Air bag self-adaptive adjusting seat and air bag self-adaptive adjusting method

Abstract

The invention discloses an air bag self-adaptive adjusting seat which is characterized in that an air bag is arranged on a backrest or / and a cushion, the air bag is inflated or deflated through an air pump, and the air pump is controlled through a control module; a sensing unit or a part of the sensing unit is arranged on the face, facing a passenger, of each air bag, the control module comprises an MCU module and a plurality of mutually independent oscillating circuits connected with the MCU module, and each oscillating circuit is electrically connected with one sensing unit; when a passenger makes contact with or applies pressure to any sensing unit, the charging and discharging frequency of the oscillating circuit connected with the sensing unit can be changed, the MCU module detects the change of the charging and discharging frequency before and after the oscillating circuit makes contact with or applies pressure to obtain a passenger contact pressure value, and the MCU module determines the passenger contact pressure value according to the detected passenger contact pressure value. An instruction is output through logical operation, and the air pump is controlled to conduct inflation or deflation adjustment on the air bag. The invention further discloses an air bag self-adaptive adjusting method.

Description

Technical Field

[0001] The present invention relates to the technical field of seats, and in particular to an airbag self-adjusting seat and an airbag self-adjusting method. Background Art

[0002] The intelligence and comfort of cars are becoming more and more important, and the vehicle seat system has a great impact on the intelligence and comfort of cars. Traditional car seats require people to actively adjust them, and cannot sense the scene and automatically adjust, which is increasingly unable to meet the needs of smart cockpits.

[0003] Based on the intelligent adaptive seat adjustment system of composite sensing technology, the control system can collect sensor feedback at any time. Based on this feedback, the controller can intelligently identify the state of the occupants and automatically generate comfortable and safe actions for the occupants in this state. At the same time, the sensor system can also combine big data training to automatically match the current occupant's body shape, and the software system can customize different action thresholds based on different body shapes. Based on these automated recognition and actions, it can help realize a more intelligent and comfortable car cabin.

[0004] China's invention patent application publication number CN113787940A discloses an adaptive seat adjustment system based on composite sensing, in which a seat comfort adjustment module is provided on the car seat, and the seat comfort adjustment module is connected to the MCU control module through the heating drive module, the motor drive module, and the valve drive module, respectively, and the MCU control module is connected to the communication module; the seat comfort adjustment module is provided with a number of sensors, and the capacitance sensor, the current sensor, the humidity sensor, the temperature sensor, and the health sensor are connected to the MCU control module through the sensor monitoring module. Compared with the prior art, the control system evaluates the occupant's state in real time and reasonably adjusts the pump's inflation and deflation, the seat motor forward and reverse rotation, heating, ventilation, fatigue monitoring reminders, and massage start by reading the value of the composite sensor. This patent application requires the use of multiple sensors, which is costly.

[0005] Chinese invention patent application publication number CN114620000A discloses a method for determining the seat occupancy status of a motor vehicle, the method is performed by a determination system, the determination system includes a seat, six interdigital capacitance sensors and a controller, the controller includes a reference capacitance value and a threshold value for each interdigital capacitance sensor, the method includes the steps of measuring three capacitance values ​​for each interdigital capacitance sensor, the controller performs the following steps for the measured capacitance value: calculate the capacitance value based on the measured capacitance value, calculate the difference between the capacitance value and the reference capacitance value, compare the calculated difference with the threshold value, and determine the seat occupancy status based on the comparison result. The patent directly measures the capacitance value, which requires an expensive capacitance detection sensor, and the patent application only identifies whether it is occupied.

[0006] Chinese invention patent application publication number CN113119809A discloses a chair comprising: a backrest; a seat portion connected to the backrest; and - at least one measurement area defined on the backrest and / or the seat portion, the at least one measurement area comprising at least one interdigital capacitive sensor capable of measuring the distance or movement of a user occupying the chair. The patent application adopts a non-interdigital arrangement structure, only performs detection, and does not perform subsequent airbag adaptive adjustment.

[0007] The vehicle seat with compensation system disclosed in the Chinese invention patent application publication number CN112229641A comprises: at least one temperature and / or humidity sensor; foam; and - a measurement system, comprising at least one capacitive sensor in contact with the foam and suitable for measuring the pressure applied by the user to the foam, wherein compensation suitable for the measured pressure is determined based on the temperature and / or humidity provided by the at least one temperature and / or humidity sensor. This patent is a temperature and humidity compensation scheme for the capacitive sensor, which only performs measurement and does not perform subsequent air bag adaptive adjustment.

