Method and device for adjusting seat side wing air bag and vehicle

Abstract

The invention provides a method and device for adjusting a side wing air bag of a seat and a vehicle, the method is applied to the field of vehicle adjustment, and the method comprises the steps that under the condition that it is detected that a first user is located on a first seat, the number of accumulated loads and a first body type grade within a preset duration are obtained; according to the accumulated load times or according to the accumulated load times and the first body type grade, whether the first side wing air bag meets a preset adjusting condition or not is determined; and under the condition that the first side wing air bag meets the preset adjusting condition, the air amount of the first side wing air bag is adjusted. According to the method, whether the side wing air bag is inflated and deflated or not can be determined by combining the body type of the user and the historical sitting condition of the seat, frequent inflation and deflation of the side wing air bag are avoided, and the service life of the side wing air bag is prolonged. In addition, the side wing air bag is adjusted according to the body shape of the user, personalized adjustment of the side wing air bag is achieved, and the comfort and satisfaction of the user are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle adjustment, and more particularly to a method, a device and a vehicle for adjusting a seat side airbag in the field of vehicle adjustment. Background Art

[0002] At present, in the vehicle industry, in order to improve the riding comfort of users, some vehicles are equipped with seat side wing airbags on the seats. When the user is sitting in the seat, the seat side wing airbags can be inflated or deflated to adjust the hardness and support strength of the seat side wing, thereby providing personalized support and comfort for the user.

[0003] In one scenario, when multiple users sit on the same seat one after another, the current side airbags are often adjusted in a fixed adjustment mode, resulting in inaccurate inflation or deflation, and are unable to accurately provide more appropriate support strength and comfort for each user, resulting in a decline in user experience. Summary of the invention

[0004] The present application provides a method, device and vehicle for adjusting the side wing airbags of a seat. The method can determine whether to inflate or deflate the side wing airbags in combination with the user's body shape and the historical sitting conditions of the seat, thereby avoiding frequent inflation and deflation of the side wing airbags and increasing the service life of the side wing airbags. In addition, the method can also adjust the side wing airbags in combination with the user's body shape, thereby achieving personalized adjustment of the side wing airbags and increasing the user's comfort and satisfaction.

[0005] In a first aspect, a method for adjusting a seat wing airbag is provided, the method comprising: upon detecting that a first user is located in a first seat, obtaining a cumulative number of load-carrying times of the first seat within a preset time period and a first body size grade of the first user, the first body size grade being used to indicate a degree of contact between the first user and the first seat; determining whether a first wing airbag corresponding to the first seat meets a preset adjustment condition based on the cumulative number of load-carrying times, or based on the cumulative number of load-carrying times and the first body size grade; and adjusting an air volume of the first wing airbag based on the first body size grade when the first wing airbag meets the preset adjustment condition.

[0006] In the above technical solution, the present application proposes a method for adjusting the side wing airbag of a seat. During the implementation of the method, if the vehicle detects that there is a first user on the first seat, the cumulative number of loads of the first seat within a preset time and the body size level of the first user can be obtained. The purpose of obtaining the cumulative number of loads within the preset time is to determine whether there are multiple users sitting on the first seat in a short period of time, so as to avoid frequent inflation and deflation when adjusting the side wing airbag. Further, the vehicle determines whether the first side wing airbag needs to be adjusted based on the cumulative number of loads and the body size of the first user. When adjustment is required, the air volume of the first side wing airbag is adjusted to match the body size of the first user. In the above process, when there is a user on the first seat, the first side wing airbag is not adjusted immediately, so as to avoid the problem of frequent inflation and deflation of the first side wing airbag in a short period of time. For example, when the user before the first user sits on the first seat, the vehicle first inflates the first side wing airbag. After the previous user leaves, the first user sits on the first seat within a short period of time, and the current first side wing airbag needs to be deflated. If the airbag is deflated immediately without judgment, the life of the side wing airbag will be reduced. In addition, the degree of adjustment of the first side wing airbag in the embodiment of the present application depends on the body shape of the current user, thereby providing a personalized comfort experience for each user and improving the user's riding experience.

[0007] In combination with the first aspect, in some possible implementations, the preset adjustment condition includes a preset inflation condition, which determines whether the first wing airbag corresponding to the first seat meets the preset adjustment condition based on the cumulative load times, or based on the cumulative load times and the first body size level, including: when the cumulative load times is the preset times, determining that the first wing airbag meets the preset inflation condition; when the cumulative load times is not the preset times, obtaining the second body size level of the second user who was last located in the first seat; and determining whether the first wing airbag meets the preset adjustment condition based on the second body size level and the first body size level.

[0008] In the above technical solution, the preset number of times is 0 times. When there is no user in a short time before the first user, it means that the first side wing airbag is currently at the minimum air volume, and the vehicle can directly inflate and adjust the first side wing airbag to meet the personalized needs of the first user. When there is a user in a short time before the first user, the vehicle may have adjusted the air volume of the first side wing airbag when the previous user was riding, and the degree of adjustment of the side wing airbags corresponding to users of different body shapes is different. Therefore, in this case, the vehicle needs to combine the body shape of the previous user to first determine whether it is necessary to control the inflation or deflation of the first side wing airbag. The above adjustment process combines the body shape of the previous user to first determine the adjustment method of the first side wing airbag, which can ensure accurate adjustment of the first side wing airbag.

