Vehicle seat management system

Abstract

A vehicle seat management system is configured to adjust one or more seats based on occupant and / or vehicle data. In one aspect, the occupant and / or vehicle data can be sent to a remote device to calculate a seat adjustment algorithm. In another aspect, the seat adjustment algorithm can be sent via a wireless transmission. In one example, the wireless transmission can be 5G.

Description

Background Technology

[0001] Vehicle passengers and drivers frequently experience fatigue and discomfort during road travel. This is especially true for individuals who spend most of their weekdays seated in vehicles and / or those traveling long distances. As should be understood, driver fatigue can lead to impaired motor skills and increase the likelihood of vehicle collisions. Similarly, both passengers and drivers are at risk of developing long-term health problems due to prolonged periods of sitting in uncomfortable positions.

[0002] Currently, vehicle fatigue-resistant seat systems are typically pre-set at the factory. In some cases, these pre-set factory motion algorithms cannot provide comfort and fatigue-resistant properties for all users in various applications. For example, the same seat motion algorithm may not be as effective for a large adult as it is for a small teenager. Similarly, vehicle data such as location, road conditions, and / or speed may not be taken into account. In many applications, seat adjustment algorithms that are personalized and calculated based on various passenger and / or vehicle data would be advantageous.

[0003] Therefore, improvements are needed in this area. Summary of the Invention

[0004] A vehicle seat management system for providing fatigue resistance to passengers is disclosed. In one aspect, the vehicle seat management system includes one or more seat adjustment inputs. In one example, the one or more seat adjustment inputs may be a seat adjustment algorithm. In another aspect, the one or more seat adjustment inputs are created based on a combination of passenger and / or vehicle data. In yet another aspect, the one or more seat adjustment inputs are stored on a remote device and transmitted to a controller via wireless transmission. In one example, the controller may be a vehicle seat electronic control unit (ECU).

[0005] Further forms, objects, features, aspects, benefits, advantages, and embodiments of this disclosure will become apparent from the detailed description and accompanying drawings provided herein. Attached Figure Description

[0006] Figure 1 It is a side view of the vehicle's seats and the passengers sitting on them.

[0007] Figure 2 This is a partial cross-sectional view of a vehicle seating system from the side.

[0008] Figure 3 This is a flowchart of the algorithm adjustment process.

[0009] Figure 4This is a flowchart of the wireless algorithm selection process.

[0010] Figure 5 This is a flowchart of the preloading algorithm selection process.

[0011] Figure 6 This is a flowchart of the hybrid algorithm selection process.

[0012] Figure 7 This is a flowchart of the hybrid algorithm adjustment process.

[0013] Figure 8 This is a flowchart of the algorithm learning process.

[0014] Figure 9 This is a flowchart of the wireless algorithm adjustment process.

[0015] Figure 10 This is a flowchart of the seat adjustment algorithm selected by the user.

[0016] Figure 11 This is a flowchart of the seat adjustment algorithm subscription model.

[0017] Figure 12 It is a graphical illustration of a smooth moving velocity projection and an example of a series of velocity parameters. Detailed Implementation

[0018] To facilitate understanding of the principles of this disclosure, reference will now be made to embodiments illustrated in the accompanying drawings, and these embodiments will be described using specific language. However, it should be understood that this is not intended to limit the scope of the disclosure. Any changes and further modifications to the described embodiments, as well as any further applications of the principles of the disclosure described herein, are contemplated, as would normally occur to those skilled in the art to which this disclosure pertains. One embodiment of the disclosure is shown in great detail, although some features unrelated to the disclosure may not be shown for clarity, although this will be apparent to those skilled in the art.

[0019] Vehicle seating systems can be used to reduce user fatigue and other undesirable effects of long-distance travel. Such systems include a typical vehicle seat that can be installed in a vehicle, at least two electrically adjustable seat actuators, and an electric controller. Various embodiments of the system can be used in automobiles, trains, and / or airplanes as examples. The actuators are movable to change the seating position formed by the seat, thereby reducing user positional fatigue. The actuators preferably reposition the seat to different seating positions with a slow average movement, typically less than about 10 cm / s. The electric controller has a control cycle that typically includes at least one movement cycle and, in some embodiments, at least one fixed cycle. In a typical embodiment, the electric controller initiates the control cycle after a first time period that begins when the vehicle is engaged. Thereafter, the control cycle preferably includes at least one movement cycle in which the actuators automatically cycle through the various seating positions and reposition the user to reduce fatigue during long-distance travel.

[0020] Figure 1 The illustration shows a passenger 100 seated in a vehicle seat 105. A typical vehicle seat includes a headrest 110, a seat back 115, and a seat base 120. Figure 1 The illustration shows passengers operating a motor vehicle using a typical steering wheel and pedal system.

[0021] Figure 2 The illustration shows components of a vehicle seating system 200 designed to reduce passenger seat fatigue. It should be understood that the system can be associated with any type of vehicle seat. System 200 includes various electrically operated seat adjustment actuators configured to move the seat back 115 and seat bottom 120 in various ways, thereby changing the seating position formed by the seat. Some typical embodiments include five actuators, such as a first actuator A1 for moving both the seat back and seat bottom in a generally vertical direction along a height axis H, and a second actuator A2 for moving both the seat back and seat bottom in a generally horizontal direction along a distance axis D. Movement along the distance axis D changes the distance of the seat relative to the steering wheel and pedal system positioning of the driver's seat. A third actuator A3 is configured to move the lumbar region of the seat back along a lumbar axis L. Fourth actuators A4 and fifth actuators A5 operate to tilt or angle the seat back along the I axis and the seat bottom along the T axis, respectively. The actuator power can be obtained through a motor, servo motor, stepper motor, pneumatic device, hydraulic device and / or others.

[0022] In a preferred embodiment, the movement of the actuators comprises a slow average movement of less than approximately 10 centimeters per second. In some embodiments, each actuator moves from a first position to a second position, and the cycle of the actuators includes moving from the first position to the second position and returning to the first position. In some embodiments, the first position of each actuator is a base position, and the second position of each actuator is the opposite, fully extended position of each actuator along the corresponding axis. However, in some other embodiments, the first position of each actuator is a desired position predetermined by the system or by the user of the system.

