High-safety zero-gravity seat based on human body injury prediction and control method

Abstract

The application discloses a high-safety zero-gravity seat based on human body injury prediction and a control method, which comprises a seat base, a seat back, a head support, a leg support, an air bag, a slide rail and a control system, wherein the control system comprises a monitoring module, an injury prediction module, a host computer, a head support control module, a leg support control module, a seat base control module, a seat back control module, a slide rail control module and an air bag control module; and the host computer is used for collecting signals, making judgments and outputting feedback signals. The high-safety zero-gravity seat is an active safety seat, which is different from traditional passive and active safety seats, can provide effective protection for passengers, and the seat control system of the application is based on injury prediction of passengers with different signs in the vehicle, can more specifically provide corresponding safety control strategies for different passengers, and makes the control system more robust and safer.

Description

Technical Field

[0001] This invention relates to the field of automotive seat safety technology, and in particular to a high-safety zero-gravity seat and control method based on human injury prediction. Background Technology

[0002] With the continuous development of vehicle intelligence, the cockpit design has undergone significant changes. To meet the needs of driver comfort, zero-gravity seats have gradually replaced traditional seats. However, zero-gravity seats make occupants more susceptible to injury in the event of a collision compared to traditional seating positions. Therefore, there is a need to develop safety protection solutions for occupants in zero-gravity seats. Existing solutions include active and passive safety control methods for zero-gravity seats; however, these methods suffer from problems such as simplistic structures and lack of specificity, failing to provide effective protection for occupants in zero-gravity seats. Summary of the Invention

[0003] The purpose of this invention is to provide a high-safety zero-gravity seat and control method based on human injury prediction, thereby solving the above-mentioned technical problems.

[0004] The above-mentioned technical objective of the present invention is achieved through the following technical solution:

[0005] A high-safety zero-gravity seat based on human injury prediction includes a seat base, a seat back, a headrest, a leg rest, an airbag, a slide rail, and a control system. The control system includes a monitoring module, an injury prediction module, a host computer, a headrest control module, a leg rest control module, a seat base control module, a seat back control module, a slide rail control module, and an airbag control module. The host computer is used to collect signals, make judgments, and output feedback signals.

[0006] The seat base is placed on the slide rail and connected to the car frame through the slide rail. The seat base includes a three-layer structure: a bottom frame, a middle air cushion, and a surface sponge. The middle air cushion is connected to the airbag control module to control the inflation state of the middle air cushion.

[0007] The seat back includes a three-layer structure: a bottom frame, a middle air cushion, and a top sponge. The seat frame is connected to the seat back control module, which controls the seat back angle. The middle air cushion is connected to the airbag control module, which controls the inflation state of the middle air cushion.

[0008] The headrest is located above the seat back and is connected to the seat back via a linkage mechanism. The headrest control module is located at the connection point of the corresponding linkage mechanism. The headrest control module is used to receive feedback signals and control the headrest angle.

[0009] The leg rest is located below the seat base and is connected to the seat base via a linkage mechanism. The leg rest control module is located at the linkage connection point and is used to receive feedback signals and control the angle of the leg rest.

[0010] The airbags include frontal impact airbags and side impact airbags, wherein the frontal impact airbags are located on the back of the seat and the side impact airbags are located on both sides of the seat armrests.

[0011] The slide rail is located between the vehicle frame and the seat base. The slide rail includes a sliding mechanism and a magnetorheological fluid device. The sliding mechanism includes a fixed frame and a slider. The fixed frame is welded to the vehicle frame in both longitudinal and transverse directions. The fixed frame has multiple equally spaced circular holes. The slider has positioning pins that mate with the circular holes on the fixed frame, allowing for free movement in both longitudinal and transverse directions. The magnetorheological fluid device is located on the slider and is used to control the slider's sliding speed. The slide rail control module receives feedback signals and controls the slide rail mechanism and the magnetorheological fluid device.

[0012] A further provision of the present invention is that the monitoring module includes an in-vehicle environment monitoring submodule and an external environment monitoring submodule, wherein the in-vehicle environment monitoring submodule is used to extract occupant characteristic information as well as vehicle speed and acceleration, and the external environment monitoring submodule is used to obtain the target positions of surrounding vehicles and their relative speeds to the vehicle itself.

