adjustment zone seat cushion to bulge when acceleration information indicates that the vehicle is about to accelerate or is accelerating.

[0046] In one possible example of the second aspect, the profile adjustment component includes one or more airbags, which are built into the profile of the adjustment area.

[0047] Thirdly, this application provides a vehicle seat profile adjustment device, which includes a processor, a memory, and a computer program or signaling stored in the memory. The processor executes the computer program or signaling to implement the method described in the first aspect above.

[0048] Fourthly, this application provides a controller, which includes the vehicle seat profile adjustment device described in the second aspect above or the vehicle seat profile adjustment device described in the third aspect above.

[0049] Fifthly, this application provides a vehicle seat, the surface of which includes an adjustment area surface, and the vehicle seat includes a surface adjustment component disposed on the backrest and / or seat cushion of the vehicle seat, the surface adjustment component being used to perform the method described in the first aspect above.

[0050] Sixthly, this application provides a vehicle that includes the controller or vehicle seat described in the fourth aspect above.

[0051] In a seventh aspect, this application provides a computer-readable storage medium storing a computer program or instructions that, when executed, implement the steps of the method described in the first aspect.

[0052] Eighthly, this application provides a computer program product, including a computer program or instructions, which, when executed, implement the steps of the method described in the first aspect. For example, the computer program product may be a software installation package.

[0053] It is worth noting that the beneficial effects of the technical solutions in aspects two through eight can be found in the technical effects of the technical solution in aspect one above, and will not be repeated here. Attached Figure Description

[0054] Figure 1 This is a schematic diagram of the structure of a driver's seat and a vehicle seat according to an embodiment of this application; Figure 2 This is a schematic diagram of the surface profile of a vehicle seat according to an embodiment of this application; Figure 3 This is a schematic flowchart of a method for adjusting the profile of a vehicle seat according to an embodiment of this application; Figures 4 to 7 This is a schematic diagram of the structure of the backrest surface of the adjustment area according to an embodiment of this application; Figures 8 to 11 This is a schematic diagram of the structure of an adjustable area seat cushion surface according to an embodiment of this application; Figure 12 This is a schematic diagram of a backrest airbag installed on the back of a vehicle seat according to an embodiment of this application. Figure 13 This is a schematic diagram of another embodiment of the present application of a backrest airbag disposed on the back of a vehicle seat; Figure 14 This is a schematic diagram of the structure of a seat cushion airbag installed in a vehicle seat according to an embodiment of this application; Figure 15 This is a schematic diagram of a positive and negative pressure air source device connected to a backrest airbag according to an embodiment of this application; Figure 16 This is a flowchart illustrating a method for adjusting the backrest profile of a vehicle seat according to an embodiment of this application. Figure 17 This is a flowchart illustrating a method for adjusting the seat cushion profile of a vehicle seat according to an embodiment of this application. Figure 18 This is a functional unit block diagram of a vehicle seat profile adjustment device according to an embodiment of this application; Figure 19 This is a schematic diagram of the structure of a vehicle seat profile adjustment device according to an embodiment of this application. Detailed Implementation

[0055] The terms "first," "second," etc., used in the embodiments of this application are used to distinguish different objects, not to describe a specific order. "At least one of the following" or similar expressions in the embodiments of this application refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent the following seven cases: a, b, c; a and b; a and c; b and c; a, b, and c. Each of a, b, and c can be an element or a set containing one or more elements.

[0056] The vehicle seat and its surface in the embodiments of this application will be described in detail below.

[0057] Vehicle seats, as components that come into contact with and conform to the bodies of drivers and passengers, are a key element in improving the driving and riding experience.

[0058] In this embodiment, the vehicle seat includes a backrest, a seat cushion, a headrest, and adjustment and auxiliary function components.

[0059] A backrest is used to support the back, waist, and shoulders of passengers. It has a backrest shape that contacts and conforms to the human body, providing back support and comfort. A backrest can be composed of a backrest frame (such as a steel or sheet metal frame), a foam cushioning layer (such as high-resilience polyurethane foam), and a surface covering fabric layer (such as fabric, leather, imitation leather, suede, etc.).

[0060] Seat cushions are used to support the buttocks and thighs of drivers and passengers. They have a seat surface that contacts and conforms to the human body, providing basic seating support and comfortable cushioning. Seat cushions can consist of a seat frame (such as a steel or sheet metal frame), a foam padding layer (such as high-resilience polyurethane foam), and a surface covering fabric layer (such as fabric, leather, imitation leather, suede, etc.).

[0061] A headrest, installed above the backrest, supports the head and neck of the driver and passenger, effectively protecting the cervical spine. A headrest typically consists of a headrest frame (such as a steel or sheet metal frame), a foam padding layer (such as high-resilience polyurethane foam), and a surface covering fabric layer (such as fabric, leather, imitation leather, suede, etc.).

[0062] Adjustment and auxiliary function components may include seat fore-and-aft position adjustment components, seat height adjustment components, backrest tilt adjustment components, profile adjustment components, seat heating components, seat ventilation components, damping and shock absorption components, pressure sensors, air pressure sensors, etc.

[0063] The profile adjustment component can be used to dynamically adjust the profile of the vehicle seat, change the curvature and support stiffness of the local surface, constrain body posture, buffer the inertial force generated by vehicle acceleration and deceleration, and improve the overall driving comfort and stability of the vehicle.

[0064] For example, Figure 1 This is a structural schematic diagram of a driver's seat and vehicle seat according to an embodiment of this application. Figure 1 In this configuration, the vehicle seat 110 is in contact with and conforms to the body of the driver / passenger 120. The vehicle seat 110 includes a backrest 1101, a seat cushion 1102, and a headrest 1103, while adjustment and auxiliary function components are located within... Figure 1 It is not shown in the diagram. The backrest 1101 is used to support the back, waist and shoulders of the driver and passenger 120, the seat cushion 1102 is used to support the buttocks and thighs of the driver and passenger 120, and the headrest 1103 is used to support the head and neck of the driver and passenger 120.

[0065] certainly, Figure 1 The vehicle seat 110 in the illustration is merely illustrative and does not impose any specific limitations on the vehicle seat in the embodiments of this application.

[0066] The surface profile of a vehicle seat is the spatial curved contour of the area where the vehicle seat contacts the back, buttocks, thighs, and other parts of the occupant.

[0067] The shape of a vehicle seat can have curvature, concavity and convexity, wrapping angle, and support contour, which determines the fit, wrapping, support and riding comfort of the vehicle seat. It can be combined with seat foam, fabric and frame to achieve support and fit of human body parts.

[0068] In this embodiment of the application, the surface of the vehicle seat includes the backrest surface and the seat cushion surface.

[0069] The backrest profile is the curved surface of the vehicle seat that contacts and conforms to the back, shoulders, and waist of the driver and passengers, providing support and lateral clamping for the back, shoulders, and waist, thus enhancing the comfort and stability of the entire vehicle ride.

[0070] The seat cushion profile is the curved surface of the vehicle seat that contacts and conforms to the buttocks and thighs of the driver and passengers, providing support and lateral wrapping for the buttocks and thighs, thus enhancing the overall comfort and stability of the vehicle ride.

[0071] For example, combining Figure 1 As shown, Figure 2 This is a schematic diagram of the surface structure of a vehicle seat according to an embodiment of this application. Figure 2 In the vehicle seat 110, the surface includes a backrest surface and a seat cushion surface. The backrest surface is the spatial curved surface contour from A to B, and the seat cushion surface is the spatial curved surface contour from C to D. A, B, C, and D represent the position points that divide the backrest surface and the seat cushion surface.

[0072] certainly, Figure 2 The shape of the vehicle seats in this embodiment is only for illustration. The positions of A, B, C and D can be dynamically adjusted according to needs, and there are no specific limitations on the shape of the vehicle seats in this embodiment.

[0073] The following is a detailed description of a method for adjusting the profile of a vehicle seat according to an embodiment of this application.

[0074] Since vehicle acceleration and deceleration cause inertia, resulting in body posture shifts such as leaning backward or forward, the comfort and stability of the vehicle are reduced. Therefore, this application provides a method for adjusting the shape of a vehicle seat. This method can adjust the shape of the vehicle seat when the vehicle accelerates or decelerates, buffering the inertial force generated by the vehicle's acceleration and deceleration, reducing the extent of backward leaning or forward leaning of the occupants, thereby improving the comfort and stability of the vehicle.

[0075] In specific implementation, such as Figure 3 As shown, Figure 3This is a schematic flowchart illustrating a method for adjusting the profile of a vehicle seat according to an embodiment of this application. Figure 3 In this method, the surface of the vehicle seat includes an adjustment area surface, and the vehicle seat includes surface adjustment components disposed on the backrest and / or seat cushion of the vehicle seat. The method includes the following steps: S310. Obtain vehicle status information, which is used to determine the vehicle's acceleration information.

[0076] S320. Based on acceleration information, control the profile adjustment component to adjust the profile of the adjustment area of ​​the vehicle seat.

[0077] use Figure 3 The method describes a process where the vehicle's acceleration information is determined from its state information, then its acceleration and deceleration are determined from the acceleration information, and finally, the surface adjustment components are controlled based on the acceleration information to dynamically adjust the surface of the vehicle seat's adjustment area. In this way, by dynamically adjusting the surface of the vehicle seat during acceleration and deceleration, the inertial forces generated by the vehicle's acceleration and deceleration are buffered, reducing the extent of backward or forward leaning of the occupants and improving the overall comfort and stability of the vehicle.

[0078] The following is a summary of the above. Figure 3 The adjustment area of ​​the vehicle seat mentioned in the text will be described in detail.

[0079] In this embodiment of the application, in order to dynamically adjust the shape of the vehicle seat when the vehicle accelerates or decelerates, the shape of the vehicle seat includes an adjustment area shape.

[0080] The adjustment area is a local surface area on a vehicle seat that can change its curved contour and curvature, and can be raised or lowered. It can be placed in the key stress support parts of the vehicle seat.

[0081] When the surface profile of a vehicle seat includes a backrest surface and a seat cushion surface, the adjustment area surface can be divided into the adjustment area backrest surface and the adjustment area seat cushion surface. The adjustment area backrest surface is a local surface area on the back of the vehicle seat that can change its curved contour and curvature, and can be raised or lowered. The adjustment area seat cushion surface is a local surface area on the seat cushion of the vehicle seat that can change its curved contour and curvature, and can be raised or lowered.

[0082] In the embodiments of this application, the surface of the vehicle seat may include a non-adjustable area surface, or may not include a non-adjustable area surface, and no specific limitation is made in this regard.

[0083] The non-adjustable surface area is a localized area on a vehicle seat whose curved contour and curvature remain fixed and cannot protrude or shrink. This non-adjustable surface area can be formed by seat foaming, frame construction, and molding, bearing the basic load of the human body and providing baseline support and conformity.

[0084] When the surface profile of a vehicle seat includes both the backrest surface and the seat cushion surface, the non-adjustable area surface can be divided into the non-adjustable backrest surface and the non-adjustable seat cushion surface. The non-adjustable backrest surface is a local surface area on the back of the vehicle seat where the curved contour and curvature are fixed and cannot protrude or shrink. The non-adjustable seat cushion surface is a local surface area on the seat cushion where the curved contour and curvature are fixed and cannot protrude or shrink.

[0085] In one possible example, the number of adjustable backrest profiles is one or more, and the number of adjustable seat cushion profiles is one or more. When non-adjustable backrest profiles are present, the number of non-adjustable backrest profiles is one or more. When non-adjustable seat cushion profiles are present, the number of non-adjustable seat cushion profiles is one or more.

[0086] When there is only one backrest surface in the adjustment area, the backrest surface in that adjustment area can be adjusted to be raised or contracted when adjustment is required.

[0087] When there are multiple adjustable backrest surfaces, different adjustments can be made to different adjustable backrest surfaces when needed. For example, all adjustable backrest surfaces can be adjusted to be raised with different heights; or, all adjustable backrest surfaces can be adjusted to be contracted with different depths; or, some adjustable backrest surfaces can be adjusted to be raised with different heights, and others can be adjusted to be contracted with different depths.

[0088] For example, taking the backrest profile of an adjustment area as an example, combined with Figure 2 As shown, Figure 4 and Figure 5 These are schematic diagrams illustrating the structure of an adjustable backrest surface according to an embodiment of this application. Figure 4 In the diagram, the backrest surface is the spatial curved surface contour from A to B, and 'a' represents the position point on the backrest surface where the surface area is divided.