[0009] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the preset adjustment condition also includes a preset deflation condition, which determines whether the first wing airbag meets the preset adjustment condition based on the second body size level and the first body size level, including: when the first body size level is lower than the second body size level, obtaining a first actual air volume of the first wing airbag; if the first actual air volume does not reach the preset air volume, determining that the first wing airbag meets the preset inflation condition; if the first actual air volume reaches the preset air volume, determining that the first wing airbag does not meet the preset inflation condition; when the first body size level is higher than the second body size level, determining whether there is a second seat in an idle state; if the second seat does not exist, determining that the first wing airbag meets the preset deflation condition; if the second seat exists, obtaining a second actual air volume of the second wing airbag corresponding to the second seat and a target air volume corresponding to the first body size level; and determining whether the first wing airbag meets the preset deflation condition based on the second actual air volume and the target air volume.

[0010] In the above technical solution, in the embodiment of the present application, the user with a larger body size has a larger contact space with the seat and a smaller remaining space, so a small amount of inflation of the side wing airbag can provide sufficient support for the user. On the contrary, the user with a smaller body size has a smaller contact space with the seat and a larger remaining space, so a large amount of inflation of the side wing airbag can provide sufficient support for the user. When the first body size of the first user is small, it means that the first side wing airbag needs to be inflated. Since the inflation volume of the side wing airbag is limited, when inflating, the vehicle also needs to determine whether the current first actual air volume of the first side wing airbag has reached the maximum limit. Thus, the above process can avoid the uncontrolled inflation of the first side wing airbag, which may cause waste of gas resources, airbag rupture or airbag explosion, and ensure the safety of the user and the airbag. When the first body size is large, it means that the current first side wing airbag needs to be deflated. In order to avoid frequent inflation and deflation of the side wing airbag, the vehicle can preferentially find whether there is still an idle seat, and determine whether the actual air volume of the side wing airbag of the seat is consistent with the body size of the first user. Thus, the above process can reduce the probability of frequent inflation and deflation to a certain extent.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the determining whether the first wing airbag meets the preset deflation condition is based on the second actual air volume and the target air volume, including: determining the air volume difference between the second actual air volume and the target air volume; when the absolute value of the air volume difference is less than or equal to the preset difference, determining that the first wing airbag does not meet the preset deflation condition; when the absolute value of the air volume difference is greater than the preset difference, determining that the first wing airbag meets the preset deflation condition.

[0012] In the above technical solution, when the first wing airbag needs to be deflated, if the vehicle determines that other seats in the vehicle are vacant and the air volume of the wing airbag matches the body shape of the first user, the first wing airbag is not controlled to be deflated temporarily, but the user is recommended to move to the vacant seat first. In this way, the comfort needs of the first user can be met, and the frequent inflation and deflation of the first wing airbag can be avoided. If the vehicle determines that other seats in the vehicle are vacant and the air volume of the wing airbag does not match the body shape of the first user, the first wing airbag can be allowed to be deflated appropriately, so as to give priority to meeting the needs of the user and provide the user with better vehicle functions.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the air volume of the first side wing airbag is adjusted according to the first body size level, including: for any third seat other than the first seat, determining whether the third side wing airbag corresponding to the third seat meets the preset adjustment condition; if the third side wing airbag does not meet the preset adjustment condition, adjusting the air volume of the first side wing airbag to the target air volume corresponding to the first body size level; if the third side wing airbag meets the preset adjustment condition, determining the target adjustment sequence of the first side wing airbag according to the adjustment method of the first side wing airbag and the adjustment method of the third side wing airbag, the adjustment method including inflation or deflation; based on the target adjustment sequence, adjusting the air volume of the first side wing airbag to the target air volume.

[0014] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the target adjustment order of the first side wing airbag is determined according to the adjustment mode of the first side wing airbag and the adjustment mode of the third side wing airbag, including any of the following items: when the adjustment mode of the first side wing airbag and the adjustment mode of the third side wing airbag are the same, a first air volume adjustment amount of the first side wing airbag and a second air volume adjustment amount of the third side wing airbag are obtained; if the first air volume adjustment amount is less than the second air volume adjustment amount, the target adjustment order is determined to be prior adjustment; if the first air volume adjustment amount is greater than the second air volume adjustment amount, the target adjustment order is determined to be subsequent adjustment; when the adjustment mode of the first side wing airbag and the adjustment mode of the third side wing airbag are the same, a functional priority of the first seat and a functional priority of the third seat are obtained; if the functional priority of the first seat is higher than the functional priority of the third seat, the target adjustment order is determined to be prior adjustment; if the functional priority of the first seat is lower than the functional priority of the third seat, the target adjustment order is determined to be subsequent adjustment.

[0015] In the above technical solution, when there are multiple wing airbags that need to be adjusted in the vehicle at the same time, by comparing the air volume adjustment of the first wing airbag and the third wing airbag, it is determined which airbag should be adjusted first, which can ensure that the vehicle prioritizes and allocates resources in the most efficient way, reduces unnecessary waiting time, and avoids excessive vehicle load caused by adjusting multiple airbags at the same time. In addition, determining which airbag to adjust first according to the functional priority can ensure the integrity of the seat function, allowing users to better and more fully enjoy the key functions related to the seat.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the target adjustment order of the first side wing airbag is determined according to the adjustment mode of the first side wing airbag and the adjustment mode of the third side wing airbag, including: when the adjustment mode of the first side wing airbag and the adjustment mode of the third side wing airbag are different, if the adjustment mode of the first side wing airbag is inflation, the target adjustment order is determined to be prior adjustment; if the adjustment mode of the first side wing airbag is deflation, the target adjustment order is determined to be subsequent adjustment.