[0008] The Chinese invention patent application publication number CN111051145A discloses a sensor and method for a vehicle occupant classification system, wherein the occupant classification system includes an occupant weight sensor, an occupant presence sensor, and a logic device, wherein the logic device is configured to communicate with the occupant sensor. The occupant weight sensor includes at least: a first conductive electrode and a second conductive electrode separated by a dielectric layer; a top protective plastic layer and a bottom protective plastic layer, configured to support the corresponding first conductive electrode and second conductive electrode; and an adhesive layer disposed between the plastic layer and the conductive electrode, and between the conductive electrode and the dielectric layer. The top protective plastic layer is longer and / or wider than the first conductive electrode, and the bottom protective plastic layer is longer and / or wider than the second conductive electrode to provide edge protection for electrical short circuits of the first conductive electrode and the second conductive electrode. This patent is a patent for an occupant classification system for occupant weight detection, which only performs detection and does not perform subsequent airbag adaptive adjustment, and it uses the mutual capacitance principle.

[0009] The occupant position detection using an active electric field sensor disclosed in the Chinese invention patent application publication number CN112498186A includes a seat, the seat includes a backrest, the backrest has an array of at least two electrodes, the array of at least two electrodes is arranged in the backrest so that the main electrode has an electric field greater than the electric field of each of the other electrodes in the array to detect the total capacitance change from the array. The controller outputs occupant movement data indicating the first state of the seat to the vehicle control subsystem in response to the capacitance change calculated from the main electrode being greater than a first threshold and each of the other electrodes in the array being greater than a second threshold. This patent does not have a main motor, and what is detected is the change caused by the capacitance of each sub-electrode, rather than the total capacitance change value. Summary of the invention

[0010] One of the technical problems to be solved by the present invention is to provide an airbag adaptive seat to address the problem that the prior art only performs detection but does not perform subsequent airbag adaptive adjustment.

[0011] One of the technical problems to be solved by the present invention is to provide an airbag adaptive adjustment method in view of the problem that the prior art does not perform subsequent airbag adaptive adjustment.

[0012] In order to achieve the above-mentioned purpose, a first aspect of the present invention is an air bag adaptive adjustment seat, comprising a seat, wherein the seat comprises a backrest and a seat cushion, at least one air bag is arranged on the backrest and / or the seat cushion, and the inflation or deflation of each air bag is realized by an air pump connected thereto, and the air pump is controlled by a control module; it is characterized in that at least one sensor unit or a part of at least one sensor unit is arranged on a side of each air bag facing the occupant, and the control module comprises an MCU module and a plurality of oscillation circuits connected to the MCU module, each oscillation circuit is independent of each other, and each oscillation circuit is electrically connected to a sensor unit; when the occupant contacts or applies pressure to any sensor unit, the charge and discharge frequency of the oscillation circuit connected to the sensor unit will change, and the MCU module detects the change in the charge and discharge frequency of the oscillation circuit before and after contact or pressure is applied, so as to obtain the occupant contact pressure value, and the MCU module outputs instructions through logical operation according to the detected occupant contact pressure value, and controls the corresponding air pump to inflate or deflate the corresponding air bag.

[0013] In a preferred embodiment of the present invention, the air bags are arranged on the backrest and / or seat cushion in an array structure or a single row structure.

[0014] In a preferred embodiment of the present invention, the air bags are arranged in an array structure or a single row structure in the foam body of the backrest and / or the foam body of the seat cushion.

[0015] In a preferred embodiment of the present invention, the air pump is fixed on a backrest frame in the backrest or on a cushion frame in the seat cushion.

[0016] In a preferred embodiment of the present invention, at least one sensor unit or a portion of at least one sensor unit is directly adhered to a surface of each airbag facing the occupant by using double-sided adhesive or hot-melt adhesive.

[0017] In a preferred embodiment of the present invention, at least one sensor unit is arranged in the foam body of the backrest and / or between the foam body and the surface cover of the seat cushion and is located in front of and / or above a side of the airbag facing the occupant.

[0018] In a preferred embodiment of the present invention, at least one sensor unit is arranged in the foam body of the backrest and / or between the foam body of the seat cushion and the air bag and is located in front of and / or above a side of the air bag facing the occupant.