[0089] Figure 4 The first scenario is: A to a on the backrest surface constitutes an adjustable backrest area, while a to B constitutes a non-adjustable backrest area. When adjustment of this adjustable backrest area is needed, A to a can be adjusted to either protrude or retract, as shown below. Figure 5 As shown.

[0090] Figure 4 The second scenario is: A to a on the backrest surface is a non-adjustable area, and a to B on the backrest surface is also a non-adjustable area. When it is necessary to adjust this adjustable area of ​​the backrest surface, a to B can be adjusted to be raised or retracted.

[0091] For example, taking the backrest surface with multiple adjustment zones as an example, combined with Figure 2 As shown, Figure 6 and Figure 7 This is a schematic diagram of the structure of another adjustable area backrest surface according to an embodiment of this application.

[0092] exist Figure 6 In (a), the backrest surface is the spatial curved surface contour from A to B, and 'a' represents the position point where the surface area is divided on the backrest surface. A to 'a' on the backrest surface constitutes the first adjustment area backrest surface, and 'a' to 'B' on the backrest surface constitutes the second adjustment area backrest surface. When it is necessary to adjust these two backrest surfaces, the following exists: One type allows adjustment of the distance from A to a to create a raised area, and the distance from a to B to create a contracted area; the other type allows adjustment of the distance from A to a to create a contracted area, and the distance from a to B to create a raised area, such as... Figure 7 As shown.

[0093] exist Figure 6 In (b), the backrest surface is the spatial curved surface contour from A to B, where a and b represent the positions where the surface areas are divided on the backrest surface. A to a on the backrest surface constitutes the first adjustment area backrest surface, a to b on the backrest surface constitutes a non-adjustment area backrest surface, and b to B on the backrest surface constitutes the second adjustment area backrest surface. When these two adjustment area backrest surfaces need to be combined, the following exists: One type is where the distance from A to a can be adjusted to be raised, and the distance from b to B can be adjusted to be contracted; the other type is where the distance from A to a can be adjusted to be contracted, and the distance from b to B can be adjusted to be raised.

[0094] exist Figure 6 In (c), the backrest surface is the spatial curved surface contour from A to B, where a, b, and c represent the positions where the surface regions are divided on the backrest surface. A to a on the backrest surface constitutes the first adjustment area backrest surface, a to b on the backrest surface constitutes the second adjustment area backrest surface, b to c on the backrest surface constitutes the third adjustment area backrest surface, and c to B on the backrest surface constitutes the fourth adjustment area backrest surface. When these four adjustment area backrest surfaces are needed, the following exists: One type is where the distance from A to a can be adjusted to be raised, and the distance from a to b can also be adjusted to be raised. The height of the raised distance from A to a is different from the height of the raised distance from a to b. The distance from b to c can be adjusted to be contracted, and the distance from c to B can also be adjusted to be contracted. The depth of the contraction from b to c is different from the depth of the contraction from c to B. Another type is where the movement from A to a can be adjusted to contraction, and the movement from a to b can also be adjusted to contraction. The contraction depth from A to a is different from the contraction depth from a to b. The movement from b to c can be adjusted to bulge, and the movement from c to B can also be adjusted to bulge. The bulge height from b to c is different from the bulge height from c to B.

[0095] certainly, Figure 4 , Figure 5 , Figure 6 and Figure 7 The backrest shape of the adjustment area in the figure is only an illustration. The positions of a, b and c can be dynamically adjusted according to needs, and there is no specific limitation on the backrest shape of the adjustment area in the embodiment of this application.

[0096] When there is only one adjustable seat cushion profile, the adjustable seat cushion profile can be adjusted to be raised or contracted when adjustment is required.

[0097] When there are multiple adjustable seat cushion profiles, different profiles within these multiple adjustable seat cushion profiles can be adjusted differently when adjustments are needed. For example, all adjustable seat cushion profiles can be adjusted to be raised with different raised heights; or, all adjustable seat cushion profiles can be adjusted to be contracted with different contraction depths; or, some adjustable seat cushion profiles can be adjusted to be raised with different raised heights, and others can be adjusted to be contracted with different contraction depths.

[0098] For example, taking the seat cushion profile of an adjustment zone as an example, combined with Figure 2 As shown, Figure 8 and Figure 9 This is a schematic diagram of the structure of an adjustable area seat cushion according to an embodiment of this application. Figure 8 In the diagram, the seat cushion profile is the spatial curved surface contour from C to D, and m represents the position point on the seat cushion profile where the profile area is divided.

[0099] Figure 8 In the first scenario, sections C to m on the seat cushion profile form an adjustable section, while sections m to D form a non-adjustable section. When adjustment of this adjustable section is needed, sections C to m can be adjusted to either protrude or retract, as shown below. Figure 9 As shown.

[0100] Figure 8 The second scenario is that C to m on the seat cushion profile is a non-adjustable area, while m to D on the seat cushion profile is an adjustable area. When it is necessary to adjust this adjustable area, m to D can be adjusted to be raised or lowered.

[0101] For example, taking the seat cushion profile with multiple adjustment zones as an example, combined with Figure 2 As shown, Figure 10 and Figure 11 This is a schematic diagram of the structure of another adjustable area seat cushion surface according to an embodiment of this application.

[0102] exist Figure 10In (a), the seat cushion profile is the spatial curved surface contour from C to D, and m represents the position point where the profile area is divided on the seat cushion profile. C to m on the seat cushion profile constitutes the first adjustment area seat cushion profile, and m to D on the seat cushion profile constitutes the second adjustment area seat cushion profile. When these two adjustment area seat cushion profiles need to be combined, the following exists: One type allows adjustment from C to m to create a raised shape, and from m to D to create a contracted shape; the other type allows adjustment from C to m to create a contracted shape, and from m to D to create a raised shape, such as... Figure 11 As shown.

[0103] exist Figure 10 In (b), the seat cushion profile is the spatial curved surface contour from C to D, and m and n represent the positions where the profile areas are divided on the seat cushion profile. C to m on the seat cushion profile constitutes the first adjustment zone seat cushion profile, m to n on the seat cushion profile constitutes a non-adjustment zone seat cushion profile, and n to D on the seat cushion profile constitutes the second adjustment zone seat cushion profile. When these two adjustment zone seat cushion profiles need to be combined, the following exists: One type allows C to be adjusted to bulge and n to D to contract; the other type allows C to be adjusted to contract and n to D to bulge.

[0104] exist Figure 10 In (c), the seat cushion profile is the spatial curved surface contour from C to D, and m, n, and p represent the position points where the profile areas are divided on the seat cushion profile. C to m on the seat cushion profile constitutes the first adjustment zone seat cushion profile, m to n constitutes the second adjustment zone seat cushion profile, n to p constitutes the third adjustment zone seat cushion profile, and p to D constitutes the fourth adjustment zone seat cushion profile. When these four adjustment zone seat cushion profiles are needed, the following exists: One type is where C to m can be adjusted to be raised, m to n can be adjusted to be raised, the raised height from C to m is different from the raised height from m to n, n to p can be adjusted to be contracted, p to D can be adjusted to be contracted, and the contraction depth from n to p is different from the contraction depth from p to D. Another type is where C to m can be adjusted to contraction, m to n can be adjusted to contraction, the contraction depth from C to m is different from the contraction depth from m to n, n to p can be adjusted to convexity, p to D can be adjusted to convexity, and the convexity height from n to p is different from the convexity height from p to D.

[0105] certainly, Figure 8 , Figure 9 , Figure 10 and Figure 11 The seat cushion profile of the adjustment area in the embodiment is only an illustration. The positions of m, n and p can be dynamically adjusted according to needs, and there is no specific limitation on the seat cushion profile of the adjustment area in this application embodiment.

[0106] The following is a summary of the above. Figure 3The surface adjustment components of the vehicle seats mentioned in the text will be explained in detail.

[0107] In this embodiment of the application, in order to adjust the profile of the vehicle seat when the vehicle accelerates or decelerates, the vehicle seat includes a profile adjustment component, which is disposed on the backrest and / or seat cushion of the vehicle seat.

[0108] The profile adjustment component is a specialized functional component used to change the local curved surface contour and fitting shape of the adjustment area.

[0109] Unlike seat fore-and-aft position adjustment components, seat height adjustment components, and backrest tilt adjustment components, the profile adjustment component can dynamically adjust the protrusion height, contraction depth, fitting curvature, and support strength of the adjustment area based on its own deformation, thereby improving the comfort, support, and stability of the seat.

[0110] When the profile adjustment component is installed on the backrest of a vehicle seat, it can dynamically adjust the protrusion height, shrinkage depth, conformal curvature, and support strength of the backrest profile in the adjustment area. When the profile adjustment component is installed on the seat cushion of a vehicle seat, it can dynamically adjust the protrusion height, shrinkage depth, conformal curvature, and support strength of the seat cushion profile in the adjustment area.

[0111] In one possible example, the profile adjustment assembly includes an airbag, which is built into the profile of the adjustment area of ​​the vehicle seat. Of course, an airbag can also be referred to as an air bag, etc., without specific limitation.

[0112] By precisely inflating and deflating the airbag, the volume and shape of the airbag can be adjusted, driving the surface of the adjustment area to produce flexible deformation, thereby achieving dynamic adjustment of the protrusion height, contraction depth, fitting curvature, and support strength of the adjustment area surface.

[0113] For example, when the airbag is inflated, its volume and shape increase, causing the adjustment area to bulge; when the airbag is deflated, its volume and shape decrease, causing the adjustment area to shrink.

[0114] In this way, by using airbags to dynamically adjust the shape of the vehicle seat, the inertial forces generated by the vehicle's acceleration and deceleration can be buffered, reducing the degree of backward or forward leaning of the driver and passengers, and improving the overall comfort and stability of the vehicle.

[0115] In this embodiment, when the adjustment area includes a backrest surface and a seat cushion surface, the airbag can be divided into a backrest airbag and a seat cushion airbag. The backrest airbag is built into the backrest surface of the adjustment area. By precisely inflating and deflating the backrest airbag, the protrusion height, contraction depth, conformal curvature, and support strength of the backrest surface can be dynamically adjusted. The seat cushion airbag is built into the seat cushion surface of the adjustment area. By precisely inflating and deflating the seat cushion airbag, the protrusion height, contraction depth, conformal curvature, and support strength of the seat cushion surface can be dynamically adjusted.

[0116] In this embodiment, the number of airbags is one or more. When there are multiple airbags, they can be inflated and deflated to ensure a gradient change in volume and shape. This results in a gradient change in the surface contour and curvature of the adjustment area, ensuring that the adjusted vehicle seat better conforms to the body parts of the occupants, improving the driving experience and comfort. Specifically, the more airbags there are, the better the fit between the adjusted vehicle seat and the occupants' body parts.

[0117] For example, taking one or more backrest airbags as an example, combined with Figure 5 As shown, Figure 12 This is a schematic diagram illustrating the structure of a backrest airbag installed on the back of a vehicle seat, according to an embodiment of this application. Figure 12 In the middle, A to a on the backrest surface is an adjustable backrest surface, and a to B on the backrest surface is a non-adjustable backrest surface.

[0118] exist Figure 12 In (a), the vehicle seat 110 includes a backrest airbag 1201, which is built into A to a on the backrest surface. When the backrest airbag 1201 is inflated, A to a can be adjusted to protrude; when the backrest airbag 1201 is deflated, A to a can be adjusted to contract, such as... Figure 5 As shown.

[0119] exist Figure 12 In (b), the vehicle seat 110 includes two backrest airbags, namely backrest airbag 1202 and backrest airbag 1203, which are adjacent to each other and are built into sections A to a on the backrest surface. When the backrest airbags 1202 and 1203 are inflated, sections A to a can be adjusted to protrude, and the protrusion height can vary gradually; or, when the backrest airbags 1202 and 1203 are deflated, sections A to a can be adjusted to contract, and the contraction depth can vary gradually, such as... Figure 5 As shown.

[0120] For example, taking multiple backrest airbags as an example, combined with Figure 7 As shown, Figure 13 This is a schematic diagram illustrating another embodiment of the present application where a backrest airbag is installed on the back of a vehicle seat. Figure 13 In the middle, A to a on the backrest surface is the first adjustment area backrest surface, and a to B on the backrest surface is the second adjustment area backrest surface.