[0013] A further configuration of the present invention is as follows: the damage prediction module includes a model generation submodule, a simulation submodule, and a damage state prediction submodule. The model generation submodule includes an initial human-seat coupling model, and obtains a human-seat coupling model that matches the occupant's body shape through mesh deformation technology. The simulation submodule is used to perform collision condition simulation on the human-seat coupling model. The damage state prediction submodule is used to process the simulation results and output the maximum stress on the head and neck, the maximum stress in the chest cavity, and the maximum stress on the legs corresponding to different vehicle speed ranges in frontal and side collisions.

[0014] A further feature of the present invention is that the simulation boundary conditions include frontal collision, side collision, and vehicle speed of 10-100 km / h.

[0015] In addition to the aforementioned high-safety zero-gravity seat, this invention also provides a control method for a high-safety zero-gravity seat based on human injury prediction, characterized by comprising the following steps:

[0016] Step 1: Obtain the occupant's characteristic information through the in-vehicle environment monitoring submodule, input the characteristic information into the injury prediction module, and query the corresponding human point cloud information through the human body database based on the characteristic information;

[0017] Step 2: Input the human point cloud information obtained in Step 1 into the model generation submodule, deform the preset human model through mesh deformation to obtain a human model corresponding to the occupant features and couple it with the seat.

[0018] Step 3: Input the human-chair coupling model generated in Step 2 into the simulation submodule, set boundary conditions and perform simulation calculations on the human-chair coupling model, and process the simulation results through the damage state prediction submodule to obtain the maximum stress in the head and neck, the maximum stress in the chest cavity, and the maximum stress in the lower limbs, and set the damage state intervals. The damage state intervals are: 0-50MPa is AIS0, 50-100MPa is AIS1, 100-150MPa is AIS2, 150-200MPa is AIS3, 200-250MPa is AIS4, 250-300MPa is AIS5, and >300MPa is AIS6.

[0019] Step 4: Obtain the relative position and speed of surrounding vehicles through the external environment monitoring submodule. When the relative position is 0, the internal environment monitoring submodule obtains the vehicle speed and calculates the relative speed together with the speeds of surrounding vehicles.

[0020] Step 5: Input the relative vehicle position obtained in Step 4 (if the surrounding vehicles are located to the side of the vehicle, it is a side collision; if the surrounding vehicles are located in front of or behind the vehicle, it is a frontal collision) and the relative vehicle speed into the injury state prediction submodule to query the corresponding human head, neck, chest, and lower limb injury status.

[0021] Step 6: Input the injury status and collision type of the human head, neck, chest and lower limbs obtained in Step 5 into the host computer. If the injury status range of the human head, neck, chest and lower limbs is >AIS0, a feedback signal is generated. The feedback signal includes the human head and neck injury feedback signal, the human chest injury feedback signal and the human lower limb injury feedback signal.

[0022] Step 7: Input the human head and neck injury feedback signal to the headrest control module, the slide rail control module, and the airbag control module. The headrest control module receives the human head and neck injury feedback signal and makes a judgment. Based on the head and neck injury state interval value, it drives the headrest control module to control the headrest angle. AIS1 corresponds to a headrest angle of 60°, AIS2 corresponds to a headrest angle of 65°, and so on, with each 5° corresponding to an injury state interval value. The slide rail control module receives the human head and neck injury feedback signal and makes a judgment. If it is a head-on collision, the slide rail control module controls the slide rail mechanism to retract the longitudinal positioning pin and simultaneously drives the magnetic flux... The magnetorheological fluid device is driven laterally and adjusts the current value of the magnetorheological fluid device according to the injury status interval of the human head and neck. 3A corresponds to AIS1, 2.5A corresponds to AIS2, and so on, with each 0.5A corresponding to an injury status interval. At the same time, the six pre-reserved circular holes on the slide rail mechanism correspond to AIS1-AIS6 from near to far. When the seat moves to the circular hole corresponding to the injury interval value, the positioning pin drops and the seat stops moving. The same applies if it is a side collision. The airbag control module receives the human head and neck injury feedback signal and makes a judgment. If it is a frontal collision and the injury interval value is higher than AIS2, the frontal collision airbag is activated. The same applies if it is a side collision.