[0023] System 200 typically includes an electrical controller C to automatically activate, operate, and cycle various actuators in a manner that reduces positional fatigue. The electrical controller operates in conjunction with microprocessor and / or computer chip technology to operate the system. The electrical controller preferably includes a control cycle. In some preferred embodiments, the electrical controller initiates the control cycle when the vehicle engages. The control cycle may include a first fixed time period prior to the start of movement. In some other preferred embodiments, the electrical controller initiates the control cycle after the first fixed time period has elapsed, the first time period beginning when the vehicle engages. In some preferred embodiments, the first fixed time period is approximately 20 minutes. In other preferred embodiments, the first fixed time period is approximately 30 minutes. However, it should be understood that the control cycle may begin at other suitable times, as would typically be apparent to those skilled in the art.

[0024] In some embodiments, the control cycle includes at least one fatigue cycle of at least ten minutes. In a preferred embodiment, the fatigue cycle includes at least one time segment in which at least one actuator is moving to reposition a vehicle seat. The control cycle preferably includes at least one movement cycle, which includes movement of at least one actuator. In some preferred embodiments, the control cycle includes at least one movement cycle and at least one stationary cycle in which the actuator is stationary. In some embodiments, the duration of the stationary cycle is at least 5 minutes. In some embodiments, the control cycle ends when the vehicle is turned off.

[0025] In some preferred embodiments, the electric controller is automatically activated when the vehicle is engaged. Alternatively, the electric controller can preferably be manually activated and deactivated by the system user. In such embodiments, the system user can manually turn the electric controller on and off as needed. Additionally, in some embodiments, the electric controller is deactivated when the vehicle is disengaged.

[0026] Figure 3A flowchart of a seat adjustment process 300 is shown. The seat adjustment process 300 begins at stage 305. In stage 305, vehicle status data may be collected. Simultaneously, in stage 310, seat occupant data may be collected. In one embodiment, vehicle status and seat occupant data can be collected using various sensors located in and around the vehicle. In another embodiment, vehicle status and seat occupant data can be manually input into the vehicle's infotainment system. In yet another embodiment, a combination of user-input data and sensor data is used to obtain vehicle status and seat occupant data.

[0027] Phase 315 illustrates several examples of vehicle status data. For example, vehicle status data may include vehicle location, vehicle speed, vehicle terrain (sand, snow, rock, mud and / or highway, etc.), vehicle driving duration, driving objectives (comfort, fatigue relief, relaxation and / or exercise, etc.), road conditions (icy, wet, dry, rough and / or smooth, etc.), suspension height, suspension softness, and / or vehicle type.

[0028] Phase 320 illustrates several examples of seat occupant data. For example, seat occupant data may include occupant weight, occupant height, occupant age, occupant medical history, occupant fatigue level, occupant seat position, occupant positioning, occupant weight distribution, and / or occupant feedback. In Phase 325, vehicle status and seat occupant data can be transmitted to a controller. In one example, the controller may be a seat electronic control unit (ECU). The controller may be configured to receive vehicle status and seat occupant data wirelessly via a control area network (CAN), and / or via a direct hardwired connection.

[0029] In phase 330, the compiled vehicle status and seat occupant data are transmitted from the seat ECU to the vehicle telematics ECU. In phase 335, the vehicle telematics ECU receives the vehicle status and seat occupant data. Similar to what has been previously described, the data transmission from the seat ECU to the vehicle telematics ECU can be accomplished wirelessly via CAN and / or via a direct hardwired connection.

[0030] In stage 340, vehicle status and seat occupant data are transmitted from the vehicle telematics ECU to a remote device. In an example embodiment, the transmission may be wireless. In another embodiment, the wireless transmission may be 5G. In yet another embodiment, the wireless transmission may be Bluetooth. In a further embodiment, the wireless transmission may be WiFi. The remote device may be a remote computer, a remote server, and / or a remote database. Typically, the remote device creates one or more seat adjustment inputs. In one example, the seat adjustment input may be a seat adjustment algorithm. In another example, the seat adjustment input may be an algorithm selection key. In a further example, the remote device holds a master seat adjustment algorithm. In stage 345, the master seat adjustment algorithm may be adjusted based on the received vehicle status and seat occupant data. In this way, the seat adjustment algorithm can be personalized and configured to place each user in an optimal position based on the input information. Additionally, actuator movements performed by the seat adjustment algorithm are configured to adjust based on the received information to provide superior fatigue resistance.

[0031] In phase 350, the personalized seat adjustment algorithm calculated in phase 345 can be transmitted back to the vehicle telematics ECU in the same manner as previously described (5G transmission in one example). As shown in phase 355, the personalized seat adjustment algorithm can be further transmitted from the vehicle telematics ECU to the seat ECU in the same manner as previously discussed.

[0032] In phase 360, the seat ECU outputs personalized seat adjustment algorithms to one or more seat actuators, such as... Figure 2 As discussed in [the document]. Typically, personalized seat adjustment algorithms are configured to adjust one or more of the following: actuation frequency, actuation magnitude, actuation type, actuation mode, and / or any combination thereof. The actuation type can be further controlled to determine seat movement, seat heating / cooling, and / or changes in the vehicle environment, such as lighting, mirror positioning, and / or ambient temperature.

[0033] Other methods for controlling the seat actuator are envisioned through the alternative embodiments described below. In one embodiment, vehicle status and seat occupant data can be sent to a remote device for the creation of an algorithm selection key. The algorithm selection key may be a number corresponding to a specific seat adjustment algorithm locally stored on the seat ECU. For example, the remote device receives input of seat occupant and vehicle status information and calculates the algorithm selection key transmitted to the seat ECU. The seat ECU then selects a seat adjustment algorithm corresponding to the algorithm selection key, which is optimized for the seat occupant and vehicle status.

[0034] In another example, the seat ECU includes a basic seat adjustment algorithm. This basic seat adjustment algorithm is not personalized and is sent to a remote device in combination with vehicle status and seat occupant data. The remote device combines the seat occupant data, vehicle status data, and the basic seat adjustment algorithm to create a new personalized seat adjustment algorithm. The personalized seat adjustment algorithm is then sent back to the seat ECU for activation.