[0121] exist Figure 13 In (a), the vehicle seat 110 includes two backrest airbags, namely backrest airbag 1301 and backrest airbag 1302, with backrest airbag 1301 and backrest airbag 1302 adjacent to each other. Backrest airbag 1301 is built into sections A to a on the backrest surface, and backrest airbag 1302 is built into sections a to B on the backrest surface. When backrest airbag 1301 is inflated, sections A to a can be adjusted to protrude; or, when backrest airbag 1301 is deflated, sections A to a can be adjusted to contract. When backrest airbag 1302 is deflated, sections a to B can be adjusted to contract; or, when backrest airbag 1302 is inflated, sections a to B can be adjusted to protrude, such as... Figure 7 As shown.

[0122] exist Figure 13 In (b), the vehicle seat 110 includes four backrest airbags: backrest airbag 1303, backrest airbag 1304, backrest airbag 1305, and backrest airbag 1306. Backrest airbags 1303 and 1304 are built into sections A to a on the backrest surface, while backrest airbags 1305 and 1306 are built into sections a to B on the backrest surface. When backrest airbags 1303 and 1304 are inflated, sections A to a can be adjusted to protrude, and the protrusion height can vary gradually; or, when backrest airbags 1303 and 1304 are deflated, sections A to a can be adjusted to contract, and the contraction depth can vary gradually. When the backrest airbags 1305 and 1306 are inflated, a to B can be adjusted to bulge, and the bulge height can exhibit a gradient change; or, when the backrest airbags 1305 and 1306 are deflated, a to B can be adjusted to contract, and the contraction depth can exhibit a gradient change, such as... Figure 7 As shown.

[0123] For example, taking multiple seat cushion airbags as an example, combined with Figure 11 As shown, Figure 14 This is a schematic diagram illustrating the structure of a seat cushion airbag installed in a vehicle seat, according to an embodiment of this application. Figure 14 In the middle, C to m on the seat cushion profile is the first adjustment zone seat cushion profile, and m to D on the seat cushion profile is the second adjustment zone seat cushion profile.

[0124] exist Figure 14In (a), the vehicle seat 110 includes two seat cushion airbags, namely seat cushion airbag 1401 and seat cushion airbag 1402, with seat cushion airbag 1401 and seat cushion airbag 1402 adjacent to each other. Seat cushion airbag 1401 is built into C to m on the seat cushion profile, and seat cushion airbag 1402 is built into m to D on the seat cushion profile. When seat cushion airbag 1401 is inflated, C to m can be adjusted to protrude; or, when seat cushion airbag 1401 is deflated, C to m can be adjusted to contract. When seat cushion airbag 1402 is deflated, m to D can be adjusted to contract; or, when seat cushion airbag 1402 is inflated, m to D can be adjusted to protrude, such as... Figure 11 As shown.

[0125] exist Figure 14 In (b), the vehicle seat 110 includes four seat cushion airbags: seat cushion airbag 1403, seat cushion airbag 1404, seat cushion airbag 1405, and seat cushion airbag 1406. Seat cushion airbags 1403 and 1404 are integrated into the seat cushion profile from C to m, while seat cushion airbags 1405 and 1406 are integrated into the seat cushion profile from m to D. When seat cushion airbags 1403 and 1404 are inflated, C to m can be adjusted to protrude, with the protrusion height exhibiting a gradient change; or, when seat cushion airbags 1403 and 1404 are deflated, C to m can be adjusted to contract, with the contraction depth exhibiting a gradient change. When the seat cushion airbags 1405 and 1406 are inflated, m to D can be adjusted to create a raised effect, with the raised height exhibiting a gradient change; or, when the seat cushion airbags 1405 and 1406 are deflated, m to D can be adjusted to create a contracted effect, with the contraction depth exhibiting a gradient change, such as... Figure 11 As shown.

[0126] In one possible example, the vehicle includes a positive and negative pressure air supply device, which is a device for pressurizing or depressurizing the air pressure inside the airbag. When the positive and negative pressure air supply device is controlled to pressurize the air pressure inside the airbag, the airbag is inflated, causing the adjustment area to bulge; when the positive and negative pressure air supply device is controlled to depressurize the airbag, the airbag is deflated, causing the adjustment area to contract.

[0127] For example, combining Figure 13 As shown in (a), Figure 15 This is a schematic diagram illustrating the connection between a positive and negative pressure air source device and a backrest airbag, according to an embodiment of this application. Figure 15 In the middle, the positive and negative pressure air source device 1501 is connected to the backrest airbag 1301 through an air pipe, and the positive and negative pressure air source device 1502 is connected to the backrest airbag 1302 through an air pipe.

[0128] Optionally, when the positive and negative pressure air source device pressurizes the air pressure inside the airbag, the embodiments of this application will pre-set the preset air pressure to be reached, detect the air pressure inside the airbag in real time or at regular intervals through the air pressure sensor, and control the positive and negative pressure air source device to stop pressurizing the air pressure inside the airbag when the air pressure inside the airbag reaches the preset air pressure.

[0129] For example, in the above Figure 15 In the middle, the positive and negative pressure air source device 1501 pressurizes the air pressure in the backrest airbag 1301. The air pressure sensor detects the air pressure in the backrest airbag 1301 in real time or at regular intervals, and controls the positive and negative pressure air source device 1501 to stop pressurizing the air pressure in the backrest airbag 1301 when the air pressure in the backrest airbag 1301 reaches the preset air pressure.

[0130] Furthermore, for different airbags under the adjustment area surface, the preset air pressure reached by pressurizing the air inside each airbag is different. In this way, because the preset air pressure reached by pressurizing the air inside each airbag is different, the different airbags have different volumes and shapes after pressurization stops, so that the convex height of the adjustment area surface can present a gradient change.

[0131] For example, in the above Figure 12 In (b), when it is necessary to pressurize the air pressure in the backrest airbag 1202 and the backrest airbag 1203, the preset air pressure reached by pressurizing the air pressure in the backrest airbag 1202 is different from the preset air pressure reached by pressurizing the air pressure in the backrest airbag 1203.

[0132] Optionally, when the positive and negative pressure air source device reduces the air pressure inside the airbag, the embodiments of this application will pre-set a preset air pressure to be reached by the reduction, detect the air pressure inside the airbag in real time or at regular intervals through an air pressure sensor, and control the positive and negative pressure air source device to stop reducing the air pressure inside the airbag when the air pressure inside the airbag is reduced to the preset air pressure.

[0133] Furthermore, for different airbags under the adjustment zone profile, the preset air pressure reached by decompressing the air pressure inside each airbag is different. Thus, because the preset air pressure reached by decompressing the air pressure inside each airbag is different, the different airbags have different volumes and shapes after the decompression stops, allowing the contraction depth of the adjustment zone profile to exhibit a gradient change.

[0134] Optionally, the positive and negative pressure air source device includes an air pump, a vacuum pump, a positive and negative pressure fan, or an air compressor. The positive and negative pressure air source device may also include air valves, air pressure sensors, etc., without specific limitations.

[0135] The following is a summary of the above. Figure 3 The vehicle status information and acceleration information mentioned in the document will be explained in detail.

[0136] Vehicle status information refers to various sensor signals and system command information that characterize the vehicle's operating conditions, the driver's operating intentions, and the control commands of the intelligent driving system. It is information that identifies vehicle driving behavior, predicts and determines vehicle acceleration and deceleration behavior, and can reflect the driver's operating intentions and the active control intentions of the intelligent driving system in real time.

[0137] Acceleration information is a dynamic parameter that characterizes the longitudinal motion state of a vehicle. Using acceleration as the characterization quantity, it can indicate the following four states of the vehicle: vehicle waiting to accelerate, vehicle waiting to decelerate, vehicle accelerating, and vehicle decelerating.

[0138] In one possible example, vehicle status information includes accelerator pedal signals, brake pedal signals, Advanced Driving Assistance System (ADAS) signals, ADAS acceleration signals, ADAS deceleration signals, or longitudinal acceleration sensor signals, etc.

[0139] The accelerator pedal signal can represent the driver's intention to accelerate the vehicle and can be used to determine whether the vehicle is about to accelerate or is accelerating.

[0140] Brake pedal signals can indicate the driver's intention to decelerate the vehicle and can be used to determine whether the vehicle is about to decelerate or is accelerating.

[0141] ADAS signals can represent speed control commands issued by ADAS systems such as adaptive cruise control, lane keeping assist, and pre-collision assist, indicating whether the vehicle is about to accelerate or decelerate. They can predict in advance whether the vehicle is about to accelerate or decelerate.

[0142] ADAS acceleration signals can represent the speed control command issued by the ADAS system to accelerate, and can be used to predict in advance that the vehicle will accelerate.

[0143] ADAS deceleration signals can represent the speed control command issued by the ADAS system to decelerate, and can be used to predict in advance that the vehicle will decelerate.

[0144] The longitudinal acceleration sensor signal can identify vehicle driving behavior and determine the vehicle's acceleration value. The sign of this acceleration value can determine the vehicle's acceleration or deceleration behavior. For example, when the acceleration value is positive, it is determined that the vehicle is accelerating; when the acceleration value is negative, it is determined that the vehicle is decelerating.

[0145] In light of the above, since the surface profile of a vehicle seat includes a backrest surface and a seat cushion surface, and the surface profile of a vehicle seat further includes adjustment area surfaces and non-adjustment area surfaces, and the number of adjustment area surfaces can be one or more, the embodiments of this application can address the above in the following different scenarios. Figure 3 S320 in the method will be explained in detail: Scenario 1: Only the backrest surface is adjusted, and there is only one adjustment area in the backrest surface.

[0146] Scenario 2: Only the backrest surface is adjusted, and there are multiple adjustment areas within the backrest surface.

[0147] Scenario 3: Only the seat cushion profile is adjusted, and the number of seat cushion profiles in the adjustment area is one.

[0148] Scenario 4: Only the seat cushion profile is adjusted, and there are multiple adjustment areas within the seat cushion profile.

[0149] Scene 5: Adjust both the backrest and seat cushion shapes simultaneously; this is a combination of Scene 1 / 2 and Scene 3 / 4.

[0150] For example, when combining scenario 1 and scenario 3, both the backrest surface and the seat cushion surface are adjusted simultaneously. The number of adjustment areas in the backrest surface is one, and the number of adjustment areas in the seat cushion surface is one. Similarly, when combining scenario 1 and scenario 4, both the backrest surface and the seat cushion surface are adjusted simultaneously. The number of adjustment areas in the backrest surface is one, and the number of adjustment areas in the seat cushion surface is multiple. The rest can be understood similarly. Since scenario 5 is a combination of scenario 1 / 2 and scenario 3 / 4, those skilled in the art can understand scenario 5 by referring to the content of scenarios 1 to 4. Therefore, the content of scenario 5 will not be described again in this embodiment.

[0151] The following is a detailed explanation of "Scenario 1".

[0152] In “Scenario 1”, the backrest surface includes an adjustable backrest surface and a non-adjustable backrest surface. There is one adjustable backrest surface and one non-adjustable backrest surface. The adjustable backrest surface is above or below the non-adjustable backrest surface.

[0153] For example, in the above Figure 4 In the first scenario, A to a on the backrest surface constitute an adjustable backrest surface, and a to B on the backrest surface constitute a non-adjustable backrest surface, with the adjustable backrest surface located above the non-adjustable backrest surface; in the above... Figure 4 In the second scenario, A to a on the backrest surface constitutes a non-adjustable backrest surface, while a to B on the backrest surface constitutes an adjustable backrest surface. The adjustable backrest surface is located below the non-adjustable backrest surface.

[0154] When the adjustable backrest surface is above the non-adjustable backrest surface, only the adjustable backrest surface is adjusted. This can be understood as adjusting only the upper part of the backrest surface, which primarily supports and conforms to the shoulders of the driver and passenger. In this case, only the height of the shoulder hump is adjusted.

[0155] When the adjustable backrest area is below the non-adjustable backrest area, only the adjustable backrest area is adjusted. This can be understood as adjusting only the lower part of the backrest area, which primarily supports and conforms to the lumbar region of the driver and passenger. In this case, only the lumbar support height of the driver and passenger is adjusted.

[0156] In specific implementation, when only the backrest profile of the adjustment area is adjusted in "Scenario 1", S320 includes: controlling the profile adjustment component to adjust the backrest profile of the adjustment area according to the acceleration information.