[0019] In a preferred embodiment of the present invention, the sensing unit is a capacitive sensing unit.

[0020] In a preferred embodiment of the present invention, at least one sensor unit is provided with protective layers on both sides, which are respectively connected to the sensor unit via adhesive layers.

[0021] In a preferred embodiment of the present invention, when there are multiple sensing units, they are arranged in a dot matrix structure, or arranged at intervals in a strip structure, or arranged in a cross structure.

[0022] In a preferred embodiment of the present invention, when a plurality of sensing units are arranged in a cross structure, adjacent sensing units in the cross structure are isolated by an insulating layer.

[0023] In a preferred embodiment of the present invention, each oscillation circuit is composed of a resistor, a capacitor, an equivalent capacitor and a square wave signal module, and the equivalent capacitance is generated by the connected sensing unit and the entire seat, wherein: one end of the equivalent capacitor is connected to both ends of the resistor, one end of the capacitor and the VCC output end of the MCU module, and the first end of the square wave signal module, the other end of the equivalent capacitor and the other end of the capacitor are grounded, the second end of the square wave signal module is connected to the control end of the MCU module, and the third end of the square wave signal module is grounded; the MCU module is powered on through BATT, and adjusts the voltage to supply VCC to each oscillation circuit, so that the oscillation circuit generates an oscillating current, and the waveform period of the oscillating current within a fixed time, that is, the frequency, is counted through the square wave signal module, and the frequency change Δf is the change ΔC' of the equivalent capacitance.

[0024] In order to achieve the above-mentioned purpose of the invention, the second aspect of the present invention is an air bag adaptive adjustment method. After the occupant takes the seat, the control module detects the pressure distribution between the occupant's back and / or buttocks and the seat back and / or cushion through various oscillation circuits and sensor units, and adaptively adjusts the air bag pressure value on the back and / or cushion so that the air bag pressure distribution at each point reaches a pressure distribution relationship, thereby realizing adaptive backrest and / or seat cushion adjustment for passengers of different body shapes.

[0025] In a preferred embodiment of the present invention, different contact pressure distributions correspond to people of different body shapes, and the pressure value of the contact pressure is an equivalent pressure value, which is marked with a capacitance value.

[0026] In a preferred embodiment of the present invention, the MCU module in the control module uses the pressure distribution relationship as a basis, compares the contact pressure distribution detected by each sensor unit through logical operations, and outputs a signal to the air pump corresponding to each sensor unit to inflate or deflate the air bag. The contact pressure finally detected is equal to the calibrated equivalent pressure value corresponding to the pressure distribution relationship, thereby realizing adaptive adjustment.

[0027] In a preferred embodiment of the present invention, the specific steps of the airbag adaptive adjustment method are as follows:

[0028] Step 1: Before the passengers take the vehicle, the MCU module in the control module collects the reference capacitance value C0 of each sensor unit and collects the real-time capacitance value C0' of each sensor unit after a predetermined period of time, and at this time, the capacitance difference ΔC = C0-C0'.

[0029] Step 2: Calculate the capacitance change ratio ΔC / C0 of each sensing unit. When ΔC / C0>threshold, it is judged as a valid value. If it is judged as a valid value, go to step 3. If it is not a valid value, return to step 1.

[0030] Step 3: The vehicle SBR system determines whether there is a passenger in the seat. If yes, it proceeds to step 4. If no, it returns to step 1.

[0031] Step 4: After the passenger sits on the seat and leans against the backrest or headrest, the MCU module in the control module collects the capacitance value C of each sensor unit. 实 , calculate the capacitance difference ΔC 实 =C0-C 实 And it is equivalent to the equivalent pressure value, and then compares whether the equivalent pressure value detected on each sensor unit is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship. If it is equal, the MCU module in the control module does not send a signal to the air pump, the air pump does not work, and the adaptive adjustment process ends; if it is not equal, go to step five;

[0032] Step 5: The MCU module in the control module determines whether the equivalent pressure value detected on each sensor unit is greater than the corresponding calibrated equivalent pressure value in the pressure distribution relationship, or less than the corresponding calibrated equivalent pressure value in the pressure distribution relationship; if it is greater, it is determined that the air bag needs to be deflated; if it is less, it is determined that the air bag needs to be inflated. Regardless of inflation or deflation, the MCU module in the control module starts the air pump to inflate or deflate, and then enters step 6;

[0033] Step 6: The MCU module in the control module collects the capacitance value C of each sensor unit again 实 , calculate the capacitance difference ΔC 实 =C0-C 实 And it is equivalent to an equivalent pressure value, and then compares whether the equivalent pressure value detected on each sensor unit is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship. If equal, the MCU module in the control module sends a stop signal to the air pump, and the air pump stops working; if not equal, return to step five; the step of judging the equivalent pressure value can be executed multiple times until the equivalent pressure value is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship, and the adaptive adjustment process ends.