[0035] exist Figure 4 The diagram shows a flowchart illustrating an example of the wireless algorithm selection process 400. In stage 405, the vehicle performs a check to ensure connectivity with the wireless communication system. In this example, the wireless communication system is 5G. In another example, the wireless communication system could be Bluetooth. Typically, the vehicle checks for connectivity with the wireless communication system upon startup. In some examples, if no wireless connection is found, an error message may appear on the vehicle's dashboard. Occasionally, especially in rural areas, the vehicle's internet connection may periodically disconnect and reconnect.

[0036] In stage 410, the seat occupant (user) activates the seat adjustment algorithm. In one embodiment, the seat adjustment algorithm is activated via an icon on the vehicle's infotainment system. In another embodiment, the seat adjustment algorithm is activated via a manual button on the vehicle's dashboard. In yet another embodiment, the seat adjustment algorithm is activated via a smartphone application associated with the vehicle. In a further embodiment, the seat adjustment algorithm is automatically activated when the vehicle starts.

[0037] In stage 415, vehicle status and occupant data can be collected and wirelessly transmitted to a remote device. As previously discussed, vehicle status and occupant data can be collected manually and input into the vehicle's infotainment system. Alternatively, vehicle status and occupant data can be collected by one or more sensors and automatically transmitted to a remote device. In another embodiment, vehicle status and occupant data can be collected manually and input into a smartphone application associated with the vehicle.

[0038] In stage 420, the remote device receives vehicle status and seat occupant data and adjusts the seat movement algorithm based on the received data. Following this, in stage 425, the optimized seat movement algorithm can be transmitted back to the vehicle and received by the seat ECU. In stage 430, the optimized seat movement algorithm begins controlling the seat actuators until further modifications to the algorithm are needed. For example, if road conditions become icy, the algorithm can be adjusted to accommodate greater driver attention.

[0039] Figure 5 A flowchart outlining the preloaded algorithm selection process 500 is shown. The preloaded algorithm selection process 500 can be utilized in areas with poor or "unstable" mobile or internet connectivity. Alternatively, users may prefer this approach even when internet connectivity is constant. At stage 505, the vehicle attempts to connect to the internet. If successful (shown in stage 510), a personalized algorithm is downloaded from a remote device to the seat ECU. In one example, each vehicle occupant has a user profile corresponding to his or her biometric information and seat movement preferences. This user profile indicates to the remote device the appropriate seat adjustment algorithm to be sent to the seat ECU. In another embodiment, no user profile is created for the remote device to reference. In this case, the remote device sends a list of the most frequently used seat adjustment algorithms for the user to choose from.

[0040] As previously mentioned, in phase 515, the seat adjustment algorithm is sent to the seat ECU and stored until activated by the user. Since the seat movement algorithm is stored locally, an internet connection is no longer required to access the personalized seat movement algorithm. In phase 520, the user activates the seat adjustment algorithm. Typically, in... Figure 4 In the method described, the user activates a general seat adjustment algorithm. In another embodiment, the seat adjustment algorithm is automatically selected by the seat ECU and begins after the vehicle starts without user input. In stage 525, the seat ECU selects the optimal seat adjustment algorithm to run based on the previously discussed determined user profile. For example, the seat ECU identifies the driver as user A; therefore, the seat ECU can apply one of the seat adjustment algorithms for user A stored in user A's user profile. In another embodiment, the user does not have a user profile with an associated seat adjustment algorithm. In this case, the seat ECU can select a user profile most similar to the current user. In one example, similarity can be based on user biometric information.

[0041] exist Figure 6The diagram illustrates an example flowchart of the hybrid algorithm selection process 600. The hybrid algorithm selection process 600 may be suitable for users who do not wish for their vehicles to be constantly connected to the internet. Additionally, this approach may be suitable for older vehicles that cannot maintain a constant internet connection via 5G or other means. Starting at stage 605, the vehicle is activated within range of a known or “safe” network. The known network can be a home Wi-Fi network, a work Wi-Fi network, a hotel Wi-Fi network, and / or any other network that the user deems “safe.” Once the vehicle is activated within range of a known network, internet connectivity can be automatic. Furthermore, the known network can be saved or programmed into the vehicle's infotainment system for future connectivity.

[0042] In stage 610, the seat ECU receives a seat adjustment algorithm from a remote device that corresponds to a known user profile. This step is similar to... Figure 5 The steps described in [the document] are as follows. Stage 615 stores the seat adjustment algorithm in the seat ECU for user reference. This stage is also similar to [the previous one]. Figure 5 The stages described in the text.

[0043] In phase 620, the vehicle leaves the known network's connectivity area, at which point it can disconnect from any internet access source. In this scenario, the vehicle enters a reduced-capacity mode. However, due to the previously downloaded user profile, the user can access and use the seat adjustment algorithm.

[0044] In stage 625, the user activates the seat adjustment algorithm in the manner previously discussed. As already discussed, the seat adjustment algorithm can be automatically activated by the seat ECU. As shown in stage 630, once the seat adjustment algorithm is activated, the seat ECU selects the optimal algorithm for the user based on previously downloaded options. Similar to... Figure 5 As described, the seat ECU can select an adjustment algorithm based on the user's biometric information. Optionally, the seat ECU can select an adjustment algorithm based on the time of day or the duration of driving.

[0045] Turn Figure 7 The diagram illustrates a flowchart of the hybrid algorithm adjustment process 700. The hybrid algorithm adjustment process 700 allows changes to the seat adjustment algorithm, even when there may be no internet connection and the remote device is not connected to the vehicle's ECU. This allows users to further personalize the seat adjustment algorithm on the fly. Additionally, this prevents the user from being forced into an unwanted or uncomfortable position by the seat adjustment algorithm.

[0046] In phase 705, the vehicle continues to enter an area without internet connectivity. During this period, the seat adjustment algorithm remains active, as shown in phase 710. If the user finds the position set by the seat adjustment algorithm uncomfortable, the user can manually adjust the seat to a more comfortable position, as shown in phase 715. In another embodiment, the user can select "agree / disagree" on the vehicle's infotainment system to indicate that the position may be uncomfortable. In yet another embodiment, the user can select "agree / disagree" on a smartphone application associated with the vehicle.