[0157] As can be seen, the vehicle's acceleration information is determined by the vehicle's status information, and then the vehicle's acceleration and deceleration are determined by the acceleration information. Finally, the surface adjustment component is controlled according to the acceleration information to adjust only the backrest surface. In this way, the backrest surface is adjusted to buffer the impact of the inertial force generated by the vehicle's acceleration and deceleration on the shoulders or waist of the driver and passengers, reduce the extent of the driver and passengers' body leaning backward or forward, and improve the overall comfort and stability of the vehicle.

[0158] Since the backrest surface of the adjustment zone can be above or below the backrest surface of the non-adjustment zone, and the acceleration information can indicate the four states of the vehicle, the content of S320 can be specifically described in the following ways in this application embodiment: Situation A: The backrest surface of the adjustment area is above the backrest surface of the non-adjustment area, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating.

[0159] Situation B: The backrest surface of the adjustment area is above the backrest surface of the non-adjustment area, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating.

[0160] Situation C: The backrest surface of the adjustment area is below the backrest surface of the non-adjustment area, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating.

[0161] Situation D: The backrest surface of the adjustment area is below the backrest surface of the non-adjustment area, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating.

[0162] The following section will provide a detailed explanation of S320 using "Scenario A" from "Scenario 1".

[0163] In "Situation A", the backrest profile of the adjustable area is above the backrest profile of the non-adjustable area, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating. In this case, S320, based on the acceleration information, controls the profile adjustment component to adjust the backrest profile of the adjustable area, including: When the acceleration information indicates that the vehicle is about to accelerate or is accelerating, and the backrest profile of the adjustment area is above the backrest profile of the non-adjustment area, the profile adjustment component is controlled to make the backrest profile of the adjustment area bulge.

[0164] For example, as mentioned above Figure 5 As shown, when the acceleration information indicates that the vehicle is about to accelerate or is accelerating, the control surface adjustment component is adjusted so that A to a protrudes.

[0165] As can be seen, since the adjustable backrest surface is above the non-adjustable backrest surface, i.e., the upper part of the backrest surface, and the upper part of the backrest surface is mainly used to support the shoulders of the driver and passengers, in "Situation A", only the height of the shoulder hump is adjusted. Furthermore, since the driver and passengers' bodies tend to lean backward and move backward when the vehicle is about to accelerate or is accelerating, the bulge of the adjustable backrest surface during this time causes the upper part of the backrest surface to bulge forward. This bulge pushes the driver and passengers' shoulders forward, reducing the extent of backward leaning and movement during acceleration, alleviating the feeling of weightlessness, and improving the overall comfort and stability of the vehicle.

[0166] In one possible example, the profile adjustment assembly includes one or more backrest airbags built into the profile of the adjustment area backrest. In this case, controlling the profile adjustment component in S320 to cause the adjustment area backrest profile to bulge includes: pressurizing the air pressure within the one or more backrest airbags to cause the adjustment area backrest profile to bulge.

[0167] As can be seen, by pressurizing the air pressure inside one or more backrest airbags, the one or more backrest airbags are inflated, causing the backrest surface of the adjustment area to bulge.

[0168] Optionally, the above Figure 3 The method further includes: when the air pressure in the one or more backrest airbags is increased to their respective preset air pressure, stopping the pressurization of the one or more backrest airbags, wherein the preset air pressures of the one or more backrest airbags are different.

[0169] As can be seen, since the preset air pressure of each of the one or more backrest airbags is different, the one or more backrest airbags have different volumes and shapes after the pressurization stops, so that the convex height of the backrest surface in the adjustment area can present a gradient change.

[0170] Optionally, the above Figure 3 The method further includes: when vehicle acceleration ends, controlling the profile adjustment component to restore the backrest profile of the adjustment area. In this way, by controlling the profile adjustment component to restore the backrest profile of the adjustment area to its original shape before adjustment when vehicle acceleration ends, the overall driving comfort is improved during non-acceleration / deceleration conditions.

[0171] The following section will provide a detailed explanation of S320 based on "Scenario 1, Situation B".

[0172] In "Situation B", the backrest profile of the adjustable area is above the backrest profile of the non-adjustable area, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating. In this case, S320 controls the profile adjustment component to adjust the backrest profile of the adjustable area based on the acceleration information, including: When the acceleration information indicates that the vehicle is about to decelerate or is decelerating, and the backrest profile of the adjustment area is above the backrest profile of the non-adjustment area, the profile adjustment component is controlled to cause the backrest profile of the adjustment area to contract.

[0173] For example, as mentioned above Figure 5 As shown, when the acceleration information indicates that the vehicle is about to decelerate or is decelerating, the control surface adjustment component is used to cause A to contract to a.

[0174] As can be seen, since the adjustable backrest surface is above the non-adjustable backrest surface, i.e., the upper part of the backrest surface, and the upper part of the backrest surface is mainly used to support the shoulders of the driver and passengers, in "Situation B," only the height of the shoulder hump is adjusted. Furthermore, because the driver and passengers' bodies tend to lean forward and move forward when the vehicle is about to decelerate or is decelerating, the contraction of the adjustable backrest surface during this process causes the upper part of the backrest surface to contract. This provides space for the driver and passengers' shoulders to move backward, reducing the extent of forward leaning and movement during deceleration, alleviating instability, and improving the overall comfort and stability of the vehicle.

[0175] In one possible example, the profile adjustment assembly includes one or more backrest airbags built into the profile of the adjustment area backrest. In this case, controlling the profile adjustment component in S320 to cause the adjustment area backrest profile to contract includes: depressurizing the air pressure within the one or more backrest airbags to cause the adjustment area backrest profile to contract.

[0176] It can be seen that by reducing the air pressure in one or more backrest airbags, the air in one or more backrest airbags can be released, causing the backrest surface of the adjustment area to shrink.

[0177] Optionally, the above Figure 3The method further includes: when the air pressure in the one or more backrest airbags is reduced to their respective preset air pressure, stopping the decompression of the air pressure in the one or more backrest airbags, wherein the preset air pressures of the one or more backrest airbags are different.

[0178] As can be seen, since the preset air pressure of each of the one or more backrest airbags is different, the one or more backrest airbags have different volumes and shapes after the decompression stops, so that the shrinkage depth of the backrest surface in the adjustment area can present a gradient change.

[0179] Optionally, the above Figure 3 The method further includes: when the vehicle deceleration ends, controlling the profile adjustment component to restore the backrest profile of the adjustment area. In this way, by controlling the profile adjustment component, the backrest profile of the adjustment area is restored to its original shape before adjustment when the vehicle deceleration ends, improving the overall driving comfort of the vehicle under non-acceleration / deceleration conditions.

[0180] The following section will provide a detailed explanation of S320 using "Scenario C" from "Scenario 1".

[0181] In "Situation C", the backrest profile of the adjustable area is below the backrest profile of the non-adjustable area, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating. In this case, S320, based on the acceleration information, controls the profile adjustment component to adjust the backrest profile of the adjustable area, including: When the acceleration information indicates that the vehicle is about to accelerate or is accelerating, and the backrest profile of the adjustment area is below the backrest profile of the non-adjustment area, the profile adjustment component is controlled to cause the backrest profile of the adjustment area to contract.

[0182] As can be seen, since the adjustable backrest area is below the non-adjustable backrest area, i.e., the lower part of the backrest area, and the lower part of the backrest area mainly supports the lumbar region of the driver and passengers, only the height of the lumbar support is adjusted in "Situation C". Furthermore, because the occupants' bodies tend to lean back and shift backward when the vehicle is about to accelerate or is accelerating, the contraction of the adjustable backrest area during this process causes the lower part of the backrest area to contract, thereby pulling the occupants' lumbar region back. This reduces the extent of backward leaning and shifting during acceleration, alleviating the feeling of weightlessness and improving the overall comfort and stability of the vehicle.

[0183] In one possible example, the profile adjustment assembly includes one or more backrest airbags built into the profile of the adjustment area backrest. In this case, controlling the profile adjustment component in S320 to cause the adjustment area backrest profile to contract includes: depressurizing the air pressure within the one or more backrest airbags to cause the adjustment area backrest profile to contract.

[0184] It can be seen that by reducing the air pressure in one or more backrest airbags, the air in one or more backrest airbags can be released, causing the backrest surface of the adjustment area to shrink.

[0185] Optionally, the above Figure 3 The method further includes: when the air pressure in the one or more backrest airbags is reduced to their respective preset air pressure, stopping the decompression of the air pressure in the one or more backrest airbags, wherein the preset air pressures of the one or more backrest airbags are different.

[0186] As can be seen, since the preset air pressure of each of the one or more backrest airbags is different, the one or more backrest airbags have different volumes and shapes after the decompression stops, so that the shrinkage depth of the backrest surface in the adjustment area can present a gradient change.

[0187] Optionally, the above Figure 3 The method further includes: when vehicle acceleration ends, controlling the profile adjustment component to restore the backrest profile of the adjustment area. In this way, by controlling the profile adjustment component to restore the backrest profile of the adjustment area to its original shape before adjustment when vehicle acceleration ends, the overall driving comfort is improved during non-acceleration / deceleration conditions.

[0188] The following section will provide a detailed explanation of S320 using "Scenario D" from "Scenario 1".

[0189] In "Situation D", the backrest profile of the adjustable area is below the backrest profile of the non-adjustable area, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating. At this time, in S320, based on the acceleration information, the profile adjustment component is controlled to adjust the backrest profile of the adjustable area, including: When the acceleration information indicates that the vehicle is about to decelerate or is decelerating, and the backrest profile of the adjustment area is below the backrest profile of the non-adjustment area, the profile adjustment component is controlled to cause the backrest profile of the adjustment area to contract.

[0190] As can be seen, since the adjustable backrest surface is below the non-adjustable backrest surface, i.e., the lower part of the backrest surface, and the lower part of the backrest surface is mainly used to support the lumbar region of the driver and passengers, only the height of the lumbar support is adjusted in "Situation D". Furthermore, since the occupants' bodies tend to lean forward and move forward when the vehicle is about to decelerate or is decelerating, the contraction of the adjustable backrest surface during this process causes the lower part of the backrest surface to contract, thus providing space for the occupants' lumbar region to move backward. This reduces the extent of forward leaning and movement of the occupants' bodies during deceleration, alleviates instability, and improves the overall comfort and stability of the vehicle.

[0191] In one possible example, the profile adjustment assembly includes one or more backrest airbags built into the profile of the adjustment area backrest. In this case, controlling the profile adjustment component in S320 to cause the adjustment area backrest profile to contract includes: depressurizing the air pressure within the one or more backrest airbags to cause the adjustment area backrest profile to contract.

[0192] It can be seen that by reducing the air pressure in one or more backrest airbags, the air in one or more backrest airbags can be released, causing the backrest surface of the adjustment area to shrink.

[0193] Optionally, the above Figure 3 The method further includes: when the air pressure in the one or more backrest airbags is reduced to their respective preset air pressure, stopping the decompression of the air pressure in the one or more backrest airbags, wherein the preset air pressures of the one or more backrest airbags are different.

[0194] As can be seen, since the preset air pressure of each of the one or more backrest airbags is different, the one or more backrest airbags have different volumes and shapes after the decompression stops, so that the shrinkage depth of the backrest surface in the adjustment area can present a gradient change.

[0195] Optionally, the above Figure 3 The method further includes: when the vehicle deceleration ends, controlling the profile adjustment component to restore the backrest profile of the adjustment area. In this way, by controlling the profile adjustment component, the backrest profile of the adjustment area is restored to its original shape before adjustment when the vehicle deceleration ends, improving the overall driving comfort of the vehicle under non-acceleration / deceleration conditions.

[0196] The following is a detailed explanation of "Scenario 2".

[0197] In “Scenario 2”, the backrest surface includes an adjustment area backrest surface. There are multiple adjustment area backrest surfaces, including a first adjustment area backrest surface and a second adjustment area backrest surface. The first adjustment area backrest surface is above the second adjustment area backrest surface.

[0198] For example, in the above Figure 7 In the middle, A to a on the backrest surface is the first adjustment area backrest surface, and a to B on the backrest surface is the second adjustment area backrest surface.

[0199] Since the backrest surface of the first adjustment zone is above the backrest surface of the second adjustment zone, adjusting the backrest surface of the first adjustment zone can be understood as adjusting the height of the shoulder hump of the driver and passenger; adjusting the backrest surface of the second adjustment zone can be understood as adjusting the height of the waist hump of the driver and passenger.

[0200] In specific implementation, when only the backrest profile of the adjustment area is adjusted in "Scenario 2", S320 includes: controlling the profile adjustment component to adjust the backrest profile of the first adjustment area and / or the backrest profile of the second adjustment area according to the acceleration information.