[0017] In the above technical solution, when there are multiple side wing airbags with different adjustment modes at the same time, the side wing airbags that need to be inflated are adjusted first, which can meet the user's additional support needs and meet the user's comfort requirements. The deflation process is to reduce the support strength, which is less urgent than the inflation process. In addition, processing inflation first and then deflation can also avoid the unstable air pressure caused by the simultaneous inflation and deflation of the vehicle, and prevent the vehicle from having large pressure fluctuations.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, adjusting the air volume of the first wing airbag according to the first body size level includes: obtaining the working mode of the vehicle and the first actual air volume of the first wing airbag; determining the target air volume corresponding to the first body size level; when the working mode is the exhibition hall mode, determining the first adjustment rate of the first wing airbag according to the first actual air volume and the target air volume; according to the first adjustment rate, adjusting the air volume of the first wing airbag from the first actual air volume to the target air volume; when the working mode is not the exhibition hall mode, determining the second adjustment rate of the first wing airbag according to the first actual air volume and the target air volume, the second adjustment rate being less than the first adjustment rate; according to the second adjustment rate, adjusting the air volume of the first wing airbag from the first actual air volume to the target air volume.

[0019] In the above technical solution, when adjusting the first wing airbag, the present application can correspond to different adjustment strategies according to the different working modes of the vehicle. Correspondingly, the working modes include exhibition hall mode and non-exhibition hall mode (for example, normal driving mode). Since the flow of people in the exhibition hall mode is relatively large, if the adjustment rate of the wing airbag is slow, it may cause complaints from visiting users. Therefore, for the same adjustment amount, in the exhibition hall mode, the adjustment rate can be appropriately increased so that users who come to visit can intuitively feel the support function that the wing airbag can provide, thereby enhancing the user experience and purchasing desire. In non-exhibition hall mode, because the users of the vehicle are relatively fixed, the vehicle can appropriately slow down the adjustment rate so that users can enjoy a better adjustment experience in sufficient time.

[0020] In a second aspect, a device for adjusting a seat side wing airbag is provided, the device comprising: a parameter acquisition module, for acquiring, when a first user is detected to be located in a first seat, a cumulative number of load-carrying times of the first seat within a preset time period and a first body size grade of the first user, the first body size grade being used to indicate the degree of contact between the first user and the first seat; a condition judgment module, for determining, based on the cumulative number of load-carrying times, or based on the cumulative number of load-carrying times and the first body size grade, whether a first side wing airbag corresponding to the first seat meets a preset adjustment condition; and an airbag adjustment module, for adjusting the air volume of the first side wing airbag based on the first body size grade when the first side wing airbag meets the preset adjustment condition.

[0021] In combination with the second aspect, in some possible implementations, the preset adjustment condition includes a preset inflation condition, and the condition judgment module is specifically used to: when the cumulative number of load times is a preset number, determine that the first side wing airbag meets the preset inflation condition; when the cumulative number of load times is not the preset number, obtain the second body size level of the second user who was previously located in the first seat; and determine whether the first side wing airbag meets the preset adjustment condition based on the second body size level and the first body size level.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the preset adjustment condition also includes a preset deflation condition, and the condition judgment module is also used to: when the first body size level is lower than the second body size level, obtain the first actual air volume of the first side wing airbag; if the first actual air volume does not reach the preset air volume, determine that the first side wing airbag meets the preset inflation condition; if the first actual air volume reaches the preset air volume, determine that the first side wing airbag does not meet the preset inflation condition; when the first body size level is higher than the second body size level, determine whether there is a second seat in an idle state; if the second seat does not exist, determine that the first side wing airbag meets the preset deflation condition; if the second seat exists, obtain the second actual air volume of the second side wing airbag corresponding to the second seat and the target air volume corresponding to the first body size level; based on the second actual air volume and the target air volume, determine whether the first side wing airbag meets the preset deflation condition.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the condition judgment module is also used to: determine the gas volume difference between the second actual gas volume and the target gas volume; when the absolute value of the gas volume difference is less than or equal to the preset difference, determine that the first wing airbag does not meet the preset deflation condition; when the absolute value of the gas volume difference is greater than the preset difference, determine that the first wing airbag meets the preset deflation condition.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the airbag adjustment module is specifically used to: for any third seat other than the first seat, determine whether the third side wing airbag corresponding to the third seat meets the preset adjustment condition; when the third side wing airbag does not meet the preset adjustment condition, adjust the air volume of the first side wing airbag to the target air volume corresponding to the first body size level; when the third side wing airbag meets the preset adjustment condition, determine the target adjustment sequence of the first side wing airbag according to the adjustment method of the first side wing airbag and the adjustment method of the third side wing airbag, the adjustment method including inflation or deflation; based on the target adjustment sequence, adjust the air volume of the first side wing airbag to the target air volume.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the airbag adjustment module is also used to perform any of the following items: when the adjustment method of the first side wing airbag is the same as the adjustment method of the third side wing airbag, obtain the first air volume adjustment amount of the first side wing airbag and the second air volume adjustment amount of the third side wing airbag; if the first air volume adjustment amount is less than the second air volume adjustment amount, determine that the target adjustment order is first adjustment; if the first air volume adjustment amount is greater than the second air volume adjustment amount, determine that the target adjustment order is later adjustment; when the adjustment method of the first side wing airbag is the same as the adjustment method of the third side wing airbag, obtain the functional priority of the first seat and the functional priority of the third seat; if the functional priority of the first seat is higher than the functional priority of the third seat, determine that the target adjustment order is first adjustment; if the functional priority of the first seat is lower than the functional priority of the third seat, determine that the target adjustment order is later adjustment.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the airbag adjustment module is also used for: when the adjustment method of the first side wing airbag and the adjustment method of the third side wing airbag are different, if the adjustment method of the first side wing airbag is inflation, determining the target adjustment order as prior adjustment; if the adjustment method of the first side wing airbag is deflation, determining the target adjustment order as subsequent adjustment.