[0047] As shown in stage 720, the seat ECU records manual changes or user input regarding the seat position and locally adjusts the seat algorithm to avoid undesirable positions. As shown in stage 725, the seat adjustment algorithm continues to operate, but the seat ECU prevents the algorithm from moving the user to an undesirable position. In stage 730, the vehicle enters the area where the internet connection is re-established and the connection to remote devices is reconnected.

[0048] In phase 735, the seat ECU reconnects to the remote device and transmits the user-input / locally updated algorithm to the remote device. The remote device then updates the seat adjustment algorithm to reflect user changes, and in phase 740, the server saves the adjusted seat algorithm on top of the previous version to avoid placing the user in an undesirable position.

[0049] exist Figure 8 The diagram shows a flowchart of the algorithm learning process 800. Users can utilize the algorithm learning process 800 to create an optimal seat movement algorithm. In stage 805, the user activates the seat adjustment algorithm. As previously discussed, the seat movement algorithm can be activated via a manual button on the dashboard, a smartphone application, settings on the vehicle's infotainment system, and / or automatically via the seat ECU.

[0050] In stage 810, vehicle status and seat occupant data are sent to a remote device to create an initial state. This initial state may be a dataset used by the remote device to calculate an initial seat adjustment algorithm as shown in stage 815. In stage 820, the calculated seat adjustment algorithm is sent back to the seat ECU. In stage 825, the seat adjustment algorithm begins adjusting the seat actuator movement. If the seat adjustment algorithm places the user in an undesirable or uncomfortable position, as shown in stage 830, the user can adjust the seat, as shown in stage 835. As previously discussed, the user can adjust the seat in several ways. In one example, the user can manually adjust the seat to move to a more comfortable position. In another example, the user can provide feedback via a smartphone application or an approval / disapproval button on the vehicle's infotainment system.

[0051] In stage 840, the seat adjustment algorithm takes into account user input and adjusts to avoid unauthorized movement. In stage 845, the seat adjustment algorithm continues to control seat actuator movement while avoiding unauthorized seat movement, as shown in stage 850. In stage 855, the adjusted seat movement algorithm can be sent from the seat ECU back to a remote device. In stage 860, the remote device receives the adjusted seat movement algorithm and saves it to a previous version. This method allows the seat adjustment algorithm to remain up-to-date with a particular user's preferences and prevents unauthorized movements in the future.

[0052] exist Figure 9 The flowchart of the wireless algorithm adjustment process 900 is shown in the image. It is similar to that already shown in... Figure 8 The process described herein, wireless algorithm adjustment process 900, allows the user to immediately modify the seat adjustment algorithm when in an uncomfortable or unwanted position. In phase 905, the vehicle may be located in an area with internet connectivity because the seat adjustment algorithm is operating (as shown in phase 910). In phase 915, the user adjusts the seat to avoid the uncomfortable position created by the seat adjustment algorithm. As previously discussed, the user can adjust the seat in several ways. In one example, the user can manually adjust the seat to move to a more comfortable position. In another example, the user can provide feedback via a smartphone application or an "agree / disagree" button on the vehicle's infotainment system.

[0053] In stage 920, the seat ECU records changes made to the seat adjustment algorithm and locally adjusts the algorithm. The local algorithm changes are saved to the seat ECU as an updated / adjusted version of the seat adjustment algorithm. In stage 925, the local algorithm adjustment is uploaded to a remote device. In stage 930, the seat ECU uses the new, updated seat adjustment algorithm to control the seat actuator. In stage 935, the remote device updates the stored seat adjustment algorithm to the new user-adjusted algorithm. This newly updated algorithm can be saved as a new seat adjustment algorithm for that specific user.

[0054] Figure 10 A flowchart of a user-selected seat adjustment algorithm process 1000 is shown. This process allows the user to choose a specific seat adjustment algorithm based on benefits. In this way, the user can predict the type of movement to be made through the seat adjustment algorithm. For example, a user selecting an anti-fatigue algorithm may expect less movement than a user selecting a motion algorithm. In stage 1005, the seat ECU requests a remote device to send all available seat adjustment algorithms to the seat ECU. In stage 1010, the remote device sends the seat adjustment algorithm based on a driver profile. For example, the seat ECU may send seat occupant data to the remote device. The remote device will use the seat occupant data to select the appropriate seat adjustment algorithm to send. In stage 1015, the seat adjustment algorithms are shown for the user to select. In one example, the seat adjustment algorithm is shown to the user on the vehicle's infotainment system. In another example, the seat adjustment algorithm is shown to the user on a smartphone application. In yet another example, the seat adjustment algorithm is sent to the user via the vehicle's audio system.

[0055] In stage 1020, the user selects a seat adjustment algorithm based on perceived benefits. For example, the user may select a seat adjustment algorithm designed to provide anti-fatigue properties. In another example, the user may select a seat adjustment algorithm designed to provide maximum comfort. In yet another example, the user may select a seat adjustment algorithm designed to provide maximum road visibility. In stage 1025, the user activates the selected algorithm via a manual button on the dashboard, a smartphone application, and / or the vehicle infotainment system. Optionally, the algorithm is automatically activated by the seat ECU once selected by the user. In stage 1030, the seat adjustment algorithm sent from a remote device to the seat ECU is stored in the seat ECU for future reference. For example, if the user determines that they need to change the seat adjustment algorithm from anti-fatigue mode to sport mode, the user will select a new seat adjustment algorithm. Similar to the foregoing, seat adjustments can be selected in various ways. In one example, the seat adjustment algorithm is displayed to the user on the vehicle infotainment system. In another example, the seat adjustment algorithm is displayed to the user on a smartphone application. In yet another example, the seat adjustment algorithm is delivered to the user via the vehicle audio system.

[0056] Figure 11 A flowchart of a seat adjustment algorithm subscription model 1100 is shown. The seat algorithm subscription model 1100 provides user access to a personalized seat adjustment algorithm for a limited time based on the purchased duration. For example, a user can purchase access to the personalized seat adjustment algorithm for one day, one week, one month, three months, six months, one year, five years, and / or any combination thereof. In another example, once the subscription to the personalized seat adjustment algorithm expires, the user retains access to the basic seat adjustment algorithm stored in the seat ECU. However, a subscription may be required to allow the user to maintain access to the personalized seat adjustment algorithm via a remote device.