[0201] As can be seen, the vehicle's acceleration information is determined by the vehicle's status information, and then the vehicle's acceleration and deceleration are determined by the acceleration information. Finally, the surface adjustment components are controlled according to the acceleration information to adjust only multiple adjustment areas in the backrest surface. By adjusting multiple adjustment areas, the impact of the inertial force generated by the vehicle's acceleration and deceleration on the shoulders and / or waist of the driver and passengers is buffered, reducing the extent of the driver and passengers' body leaning backward or forward, and improving the overall driving comfort and stability of the vehicle.

[0202] Since the adjustment involves the backrest profile of the first adjustment zone and / or the backrest profile of the second adjustment zone, and the acceleration information can indicate four types of vehicle states, the content of S320 can be specifically described in the following ways in this application embodiment: Scenario 1: The backrest profiles of the first and second adjustment zones are adjusted, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating.

[0203] Scenario 2: The backrest profiles of the first and second adjustment zones are adjusted, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating.

[0204] Scenario 3: Only the backrest surface of the first adjustment zone is adjusted, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating, or the acceleration information indicates that the vehicle is about to decelerate or is decelerating. Scenario 3 is similar to Scenario A or Scenario B above, and will not be elaborated further.

[0205] Scenario 4: Only the backrest surface of the second adjustment zone is adjusted, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating, or the acceleration information indicates that the vehicle is about to decelerate or is decelerating. Scenario 4 is similar to Scenario C or Scenario D above, and will not be elaborated further.

[0206] The following section will provide a detailed explanation of S320 from "Scenario 2" "Situation 1".

[0207] In “Scenario 1”, the content of S320 includes controlling the profile adjustment component to adjust the first adjustment area backrest profile and the second adjustment area backrest profile based on the acceleration information, including: when the acceleration information indicates that the vehicle is about to accelerate or is accelerating, controlling the profile adjustment component to cause the first adjustment area backrest profile to bulge and the second adjustment area backrest profile to contract.

[0208] For example, taking vehicle status signals, including accelerator pedal signals or ADAS acceleration signals, as an example, combined with the above... Figure 3As shown, Figure 16 As shown, Figure 16 This is a schematic flowchart illustrating a method for adjusting the backrest profile of a vehicle seat according to an embodiment of this application. Figure 16 In this method, the backrest surface of the vehicle seat includes a first adjustment area backrest surface and a second adjustment area backrest surface. The vehicle seat includes a surface adjustment component disposed on the backrest of the vehicle seat. The method includes the following steps: S1610. Acquire accelerator pedal signal or ADAS acceleration signal, which is used to determine acceleration information, indicating whether the vehicle is about to accelerate or is accelerating.

[0209] S1620. Based on the acceleration information, control the profile adjustment component to make the backrest profile of the first adjustment area bulge and the backrest profile of the second adjustment area contract.

[0210] As can be seen, since the backrest surface of the first adjustment zone is above the backrest surface of the second adjustment zone, this example adjusts the height of the shoulder and waist support for the driver and passengers. Furthermore, since the driver and passengers' bodies tend to lean back and shift backward when the vehicle is about to accelerate or is accelerating, the protrusion of the first adjustment zone backrest surface and the contraction of the second adjustment zone backrest surface during acceleration cause the upper part of the backrest surface to bulge and the lower part to contract. This results in the upper part of the backrest surface pushing the driver's and passengers' shoulders forward, and the lower part of the backrest surface pulling the driver's and passengers' waist back, reducing the extent of backward leaning and shifting during vehicle acceleration, alleviating the feeling of weightlessness, and improving the overall comfort and stability of the vehicle.

[0211] In one possible example, the profile adjustment assembly includes a plurality of backrest airbags, M of which are embedded in the backrest profile of a first adjustment area, and N of which are embedded in the backrest profile of a second adjustment area, where M and N are both greater than or equal to 1. In this case, controlling the profile adjustment component in S320 to cause the first adjustment area backrest profile to bulge and the second adjustment area backrest profile to contract includes: The air pressure in the M backrest airbags is increased to make the backrest surface of the first adjustment area bulge, and the air pressure in the N backrest airbags is decreased to make the backrest surface of the second adjustment area contract.

[0212] As can be seen, by pressurizing the air in the M backrest airbags, the M backrest airbags are inflated, causing the backrest surface of the first adjustment area to bulge. By depressurizing the air in the N backrest airbags, the N backrest airbags are deflated, causing the backrest surface of the second adjustment area to contract.

[0213] Optionally, the above Figure 3The method further includes: when the air pressure in the M backrest airbags is increased to their respective preset air pressures, stopping the pressurization of the air pressure in the M backrest airbags, wherein the preset air pressures of the M backrest airbags are different; when the air pressure in the N backrest airbags is reduced to their respective preset air pressures, stopping the reduction of the air pressure in the N backrest airbags, wherein the preset air pressures of the N backrest airbags are different.

[0214] As can be seen, because the preset air pressures of the M backrest airbags are different, the M backrest airbags have different volumes and shapes after the pressurization stops, resulting in a gradient change in the convex height of the backrest surface in the first adjustment area. Similarly, because the preset air pressures of the N backrest airbags are different, the N backrest airbags have different volumes and shapes after the depressurization stops, resulting in a gradient change in the contraction depth of the backrest surface in the second adjustment area.

[0215] Optionally, the above Figure 3 The method further includes: when vehicle acceleration ends, controlling the profile adjustment component to restore the backrest profiles of the first and second adjustment areas. In this way, by controlling the profile adjustment component to restore the backrest profiles of the first and second adjustment areas to their original shapes before adjustment when vehicle acceleration ends, the overall driving comfort is improved during non-acceleration / deceleration conditions.

[0216] The following section will provide a detailed explanation of S320 from the perspective of "Scenario 2" and "Situation 2".

[0217] In “Scenario 2”, the profile adjustment component in S320 adjusts the backrest profile of the first adjustment area and the backrest profile of the second adjustment area based on the acceleration information, including: when the acceleration information indicates that the vehicle is about to decelerate or is decelerating, the profile adjustment component is controlled to cause the backrest profile of the first adjustment area to contract and the backrest profile of the second adjustment area to contract.

[0218] As can be seen, since the backrest surface of the first adjustment zone is above the backrest surface of the second adjustment zone, the height of the shoulder and waist support for the driver and passengers can be adjusted in "Scenario Two". Furthermore, because the driver and passengers' bodies tend to lean forward and move forward when the vehicle is about to decelerate or is decelerating, the contraction of the backrest surfaces of the first and second adjustment zones during this process causes the upper and lower parts of the backrest surface to contract. This provides space for the driver and passengers' shoulders and waist to move backward, reducing the extent of forward leaning and movement of the driver and passengers' bodies during vehicle acceleration, alleviating instability, and improving the overall comfort and stability of the vehicle.

[0219] In one possible example, the profile adjustment assembly includes a plurality of backrest airbags, P of which are built into the backrest profile of a first adjustment area, and Q of which are built into the backrest profile of a second adjustment area, where P and Q are both greater than or equal to 1. In this case, controlling the profile adjustment component in S320 to cause the first and second backrest profiles to contract includes: The air pressure in P backrest airbags is reduced to cause the backrest surface of the first adjustment area to contract, and the air pressure in Q backrest airbags is reduced to cause the backrest surface of the second adjustment area to contract.

[0220] As can be seen, by depressurizing the air pressure in the P backrest airbags, the air in the P backrest airbags is deflated, causing the backrest surface of the first adjustment area to contract. By depressurizing the air pressure in the Q backrest airbags, the air in the Q backrest airbags is deflated, causing the backrest surface of the second adjustment area to contract.

[0221] Optionally, the above Figure 3 The method further includes: when the air pressure in the P backrest airbags is reduced to their respective preset air pressures, stopping the reduction of air pressure in the P backrest airbags, where the preset air pressures of the P backrest airbags are different; and when the air pressure in the Q backrest airbags is reduced to their respective preset air pressures, stopping the reduction of air pressure in the Q backrest airbags, where the preset air pressures of the Q backrest airbags are different.

[0222] As can be seen, because the preset air pressures of the P backrest airbags are different, the P backrest airbags have different volumes and shapes after decompression stops, resulting in a gradient change in the contraction depth of the backrest surface in the first adjustment area. Similarly, because the preset air pressures of the Q backrest airbags are different, the Q backrest airbags have different volumes and shapes after decompression stops, resulting in a gradient change in the contraction depth of the backrest surface in the second adjustment area.

[0223] Optionally, the above Figure 3 The method further includes: when the vehicle deceleration ends, controlling the profile adjustment component to restore the backrest profiles of the first adjustment area and the second adjustment area. In this way, by controlling the profile adjustment component to restore the backrest profiles of the first and second adjustment areas to their original shapes before adjustment when the vehicle deceleration ends, the overall driving comfort is improved under non-acceleration / deceleration conditions.

[0224] The following is a detailed explanation of "Scenario 3".

[0225] In “Scenario 3”, the seat cushion surface includes an adjustable area seat cushion surface and a non-adjustable area seat cushion surface. There is one adjustable area seat cushion surface and one non-adjustable area seat cushion surface. The adjustable area seat cushion surface is located in front of or behind the non-adjustable area seat cushion surface.

[0226] For example, in the above Figure 8 In the first scenario, C to m on the seat cushion profile constitute an adjustable seat cushion profile, and m to D on the seat cushion profile constitute a non-adjustable seat cushion profile. The adjustable seat cushion profile is located in front of the non-adjustable seat cushion profile. Figure 8 In the second scenario, C to m on the seat cushion profile is a non-adjustable seat cushion profile, and m to D on the seat cushion profile is an adjustable seat cushion profile, which is located behind the non-adjustable seat cushion profile.

[0227] When the adjustable seat cushion profile is in front of the non-adjustable seat cushion profile, only the adjustable seat cushion profile is adjusted. This can be understood as adjusting only the front part of the seat cushion profile, which is mainly used to support and conform to the thighs of the driver and passenger. In this case, only the height of the thigh hump is adjusted.

[0228] When the adjustable seat cushion profile is behind the non-adjustable seat cushion profile, only the adjustable seat cushion profile is adjusted. This can be understood as adjusting only the rear part of the seat cushion profile, which is mainly used to support and conform to the occupant's buttocks. In this case, only the height of the occupant's buttocks is adjusted.

[0229] In specific implementation, when only the seat cushion profile of the adjustment area is adjusted in "Scenario 3", the content of S320 includes: controlling the profile adjustment component to adjust the seat cushion profile of the adjustment area according to the acceleration information.

[0230] As can be seen, the vehicle's acceleration information is determined by the vehicle's status information, and then the vehicle's acceleration and deceleration are determined by the acceleration information. Finally, the surface adjustment component is controlled according to the acceleration information to adjust only the seat cushion surface. In this way, the adjustment of the seat cushion surface can buffer the impact of the inertial force generated by the vehicle's acceleration and deceleration on the driver's thighs or buttocks, reduce the extent of the driver's body leaning backward or forward, and improve the overall driving comfort and stability of the vehicle.

[0231] Since the seat cushion profile of the adjustment zone can be in front of or behind the seat cushion profile of the non-adjustment zone, and the acceleration information can indicate the four states of the vehicle, the embodiments of this application can address the above-mentioned issues in the following various ways. Figure 3 S320 in the method will be explained in detail: Situation a: The seat cushion profile in the adjustable area is in front of the seat cushion profile in the non-adjustable area, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating.

[0232] Scenario b: The seat cushion profile in the adjustable area is in front of the seat cushion profile in the non-adjustable area, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating.

[0233] Case c: The seat cushion profile of the adjustable area is behind the seat cushion profile of the non-adjustable area, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating.

[0234] Case d: The seat cushion profile of the adjustment zone is behind the seat cushion profile of the non-adjustable zone, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating.

[0235] The following section will provide a detailed explanation of S320 using "Scenario a" from "Scenario 3".

[0236] In "Situation a", the seat cushion profile of the adjustment area is in front of the seat cushion profile of the non-adjustment area, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating. At this time, the part of S320 that controls the profile adjustment component to adjust the seat cushion profile of the adjustment area according to the acceleration information includes: when the acceleration information indicates that the vehicle is about to decelerate or is decelerating, controlling the profile adjustment component to make the seat cushion profile of the adjustment area bulge.