[0027] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the airbag adjustment module is also used to: obtain the working mode of the vehicle and the first actual air volume of the first wing airbag; determine the target air volume corresponding to the first body size level; when the working mode is the exhibition hall mode, determine the first adjustment rate of the first wing airbag according to the first actual air volume and the target air volume; according to the first adjustment rate, adjust the air volume of the first wing airbag from the first actual air volume to the target air volume; when the working mode is not the exhibition hall mode, determine the second adjustment rate of the first wing airbag according to the first actual air volume and the target air volume, the second adjustment rate being less than the first adjustment rate; according to the second adjustment rate, adjust the air volume of the first wing airbag from the first actual air volume to the target air volume.

[0028] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0029] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0030] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a schematic diagram of a scenario for adjusting a vehicle seat side wing airbag provided in an embodiment of the present application;

[0032] Figure 2 is a schematic flow chart of a method for adjusting a seat wing airbag provided in an embodiment of the present application;

[0033] Figure 3 is a schematic flow chart of another method for adjusting a seat wing airbag provided in an embodiment of the present application;

[0034] Figure 4 It is a structural schematic diagram of a device for adjusting a seat wing airbag provided in an embodiment of the present application;

[0035] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0036] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0037] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0038] Before introducing the solutions of the embodiments of the present application, the professional terms that may be involved in the embodiments of the present application are first explained.

[0039] Seat side airbags: Also known as seat side supports, they are inflatable devices installed on both sides of the vehicle seat back and seat cushion. These airbags can be inflated or deflated to adjust the hardness and support strength of the seat side, thereby providing personalized lateral support for passengers. In particular, when the vehicle turns, accelerates or brakes, the side airbags can provide additional lateral support to help passengers maintain a correct posture and reduce body movement.

[0040] Showroom Mode (or Exhibition Mode): refers to a special mode enabled by vehicle manufacturers or dealers when displaying vehicles. This mode aims to highlight the various advanced features, configurations, and technical highlights of the vehicle so that potential buyers can intuitively experience and understand the best state of the vehicle. The showroom mode usually includes a series of preset function demonstrations and settings to enhance the user's interactive experience.

[0041] The following first introduces the application scenarios of the embodiments of the present application.

[0042] Figure 1 It is a schematic diagram of a scenario for adjusting a vehicle seat side airbag provided in an embodiment of the present application.

[0043] For example, Figure 1 As shown, the seat 100 can be any seat in the vehicle. The seat 100 is equipped with a seat side wing airbag. Figure 1 In the right side view of the seat 100 shown, the seat side wing airbags include a left side wing airbag 101 installed on the seat back and a left side wing airbag 102 installed on the seat cushion. Correspondingly, a right side wing airbag (not shown in the figure) is also installed on the seat back, and a right side wing airbag (not shown in the figure) is also installed on the seat cushion.

[0044] When the user is on seat 100, if the side airbags need to be adjusted, they can be manually adjusted through the adjustment buttons corresponding to the side airbags; or, when the BCM detects that the user is on seat 100, the side airbags on seat 100 can be automatically adjusted to enhance the user's riding experience.

[0045] In one possible implementation, when multiple users successively sit in the same vehicle seat, the related art often uses a fixed adjustment mode for the adjustment of the seat side airbags, that is, no matter what type of user, the adjustment parameters of the seat side airbags are the same. This method cannot accurately provide appropriate support and comfort for each user, and the adaptability of the side airbags is poor, resulting in a decreased user experience. For example, the scenario where multiple users successively sit in the same vehicle seat can be: when the vehicle is in exhibition hall mode, there will be a large number of users coming to visit and experience the vehicle functions, so there may be multiple users successively sitting in the same vehicle seat to experience the seat functions.

[0046] In addition, in the related art, when the user leaves the seat, the side wing airbag will automatically deflate to the closed state. When the vehicle is in the showroom mode, if multiple users frequently sit in the same seat, the same side wing airbag will be inflated and then deflated in a short period of time. Such frequent inflation and deflation will increase the risk of wear and tear of the side wing airbag and reduce the life of the side wing airbag.

[0047] Based on this, the embodiment of the present application provides a method for adjusting the side wing airbags of the seat, which can determine whether to inflate or deflate the side wing airbags based on the user's body shape and the historical sitting situation of the seat, thereby avoiding frequent inflation and deflation of the side wing airbags and increasing the service life of the side wing airbags. In addition, the method can also adjust the side wing airbags based on the user's body shape, realize personalized adjustment of the side wing airbags, and improve the user's comfort and satisfaction.

[0048] After introducing the application scenarios of the embodiments of the present application, a method for adjusting a seat side wing airbag provided by the embodiments of the present application is introduced below.

[0049] Figure 2 This is a schematic flow chart of a method for adjusting a seat side wing airbag provided in an embodiment of the present application. It should be understood that the method can be applied to any electronic control unit (ECU, also known as a controller) in a vehicle. In the following embodiment of the present application, the method is described in detail by taking the body control module (BCM, also known as a body control unit or body controller) as an example of the execution subject of the method.

[0050] For example, Figure 2 As shown, the method 200 includes the following steps 201 to 203:

[0051] 201. When it is detected that a first user is located in a first seat, the cumulative number of loads of the first seat within a preset time period and a first body size grade of the first user are obtained, where the first body size grade is used to indicate the degree of contact between the first user and the first seat.

[0052] It should be understood that, compared with the inherent method used in the prior art for adjusting seat airbags, in the embodiment of the present application, for any seat in the vehicle, if the BCM detects that there is a user in the seat, personalized adjustment of the side airbags can be achieved.