[0023] Step 8: Input the human chest injury feedback signal to the seat back control module, the slide rail control module, and the airbag control module. The seat back control module receives the human chest injury feedback signal and makes a judgment. Based on the chest injury state interval value, it drives the seat back control module to control the seat back angle. AIS1 corresponds to a back angle of 30°, AIS2 corresponds to a back angle of 40°, and so on, with each 10° corresponding to an injury state interval value. Simultaneously, if the chest injury state interval value is higher than AIS2, the seat back control module controls the airbag to deflate, causing the occupant to sink. The slide rail control module receives the human chest injury feedback signal and makes a judgment. If it is a head-on collision, the slide rail controls... The module controls the slide rail mechanism to retract the longitudinal positioning pin, while simultaneously driving the magnetorheological fluid device for lateral drive. It also adjusts the current value of the magnetorheological fluid device according to the injury state interval of the human chest: 3A corresponds to AIS1, 2.5A to AIS2, and so on, with each 0.5A corresponding to an injury state interval. The six pre-drilled holes on the slide rail mechanism correspond to AIS1-AIS6 from near to far. When the seat moves to the hole corresponding to the injury interval, the positioning pin drops, and the seat stops moving. The same applies to side impacts. The airbag control module receives the human chest injury feedback signal and makes a judgment. If it is a frontal impact and the injury interval value is higher than AIS2, the frontal impact airbag is activated; the same applies to side impacts.

[0024] Step 9: Input the lower limb injury feedback signal to the leg support control module, the seat base control module, the slide rail control module, and the airbag control module. The leg support control module receives the lower limb injury feedback signal and makes a judgment. Based on the lower limb injury state interval value, it drives the leg support control module to control the seat back angle. AIS1 corresponds to a leg support angle of 30°, AIS2 corresponds to a leg support angle of 40°, and so on, with each 10° corresponding to an injury state interval value. The seat base control module receives the lower limb injury feedback signal and makes a judgment. If the lower limb injury state interval value is higher than AIS2, the airbag control module controls the airbag to deflate to a de-inflated state, causing the occupant to sink. The slide rail control module receives the lower limb injury feedback signal and then... If the collision is a frontal impact, the slide rail control module controls the slide rail mechanism to retract the longitudinal positioning pin, and simultaneously drives the magnetorheological fluid device to drive laterally. The current value of the magnetorheological fluid device is adjusted according to the injury range of the human lower limb: 3A corresponds to AIS1, 2.5A to AIS2, and so on, with each 0.5A corresponding to an injury range. The six pre-drilled holes on the slide rail mechanism correspond to AIS1-AIS6 from near to far. When the seat moves to the hole corresponding to the injury range, the positioning pin drops, and the seat stops moving. The same applies to a side impact. The airbag control module receives the lower limb injury feedback signal and makes a judgment. If it is a frontal impact and the injury range is higher than AIS2, the frontal impact airbag is activated. The same applies to a side impact.

[0025] More preferably, the boundary conditions in step 3 include the collision type and the vehicle speed of 10-100 km / h.

[0026] Compared with the prior art, the present invention has the following beneficial effects:

[0027] Firstly, the high-safety zero-gravity seat proposed in this invention is an active safety seat, which is different from traditional passive and active safety seats. It can provide effective protection for occupants. Furthermore, the seat control system of this invention is based on the prediction of occupant injury based on different physical characteristics in the vehicle, which can provide more targeted safety control strategies for different occupants, making the control system more robust and safer.

[0028] Secondly, the seat control system proposed in this invention includes coordinated control between different mechanisms such as headrest, backrest, air cushion, airbag, leg rest, and slide rail, which is different from the traditional seat control system that only controls a single structure and cannot provide good safety protection for occupants.

[0029] Thirdly, the seat slide rail control device proposed in this invention uses a magnetorheological fluid device for drive and control. By controlling the strength of the current to change the damping magnitude, the sliding speed of the seat can be controlled. This not only adjusts the seat position in time in the event of a collision to avoid serious injury to the occupant, but also differs from the traditional active safety seat single control method, which is prone to secondary injury to the occupant due to the seat pulling during movement. Attached Figure Description

[0030] Figure 1 Schematic diagram of a high-safety zero-gravity seat;

[0031] Figure 2 Schematic diagram of the slide rail mechanism;

[0032] Figure 3 Schematic diagram of the slider mechanism;

[0033] Figure 4 Control system framework diagram.