[0237] For example, as mentioned above Figure 9 As shown, when the acceleration information indicates that the vehicle is about to decelerate or is decelerating, the control surface adjustment component is adjusted so that C to m protrudes.

[0238] As can be seen, since the adjustable seat cushion surface is located in front of the non-adjustable seat cushion surface, i.e., at the front of the seat cushion surface, and the front of the seat cushion surface is mainly used to support the thighs of the driver and passenger, in "situation a", only the height of the thigh hump is adjusted. Furthermore, since the driver and passenger's body will lean forward and move forward when the vehicle is about to decelerate or is decelerating, the bulge of the adjustable seat cushion surface during this time causes the front of the seat cushion surface to bulge, thereby lifting the driver and passenger's thighs upwards. This reduces the extent of the driver and passenger's forward lean and movement during vehicle deceleration, alleviates instability, and improves the overall comfort and stability of the vehicle.

[0239] In one possible example, the profile adjustment assembly includes one or more seat cushion airbags that are built into the profile of the adjustment area seat cushion. In this case, controlling the profile adjustment component in S320 to make the profile of the adjustment area seat cushion bulge includes: pressurizing the air pressure in the one or more seat cushion airbags to make the profile of the adjustment area seat cushion bulge.

[0240] As can be seen, by pressurizing the air pressure inside one or more seat cushion airbags, the one or more seat cushion airbags are inflated, causing the seat cushion surface in the adjustment area to bulge.

[0241] Optionally, the above Figure 3The method further includes: when the air pressure in the one or more seat cushion airbags is pressurized to their respective preset air pressure, stopping the pressurization of the one or more seat cushion airbags, wherein the preset air pressures of the one or more seat cushion airbags are different.

[0242] As can be seen, since the preset air pressure of each of the one or more seat cushion airbags is different, the one or more seat cushion airbags have different volumes and shapes after the pressurization stops, so that the convex height of the seat cushion surface in the adjustment area can present a gradient change.

[0243] Optionally, the above Figure 3 The method further includes: controlling the profile adjustment component to restore the seat cushion profile of the adjustment area when the vehicle deceleration ends. In this way, by controlling the profile adjustment component, the seat cushion profile of the adjustment area is restored to its original shape before adjustment when the vehicle deceleration ends, improving the overall driving comfort of the vehicle under non-acceleration and deceleration conditions.

[0244] The following section will provide a detailed explanation of S320 using "Scenario b" from "Scenario 3".

[0245] In "Case b", the seat cushion profile of the adjustment zone is in front of the seat cushion profile of the non-adjustment zone, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating. At this time, in S320, the profile adjustment component is controlled to adjust the seat cushion profile of the adjustment zone according to the acceleration information, including: when the acceleration information indicates that the vehicle is about to accelerate or is accelerating, the profile adjustment component is controlled to contract the seat cushion profile of the adjustment zone.

[0246] For example, as mentioned above Figure 9 As shown, when the acceleration information indicates that the vehicle is about to accelerate or is accelerating, the control profile adjustment component is used to cause C to contract to m.

[0247] As can be seen, since the adjustable seat cushion surface is located in front of the non-adjustable seat cushion surface, i.e., at the front of the seat cushion surface, and the front of the seat cushion surface is mainly used to support the thighs of the driver and passenger, in "situation b," only the height of the thigh hump is adjusted. Furthermore, since the driver and passenger's body will lean backward and shift backward when the vehicle is about to accelerate or is accelerating, the contraction of the adjustable seat cushion surface during this process causes the front of the seat cushion surface to contract, thereby providing downward pressure on the driver and passenger's thighs. This reduces the extent of backward leaning and shifting of the driver and passenger's body during vehicle acceleration, alleviating the feeling of weightlessness and improving the overall comfort and stability of the vehicle.

[0248] In one possible example, the profile adjustment assembly includes one or more seat cushion airbags that are built into the profile of the adjustable seat cushion. In this case, controlling the profile adjustment component in S320 to cause the adjustable seat cushion profile to contract includes: depressurizing the air pressure within the one or more seat cushion airbags to cause the adjustable seat cushion profile to contract.

[0249] As can be seen, by reducing the air pressure in one or more seat cushion airbags, the air in one or more seat cushion airbags is released, causing the seat cushion surface in the adjustment area to shrink.

[0250] Optionally, the above Figure 3 The method further includes: when the air pressure in the one or more seat cushion airbags is reduced to their respective preset air pressure, stopping the decompression of the air pressure in the one or more seat cushion airbags, wherein the preset air pressures of the one or more seat cushion airbags are different.

[0251] As can be seen, since the preset air pressure of each of the one or more seat cushion airbags is different, the one or more seat cushion airbags have different volumes and shapes after the decompression stops, so that the shrinkage depth of the seat cushion surface in the adjustment area can show a gradient change.

[0252] Optionally, the above Figure 3 The method further includes: controlling the profile adjustment component to restore the seat cushion profile of the adjustment area when vehicle acceleration ends. In this way, by controlling the profile adjustment component to restore the seat cushion profile of the adjustment area to its original shape before adjustment when vehicle acceleration ends, the overall driving comfort is improved during non-acceleration / deceleration conditions.

[0253] The following section will provide a detailed explanation of S320 using "Scenario c" from "Scenario 3".

[0254] In "Situation c", the seat cushion profile of the adjustment zone is behind the seat cushion profile of the non-adjustment zone, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating. In this case, the part of S320 that controls the profile adjustment component to adjust the seat cushion profile of the adjustment zone based on the acceleration information includes: when the acceleration information indicates that the vehicle is about to decelerate or is decelerating, controlling the profile adjustment component to cause the seat cushion profile of the adjustment zone to contract.

[0255] As can be seen, since the adjustable seat cushion surface is located behind the non-adjustable seat cushion surface, i.e., at the rear of the seat cushion surface, and the rear of the seat cushion surface is mainly used to support the buttocks of the driver and passenger, only the height of the buttocks is adjusted in "situation c". Furthermore, since the driver and passenger's body will lean forward and move forward when the vehicle is about to decelerate or is decelerating, the contraction of the adjustable seat cushion surface during this process causes the rear of the seat cushion surface to contract, thereby pressing the driver and passenger's buttocks downwards. This reduces the extent of forward leaning and movement of the driver and passenger's body during deceleration, alleviates instability, and improves the overall comfort and stability of the vehicle.

[0256] In one possible example, the profile adjustment assembly includes one or more seat cushion airbags that are built into the profile of the adjustable seat cushion. In this case, controlling the profile adjustment component in S320 to cause the adjustable seat cushion profile to contract includes: depressurizing the air pressure within the one or more seat cushion airbags to cause the adjustable seat cushion profile to contract.

[0257] As can be seen, by reducing the air pressure in one or more seat cushion airbags, the air in one or more seat cushion airbags is released, causing the seat cushion surface in the adjustment area to shrink.

[0258] Optionally, the above Figure 3 The method further includes: when the air pressure in the one or more seat cushion airbags is reduced to their respective preset air pressure, stopping the decompression of the air pressure in the one or more seat cushion airbags, wherein the preset air pressures of the one or more seat cushion airbags are different.

[0259] As can be seen, since the preset air pressure of each of the one or more seat cushion airbags is different, the one or more seat cushion airbags have different volumes and shapes after the decompression stops, so that the shrinkage depth of the seat cushion surface in the adjustment area can show a gradient change.

[0260] Optionally, the above Figure 3 The method further includes: controlling the profile adjustment component to restore the seat cushion profile of the adjustment area when the vehicle deceleration ends. In this way, by controlling the profile adjustment component, the seat cushion profile of the adjustment area is restored to its original shape before adjustment when the vehicle deceleration ends, improving the overall driving comfort of the vehicle under non-acceleration and deceleration conditions.

[0261] The following section will provide a detailed explanation of the content of S320 using "Scenario d" from "Scenario 3".

[0262] In "Situation d", the seat cushion profile of the adjustment area is behind the seat cushion profile of the non-adjustment area, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating. In this case, the part of S320 that controls the profile adjustment member to adjust the seat cushion profile of the adjustment area according to the acceleration information includes: when the acceleration information indicates that the vehicle is about to accelerate or is accelerating, controlling the profile adjustment member to make the seat cushion profile of the adjustment area bulge.

[0263] As can be seen, since the adjustable seat cushion surface is located behind the non-adjustable seat cushion surface, i.e., at the rear of the seat cushion surface, and the rear of the seat cushion surface is mainly used to support the buttocks of the driver and passenger, only the height of the buttocks is adjusted in "situation d". Furthermore, since the driver and passenger's body will lean backward and shift backward when the vehicle is about to accelerate or is accelerating, the bulging of the adjustable seat cushion surface during this time causes the rear of the seat cushion surface to bulge, thus providing upward support for the driver and passenger's buttocks. This reduces the extent of backward leaning and shifting of the driver and passenger's body during vehicle acceleration, alleviates the feeling of weightlessness, and improves the overall comfort and stability of the vehicle.

[0264] In one possible example, the profile adjustment assembly includes one or more seat cushion airbags that are built into the profile of the adjustment area seat cushion. In this case, controlling the profile adjustment component in S320 to cause the adjustment area seat cushion profile to bulge includes pressurizing the air pressure within the one or more seat cushion airbags to cause the adjustment area seat cushion profile to bulge.

[0265] As can be seen, by pressurizing the air pressure inside one or more seat cushion airbags, the one or more seat cushion airbags are inflated, causing the seat cushion surface in the adjustment area to bulge.

[0266] Optionally, the above Figure 3 The method further includes: when the air pressure in the one or more seat cushion airbags is pressurized to their respective preset air pressure, stopping the pressurization of the one or more seat cushion airbags, wherein the preset air pressures of the one or more seat cushion airbags are different.

[0267] As can be seen, since the preset air pressure of each of the one or more seat cushion airbags is different, the one or more seat cushion airbags have different volumes and shapes after the pressurization stops, so that the convex height of the seat cushion surface in the adjustment area can present a gradient change.

[0268] Optionally, the above Figure 3 The method further includes: controlling the profile adjustment component to restore the seat cushion profile of the adjustment area when vehicle acceleration ends. In this way, by controlling the profile adjustment component to restore the seat cushion profile of the adjustment area to its original shape before adjustment when vehicle acceleration ends, the overall driving comfort is improved during non-acceleration / deceleration conditions.

[0269] The following is a detailed explanation of "Scenario 4".

[0270] In “Scenario 4”, the seat cushion surface includes an adjustment area seat cushion surface. There are multiple adjustment area seat cushion surfaces, including a first adjustment area seat cushion surface and a second adjustment area seat cushion surface. The first adjustment area seat cushion surface is in front of the second adjustment area seat cushion surface.

[0271] For example, in the above Figure 11 In the middle, C to m on the seat cushion profile is the first adjustment zone seat cushion profile, and m to D on the seat cushion profile is the second adjustment zone seat cushion profile.

[0272] Since the first adjustment zone seat cushion profile is in front of the second adjustment zone seat cushion profile, adjusting the first adjustment zone seat cushion profile can be understood as adjusting the height of the thigh hump of the driver / passenger; adjusting the second adjustment zone seat cushion profile can be understood as adjusting the height of the buttock hump of the driver / passenger.

[0273] In specific implementation, when only the seat cushion profile of the adjustment area is adjusted in "Scenario 4", the content of S320 includes: according to the acceleration information, controlling the profile adjustment component to adjust the seat cushion profile of the first adjustment area and / or the seat cushion profile of the second adjustment area.

[0274] As can be seen, the vehicle's acceleration information is determined by the vehicle's status information, and then the vehicle's acceleration and deceleration are determined by the acceleration information. Finally, the surface adjustment component is controlled according to the acceleration information to adjust only the seat cushion surface. In this way, the adjustment of the seat cushion surface can buffer the impact of the inertial force generated by the vehicle's acceleration and deceleration on the thighs and / or buttocks of the driver and passengers, reduce the extent of the driver and passengers' body leaning backward or forward, and improve the overall driving comfort and stability of the vehicle.

[0275] Since the adjustment involves the seat cushion profile of the first adjustment zone and / or the seat cushion profile of the second adjustment zone, and the acceleration information can indicate four types of vehicle states, the embodiments of this application can address the above-mentioned issues in various ways, including the following: Figure 3 S320 in the method will be explained in detail: Scenario 1: The seat cushion profiles of the first and second adjustment zones are adjusted, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating.

[0276] Scenario 2: The seat cushion profiles of the first and second adjustment zones are adjusted, and the acceleration information indicates that the vehicle is about to accelerate or is accelerating.