[0034] In a preferred embodiment of the present invention, the calibrated equivalent pressure value is obtained by statistical induction after multiple measurements and is used to eliminate environmental interference.

[0035] Due to the adoption of the above technical solution, the present invention has the following advantages:

[0036] 1. It adopts the principle of self-capacitance, with simpler structure, easier installation and layout, and better durability and stability than resistive sensors.

[0037] 2. The indirect capacitance detection method (square wave frequency) adopted can effectively reduce the price of electronic components in the control module (the price of square wave frequency counting chip is less than the price of capacitance value detection chip).

[0038] 3. Capacitance detects contact pressure distribution and adaptively adjusts airbags to provide customers with a smart seat experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 This is one of the assembly schematic diagrams of several sensor units according to Example 1 of the present invention.

[0040] Figure 2 This is the second schematic diagram of the assembly of several sensor units according to the first embodiment of the present invention.

[0041] Figure 3 This is a schematic diagram of the distribution of the sensor units of Example 1 of the present invention.

[0042] Figure 4This is a schematic diagram of the air bag distribution of Example 1 of the present invention.

[0043] Figure 5 This is a schematic diagram of a seat according to Embodiment 1 of the present invention.

[0044] Figure 6 This is a schematic diagram of the electrical principle of Example 1 of the present invention.

[0045] Figure 7 This is a principle block diagram of the air bag adaptive adjustment method according to Example 1 of the present invention.

[0046] Figure 8 Schematic diagram of the flow chart of the air bag adaptive adjustment method according to Embodiment 1 of the present invention.

[0047] Fig. 9 This is a schematic diagram of the distribution of the sensor units of Example 2 of the present invention.

[0048] Fig.10 This is a schematic diagram of the air bag distribution of Example 2 of the present invention.

[0049] Fig.11 It is a schematic diagram of the assembly of several sensor units according to Example 3 of the present invention.

[0050] Fig.12 This is a schematic diagram of the distribution of the sensor units of Example 3 of the present invention.

[0051] Fig.13 This is a schematic diagram of a seat according to Embodiment 4 of the present invention.

[0052] Fig.14 Schematic diagram of a seat according to Embodiment 5 of the present invention.

[0053] Fig.15 This is a schematic diagram of a seat according to Embodiment 6 of the present invention. DETAILED DESCRIPTION

[0054] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments.

[0055] Example 1

[0056] See also Figures 1 to 5 An air bag adaptive adjustment seat shown in the figure includes a seat 100, the seat 100 includes a backrest 110 and a seat cushion 120, the backrest 110 includes a backrest frame 111, a backrest foam 112 and a backrest back cover 113, and the seat cushion 120 includes a cushion frame (not shown in the figure), a cushion foam (not shown in the figure) and a surface cover (not shown in the figure).

[0057] Eight air bags 200 are arranged on the backrest 110, and the eight air bags 200 are arranged in a lattice and are arranged between the backrest frame 111 and the backrest foam 112. The inflation or deflation of each air bag 200 is achieved by an air pump (not shown in the figure) connected thereto, and the air pump is controlled by a control module 500; the control module 500 can be installed on the backrest frame 111.

[0058] A sensor unit 300 is disposed on the side of each air bag 200 facing the occupant, that is, a total of eight sensor units 300, and the eight sensor units 300 are arranged in a dot matrix like the eight air bags 200. Each sensor unit 300 adopts a capacitive sensor unit and is electrically connected to the control module 300 through a wire.

[0059] The eight sensor units 300 can be made into a cushion 400, that is, the eight sensor units 300 are arranged in a dot matrix to form a sensor layer 410, and the two sides of the sensor layer 410 are bonded with protective layers 440 and 450 through adhesive layers 420 and 430. The entire cushion 400 is arranged in front of the side of the eight air bags 200 facing the occupant, that is, between the side of the backrest foam 112 facing the occupant and the backrest cover 113.