[0057] In phase 1105, the seat ECU requests the remote device to send all available seat adjustment algorithms. In phase 1110, the remote device references the user profile associated with the vehicle and provides a list of available seat adjustment algorithms. When the user views the list of available seat adjustment algorithms, the subscription expiration date may be displayed, as in phase 1115. For example, if a user paid for a two-year subscription on November 17, 2020, and selected the Personalized Anti-Fatigue Seat Adjustment algorithm, the algorithm will display an expiration date of November 17, 2022. In another example, if the user selects the Basic Comfort Seat Adjustment algorithm, the algorithm will not display an expiration date because the basic algorithm may not be tied to subscription model access. In yet another example, each type of seat adjustment algorithm (Personalized / Basic) may be tied to a subscription and become unavailable once the subscription expires.

[0058] Before the expiration date, a user can activate any of the seat adjustment algorithms, as shown in stage 1120. However, once the expiration date shown in stage 1125 has passed, the personalized seat adjustment algorithm may become unavailable if another subscription is not purchased / extended. For example, in stage 1130, the seat ECU sends a request to a remote device after the expiration date; in stage 1135, the remote device returns an error signal. The error signal may appear on the vehicle's infotainment system, the vehicle-related smartphone app, and / or the vehicle's dashboard. The user can still activate one of the basic seat adjustment algorithms saved to the seat ECU without a subscription, as shown in stage 1140.

[0059] In addition to subscription models applicable to a single mode of transport, enhanced subscriptions can be purchased for multiple modes of transport. For example, if a user purchases a subscription for unlimited transport, the personalized seat adjustment algorithm can be used on any mode of transport the user travels on. However, the transport may require an internet connection and seat actuators compatible with the seat adjustment algorithm. This could be particularly advantageous in ride-sharing applications. In another example, the seat adjustment algorithm can be applied to a range of transport types, including but not limited to airplanes, trains, buses, cars, boats, and / or any combination thereof. This approach would allow users to run the personalized seat adjustment algorithm during long-haul flights or train journeys. However, the transport may require an internet connection and seat actuators compatible with the seat adjustment algorithm.

[0060] exist Figure 12 An example of a velocity projection curve superimposed with a series of velocity parameters is shown in the figure. Figure 12 Three time segments, A, B, and C, are shown, corresponding to the seat adjustment actuator being inactive, active, and inactive, respectively. For the example diagram, the X-axis corresponds to time, and the Y-axis corresponds to velocity. Figure 12 The example shows an ideal smooth moving speed projection. This example ideal smooth moving speed projection gradually moves from rest to a target speed, remains constant at the target speed throughout the segment where the actuator is commanded to activate, and then gradually returns to rest. Figure 12 An example envelope corresponding to the optimal smooth velocity projection, set by the minimum and maximum values, is also depicted. Figure 12 A series of example velocity parameters are shown that follow within this optional envelope when this aspect is used. U.S. Patents 7,422,285 and 9,187,020 are incorporated by reference. Another series of velocity parameters that fall outside said envelope when the seat system is not used are shown. Element 1205 specifically illustrates example velocity parameters that fall outside the envelope when the seat system is not used.

[0061] Glossary of terms and alternative phrases

[0062] Although this disclosure has been detailed and described in the accompanying drawings and foregoing description, it should be considered illustrative rather than restrictive. It should be understood that only preferred embodiments have been shown and described, and all variations, equivalents, and modifications within the spirit of this disclosure as defined in the following claims are intended to be protected. All disclosures, patents, and patent applications referenced in this specification are incorporated herein by reference, as if each individual disclosure, patent, or patent application were specifically and individually indicated to be incorporated herein by reference and set forth herein in its entirety.

[0063] The singular forms “a,” “an,” “the,” etc., include plural references unless explicitly discussed otherwise. For clarification, references to “equipment” or “the equipment” include one or more of such equipment and its equivalents.

[0064] Orientation terms such as “upward,” “downward,” “top,” “bottom,” “front,” “rear,” “lateral,” “longitudinal,” “radial,” and “circumferential” are used in this document only for the convenience of the reader to help them understand the illustrated examples. The use of these orientation terms does not in any way limit the described, illustrated, and / or claimed features to a particular direction and / or orientation.

[0065] Multiple related items illustrated with the same part number in the accompanying drawings (distinguished by letters for each individual instance) can generally be referred to by the distinguishable part of their full name, and / or by numbers only. For example, if multiple “lateral extension elements” 90A, 90B, 90C, and 90D are illustrated in the accompanying drawings, this disclosure may refer to these elements as “lateral extension elements 90A to 90D”, or “lateral extension element 90”, or the distinguishable part of their full name (such as “element 90”).

[0066] Except where explicitly defined below, the language used in this disclosure is considered to have only its simple and common meaning. The words used in the definitions included herein should have only their simple and common meaning. This simple and common meaning includes all consistent dictionary definitions found in recently published Webster's Dictionary and Random House Dictionary. As used herein, the following definitions apply to the following terms or their common variations (e.g., singular / plural forms, past / present tenses, etc.):

[0067] When referring to numerical values, "approximately" usually means plus or minus 10% of the stated value. For example, if the stated value is 4.375, the use of the term "approximately 4.375" usually means a range between 3.9375 and 4.8125.

[0068] "And / or" here is inclusive, meaning both "and" and "or". For example, "P and / or Q" includes P, Q, and P and Q; and such "P and / or Q" can also include other elements.