[0277] Scenario 3: Only the seat cushion profile of the first adjustment zone is adjusted, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating, or the acceleration information indicates that the vehicle is about to accelerate or is accelerating. Scenario 3 is similar to Scenario a or Scenario b above, and will not be elaborated further.

[0278] Situation 4: Only the seat cushion profile of the second adjustment zone is adjusted, and the acceleration information indicates that the vehicle is about to decelerate or is decelerating, or the acceleration information indicates that the vehicle is about to accelerate or is accelerating. Situation 4 is similar to Situation c or Situation d above, and will not be elaborated further.

[0279] The following section will provide a detailed explanation of S320 using "Scenario 4" as an example, specifically "Situation 1".

[0280] In “Case 1”, the surface adjustment component in S320 controls the surface adjustment component to adjust the first adjustment zone seat cushion surface and the second adjustment zone seat cushion surface according to the acceleration information, including: when the acceleration information indicates that the vehicle is about to decelerate or is decelerating, the surface adjustment component is controlled to cause the first adjustment zone seat cushion surface to bulge and the second adjustment zone seat cushion surface to contract.

[0281] For example, taking vehicle status signals, including brake pedal signals or ADAS deceleration signals, as an example, combined with the above... Figure 3 As shown, Figure 17 As shown, Figure 17 This is a schematic flowchart illustrating a method for adjusting the seat cushion profile of a vehicle seat according to an embodiment of this application. Figure 17 In this method, the seat cushion profile of the vehicle seat includes a first adjustment area seat cushion profile and a second adjustment area seat cushion profile. The vehicle seat includes a profile adjustment component disposed on the seat cushion of the vehicle seat. The method includes the following steps: S1710. Obtain the brake pedal signal or ADAS deceleration signal, which is used to determine acceleration information, indicating whether the vehicle is about to decelerate or is decelerating.

[0282] S1720. Based on the acceleration information, control the profile adjustment component to make the first adjustment zone seat cushion profile bulge and the second adjustment zone seat cushion profile contract.

[0283] As can be seen, since the first adjustment zone seat cushion surface is in front of the second adjustment zone seat cushion surface, the height of the thighs and buttocks of the driver and passengers can be adjusted in "Situation 1". Furthermore, since the driver and passengers' bodies tend to lean forward and move forward when the vehicle is about to decelerate or is decelerating, the convexity of the first adjustment zone seat cushion surface and the contraction of the second adjustment zone seat cushion surface during this process cause the front of the seat cushion surface to convex and the rear to contract. This, in turn, lifts the driver and passengers' thighs upwards by the convexity of the front of the seat cushion surface and presses down on the driver and passengers' buttocks by the contraction of the rear of the seat cushion surface. This reduces the extent of forward leaning and movement of the driver and passengers' bodies during vehicle deceleration, alleviates instability, and improves the overall comfort and stability of the vehicle.

[0284] In one possible example, the profile adjustment assembly includes multiple seat cushion airbags, X of which are embedded in the seat cushion profile of a first adjustment zone, and Y of which are embedded in the seat cushion profile of a second adjustment zone, where X and Y are both greater than or equal to 1. In this case, the control of the profile adjustment component in S320 to cause the first adjustment zone seat cushion profile to bulge and the second adjustment zone seat cushion profile to contract includes: The air pressure in X seat cushion airbags is increased to make the seat cushion surface of the first adjustment area bulge, and the air pressure in Y seat cushion airbags is decreased to make the seat cushion surface of the second adjustment area shrink.

[0285] As can be seen, by pressurizing the air in the X seat cushion airbags, the X seat cushion airbags are inflated, causing the seat cushion surface in the first adjustment area to bulge. By depressurizing the air in the Y seat cushion airbags, the Y seat cushion airbags are deflated, causing the seat cushion surface in the second adjustment area to shrink.

[0286] Optionally, the above Figure 3 The method further includes: when the air pressure in X seat cushion airbags is increased to their respective preset air pressures, stopping the pressurization of the air pressure in the X seat cushion airbags, wherein the preset air pressures of the X seat cushion airbags are different; when the air pressure in Y seat cushion airbags is reduced to their respective preset air pressures, stopping the depressurization of the air pressure in the Y seat cushion airbags, wherein the preset air pressures of the Y seat cushion airbags are different.

[0287] As can be seen, because the preset air pressures of the X seat cushion airbags are different, the X seat cushion airbags have different volumes and shapes after the pressurization stops, resulting in a gradient change in the convex height of the seat cushion surface in the first adjustment zone. Similarly, because the preset air pressures of the Y seat cushion airbags are different, the Y seat cushion airbags have different volumes and shapes after the depressurization stops, resulting in a gradient change in the contraction depth of the seat cushion surface in the second adjustment zone.

[0288] Optionally, the above Figure 3The method further includes: when the vehicle deceleration ends, controlling the profile adjustment component to restore the seat cushion profile of the first adjustment area and the seat cushion profile of the second adjustment area. In this way, by controlling the profile adjustment component, the seat cushion profiles of the first and second adjustment areas are restored to their original shapes before adjustment when the vehicle deceleration ends, improving the overall driving comfort of the vehicle under non-acceleration / deceleration conditions.

[0289] The following section will provide a detailed explanation of S320 using "Scenario 4" and "Situation 2".

[0290] In “Case 2”, according to the acceleration information, the surface adjustment component in S320 controls the surface adjustment component to adjust the surface of the first adjustment area seat cushion and the surface of the second adjustment area seat cushion, including: when the acceleration information indicates that the vehicle is about to accelerate or is accelerating, the surface adjustment component controls the surface adjustment component to cause the surface of the first adjustment area seat cushion to contract and the surface of the second adjustment area seat cushion to bulge.

[0291] As can be seen, since the first adjustment zone seat cushion surface is in front of the second adjustment zone seat cushion surface, the height of the thighs and buttocks of the driver and passengers can be adjusted in "Situation 2". Furthermore, since the driver and passengers' bodies tend to lean backward and move backward when the vehicle is about to accelerate or is accelerating, the first adjustment zone seat cushion surface contracts and the second adjustment zone seat cushion surface bulges during acceleration. This causes the front of the seat cushion surface to contract and the rear to bulge, thus pressing the driver and passengers' thighs downward and lifting their buttocks upward. This reduces the degree of backward leaning and movement of the driver and passengers' bodies during vehicle acceleration, alleviating the feeling of weightlessness and improving the overall comfort and stability of the vehicle.

[0292] In one possible example, the profile adjustment assembly includes a plurality of seat cushion airbags, R of which are embedded in the seat cushion profile of a first adjustment zone, and S of which are embedded in the seat cushion profile of a second adjustment zone, where R and S are both greater than or equal to 1. In this case, the control of the profile adjustment component in S320 to cause the seat cushion profile of the first adjustment zone to contract and the seat cushion profile of the second adjustment zone to bulge includes: The air pressure in the R seat cushion airbags is reduced to shrink the shape of the first adjustment area seat cushion, and the air pressure in the S seat cushion airbags is increased to bulge the shape of the second adjustment area seat cushion.

[0293] As can be seen, by depressurizing the air pressure in the R seat cushion airbags, the R seat cushion airbags are deflated, causing the seat cushion surface in the first adjustment area to shrink. By pressurizing the air pressure in the S seat cushion airbags, the S seat cushion airbags are inflated, causing the seat cushion surface in the second adjustment area to bulge.

[0294] Optionally, the above Figure 3The method further includes: when the air pressure in the R seat cushion airbags is reduced to their respective preset air pressures, stopping the reduction of air pressure in the R seat cushion airbags, where the preset air pressures of the R seat cushion airbags are different; and when the air pressure in the S seat cushion airbags is increased to their respective preset air pressures, stopping the increase of air pressure in the S seat cushion airbags, where the preset air pressures of the S seat cushion airbags are different.

[0295] As can be seen, because the preset air pressures of the R seat cushion airbags are different, the R seat cushion airbags have different volumes and shapes after decompression stops, resulting in a gradient change in the contraction depth of the seat cushion surface in the first adjustment zone. Similarly, because the preset air pressures of the S seat cushion airbags are different, the S seat cushion airbags have different volumes and shapes after pressurization stops, resulting in a gradient change in the convex height of the seat cushion surface in the second adjustment zone.

[0296] Optionally, the above Figure 3 The method further includes: when vehicle acceleration ends, controlling the profile adjustment component to restore the seat cushion profile of the first adjustment area and the seat cushion profile of the second adjustment area. In this way, by controlling the profile adjustment component to restore the seat cushion profile of the first and second adjustment areas to their original shape before adjustment when vehicle acceleration ends, the overall driving comfort is improved during non-acceleration / deceleration conditions.

[0297] The following is an example description of a vehicle seat profile adjustment device according to this embodiment.

[0298] The above describes the method for adjusting the shape of a vehicle seat in this application from the perspective of the method. The functional units of the vehicle seat shape adjustment device in this application are illustrated below.

[0299] To implement the steps described above, embodiments of this application divide each step into functional units to obtain a vehicle seat profile adjustment device. The vehicle seat profile adjustment device includes units that perform each function. These units are implemented in a combination of hardware and / or software. The division of these units is illustrative and represents only a logical functional division; in actual implementation, there may be other division methods.

[0300] When using integrated units, Figure 18 This is a functional unit block diagram of a vehicle seat profile adjustment device according to an embodiment of this application. The vehicle seat profile adjustment device 1800 includes an acquisition unit 1801 and a control unit 1802.

[0301] Optionally, the acquisition unit 1801 is a unit used to acquire relevant information, etc., and there are no specific limitations on it.

[0302] Optionally, the control unit 1802 is a unit for controlling related equipment, and there are no specific limitations on it.

[0303] Optionally, the vehicle seat profile adjustment device 1800 further includes a storage unit for storing computer program code or instructions executed by the vehicle seat profile adjustment device 1800. The storage unit may be a memory.

[0304] Optionally, the vehicle seat profile adjustment device 1800 is a chip or chip module.

[0305] Optionally, the acquisition unit 1801 is integrated into the communication unit. The communication unit may be a communication interface, transceiver, transceiver circuit, etc. The communication unit may include a transmitting unit and / or a receiving unit.

[0306] Optionally, the vehicle seat profile adjustment device 1800 further includes a processing unit. This processing unit can be a processor or controller, such as a central processing unit (CPU), general-purpose processor, electronic control unit (ECU), digital signal processor (DSP), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), or other programmable logic device, transistor logic device, hardware component, or any combination thereof. It can implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this embodiment. The processing unit can also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0307] In specific implementation, the acquisition unit 1801 and the control unit 1802 are used to execute any of the steps in the above method embodiments, and when performing actions such as sending, other units may be selectively called to complete the corresponding operation.

[0308] In one possible example, the acquisition unit 1801 is used to acquire vehicle state information, which is used to determine the vehicle's acceleration information. The control unit 1802 is used to control the profile adjustment component to adjust the profile of the adjustment area based on the acceleration information.

[0309] As can be seen, the vehicle's acceleration information is determined by the vehicle's status information, and then the acceleration and deceleration are determined by the acceleration information. Finally, the surface adjustment components are controlled based on the acceleration information to dynamically adjust the surface of the vehicle seat's adjustment area. In this way, by dynamically adjusting the surface of the vehicle seat during vehicle acceleration and deceleration, the inertial forces generated by vehicle acceleration and deceleration are buffered, reducing the extent of backward or forward leaning of the driver and passengers, and improving the overall comfort and stability of the vehicle.

[0310] It should be noted that the specific implementation of each operation can be described in the corresponding description of the method embodiment shown above. The surface adjustment device 1800 of the vehicle seat can be used to execute the relevant content of the above method embodiment, which will not be described again.

[0311] The following is an example description of another vehicle seat profile adjustment device according to an embodiment of this application.

[0312] Please see Figure 19 , Figure 19 This is a schematic diagram of the structure of a vehicle seat profile adjustment device according to an embodiment of this application. The vehicle seat profile adjustment device 1900 includes a processor 1910, a memory 1920, and a communication bus for connecting the processor 1910 and the memory 1920.

[0313] Optionally, the memory 1920 may include, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM). The memory 1920 is used to store the program code executed by the surface adjustment device 1900 of the vehicle seat and the data transmitted therefrom.

[0314] Optionally, the vehicle seat profile adjustment device 1900 also includes a communication interface for receiving and sending data.