[0034] In the diagram: 1. Headrest; 2. Seat backrest; 3. Seat base; 4. Leg rest; 5. Slide rail; 6. Slider; 7. Circular hole; 8. Positioning pin; 9. Magnetorheological fluid device. Detailed Implementation

[0035] The present invention will be further described in detail below with reference to the accompanying drawings.

[0036] Example 1, referring to Figure 1-3 A high-safety zero-gravity seat based on human injury prediction includes a seat base 3, a seat back 2, a headrest 1, a leg rest 4, an airbag, a slide rail 5, and a control system. The control system includes a monitoring module, an injury prediction module, a host computer, a headrest control module, a leg rest control module, a seat base control module, a seat back control module, a slide rail control module, and an airbag control module. The host computer is used to collect signals, make judgments, and output feedback signals.

[0037] The seat base 3 is placed on the slide rail 5 and connected to the car frame through the slide rail 5. The seat base 3 includes a three-layer structure: a bottom frame, a middle air cushion, and a surface sponge. The middle air cushion is connected to the airbag control module to control the inflation state of the middle air cushion.

[0038] The seat back 2 consists of a three-layer structure: a bottom frame, a middle air cushion, and a top sponge. The seat frame is connected to the seat back control module, which controls the angle of the seat back 2. The middle air cushion is connected to the airbag control module, which controls the inflation status of the middle air cushion.

[0039] The headrest 1 is located above the seat back 2 and is connected to the seat back 2 by a linkage mechanism. The headrest control module is located at the connection point of the corresponding linkage mechanism. The headrest control module is used to receive feedback signals and control the angle of the headrest 1.

[0040] The leg rest 4 is located below the seat base 3 and is connected to the seat base 3 through a linkage mechanism. The leg rest control module is located at the linkage connection point and is used to receive feedback signals and control the angle of the leg rest 4.

[0041] The airbags include frontal impact airbags and side impact airbags. The frontal impact airbags are located on the rear side of the seat back 2, and the side impact airbags are located on both sides of the seat armrests.

[0042] The slide rail 5 is located between the vehicle frame and the seat base 3. The slide rail 5 includes a sliding mechanism and a magnetorheological fluid device 9. The sliding mechanism includes a fixed frame and a slider 6. The fixed frame is connected to the vehicle frame by welding in both longitudinal and transverse directions. The fixed frame has multiple equally spaced circular holes 7. The slider 6 is provided with positioning pins 8 that cooperate with the circular holes 7 on the fixed frame, which can realize free movement in both longitudinal and transverse directions. The magnetorheological fluid device 9 is located on the slider 6 and is used to control the sliding speed of the slider 6. The slide rail control module is used to receive feedback signals and control the slide rail mechanism and the magnetorheological fluid device 9.

[0043] The monitoring module includes an in-vehicle environment monitoring submodule and an external environment monitoring submodule. The in-vehicle environment monitoring submodule is used to extract occupant characteristic information, as well as vehicle speed and acceleration. The external environment monitoring submodule is used to obtain the target positions of surrounding vehicles and their relative speeds to the vehicle itself.

[0044] The damage prediction module includes a model generation submodule, a simulation submodule, and a damage state prediction submodule. The model generation submodule includes an initial human-seat coupling model, which obtains a human-seat coupling model that matches the occupant's body shape through mesh deformation technology. The simulation submodule is used to simulate the human-seat coupling model under collision conditions. The simulation boundary conditions include frontal collision, side collision, and vehicle speeds of 10-100 km / h. The damage state prediction submodule is used to process the simulation results and output the maximum stress in the head and neck, chest cavity, and legs corresponding to different vehicle speed ranges for frontal and side collisions.

[0045] Example 2, based on the high-safety zero-gravity seat of Example 1, provides a control method for a high-safety zero-gravity seat based on human injury prediction, referring to... Figure 4 This includes the following steps:

[0046] Step 1: Obtain occupant characteristic information (age, height, BMI, gender) through the in-vehicle environment monitoring submodule, input the characteristic information into the injury prediction module, and query the corresponding human point cloud information through the human body database based on the characteristic information.