[0060] The control module 500 includes an MCU module 510 and several oscillation circuits connected to the MCU module 510. The oscillation circuits are independent of each other, and each oscillation circuit is electrically connected to a sensor unit 300 via a wire; therefore, for eight sensor units 300, this embodiment has a total of eight oscillation circuits.

[0061] See especially Figure 6 , each oscillation circuit is composed of a resistor R, a capacitor C, an equivalent capacitor C' and a square wave signal module IC. The equivalent capacitor C' is generated by the connected sensor unit 300 and the entire seat 100, wherein: one end of the equivalent capacitor C' is connected to both ends of the resistor R, one end of the capacitor C and the VCC output end of the MCU module 510, and the first end of the square wave signal module IC, the other end of the equivalent capacitor C' and the other end of the capacitor C are grounded, the second end of the square wave signal module IC is connected to the control end of the MCU module 510, and the third end of the square wave signal module IC is grounded; the MCU module 510 is powered on through BATT, and adjusts the voltage to supply VCC to each oscillation circuit, so that the oscillation circuit generates an oscillating current, and the square wave signal module IC counts the waveform period of the oscillating current within a fixed time, that is, the frequency, and the frequency change Δf is the change ΔC' of the equivalent capacitance.

[0062] When an occupant contacts or applies pressure to any sensor unit 300, the charge and discharge frequency of the oscillation circuit connected to the sensor unit 300 will change. The MCU module 510 detects the change in the charge and discharge frequency of the oscillation circuit before and after the contact or pressure is applied, and obtains the occupant contact pressure value. The MCU module 510 outputs instructions through logical operations based on the detected occupant contact pressure value, and controls the corresponding air pump team to inflate or deflate the corresponding air bag.

[0063] See especially Figure 7 and Figure 8 In this embodiment, an air bag adaptive adjustment method is provided. After the passenger takes the seat, the control module 500 detects the pressure distribution between the passenger's back or / and buttocks and the backrest 110 of the seat 100 through various oscillation circuits and the eight-point sensing unit 300, and adaptively adjusts the pressure value of the air bag 200 on the backrest 110 so that the pressure distribution of the air bag 200 at each point reaches a pressure distribution relationship, thereby realizing adaptive backrest 110 adjustment for passengers of different body shapes.

[0064] The above pressure distribution relationship is an empirical formula obtained through research on seat riding comfort. The riding comfort of people of different body shapes corresponds to different contact pressure distributions. The pressure value of the contact pressure is the equivalent pressure value, which is marked with a capacitance value.

[0065] For example, eight air bags 200 are arranged on the backrest 110, and the eight air bags 200 are arranged in a dot matrix. Each air bag 200 corresponds to a sensor unit 300, and there are eight sensor units 300 in total. Each sensor unit 300 detects a capacitance value C 实 They are C1, C2, C3, C4, C5, C6, C7, and C8 respectively, and the capacitance difference ΔC1=C0-C1 is calculated. The calculation of other sensor units is similar, and they are equivalent to equivalent pressure values ​​respectively. The equivalent pressure relationship is: ΔC1+ΔC2+ΔC3+ΔC4+ΔC5+ΔC6+ΔC7+ΔC8 is used to judge the pressure of passengers of different body types on the backrest 110; α and β are pressure equivalent values ​​obtained after big data statistics. A certain number of passenger data are collected and their pressure equivalent values ​​after riding are recorded. The sum of the pressure equivalent values ​​of passengers who meet 5% of the weight of female dummies is counted and defined as α, and the sum of the pressure equivalent values ​​of passengers who meet 95% of the weight of male dummies is β;

[0066] When ΔC1+ΔC2+ΔC3+ΔC4+ΔC5+ΔC6+ΔC7+ΔC8<α, the calibrated equivalent pressure value is ΔC1', ΔC2', ΔC3', ΔC4', ΔC5', ΔC6', ΔC7', ΔC8'; when ΔC1+ΔC2+ΔC3+ΔC4+ΔC5+ΔC6+ΔC7+ΔC8>β, the calibrated equivalent pressure value is ΔC1 ”, ΔC2”, ΔC3”, ΔC4”, ΔC5”, ΔC6”, ΔC7”, ΔC8”; when β>ΔC1+ΔC2+ΔC3+ΔC4+ΔC5+ΔC6+ΔC7 +ΔC8>α, then the equivalent pressure values ​​for calibration are ΔC1”’, ΔC2”’, ΔC3”’, ΔC4”’, ΔC5”’, ΔC6”’, ΔC7”’, ΔC8”’.