[0053] It should be understood that the side airbags in the embodiment of the present application include at least one of the side airbags on both sides of the seat back and the side airbags on both sides of the seat cushion.

[0054] For any seat in the vehicle (ie, the first seat), the BCM can detect in real time whether there is a user on the first seat.

[0055] Optionally, the BCM detects whether there is a user on the first seat in a manner including but not limited to pressure sensor detection, camera detection or infrared sensor detection.

[0056] Exemplarily, a pressure sensor (or weight sensor) is installed on each seat in the vehicle, and the BCM can obtain the pressure collected by the pressure sensor of the first seat and compare it with the preset pressure to determine whether there is a user on the first seat.

[0057] As another example, the BCM may also capture the first seat image through an in-vehicle camera and recognize the first seat image to determine whether there is a user in the first seat.

[0058] As another example, when multiple infrared transmitters and receivers are installed around the seat, the BCM can also determine whether there is a user on the first seat through the reflection signal collected by the receiver of the first seat.

[0059] When it is detected that there is a user on the first seat, the embodiment of the present application refers to the user on the first seat at the current moment as the "first user".

[0060] It should be understood that in the embodiment of the present application, when there is a first user on the first seat, for the first side wing airbag corresponding to the first seat, the BCM can adjust the air volume of the first side wing airbag to a level that matches the body shape of the first user, so that the first user has a good riding experience.

[0061] Specifically, in the embodiment of the present application, multiple body size levels can be pre-set, and the air volume of the side airbags corresponding to each body size level can be set. The body size level is used to indicate the degree of contact between the user and the seat where the user is located. The higher the body size level, the smaller the air volume of the side airbags; the smaller the body size level, the larger the air volume of the side airbags.

[0062] The body type level can be understood as the level corresponding to the body type parameters. The body type parameters represent the user's appearance. Optionally, the body type parameters include the user's weight, body width, and the contact area between the user and the seat.

[0063] The lower the user's body type, the smaller the user's weight, the smaller the contact area with the seat, and the narrower the body width, which means that the contact space between the user and the seat is smaller and the remaining space is larger. In order to provide more lateral support to the user, the side airbags need to be filled with more gas to fill the gaps caused by these remaining spaces to ensure that the user can get good support when turning or changing lanes quickly. On the contrary, for users with higher body types, the contact area with the seat is larger and the remaining space is smaller. The side airbags do not need too much gas to provide users with sufficient lateral support.

[0064] Exemplarily, the BCM can obtain the user's weight through the pressure sensor on the seat. For the user's body width, the BCM can estimate the user's body width by analyzing the pressure distribution at different positions through the pressure sensor array installed on the seat. Alternatively, the BCM can measure the distance between the human body and the sensor through the infrared sensor array to construct the user's body shape outline and extract the user's body width from it. For the contact area between the user and the seat, the BCM can identify which pressure sensors in the pressure sensor array can detect pressure through the pressure sensor array, thereby determining the contact area between the user and the seat.

[0065] Technicians can set multiple body types according to the user's weight, body width, and contact area with the seat. Each body type includes a corresponding weight range, body width range, and contact area range, and the corresponding side airbag volume is set for each body type.

[0066] When the first user is detected, the BCM can obtain the weight of the first user, the body width of the first user, and the contact area between the first user and the first seat in the aforementioned manner, and determine the first body type level corresponding to the first user.

[0067] It should also be understood that when no user has occupied the first seat, the air volume of the first side wing airbag corresponding to the first seat will be set to the minimum air volume, so that when a user subsequently sits in the first seat, the BCM can inflate the first side wing airbag in time in combination with the user's reminder.

[0068] Optionally, the minimum gas volume can be 0L.

[0069] When the BCM detects that there is a first user on the first seat, the first user may be the first user of the first seat, or may be a non-first user of the first seat.

[0070] When the first user is the first user of the first seat, it means that the current air volume of the first wing airbag is still the minimum air volume. When the first user is not the first user of the first seat, there may be two situations: the time interval between the previous user's seat-taking time and the first user's seat-taking time is long, for example, an hour. In this case, when the previous user took his seat, the BCM adjusted the air volume of the first wing airbag. However, since the first user took his seat relatively late, in order to avoid unnecessary energy consumption, after the previous user leaves the first seat, if the BCM detects that no user has taken his seat for a long time (for example, 10 minutes), it will automatically control the first wing airbag to deflate to the minimum air volume. In other words, when the first user sits in the first seat after a long time, the air volume of the first wing airbag is still the minimum air volume.

[0071] On the contrary, if the time interval between the previous user's sitting time and the first user's sitting time is short. Similarly, when the previous user sits in the first seat, the BCM can adjust the air volume of the first wing airbag according to the previous user's body shape, so that the air volume of the first wing airbag is not equal to the minimum air volume. Since the first user's sitting time is close to the previous user's sitting time, the BCM has not yet restored the air volume of the first wing airbag to the minimum air volume. When the first user sits in the first seat, the air volume of the first wing airbag is the air volume obtained after the previous adjustment.

[0072] It can be seen that when the first user is not the first user of the first seat and the first user's seating time is close to that of the previous user, the air volume of the first wing airbag is not adjusted from the minimum air volume, and the air volume of the first wing airbag may be affected by the previous adjustment. Therefore, when the BCM detects that there is the first user on the first seat, it is necessary to first obtain the cumulative number of loads of the first seat within the preset time. Among them, the purpose of setting the preset time is to determine whether the time interval between multiple users sitting in the first seat is short. Optionally, the preset time is the maximum interval time allowed for the side wing airbag to be inflated and then deflated, for example 10 minutes. The end time corresponding to the preset time is the current time.