[0047] Step 2: Input the human point cloud information obtained in Step 1 into the model generation submodule. Deform the preset human model through mesh deformation to obtain a human model corresponding to the occupant features and couple it with the seat.

[0048] Step 3: Input the human-chair coupling model generated in Step 2 into the simulation submodule. Set boundary conditions and perform simulation calculations on the human-chair coupling model. The boundary conditions include the collision type (frontal collision / side collision) and the vehicle speed of 10-100km / h. Process the simulation results through the damage state prediction submodule to obtain the maximum stress in the head and neck, the maximum stress in the chest cavity, and the maximum stress in the lower limbs. Set the damage state ranges as follows: 0-50MPa is AIS0, 50-100MPa is AIS1, 100-150MPa is AIS2, 150-200MPa is AIS3, 200-250MPa is AIS4, 250-300MPa is AIS5, and >300MPa is AIS6.

[0049] Step 4: Obtain the relative position and speed of surrounding vehicles through the external environment monitoring submodule. When the relative position is 0, the internal environment monitoring submodule obtains the vehicle speed and calculates the relative speed together with the speeds of surrounding vehicles.

[0050] Step 5: Input the relative vehicle position obtained in Step 4 (if the surrounding vehicles are located to the side of the vehicle, it is a side collision; if the surrounding vehicles are located in front of or behind the vehicle, it is a frontal collision) and the relative vehicle speed into the injury status prediction submodule to query the corresponding head, neck, chest, and lower limb injury status of the human body.

[0051] Step 6: Input the injury status and collision type (frontal / side collision) of the human head and neck, chest, and lower limbs obtained in Step 5 into the host computer. If the injury status interval of the human head and neck, chest, and lower limbs is greater than AIS0, a feedback signal is generated. The feedback signal includes the human head and neck injury feedback signal (including the collision type and the value of the head and neck injury status interval), the human chest injury feedback signal (including the collision type and the value of the chest injury status interval), and the human lower limb injury feedback signal (including the collision type and the value of the lower limb injury status interval).

[0052] Step 7: Input the human head and neck injury feedback signal to the headrest control module, slide rail control module, and airbag control module. After receiving the human head and neck injury feedback signal, the headrest control module judges and drives the headrest control module to control the headrest angle 1 according to the head and neck injury state interval value. AIS1 corresponds to a headrest angle of 60°, AIS2 corresponds to a headrest angle of 65°, and so on, with each 5° corresponding to an injury state interval value. After receiving the human head and neck injury feedback signal, the slide rail control module judges and if it is a head-on collision, the slide rail control module controls the slide rail mechanism to retract the longitudinal positioning pin 8, and at the same time drives the magnetorheological fluid device 9. For lateral drive, the current value of the magnetorheological fluid device 9 is adjusted according to the injury status interval of the human head and neck. 3A corresponds to AIS1, 2.5A corresponds to AIS2, and so on, with each 0.5A corresponding to an injury status interval. At the same time, the six pre-reserved circular holes on the slide rail mechanism correspond to AIS1-AIS6 from near to far. When the seat moves to the circular hole corresponding to the injury interval value, the positioning pin 8 drops and the seat stops moving. The same applies if it is a side collision. After receiving the human head and neck injury feedback signal, the airbag control module judges whether it is a frontal collision and the injury interval value is higher than AIS2. If it is a side collision, the frontal collision airbag is activated. The same applies if it is a side collision.