[0067]

[0068]

[0069] The MCU module 510 in the control module 500 uses the pressure distribution relationship as a basis, compares the contact pressure distribution detected by each sensor unit 300 through logical operations, and outputs a signal to the air pump corresponding to each sensor unit 300 to inflate or deflate the air bag 200. The final detected contact pressure is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship, thereby realizing adaptive adjustment.

[0070] The specific steps of the air bag adaptive adjustment method are as follows:

[0071] Step 1: Before the passengers get on the vehicle, the MCU module 510 in the control module 500 collects the reference capacitance value C0 of each sensor unit 300, and collects the real-time capacitance value C0' of each sensor unit after a predetermined period of time, where the capacitance difference ΔC = C0-C0'.

[0072] Step 2: Calculate the capacitance change ratio of each sensing unit 300 as ΔC / C0. When ΔC / C0>threshold, it is determined to be a valid value. If it is determined to be a valid value, go to step 3. If it is determined to be a non-valid value, return to step 1.

[0073] Step 3: The vehicle SBR system determines whether there is a passenger in the seat. If yes, it proceeds to step 4. If no, it returns to step 1.

[0074] Step 4: After the passenger sits on the seat and leans against the backrest or the seat cushion, the MCU module 510 in the control module 500 collects the capacitance value C of each sensor unit 300. 实 , calculate the capacitance difference ΔC 实 =C0-C 实And it is equivalent to the equivalent pressure value, and then compares whether the equivalent pressure value detected on each sensor unit is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship. If it is equal, the MCU module 510 in the control module 500 does not send a signal to the air pump, the air pump does not work, and the adaptive adjustment process ends; if it is not equal, go to step five;

[0075] Step 5: The MCU module 510 in the control module 500 determines whether the equivalent pressure value detected on each sensor unit 300 is greater than the corresponding calibrated equivalent pressure value in the pressure distribution relationship, or less than the corresponding calibrated equivalent pressure value in the pressure distribution relationship; if it is greater, it is determined that the air bag 200 needs to be deflated; if it is less, it is determined that the air bag 200 needs to be inflated. Regardless of inflation or deflation, the MCU module 510 in the control module 500 starts the air pump to inflate or deflate, and then enters step 6;

[0076] Step 6: The MCU module 510 in the control module 500 collects the capacitance value C of each sensor unit 300 again. 实 , calculate the capacitance difference ΔC 实 =C0-C 实 And it is equivalent to an equivalent pressure value, and then compares whether the equivalent pressure value detected on each sensor unit 300 is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship. If equal, the MCU module 510 in the control module 500 sends a stop signal to the air pump, the air pump stops working, and the adaptive adjustment process ends; if not equal, return to step five; the step of judging the equivalent pressure value can be executed multiple times until the equivalent pressure value is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship, and the adaptive adjustment process ends.

[0077] The threshold value is a calibrated value. When the occupant is sitting upright (the backrest and the seat are in contact), the MCU module in the control module collects the real-time capacitance value C0” of each sensor unit and calculates the capacitance difference ΔC'=C0-C0”, and the change ratio is ΔC' / C0; when ΔC / C0>threshold value, that is, ΔC / C0>ΔC' / C0, it is judged as a valid value.

[0078] The calibration equivalent pressure value is obtained by statistical induction after multiple measurements and is used to eliminate environmental interference.

[0079] Example 2

[0080] See also Fig. 9 and Fig.10 The difference between this embodiment and the first embodiment is that the airbags 200a are in strip shape, the number is four, and they are arranged in a row at intervals, and the sensor units 300a are also in strip shape, the number is four, and they are arranged in a row at intervals. The rest of this embodiment is the same as the first embodiment.

[0081] Example 3

[0082] See also Fig.11 and Fig.12 The difference between this embodiment and the first embodiment is that the sensing units 300b are in strip shape and there are six of them, among which four sensing units 300b are arranged in a row and spaced apart, and the remaining two are arranged in two rows and spaced apart and overlapped on the four sensing units 300b, and an insulating layer 600 is arranged between the two sensing units 300b and the four sensing units 300b. The rest of the combination of this embodiment is the same as that of the first embodiment.