[0069] An "antenna or antenna system" generally refers to an electrical device or array of devices in any suitable configuration that converts electrical power into electromagnetic radiation. This radiation can be vertically polarized, horizontally polarized, or circularly polarized at any frequency along the electromagnetic spectrum. An antenna transmitting with circular polarization can have right-hand or left-hand circular polarization. In the case of radio waves, the antenna can transmit at frequencies ranging from extremely low frequencies (ELF) to extremely high frequencies (EHF) along the electromagnetic spectrum. An antenna or antenna system designed to transmit radio waves may include an arrangement of metallic conductors (elements) electrically connected (typically via transmission lines) to a receiver or transmitter. The oscillating current of electrons forced through the antenna by the transmitter can create an oscillating magnetic field around the antenna element, while the charge of the electrons also creates an oscillating electric field along said element. These time-varying fields radiate into space as moving transverse electromagnetic field waves away from the antenna. Conversely, during reception, the oscillating electric and magnetic fields of the incoming electromagnetic waves exert forces on the electrons in the antenna element, causing these electrons to move back and forth, thereby creating an oscillating current in the antenna. These currents can then be detected by the receiver and processed to retrieve digital or analog signals or data. Antennas can be designed to transmit and receive radio waves substantially equally in all horizontal directions (omnidirectional antenna) or preferably transmit and receive radio waves in a specific direction (directional or high-gain antenna). In the latter case, the antenna may also include additional elements or surfaces that may or may not have any physical electrical connection to the transmitter or receiver. For example, parasitic elements, parabolic reflectors, or horns and other such non-electrical elements are used to guide radio waves into a beam or other desired radiation pattern. Thus, antennas can be configured to exhibit increased or decreased directivity or "gain" by placing these various surfaces or elements. High-gain antennas can be configured to guide substantially the majority of radiated electromagnetic energy in a given direction, which can be vertical, horizontal, or any combination thereof. Antennas can also be configured to radiate electromagnetic energy within a specific vertical angle (i.e., "takeoff angle") relative to the Earth, in order to concentrate the electromagnetic energy into the upper atmosphere, such as the ionosphere. By directing the electromagnetic energy toward the upper atmosphere at a specific angle, a specific jump distance can be achieved at a specific time of day by emitting electromagnetic energy at a specific frequency. Other examples of antennas include transmitters and sensors that convert electrical energy into pulses of electromagnetic energy in the visible or invisible portion of the electromagnetic spectrum. Examples include light-emitting diodes, lasers, and the like configured to generate electromagnetic energy at frequencies ranging from far-infrared to extreme ultraviolet along the electromagnetic spectrum.

[0070] A "communication link" generally refers to a connection between two or more communication entities and may or may not include a communication channel between the entities. Communication between the entities can occur through any suitable means. For example, the connection can be implemented as a physical link, an electrical link, an electromagnetic link, a logical link, or any other suitable link that facilitates communication. In the case of a physical link, communication can occur through multiple components configured to respond to each other by physical movement of one element relative to another. In the case of an electrical link, the communication link can consist of multiple electrical conductors electrically connected to form the link. In the case of an electromagnetic link, the connected elements can be implemented by transmitting or receiving electromagnetic energy at any suitable frequency, thus allowing communication to be transmitted as electromagnetic waves. These electromagnetic waves may or may not be transmitted through a physical medium such as optical fiber or through free space or any combination thereof. Electromagnetic waves can be transmitted at any suitable frequency, including any frequency in the electromagnetic spectrum. In the case of a logical link, the communication link can be a conceptual link between a sender and a receiver (e.g., a transmitter in a receiving station). A logical link can include any combination of physical, electrical, electromagnetic, or other types of communication links.

[0071] "Computer" generally refers to any computing device configured to compute results based on any number of input values ​​or variables. A computer may include a processor for performing calculations to process inputs or outputs. A computer may include memory for storing values ​​to be processed by the processor or for storing the results of previously processed values. A computer may also be configured to accept input and output from a wide range of input and output devices for receiving or sending values. Such devices include other computers, keyboards, mice, visual displays, printers, industrial equipment, and systems or machinery of all types and sizes. For example, a computer may control a network or network interface to perform various network communications based on requests. A network interface may be part of the computer or characterized as separate from and remote from the computer. A computer may be a single physical computing device, such as a desktop computer or laptop computer, or may consist of multiple devices of the same type (such as a group of servers operating as one device in a networked cluster, or a heterogeneous combination of different computing devices operating as a computer and linked together via a communication network). The communication network connected to the computer may also connect to a wider network, such as the Internet. Therefore, a computer may include one or more physical processors or other computing devices or circuits, and may also include any suitable type of memory. A computer may also be a virtual computing platform with an unknown or fluctuating number of physical processors and memory or memory devices. Computers can therefore be physically located in one geographic location or physically distributed across multiple widely dispersed locations, where multiple processors are linked together via a communication network to operate as a single computer. The concepts of "computer" and "processor" within a computer or computing device also encompass any such processor or computing device used for computation or comparison as part of the disclosed system. Processing operations occurring within a computer related to threshold comparisons, rule comparisons, calculations, etc., can occur, for example, on a separate server, on the same server with a single processor, or in a virtual computing environment with an unknown number of physical processors as described above. A computer can optionally be coupled to one or more visual displays and / or may include integrated visual displays. Similarly, displays can be of the same type or heterogeneous combinations of different visual devices. A computer may also include one or more operator input devices, such as a keyboard, mouse, touchscreen, laser or infrared pointing device, or gyroscope pointing device (to name just a few representative examples). Furthermore, in addition to displays, one or more other output devices may be included, such as printers, plotters, industrial manufacturing machines, 3D printers, etc. Thus, various arrangements of displays, input, and output devices are possible. Multiple computers or computing devices can be configured to communicate with each other or with other devices over wired or wireless communication links to form a network.Network communication can be transmitted through various computers operating as network devices such as switches, routers, firewalls, or other network equipment or interfaces, and then through other larger computer networks such as the Internet. Communication can also be transmitted over a network as wireless data transmission, which is carried on electromagnetic waves via transmission lines or free space. Such communication includes using Wi-Fi or other wireless local area networks (WLANs) or cellular transmitters / receivers to transmit data.

[0072] As used in this article, "constant velocity segment" refers to a portion of a smoothly moving velocity projection that remains constant (i.e., the velocity value remains unchanged). Graphically, when the Y-axis represents velocity and the X-axis represents time or displacement, this constant velocity segment is represented by a horizontal line.

[0073] As used herein, "control signal" means a signal applied from a controller to a controlled object. The signal may be wired or non-wired. The signal may be electrical, electronic, optical, RF, or other signals. Examples of control signals include electrical or optical signals with pulse width modulation, frequency modulation, and amplitude modulation. The control signal may also optionally include electrical power supplied to the object.

[0074] As used in this article, "dynamic adjustment" means adjusting something at or very close to the time it moves or changes.