[0053] Step 8: The human chest injury feedback signal is input to the seat back control module, slide rail control module, and airbag control module. The seat back control module receives the human chest injury feedback signal and makes a judgment. Based on the chest injury state interval value, it drives the seat back control module to control the seat back angle 2. AIS1 corresponds to a backrest angle of 30°, AIS2 corresponds to a backrest angle of 40°, and so on, with each 10° corresponding to an injury state interval value. Simultaneously, if the chest injury state interval value is higher than AIS2, the seat back control module controls the airbag to deflate, causing the occupant to sink. The slide rail control module receives the human chest injury feedback signal and makes a judgment. If it is a frontal collision, the slide rail control module controls... The slide rail mechanism retracts the longitudinal positioning pin 8, while simultaneously driving the magnetorheological fluid device 9 for lateral drive. At the same time, the current value of the magnetorheological fluid device 9 is adjusted according to the injury state range of the human chest: 3A corresponds to AIS1, 2.5A to AIS2, and so on, with each 0.5A corresponding to an injury state range. The six pre-drilled holes on the slide rail mechanism correspond to AIS1-AIS6 from near to far. When the slide rail moves to the hole corresponding to the injury range value, the positioning pin 8 drops, and the seat stops moving. The same applies to side impacts. The airbag control module receives the human chest injury feedback signal and makes a judgment. If it is a frontal impact and the injury range value is higher than AIS2, the frontal impact airbag is deployed; the same applies to side impacts.

[0054] Step 9: Input the lower limb injury feedback signal to the leg support control module, seat base control module, slide rail control module, and airbag control module. The leg support control module receives the lower limb injury feedback signal and makes a judgment. Based on the lower limb injury state interval value, it drives the leg support control module to control the seat backrest angle 2. AIS1 corresponds to a 30° leg support angle 4, AIS2 corresponds to a 40° leg support angle 4, and so on, with each 10° corresponding to an injury state interval value. The seat base control module receives the lower limb injury feedback signal and makes a judgment. If the lower limb injury state interval value is higher than AIS2, the airbag control module controls the airbag to deflate, causing the occupant to sink. The slide rail module receives the lower limb injury feedback signal and makes a judgment. In the case of a frontal collision, the slide rail control module controls the slide rail mechanism to retract the longitudinal positioning pin 8, while simultaneously driving the magnetorheological fluid device 9 for lateral drive. The current value of the magnetorheological fluid device 9 is adjusted according to the injury status interval of the human lower limb: 3A corresponds to AIS1, 2.5A to AIS2, and so on, with each 0.5A corresponding to an injury status interval. The six pre-drilled holes on the slide rail mechanism correspond to AIS1-AIS6 from near to far. When the seat moves to the hole corresponding to the injury interval, the positioning pin 8 drops, and the seat stops moving. The same applies to a side collision. The airbag control module receives the human lower limb injury feedback signal and makes a judgment. If it is a frontal collision and the injury interval value is higher than AIS2, the frontal collision airbag is activated; the same applies to a side collision.

[0055] This specific embodiment is merely an explanation of the present invention and is not intended to limit the invention. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they are within the scope of the claims of the present invention.

Claims

1. A high-safety zero-gravity seat based on human injury prediction, comprising a seat base (3), a seat back (2), a headrest (1), a leg rest (4), an airbag, a slide rail (5), and a control system, characterized in that: The control system includes a monitoring module, a damage prediction module, a host computer, a headrest control module, a leg rest control module, a seat base control module, a seat back control module, a slide rail control module, and an airbag control module. The host computer is used to collect signals, make judgments, and output feedback signals. The monitoring module includes an in-vehicle environment monitoring submodule and an external environment monitoring submodule. The in-vehicle environment monitoring submodule is used to extract occupant characteristic information, as well as vehicle speed and acceleration. The external environment monitoring submodule is used to obtain the target positions of surrounding vehicles and their relative speeds to the vehicle itself. The damage prediction module includes a model generation submodule, a simulation submodule, and a damage state prediction submodule. The model generation submodule includes an initial human-chair coupling model, and obtains a human-chair coupling model that matches the occupant's body shape through mesh deformation technology. The simulation submodule is used to simulate the collision conditions of the human-chair coupling model. The damage state prediction submodule is used to process the simulation results and output the maximum stress on the head and neck, the maximum stress on the chest, and the maximum stress on the lower limbs corresponding to different vehicle speed ranges in frontal and side collisions. The seat base (3) is placed on the slide rail (5) and connected to the car frame through the slide rail (5). The seat base (3) includes a three-layer structure of a bottom frame, a middle air cushion, and a surface sponge. The middle air cushion is connected to the airbag control module to control the inflation state of the middle air cushion. The seat back (2) includes a three-layer structure of a bottom frame, a middle air cushion, and a surface sponge. The bottom frame is connected to the seat back control module. The seat back control module is used to control the angle of the seat back (2). The middle air cushion is connected to the airbag control module and is used to control the inflation state of the middle air cushion. The headrest (1) is located above the seat back (2) and is connected to the seat back (2) through a linkage mechanism. The headrest control module is located at the connection point of the corresponding linkage mechanism. The headrest control module is used to receive feedback signals and control the angle of the headrest (1). The leg rest (4) is located below the seat base (3) and is connected to the seat base (3) through a linkage mechanism. The leg rest control module is located at the linkage connection point. The leg rest control module is used to receive feedback signals and control the angle of the leg rest (4). The airbags include a frontal collision airbag and a side collision airbag, wherein the frontal collision airbag is located on the rear side of the seat back (2) and the side collision airbags are located on both sides of the seat armrests; The slide rail (5) is located between the vehicle frame and the seat base (3). The slide rail (5) includes a slide rail mechanism and a magnetorheological fluid device (9). The slide rail mechanism includes a fixed frame and a slider (6). The fixed frame is connected to the vehicle frame by welding. The fixed frame has multiple equally spaced circular holes (7). The slider (6) is provided with a positioning pin (8) that cooperates with the circular holes (7) on the fixed frame, which can realize movement in both longitudinal and lateral directions. The magnetorheological fluid device (9) is located on the slider (6) and is used to control the sliding speed of the slider (6). The slide rail control module is used to receive feedback signals and control the slide rail mechanism and the magnetorheological fluid device (9).