[0073] The cumulative number of loads of the first seat within the preset time period specifically refers to the cumulative number of loads of the first seat within the preset time period before the current moment, and the cumulative number of loads is the historical number of occupancy times.

[0074] For example, the BCM can detect in real time whether there is a user sitting on the first seat. If there is a user sitting on the first seat, it is recorded as loading once and stored. The BCM can obtain all historical loading times of the first seat, and obtain the cumulative loading times within a preset time period before the current moment with the current moment as the end time.

[0075] 202 , determining whether a first wing airbag corresponding to a first seat meets a preset adjustment condition according to the accumulated load times, or according to the accumulated load times and a first body size grade.

[0076] It should be understood that in order to avoid frequent inflation and deflation of the side wing airbags, the BCM can determine whether the first side wing airbag needs to be adjusted based on the cumulative number of load times, or based on the cumulative number of load times and the first body size level, that is, determine whether the first side wing airbag meets the preset adjustment conditions.

[0077] Optionally, the preset adjustment conditions include preset inflation conditions and preset deflation conditions.

[0078] Depending on the accumulated load times, the process by which the BCM determines whether to adjust the first wing airbag is as follows.

[0079] In a possible implementation, determining whether the first wing airbag corresponding to the first seat meets a preset adjustment condition according to the accumulated load times, or according to the accumulated load times and the first body size level, includes:

[0080] When the accumulated number of loads reaches a preset number, determining that the first wing airbag meets a preset inflation condition;

[0081] When the accumulated number of loading times is not the preset number, a second body size grade of the second user who was last in the first seat is obtained; and whether the first wing airbag meets the preset adjustment condition is determined according to the second body size grade and the first body size grade.

[0082] Optionally, the preset number of times is 0.

[0083] When the cumulative number of loads is 0, there may be two situations. The first is that there are other users before the first user. However, the time for other users to sit in the first seat is longer than that of the first user, which exceeds the above preset time. Therefore, after other users leave the first seat, the BCM will automatically control the first wing airbag to return to the minimum air volume if there is no new user for a long time. The second is that there are no other users before the first user, in which case the first wing airbag is also at the minimum air volume.

[0084] The BCM detects that the cumulative number of loads is 0. Regardless of the above situation, the first side wing airbag is at the minimum air volume before adjustment. When the first user sits in the first seat, in order to give the first user a good riding experience, the BCM needs to adjust the air volume of the first side wing airbag in time according to the first body size level. Therefore, the BCM determines that the first side wing airbag meets the preset inflation condition.

[0085] When the cumulative number of loads is not 0, it means that there are other users before the first user. In this case, since the air volume of the side wing airbags corresponding to users of different body types is different, the BCM needs to first combine the first body type level and the second body type level corresponding to the previous user (i.e., the second user) to theoretically determine whether the first side wing airbag needs to be inflated or deflated.

[0086] For example, during each adjustment process, the BCM can obtain the user's body shape level. The BCM can directly obtain the second body shape level of the second user based on the historical adjustment records.

[0087] In the above technical solution, when there is no user before the first user in a short period of time, it means that the first side wing airbag is currently at the minimum air volume, and the vehicle can directly inflate and adjust the first side wing airbag to meet the personalized needs of the first user. When there is a user before the first user in a short period of time, the vehicle may have adjusted the air volume of the first side wing airbag when the previous user was riding, and the degree of adjustment of the side wing airbags corresponding to users of different body shapes is different. Therefore, in this case, the vehicle needs to combine the body shape of the previous user to first determine whether it is necessary to control the inflation or deflation of the first side wing airbag. The above adjustment process combines the body shape of the previous user to first determine the adjustment method of the first side wing airbag, which can ensure accurate adjustment of the first side wing airbag.

[0088] Specifically, in combination with the first body size level and the second body size level, a process of determining whether the first side wing airbag meets the preset adjustment condition is as follows.

[0089] In a possible implementation, determining whether the first wing airbag meets a preset adjustment condition according to the second body size level and the first body size level includes:

[0090] When the first body size level is lower than the second body size level, obtaining a first actual air volume of the first wing airbag; if the first actual air volume does not reach a preset air volume, determining that the first wing airbag meets a preset inflation condition; if the first actual air volume reaches the preset air volume, determining that the first wing airbag does not meet the preset inflation condition;

[0091] When the first body size level is higher than the second body size level, determine whether there is a second seat in an idle state; if there is no second seat, determine that the first wing airbag meets the preset deflation condition; if there is a second seat, obtain the second actual air volume of the second wing airbag corresponding to the second seat and the target air volume corresponding to the first body size level; determine whether the first wing airbag meets the preset deflation condition based on the second actual air volume and the target air volume.

[0092] When the first body size level is lower than the second body size level, it indicates that the first wing airbag theoretically needs to be inflated.

[0093] It should be understood that, in combination with the working principle of the side wing airbags, each side wing airbag has a corresponding maximum air volume in addition to a corresponding minimum air volume during operation due to limitations of the structure and storage space.

[0094] Optionally, the maximum air volumes of the side airbags of all seats in the embodiment of the present application may be the same or different, and the embodiment of the present application is not limited to this.

[0095] When adjusting the first wing airbag, whether the first wing airbag can be inflated depends on whether the air volume of the first wing airbag has reached the preset air volume (i.e., the maximum air volume). Therefore, the BCM can first obtain the first actual air volume of the current first wing airbag, that is, the air volume of the first wing airbag after the second user leaves. The air volume of the wing airbag can be obtained by a flow sensor connected to the wing airbag.