[0075] As used in this article, "electric motor" refers to an electric motor that converts electrical energy into rotational mechanical energy. Examples of electric motors include brushed DC motors, brushless DC motors, non-commutated DC motors, permanent magnet DC motors, synchronous AC motors, induction AC motors, and stepper motors.

[0076] As used in this article, "envelope" refers to the region between two curves on a graph. One curve represents a minimum value, and the other represents a maximum value. When used to define a smooth velocity projection of an object, the envelope defines the region representing the target set of values ​​for the object's velocity.

[0077] As used in this article, “multiple” is synonymous with the term “plural” and refers to more than one, or extended to two or more.

[0078] A "network" or "computer network" generally refers to a telecommunications network that allows computers to exchange data. Computers can pass data to each other along a data connection by converting data into datagrams or sets of data packets. Connections between computers and networks can be established using cables, fiber optics, or via electromagnetic transmission, such as that used in wireless network devices. Computers coupled to a network can be called "nodes" or "hosts" and can initiate, broadcast, route, or receive data from the network. Nodes can include any computing device such as a personal computer, mobile phone, and server, as well as dedicated computers that operate to maintain data flow across the network, referred to as "network devices." Two nodes can be considered "networked" when one device can exchange information with another, regardless of whether they are directly connected to each other. Examples of wired network connections can include Digital Subscriber Line (DSL), coaxial cable, or fiber optic cable. Wireless connections can include... Wireless links can include or utilize any cellular network standard for communication between mobile devices, including 1G, 2G, 3G, 4G, and 5G. This includes Global Microwave Access Interoperability (WiMAX), infrared channels or satellite bands, or any wireless local area network (Wi-Fi), such as those implemented using the Institute of Electrical and Electronics Engineers (IEEE) 802.11 standards (e.g., 802.11(a), 802.11(b), 802.11(g), or 802.11(n)). Network standards can also include or utilize any cellular network standard for communication between mobile devices, including 1G, 2G, 3G, 4G, or 5G. Network standards can be defined as 1G, 2G, etc., by meeting specifications or standards such as those maintained by the International Telecommunication Union (ITU). For example, if a network meets the guidelines in the International Mobile Telecommunications-2000 (IMT-2000) specification, it can be called a "3G network," regardless of what it may be called otherwise. If a network meets the requirements of the International Mobile Telecommunications Advanced (IMTA) specification, it can be called a "4G network." Examples of cellular networks or other wireless standards include AMPS, GSM, GPRS, UMTS, LTE, Advanced LTE, Mobile WiMAX, and Advanced WiMAX. Cellular network standards can use various channel access methods, such as FDMA, TDMA, CDMA, or SDMA. Different types of data can be transmitted via different links and standards, or the same type of data can be transmitted via different links and standards. The geographical extent of a network can vary greatly. Examples include Block LANs (BANs), Personal LANs (PANs), Local Area Networks (LANs), Metropolitan Area Networks (MANs), Wide Area Networks (WANs), or the Internet. A network can have any suitable network topology that defines the number of network connections and the network topology used. A network topology can be any suitable form and can include point-to-point, bus, star, ring, mesh, or tree topologies. A network can be a virtual overlay network and is configured to use other networks or lie on top of one or more layers of other networks. A network can utilize different communication protocols or messaging technologies, including layers or stacks of protocols. Examples include Ethernet protocol, Internet Protocol Suite (TCP / IP), ATM (Asynchronous Transfer Mode) technology, SONET (Synchronous Optical Networking) protocol, or SDE1 (Synchronous Digital Layering) protocol. The TCP / IP Internet Protocol Suite can include the application layer, transport layer, Internet layer (e.g., including IPv6), or data link layer.

[0079] As used in this article, "nonlinear velocity" refers to the rate of change.

[0080] As used in this article, “optional” means something that can be decided by oneself; it is not mandatory; it is possible, but not compulsory; it is a matter of personal choice.

[0081] As used herein, “predefined” means pre-established. This includes items that are pre-programmed and / or stored in ROM, PROM, or other computer memory. It also includes components used to store values, such as voltage dividers, resistors, or other discrete components.

[0082] As used in this article, the "proportional-integral-derivative control function" refers to a control loop feedback mechanism that calculates the "error" value as the difference between the measured process variable (such as the speed of a seat back) and the desired setpoint value (such as a smooth motion speed curve). The function attempts to minimize the error by adjusting (multiple) process control outputs (such as control signals to actuators).

[0083] As used in this article, “mainly” is synonymous with greater than 50%.

[0084] "Distance" generally refers to any physical, logical, or other separation between two things. The separation can be relatively large, such as thousands or millions of miles or kilometers, or relatively small, such as nanometers or a millionth of an inch. Two things being "distant" from each other can also be logically or physically coupled or connected together.

[0085] "Seating" generally refers to a type of supporting structure or space constructed for humans and / or other animals to sit on. Some examples of seating include chairs, stools, benches, saddles, and sofas, etc. Usually, but not always, seating can further include backrests, armrests, headrests, and other features.

[0086] As used herein, “sensor” means a device that senses or measures a velocity parameter and records, indicates, or otherwise responds to said velocity parameter. Examples of sensors include, but are not limited to, Hall effect sensors, potentiometers, encoders (linear, rotary, and / or optical), accelerometers, tilt sensors, rangefinders, inclinometers, photodiodes, motion detectors, or combinations of any of the foregoing.

[0087] Unlike the envelope method, the term "single set of target values," as used in this paper, means that the smoothed velocity projection is represented by a curve, a line, or a graph when plotted. This includes all target values ​​for the velocity of the object to which the smoothed velocity projection belongs.

[0088] As used in this article, "velocity parameter" refers to a physical property that can be measured to determine the velocity (linear, curvilinear, or rotational) of an object. Examples of velocity parameters include velocity, speed, acceleration, displacement, and / or position.

[0089] "Vehicle" generally refers to a machine that transports people and / or goods. Common types of vehicles can include land-based vehicles, amphibious vehicles, water vehicles, aircraft, and spacecraft. By way of non-limiting example, land-based vehicles can include trucks, handcarts, scooters, bicycles, motorcycles, automobiles, buses, trucks, semi-trailers, trains, trolleybuses, and trams. Amphibious vehicles can include, for example, hovercraft and duck boats, and water vehicles can include ships, vessels, and submarines, etc. Common forms of aircraft include airplanes, helicopters, autonomous aircraft, and balloons, and spacecraft can include, for example, rockets and rocket-powered aircraft. Vehicles can have many types of power sources. For example, vehicles can be powered by human propulsion, electric, chemical combustion, nuclear, and / or solar power. The direction, speed, and operation of vehicles can be human-controlled, autonomous, and / or semi-autonomous. Examples of autonomous or semi-autonomous vehicles include automated guided vehicles (AGVs) and drones.