2. The high-safety zero-gravity seat based on human injury prediction according to claim 1, characterized in that: The simulation boundary conditions include frontal collision, side collision, and vehicle speeds of 10-100 km / h.

3. A control method for a high-safety zero-gravity seat based on human injury prediction according to any one of claims 1-2, characterized in that, Includes the following steps: Step 1: Obtain the occupant's characteristic information through the in-vehicle environment monitoring submodule, input the characteristic information into the injury prediction module, and query the corresponding human point cloud information through the human body database based on the characteristic information; Step 2: Input the human point cloud information obtained in Step 1 into the model generation submodule, deform the preset human model through mesh deformation technology to obtain a human model corresponding to the occupant features and couple it with the seat. Step 3: Input the human-chair coupling model generated in Step 2 into the simulation submodule, set boundary conditions and perform simulation calculations on the human-chair coupling model, and process the simulation results through the damage state prediction submodule to obtain the maximum stress in the head and neck, the maximum stress in the chest, and the maximum stress in the lower limbs, and set the damage state ranges. The damage state ranges are: 0-50MPa is AIS0, 50-100MPa is AIS1, 100-150MPa is AIS2, 150-200MPa is AIS3, 200-250MPa is AIS4, 250-300MPa is AIS5, and >300MPa is AIS6. Step 4: Obtain the relative position and speed of surrounding vehicles through the external environment monitoring submodule. When the relative position is 0, the internal environment monitoring submodule obtains the vehicle speed and calculates the relative speed together with the speeds of surrounding vehicles. Step 5: Input the relative vehicle position and relative vehicle speed obtained in Step 4 into the injury state prediction submodule, and query the corresponding human head and neck, chest and lower limb injury state interval values. If the surrounding vehicles are located to the side of the vehicle, it is a side collision; if the surrounding vehicles are located in front of or behind the vehicle, it is a frontal collision. Step 6: Input the injury status and collision type of the human head, neck, chest and lower limbs obtained in Step 5 into the host computer. If the injury status range of the human head, neck, chest and lower limbs is greater than the peak value of AIS0, a feedback signal is generated. The feedback signal includes the human head and neck injury feedback signal, the human chest injury feedback signal and the human lower limb injury feedback signal. Step 7: Input the human head and neck injury feedback signal to the headrest control module, the slide rail control module, and the airbag control module. After receiving the human head and neck injury feedback signal, the headrest control module makes a judgment and drives the headrest control module to control the angle of the headrest (1) according to the head and neck injury state interval value. AIS1 corresponds to a headrest (1) angle of 60°, AIS2 corresponds to a headrest (1) angle of 65°, and so on, with each 5° corresponding to an injury state interval value. After receiving the human head and neck injury feedback signal, the slide rail control module makes a judgment. If it is a head-on collision, the slide rail control module controls the slide rail mechanism to retract the longitudinal positioning pin (8) and simultaneously drives the magnetorheological fluid. The device (9) is driven laterally. At the same time, the current value of the magnetorheological fluid device (9) is adjusted according to the damage state interval value of the human head and neck. 3A corresponds to AIS1, 2.5A corresponds to AIS2, and so on. Each 0.5A corresponds to a damage state interval value. Meanwhile, the 6 round holes reserved on the slide rail mechanism correspond to AIS1-AIS6 from near to far. When it moves to the round hole corresponding to the damage state interval value, the positioning pin (8) falls down and the seat stops moving. If it is a side collision, the same applies. After receiving the human head and neck injury feedback signal, the airbag