[0096] If the first actual air volume does not reach the preset air volume, it means that the first wing airbag can be further inflated, so the BCM determines that the first wing airbag meets the preset inflation condition. If the first actual air volume has reached the preset air volume, it means that the first wing airbag cannot be further inflated, so the BCM determines that the first wing airbag does not meet the preset inflation condition.

[0097] When the first wing airbag does not meet the preset inflation condition, in order to promptly meet the comfort needs of the first user, the embodiment of the present application further proposes further processing measures.

[0098] In a possible implementation manner, the method further includes:

[0099] When the first wing airbag does not meet the preset inflation condition, obtaining a target air volume corresponding to the first body size level;

[0100] Determining a first gas volume difference between a preset gas volume and a target gas volume;

[0101] When the absolute value of the first air volume difference is greater than the preset difference, determining whether there is a fourth seat in the vehicle that is in an idle state;

[0102] When there is a fourth seat, obtaining a fourth actual air volume of a fourth wing airbag corresponding to the fourth seat;

[0103] determining a second gas volume difference between a fourth actual gas volume and a target gas volume;

[0104] When the absolute value of the second air volume difference is less than or equal to the preset difference, a first prompt message is generated according to the fourth seat and the fourth actual air volume, and the first prompt message is used to prompt the first user to switch from the first seat to the fourth seat.

[0105] Specifically, when the first wing airbag cannot be inflated, the BCM can determine the corresponding target air volume according to the first body size level, and then determine the first air volume difference between the preset air volume (i.e., the first actual air volume) and the target air volume to determine whether the current preset air volume is close to the target air volume. When the absolute value of the first air volume difference is less than or equal to the preset difference, it means that the preset air volume is more suitable for the body size of the first user, and the first user can continue to sit. When the absolute value of the first air volume difference is greater than the preset difference, it means that the preset air volume does not fit the body size of the first user. The BCM can determine whether there is an idle fourth seat in the car. When there is a fourth seat, calculate the second air volume difference between the fourth actual air volume and the target air volume of the fourth wing airbag corresponding to the fourth seat. When the absolute value of the second air volume difference is less than or equal to the preset difference, it means that the fourth actual air volume is more suitable for the body size of the first user. Therefore, the BCM can generate a first prompt message based on the fourth seat and the fourth actual air volume to prompt the first user to switch to a more comfortable fourth seat.

[0106] In addition, the above-mentioned determination of whether the first wing airbag meets the preset inflation condition may be achieved by comparing the air volume in addition to the body size grade.

[0107] Specifically, after obtaining the first body size level, the BCM can obtain the target air volume corresponding to the first body size level and compare it with the first actual air volume. When the target air volume is greater than the first actual air volume, it means that the current first wing airbag needs to be inflated. Generally, when setting the air volume of the wing airbags corresponding to multiple body size levels, people of all body types will be considered comprehensively. Theoretically, the air volume corresponding to each body size level must be less than the preset air volume. When the target air volume is greater than the first actual air volume, it implicitly indicates that the first actual air volume has not reached the preset air volume, so the BCM determines that the first wing airbag meets the preset inflation condition. When the target air volume is less than the first actual air volume, it may correspond to two scenarios: the first scenario is that the first body size level is lower than the second body size level but the first actual air volume has reached the preset air volume (discussed above). The second scenario is that the first body size level is higher than the second body size level, which corresponds to the scenario that the first wing airbag needs to be deflated, which will be discussed below. Therefore, when the target gas volume is less than the first actual gas volume, the BCM can determine which of the above scenarios it belongs to by combining the first size level and the second size level.

[0108] When the first body size level is higher than the second body size level, theoretically, the target air volume corresponding to the first body size level is smaller, and the first side wing airbag needs to be deflated. In this case, in order to avoid frequent inflation and deflation of the side wing airbags in a short period of time, the BCM can first determine whether there are other seats in the car that can meet the first user's body size.

[0109] Exemplarily, the BCM can determine whether the seats other than the first seat are in an idle state through pressure sensors on the seats other than the first seat. When the seats other than the first seat are not in an idle state (i.e., there is no second seat), in order to prioritize the comfort requirements of the first user, the BCM allows the first wing airbag to be deflated, so the BCM determines that the first wing airbag meets the preset deflation condition.

[0110] When there is a second seat, the BCM can obtain the second actual air volume of the second side wing airbag corresponding to the second seat and the target air volume corresponding to the first body size level, and combine the second actual air volume and the target air volume to determine whether the first side wing airbag meets the preset deflation conditions.

[0111] In the above technical solution, in the embodiment of the present application, the user with a larger body size has a larger contact space with the seat and a smaller remaining space, so a small amount of inflation of the side wing airbag can provide sufficient support for the user. On the contrary, the user with a smaller body size has a smaller contact space with the seat and a larger remaining space, so a large amount of inflation of the side wing airbag can provide sufficient support for the user. When the first body size of the first user is small, it means that the first side wing airbag needs to be inflated. Since the inflation volume of the side wing airbag is limited, when inflating, the vehicle also needs to determine whether the current first actual air volume of the first side wing airbag has reached the maximum limit. Thus, the above process can avoid the uncontrolled inflation of the first side wing airbag, which may cause waste of gas resources, airbag rupture or airbag explosion, and ensure the safety of the user and the airbag. When the first body size is large, it means that the current first side wing airbag needs to be deflated. In order to avoid frequent inflation and deflation of the side wing airbag, the vehicle can preferentially find whether there is still an idle seat, and determine whether the actual air volume of the side wing airbag of the seat is consistent with the body size of the first user. Thus, the above process can reduce the probability of frequent inflation and deflation to a certain extent.