[0090] "Vehicle braking" refers to the response of directly or indirectly using the foot brake of a vehicle to slow down or stop the vehicle.

Claims

1. A vehicle seating system for reducing user fatigue, the vehicle seating system comprising: A seat, the seat having a seat back and a seat bottom; A first electric seat adjustment actuator, the first electric seat adjustment actuator being used to slowly tilt the seat back forward and slowly backward between at least a first seat back position and a second seat back position, the slow tilt occurring while the vehicle is moving, wherein the first electric seat adjustment actuator includes an electric motor; and A controller is configured to automatically control the movement of a first electric seat adjustment actuator while the vehicle is moving, wherein the controller has a control cycle including at least one movement cycle and at least one fixed cycle, and the controller adjusts the movement of the seat back based on one or more seat adjustment inputs, wherein the controller is configured to automatically control the movement of the first electric seat adjustment actuator while the vehicle is moving, and the slow movement occurring by the first electric seat adjustment actuator while the vehicle is moving; Wherein, the one or more seat adjustment inputs include a seat adjustment algorithm, which is configured to adjust the seat back position based on a combination of vehicle data and occupant data to reduce positional fatigue; The vehicle data and occupant data are wirelessly transmitted to a remote device for the creation of one or more seat adjustment inputs; and After the creation of one or more seat adjustment inputs, the one or more seat adjustment inputs are wirelessly transmitted from the remote device back to the controller.

2. The vehicle seating system according to claim 1, wherein, The vehicle data includes the vehicle's driving status.

3. The vehicle seating system according to claim 2, wherein, The vehicle's driving status includes vehicle speed, driving type, driving duration, and / or road conditions.

4. The vehicle seating system according to claim 3, wherein, The adjustments mentioned are dynamic.

5. The vehicle seating system according to claim 3, wherein, The road conditions mentioned include precipitation.

6. The vehicle seating system according to claim 1, wherein, The vehicle data includes vehicle characteristics.

7. The vehicle seating system according to claim 6, wherein, The characteristics of the vehicle include the distance from the bottom of the seat to the road surface, the suspension type, and / or the vehicle type.

8. The vehicle seating system of claim 1, wherein the occupant data includes occupant biometric information.

9. The vehicle seating system according to claim 8, wherein, The occupant biometrics includes weight, age, medical history, height, and / or fatigue level.

10. The vehicle seating system according to claim 1, wherein, The occupant data includes occupant location information.

11. The vehicle seating system according to claim 10, wherein, The occupant position information includes the position of the rearview mirror, the position of the side mirror, the position of the brake pedal, the position of the accelerator pedal, the position of the clutch pedal, the position of the steering wheel, the position of the seat adjustment actuator, the position of the occupant seat, and / or the seat weight distribution.

12. The vehicle seating system according to claim 1, wherein, The occupant data includes occupant feedback information.

13. The vehicle seating system according to claim 12, wherein, The occupant feedback information includes direct feedback and / or manual adjustments.

14. The vehicle seating system according to claim 13, wherein, Direct feedback includes users responding to their seat position by selecting "agree" or "disagree" on the vehicle's infotainment system.

15. The vehicle seating system according to claim 1, wherein, The one or more seat adjustment inputs modify the actuation frequency, actuation magnitude, actuation movement, and / or actuation direction.

16. The vehicle seating system according to claim 1, wherein, The seat includes a seat heating and cooling system, wherein the seat heating and cooling system is controlled by the one or more seat adjustment inputs.

17. The vehicle seating system according to claim 1, wherein, The vehicle is connected to the Internet via a 5G connection, and the one or more seat adjustment inputs are updated via the 5G connection.

18. The vehicle seating system according to claim 1, wherein, The vehicle is connected to the Internet at a user-defined location, and the one or more seat adjustment inputs are updated when the vehicle is at the user-defined location.

19. The vehicle seating system according to claim 18, wherein, The user-defined location is the user's home.

20. The vehicle seating system according to claim 19, wherein, The user-defined location is the user's workplace.

21. The vehicle seating system according to claim 1, wherein, Passengers select preset seat adjustment inputs from the local database.

22. The vehicle seating system according to claim 1, wherein, Occupants can override one or more seat adjustment inputs by manually adjusting the seat.

23. The vehicle seating system according to claim 17, wherein, The overlay of the one or more seat adjustment inputs is saved to the remote device as the user's seat adjustment preferences.

24. The vehicle seating system according to claim 1, wherein, User seating preferences can be transferred between vehicles.

25. A vehicle seating system for reducing user fatigue, the vehicle seating system comprising: A seat, the seat having a seat back and a seat bottom; A first electric seat adjustment actuator, the first electric seat adjustment actuator being used to slowly move the seat bottom at an angle, both slowly upward and slowly downward, between at least a first seat bottom position and a second seat bottom position, the slow movement occurring while the vehicle is moving, wherein the first electric seat adjustment actuator includes an electric motor; and A controller is configured to automatically control the movement of the first electric seat adjustment actuator while the vehicle is moving, wherein the controller has a control cycle including at least one movement cycle and at least one fixed cycle, and the controller dynamically adjusts the movement of the seat bottom based on one or more seat adjustment inputs, wherein the controller is configured to automatically control the movement of the first electric seat adjustment actuator while the vehicle is moving, and the slow movement occurring by the first electric seat adjustment actuator while the vehicle is moving; Wherein, the one or more seat adjustment inputs include a seat adjustment algorithm, which is configured to adjust the position of the seat bottom based on a combination of vehicle data and occupant data to reduce positional fatigue; The vehicle data and occupant data are wirelessly transmitted to a remote device for the creation of one or more seat adjustment inputs; and After the creation of one or more seat adjustment inputs, the one or more seat adjustment inputs are wirelessly transmitted from the remote device back to the controller.

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