control module makes a judgment. If it is a frontal collision and the damage state interval value is higher than the peak value of AIS2, the frontal collision airbag is activated. If it is a side collision, the same applies. Step 8: Input the human chest injury feedback signal to the seat back control module, the slide rail control module, and the airbag control module. After receiving the human chest injury feedback signal, the seat back control module makes a judgment and drives the seat back control module to control the seat back (2) angle according to the chest injury state interval value. AIS1 corresponds to a backrest angle of 30°, AIS2 corresponds to a backrest angle of 40°, and so on. Every 10° corresponds to an injury state interval value. At the same time, if the chest injury state interval value is higher than the peak value of AIS2, the seat back control module controls the airbag to deflate to an uninflated state so that the occupant sinks. After receiving the human chest injury feedback signal, the slide rail control module makes a judgment. If it is a frontal collision, the slide rail control module controls the slide rail to deflate. The rail mechanism retracts the longitudinal positioning pin (8) and simultaneously drives the magnetorheological fluid device (9) to drive laterally. At the same time, the current value of the magnetorheological fluid device (9) is adjusted according to the range of human chest injury status. 3A corresponds to AIS1, 2.5A corresponds to AIS2, and so on. Each 0.5A corresponds to a range of injury status. Meanwhile, the 6 pre-reserved circular holes on the slide rail mechanism correspond to AIS1-AIS6 from near to far. When the circular hole corresponding to the range of injury status is moved, the positioning pin (8) is dropped and the seat stops moving. If it is a side collision, the same applies. After receiving the human chest injury feedback signal, the airbag control module makes a judgment. If it is a frontal collision and the range of injury status is higher than the peak value of AIS2, the frontal collision airbag is activated. If it is a side collision, the same applies. Step 9: Input the human lower limb injury feedback signal to the leg support control module, the seat base control module, the slide rail control module, and the airbag control module. After receiving the human lower limb injury feedback signal, the leg support control module makes a judgment and drives the leg support control module to control the angle of the seat back (2) according to the lower limb injury state interval value. AIS1 corresponds to a leg support (4) angle of 30°, AIS2 corresponds to a leg support (4) angle of 40°, and so on. Every 10° corresponds to an injury state interval value. After receiving the human lower limb injury feedback signal, the seat base control module makes a judgment. If the lower limb injury state interval value is higher than the peak value of AIS2, the airbag control module controls the airbag to deflate to an uninflated state so that the occupant sinks. After receiving the human lower limb injury feedback signal, the slide rail control module makes a judgment. If it is a frontal collision, the slide rail control module controls the slide rail mechanism to retract the longitudinal positioning pin (8), and at the same time drives the magnetorheological fluid device (9) to drive laterally. At the same time, the current value of the magnetorheological fluid device (9) is adjusted according to the injury state interval value of the human lower limb. 3A corresponds to AIS1, 2.5A corresponds to AIS2, and so on. Each 0.5A corresponds to an injury state interval value. At the same time, the 6 reserved circular holes on the slide rail mechanism correspond to AIS1-AIS6 from near to far. When it moves to the circular hole corresponding to the injury state interval value, the positioning pin (8) falls down and the seat stops moving. If it is a side collision, the same applies. After receiving the human lower limb injury feedback signal, the airbag control module makes a judgment. If it is a frontal collision and the injury state interval value is higher than the peak value of AIS2, the frontal collision airbag is activated. If it is a side collision, the same applies.

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