[0083] Example 4

[0084] See also Fig.13 The difference between this embodiment and embodiments 1, 2 and 3 is that the entire cushion 400 is arranged in front of the side of the air bag 200 facing the occupant, that is, between the air bag 200 and the backrest foam 112. The rest of this embodiment is the same as embodiment 1 or embodiment 2 or embodiment 3.

[0085] Example 5

[0086] See also Fig.13 The difference between this embodiment and embodiments 1, 2 and 3 is that an air bag 200 is arranged on the seat back 120 and is disposed between the backrest frame 121 and the backrest foam 122. The inflation or deflation of each air bag 200 is achieved by an air pump (not shown in the figure) connected thereto, and the air pump is controlled by a control module 500; the control module 500 can be installed on the seat cushion frame 121.

[0087] The entire cushion 400 is arranged above the side of the air bag 200 facing the occupant, that is, between the side of the seat cushion foam 122 facing the occupant and the seat cushion cover 123. The rest of this embodiment is the same as that of Embodiment 1, Embodiment 2 or Embodiment 3.

[0088] Example 6

[0089] See also Fig.14 The difference between this embodiment and the fifth embodiment is that the entire cushion 400 is arranged above the side of the air bag 200 facing the occupant, that is, between the air bag 200 and the seat cushion foam 122. The rest of this embodiment is the same as the fifth embodiment.

Claims

1. An airbag adaptive adjustment seat, the seat comprising a backrest and a seat cushion, at least one airbag is arranged on the backrest and / or the seat cushion, the inflation or deflation of each airbag is realized by an air pump connected thereto, and the air pump is controlled by a control module; characterized in that: At least one sensor unit or a part of at least one sensor unit is arranged on a side of each airbag facing the occupant, and the control module includes an MCU module and a plurality of oscillation circuits connected to the MCU module, wherein the oscillation circuits are independent of each other, and each oscillation circuit is electrically connected to a sensor unit; when the occupant contacts or applies pressure to any sensor unit, the charge and discharge frequency of the oscillation circuit connected to the sensor unit will change, and the MCU module detects the change in the charge and discharge frequency of the oscillation circuit before and after contact or pressure is applied, thereby obtaining the contact pressure value of the occupant, and the MCU module outputs instructions through logical operations based on the detected contact pressure value of the occupant, thereby controlling the corresponding air pump to inflate or deflate the corresponding airbag.

2. The airbag adaptive adjustment seat according to claim 1, characterized in that: The air bags are arranged on the backrest or / and seat cushion in an array structure or a single row structure.

3. The airbag adaptive adjustment seat according to claim 1, characterized in that: The air bags are arranged in an array structure or a single row structure in the foam body of the backrest or / and the foam body of the seat cushion.

4. An airbag adaptive adjustment seat according to any one of claims 1 to 3, characterized in that: The air pump is fixed on a backrest frame in the backrest or on a cushion frame in the seat cushion.

5. An airbag adaptive seat according to any one of claims 1 to 3, characterized in that: At least one sensor unit or a part of at least one sensor unit is directly adhered to the side of each air bag facing the occupant by using double-sided adhesive or hot-melt adhesive.

6. An airbag adaptive seat according to any one of claims 1 to 3, characterized in that: At least one sensor unit is arranged in the foam body of the backrest or / between the foam body and the surface cover of the seat cushion and is located in front of and / or above a side of the air bag facing the occupant.

7. An airbag adaptive seat according to any one of claims 1 to 3, characterized in that: At least one sensor unit is arranged in the foam body of the backrest or / between the foam body of the seat cushion and the air bag and is located in front of and / or above a side of the air bag facing the occupant.

8. An airbag adaptive seat according to any one of claims 1 to 3, characterized in that: The sensing unit is a capacitive sensing unit.

9. An airbag adaptive seat according to any one of claims 1 to 3, characterized in that: At least one sensor unit has two sides provided with protective layers, which are respectively connected to the sensor unit through adhesive layers.

10. An airbag adaptive seat according to any one of claims 1 to 3, characterized in that: When there are multiple sensing units, they are arranged in a dot matrix structure, or arranged at intervals in a strip structure, or arranged in a cross structure.

11. The airbag adaptive adjustment seat according to claim 10, characterized in that: When a plurality of sensing units are arranged in a cross structure, adjacent sensing units in the cross structure are isolated by an insulating layer.