[0315] Optionally, the processor 1910 may be a chip, CPU, ECU, general-purpose processor, DSP, ASIC, FPGA or other programmable logic device, transistor logic device, hardware component or any combination thereof.

[0316] In one possible example, the processor 1910 in the vehicle seat profile adjustment device 1900 is used to execute the computer program or instructions 1921 stored in the memory 1920 to perform the following operations: Obtain vehicle status information, which is used to determine the vehicle's acceleration information; Based on the acceleration information, the control surface adjustment component is used to adjust the surface of the adjustment area.

[0317] As can be seen, the vehicle's acceleration information is determined by the vehicle's status information, and then the acceleration and deceleration are determined by the acceleration information. Finally, the surface adjustment components are controlled based on the acceleration information to dynamically adjust the surface of the vehicle seat's adjustment area. In this way, by dynamically adjusting the surface of the vehicle seat during vehicle acceleration and deceleration, the inertial forces generated by vehicle acceleration and deceleration are buffered, reducing the extent of backward or forward leaning of the driver and passengers, and improving the overall comfort and stability of the vehicle.

[0318] It should be noted that the specific implementation of each operation can be described in the corresponding description of the method embodiment shown above. The surface adjustment device 1900 of the vehicle seat can be used to execute the relevant content in the above method embodiment, which will not be described again.

[0319] The following is an example of a controller according to an embodiment of this application.

[0320] The controller is used to execute the relevant content in the above method embodiments. In specific implementation, the controller is connected to the profile adjustment component, the controller obtains vehicle status information, and the vehicle status information is used to determine the vehicle's acceleration information; the controller controls the profile adjustment component to adjust the profile of the adjustment area according to the acceleration information.

[0321] As can be seen, the controller determines the vehicle's acceleration information through vehicle status information, then determines the vehicle's acceleration and deceleration based on the acceleration information, and finally controls the profile adjustment components to dynamically adjust the profile of the vehicle seat's adjustment area based on the acceleration information. In this way, by dynamically adjusting the profile of the vehicle seat through the profile adjustment components during vehicle acceleration and deceleration, the inertial forces generated by vehicle acceleration and deceleration are buffered, reducing the extent of backward or forward leaning of the driver and passengers, and improving the overall comfort and stability of the vehicle.

[0322] In one possible example, the controller includes an air suspension controller or a domain controller, such as a cockpit domain controller, driving domain controller, chassis domain controller, or body domain controller.

[0323] Other related content of the embodiments of this application will be illustrated below.

[0324] In one possible example, this application embodiment provides a vehicle seat, which includes the aforementioned vehicle seat profile adjustment device 1800 or vehicle seat profile adjustment device 1900.

[0325] In one possible example, embodiments of this application provide a vehicle that includes the aforementioned controller or vehicle seat. For example, the vehicle includes various types of automobiles.

[0326] In one possible example, embodiments of this application provide a computer-readable storage medium storing a computer program or instructions that, when executed, implement the steps described in the above method embodiments.

[0327] In one possible example, embodiments of this application provide a computer program product, including a computer program or instructions that, when executed, implement the steps described in the above method embodiments.

[0328] It is worth noting that, for the sake of simplicity, the above embodiments are all described as a series of actions. Those skilled in the art should understand that this application is not limited to the described order of actions, as some steps in the embodiments of this application can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions, steps, modules, or units involved are not necessarily essential to the embodiments of this application. In the above embodiments, the descriptions of each embodiment in this application have different focuses; parts not described in detail in a certain embodiment can be referred to the relevant descriptions of other embodiments.

[0329] The steps of the methods or algorithms described in the embodiments of this application can be implemented in hardware or by a processor executing software instructions. The software instructions can consist of corresponding software modules, which can be stored in RAM, flash memory, ROM, EPROM, electrically erasable programmable read-only memory (EEPROM), registers, hard disk, portable hard disk, read-only optical disk (CD-ROM), or any other form of storage medium well known in the art. An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and storage medium can reside in an ASIC. Furthermore, the ASIC can reside in a terminal device or management device. Alternatively, the processor and storage medium can exist as discrete components in the terminal device or management device.

[0330] Those skilled in the art will recognize that, in one or more of the examples above, the functions described in the embodiments of this application can be implemented, in whole or in part, by software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. This computer program product includes one or more computer instructions. When these computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., digital video discs (DVDs)), or semiconductor media (e.g., solid-state disks (SSDs)).

[0331] The modules or units included in the various devices and products described in the above embodiments can be software modules or units, hardware modules or units, or a combination of both. For example, for devices and products applied to or integrated into a chip, all modules or units can be implemented using hardware methods such as circuits, or at least some modules or units can be implemented using software programs that run on a processor integrated within the chip, while the remaining (if any) modules or units can be implemented using hardware methods such as circuits. For devices and products applied to or integrated into a chip module, all modules or units can be implemented using hardware methods such as circuits. Different modules or units can be located in the same component (e.g., chip, circuit module, etc.) or different components of the chip module, or at least some modules or units can be implemented using hardware methods such as circuits. The implementation is achieved through a software program that runs on a processor integrated within the chip module. The remaining modules or units (if any) can be implemented using hardware methods such as circuits. For various devices or products applied to or integrated into terminal equipment, each of its modules or units can be implemented using hardware methods such as circuits. Different modules or units can be located in the same component (e.g., chip, circuit module, etc.) or different components within the terminal equipment. Alternatively, at least some modules or units can be implemented using a software program that runs on a processor integrated within the terminal equipment. The remaining modules or units (if any) can be implemented using hardware methods such as circuits.

[0332] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the embodiments of this application. It should be understood that the above descriptions are merely specific embodiments of the embodiments of this application and are not intended to limit the protection scope of the embodiments of this application. Any modifications, equivalent substitutions, improvements, etc., made on the basis of the technical solutions of the embodiments of this application should be included within the protection scope of the embodiments of this application.

Claims

1. A method for adjusting the profile of a vehicle seat, characterized in that, The vehicle seat's profile includes an adjustment area profile, and the vehicle seat includes a profile adjustment component disposed on the vehicle seat's backrest and / or seat cushion; the method includes: Obtain vehicle status information, which is used to determine the vehicle's acceleration information; Based on the acceleration information, the profile adjustment component is controlled to adjust the profile of the adjustment area.

2. The method according to claim 1, characterized in that, The adjustment area profile includes the adjustment area backrest profile, and the vehicle seat profile also includes the non-adjustable area backrest profile. The adjustment area backrest profile is above or below the non-adjustable area backrest profile. The step of controlling the profile adjustment component to adjust the profile of the adjustment area based on the acceleration information includes: Based on the acceleration information, the profile adjustment component is controlled to adjust the profile of the backrest in the adjustment area.

3. The method according to claim 2, characterized in that, The step of controlling the profile adjustment component to adjust the profile of the backrest in the adjustment area based on the acceleration information includes: When the acceleration information indicates that the vehicle is about to accelerate or is accelerating, and the backrest profile of the adjustment area is above the backrest profile of the non-adjustment area, the profile adjustment component is controlled to make the backrest profile of the adjustment area bulge.

4. The method according to claim 2, characterized in that, The step of controlling the profile adjustment component to adjust the profile of the backrest in the adjustment area based on the acceleration information includes: When the acceleration information indicates that the vehicle is about to decelerate or is decelerating, and the adjustable backrest profile is below the non-adjustable backrest profile, the profile adjustment component is controlled to cause the adjustable backrest profile to retract.

5. The method according to claim 1, characterized in that, The profile adjustment area includes a first adjustment area backrest profile and a second adjustment area backrest profile, wherein the first adjustment area backrest profile is above the second adjustment area backrest profile; The step of controlling the profile adjustment component to adjust the profile of the adjustment area based on the acceleration information includes: Based on the acceleration information, the profile adjustment component is controlled to adjust the backrest profile of the first adjustment area and / or the backrest profile of the second adjustment area.

6. The method according to claim 5, characterized in that, The step of controlling the profile adjustment component to adjust the profile of the first backrest adjustment area and / or the profile of the second backrest adjustment area based on the acceleration information includes: When the acceleration information indicates that the vehicle is about to accelerate or is accelerating, the profile adjustment component is controlled to cause the backrest profile of the first adjustment area to bulge and / or the backrest profile of the second adjustment area to contract.

7. The method according to claim 5, characterized in that, The step of controlling the profile adjustment component to adjust the backrest profile of the first adjustment area and / or the backrest profile of the second adjustment area based on the acceleration information includes: When the acceleration information indicates that the vehicle is about to decelerate or is decelerating, the profile adjustment component is controlled to cause the backrest profile of the first adjustment area to contract and / or the backrest profile of the second adjustment area to contract.

8. The method according to any one of claims 1-7, characterized in that, The adjustment area profile includes the adjustment area seat cushion profile, and the profile of the vehicle seat also includes the non-adjustment area seat cushion profile, with the seat cushion adjustment area profile in front of the non-adjustment area seat cushion profile; The step of controlling the profile adjustment component to adjust the profile of the adjustment area based on the acceleration information includes: Based on the acceleration information, the profile adjustment component is controlled to adjust the profile of the seat cushion in the adjustment area.

9. The method according to claim 8, characterized in that, The step of controlling the profile adjustment component to adjust the profile of the seat cushion in the adjustment area based on the acceleration information includes: When the acceleration information indicates that the vehicle is about to decelerate or is decelerating, the profile adjustment component is controlled to make the profile of the seat cushion in the adjustment area convex.

10. The method according to claim 8, characterized in that, The step of controlling the profile adjustment component to adjust the profile of the seat cushion in the adjustment area based on the acceleration information includes: When the acceleration information indicates that the vehicle is about to accelerate or is accelerating, the profile adjustment component is controlled to cause the profile of the seat cushion in the adjustment area to shrink.

11. The method according to any one of claims 1-7, characterized in that, The profile adjustment area includes a first adjustment area seat cushion profile and a second adjustment area seat cushion profile, wherein the first adjustment area seat cushion profile is in front of the second adjustment area seat cushion profile; The step of controlling the profile adjustment component to adjust the profile of the adjustment area based on the acceleration information includes: Based on the acceleration information, the profile adjustment component is controlled to adjust the profile of the first adjustment zone seat cushion and / or the profile of the second adjustment zone seat cushion.

12. The method according to claim 11, characterized in that, The control of the profile adjustment component to adjust the profile of the first adjustment area seat cushion and / or the profile of the second adjustment area seat cushion includes: When the acceleration information indicates that the vehicle is about to decelerate or is decelerating, the profile adjustment component is controlled to cause the first adjustment area seat cushion profile to bulge and / or the second adjustment area seat cushion profile to shrink.

13. The method according to claim 11, characterized in that, The control of the profile adjustment component to adjust the profile of the first adjustment area seat cushion and / or the profile of the second adjustment area seat cushion includes: When the acceleration information indicates that the vehicle is about to accelerate or is accelerating, the profile adjustment component is controlled to cause the first adjustment area seat cushion profile to contract and / or the second adjustment area seat cushion profile to bulge.

14. The method according to any one of claims 1-13, characterized in that, The profile adjustment component includes one or more airbags, which are built into the profile of the adjustment area.

15. A surface adjustment device for a vehicle seat, characterized in that, The vehicle seat has a profile including an adjustment area profile, and the vehicle seat includes a profile adjustment component disposed on the backrest and / or seat cushion of the vehicle seat; the device includes: An acquisition unit is used to acquire vehicle status information, which is used to determine the vehicle's acceleration information. The control unit is used to control the profile adjustment component to adjust the profile of the adjustment area based on the acceleration information.

16. A surface adjustment device for a vehicle seat, characterized in that, The apparatus includes a processor, a memory, and a computer program or instructions stored in the memory, the processor executing the computer program or instructions to implement the method as described in any one of claims 1-14.

17. A controller, characterized in that, The controller includes the profile adjustment device for the vehicle seat as described in claim 15 or 16.

18. A vehicle seat, characterized in that, The vehicle seat has a profile including an adjustment area profile, and the vehicle seat includes a profile adjustment component disposed on the backrest and / or seat cushion of the vehicle seat. The profile adjustment component is used to perform the method as described in any one of claims 1-14 to adjust the adjustment area profile.

19. A vehicle, characterized in that, The vehicle includes the controller as described in claim 17 or the vehicle seat as described in claim 18.

20. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program or signaling that, when executed, implements the method as described in any one of claims 1-14.

21. A computer program product, characterized in that, The computer program product includes a computer program or instructions that, when executed, implement the method as described in any one of claims 1-14.

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