12. An airbag adaptive seat according to any one of claims 1 to 3, characterized in that: Each oscillation circuit is composed of a resistor, a capacitor, an equivalent capacitor and a square wave signal module. The equivalent capacitance is generated by the connected sensing unit and the entire seat, wherein: one end of the equivalent capacitor is connected to both ends of the resistor, one end of the capacitor and the VCC output end of the MCU module, and the first end of the square wave signal module, the other end of the equivalent capacitor and the other end of the capacitor are grounded, the second end of the square wave signal module is connected to the control end of the MCU module, and the third end of the square wave signal module is grounded; the MCU module is powered on through BATT, and adjusts the voltage to supply VCC to each oscillation circuit, so that the oscillation circuit generates an oscillating current, and the waveform period of the oscillating current within a fixed time, that is, the frequency, is counted through the square wave signal module, and the frequency change Δf is the change ΔC' of the equivalent capacitance.

13. An airbag adaptive adjustment method for an airbag adaptive adjustment seat according to any one of claims 1 to 12, characterized in that: After the passenger takes his seat, the control module detects the pressure distribution between the passenger's back and / or buttocks and the seat back and / or cushion through various oscillation circuits and sensor units, and adaptively adjusts the air bag pressure value on the back and / or cushion so that the air bag pressure distribution at each point reaches a pressure distribution relationship, thereby realizing adaptive backrest and / or seat cushion adjustment for passengers of different body sizes.

14. The airbag adaptive adjustment method according to claim 13, characterized in that: Different contact pressure distributions correspond to people of different body shapes riding on the bus. The pressure value of the contact pressure is an equivalent pressure value, and the equivalent pressure value is marked with a capacitance value.

15. The airbag adaptive adjustment method according to claim 14, characterized in that: The MCU module in the control module uses the pressure distribution relationship as a basis, compares the contact pressure distribution detected by each sensor unit through logical operations, and outputs a signal to the air pump corresponding to each sensor unit to inflate or deflate the air bag. The contact pressure finally detected is equal to the calibrated equivalent pressure value corresponding to the pressure distribution relationship, thereby realizing adaptive adjustment.

16. The airbag adaptive adjustment method according to claim 15, characterized in that: The specific steps of the airbag adaptive adjustment method are as follows: Step 1: Before the passengers get on the vehicle, the MCU module in the control module collects the reference capacitance value C0 of each sensor unit, and collects the real-time capacitance value C0' of each sensor unit after a predetermined period of time, where the capacitance difference ΔC = C0-C0'. Step 2: Calculate the capacitance change ratio of each sensing unit as ΔC / C0. When ΔC / C0>threshold, it is judged as a valid value. If it is judged as a valid value, go to step 3. If it is judged as a non-valid value, return to step 1. Step 3: The vehicle SBR system determines whether there is a passenger in the seat. If yes, it proceeds to step 4. If no, it returns to step 1. Step 4: After the passenger sits on the seat and leans against the backrest or cushion, the MCU module in the control module collects the capacitance value C of each sensor unit. 实 , calculate the capacitance difference ΔC 实 =C0-C 实 , and is equivalent to an equivalent pressure value, and then compares whether the equivalent pressure value detected on each sensing unit is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship. If equal, the MCU module in the control module does not send a signal to the air pump, the air pump does not work, and the adaptive adjustment process ends; if not equal, enter step five; Step 5: The MCU module in the control module determines whether the equivalent pressure value detected on each sensor unit is greater than the corresponding calibrated equivalent pressure value in the pressure distribution relationship, or less than the corresponding calibrated equivalent pressure value in the pressure distribution relationship; if it is greater, it is determined that the air bag needs to be deflated; if it is less, it is determined that the air bag needs to be inflated. Regardless of inflation or deflation, the MCU module in the control module starts the air pump to inflate or deflate, and then enters step 6; Step 6: The MCU module in the control module collects the capacitance value C of each sensor unit again 实 , calculate the capacitance difference ΔC 实 =C0-C 实 , and is equivalent to an equivalent pressure value, and then compares whether the equivalent pressure value detected on each sensing unit is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship. If equal, the MCU module in the control module sends a stop signal to the air pump, the air pump stops working, and the adaptive adjustment process ends; if not equal, return to step five; the step of judging the equivalent pressure value can be performed multiple times until the equivalent pressure value is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship, and the adaptive adjustment process ends.

17. The airbag adaptive adjustment method according to claim 16, characterized in that: The calibrated equivalent pressure value is obtained by statistical induction after multiple measurements and is used to eliminate environmental interference.

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