[0112] Specifically, the BCM can determine whether the first wing airbag meets the preset deflation condition according to the difference between the two air volumes.

[0113] In a possible implementation, determining whether the first wing airbag meets a preset deflation condition according to the second actual air volume and the target air volume includes:

[0114] Determining a gas volume difference between a second actual gas volume and a target gas volume;

[0115] When the absolute value of the air volume difference is less than or equal to the preset difference, determining that the first wing airbag does not meet the preset deflation condition;

[0116] When the absolute value of the air volume difference is greater than the preset difference, it is determined that the first wing airbag meets the preset deflation condition.

[0117] Specifically, BCM can calculate the air volume difference between the second actual air volume and the target air volume. When the absolute value of the air volume difference is less than or equal to the preset difference, it means that the second actual air volume is consistent with the body shape of the first user. BCM can temporarily not control the first wing air bag to deflate, and generate a second prompt message based on the second seat and the second actual air volume to prompt the first user to move to the second seat. When the absolute value of the air volume difference is greater than the preset difference, it means that the second actual air volume is not consistent with the body shape of the first user. In this case, in order to promptly meet the first user's riding needs and riding experience, BCM can control the first wing air bag to deflate.

[0118] In the above technical solution, when the first wing airbag needs to be deflated, if the vehicle determines that other seats in the vehicle are vacant and the air volume of the wing airbag matches the body shape of the first user, the first wing airbag is not controlled to be deflated temporarily, but the user is recommended to move to the vacant seat first. In this way, the comfort needs of the first user can be met, and the frequent inflation and deflation of the first wing airbag can be avoided. If the vehicle determines that other seats in the vehicle are vacant and the air volume of the wing airbag does not match the body shape of the first user, the first wing airbag can be allowed to be deflated appropriately, so as to give priority to meeting the needs of the user and provide the user with better vehicle functions.

[0119] When the first size class is the same as the second size class, the BCM may not adjust the first wing airbag.

[0120] Thus, in the above manner, the BCM can determine whether the first wing airbag meets the preset adjustment condition.

[0121] 203 , when the first wing airbag meets a preset adjustment condition, adjust the air volume of the first wing airbag according to the first body size level.

[0122] When the first wing airbag meets the preset adjustment conditions, the BCM also needs to consider whether other seats also need to be adjusted during the adjustment of the first wing airbag.

[0123] In a possible implementation, adjusting the air volume of the first wing airbag according to the first body size level includes:

[0124] For any third seat other than the first seat, determining whether a third side wing airbag corresponding to the third seat meets a preset adjustment condition;

[0125] When the third wing airbag does not meet the preset adjustment condition, the air volume of the first wing airbag is adjusted to the target air volume corresponding to the first body size level;

[0126] When the third wing airbag meets the preset adjustment conditions, the target adjustment sequence of the first wing airbag is determined according to the adjustment method of the first wing airbag and the adjustment method of the third wing airbag, and the adjustment method includes inflation or deflation; based on the target adjustment sequence, the air volume of the first wing airbag is adjusted to the target air volume.

[0127] For any third seat except the first seat, the BCM can use the same preset adjustment condition judgment method to determine whether the third side airbag corresponding to the third seat also meets the preset adjustment condition.

[0128] When the third wing airbag does not meet the preset adjustment condition, it indicates that there is no wing airbag in the vehicle that needs to be deflated or inflated simultaneously with the first wing airbag.

[0129] It should be understood that no matter whether the first wing airbag is inflated or deflated, the purpose is to adjust the air volume of the first wing airbag to the same as the target air volume corresponding to the first body size level. Therefore, when the first wing airbag meets the preset adjustment condition and the third wing airbag does not meet the preset adjustment condition, the BCM can adjust the air volume of the first wing airbag to the target air volume.

[0130] When the third wing airbag meets the preset adjustment conditions, according to the preset adjustment conditions including the preset charging condition and the preset discharging condition, in the process of adjusting the third wing airbag and the first wing airbag, it is necessary to determine the adjustment order of the first wing airbag and the third wing airbag according to their respective corresponding adjustment methods. The BCM further adjusts the air volume of the first wing airbag to the target air volume according to the determined target adjustment order of the first wing airbag.

[0131] The adjustment modes correspond to different preset adjustment conditions satisfied by the side wing airbags. The preset inflation condition corresponds to inflation, and the preset deflation condition corresponds to deflation.

[0132] Specifically, according to different preset adjustment modes, the process of determining the target adjustment sequence of the first wing airbag is as follows.

[0133] In a possible implementation, determining a target adjustment sequence of the first wing airbag according to an adjustment mode of the first wing airbag and an adjustment mode of the third wing airbag includes any of the following:

[0134] When the adjustment method of the first wing airbag is the same as the adjustment method of the third wing airbag, a first air volume adjustment amount of the first wing airbag and a second air volume adjustment amount of the third wing airbag are obtained; if the first air volume adjustment amount is less than the second air volume adjustment amount, the target adjustment sequence is determined to be first adjustment; if the first air volume adjustment amount is greater than the second air volume adjustment amount, the target adjustment sequence is determined to be last adjustment;

[0135] When the adjustment method of the first wing airbag and the adjustment method of the third wing airbag are the same, the function priority of the first seat and the function priority of the third seat are obtained; if the function priority of the first seat is higher than the function priority of the third seat, the target adjustment order is determined to be first adjustment; if the function priority of the first seat is lower than the function priority of the third seat, the target adjustment order is determined to be last adjustment.

[0136] When the first wing airbag and the third wing airbag need to be deflated or inflated at the same time, in one way, the BCM can obtain the first air volume adjustment amount of the first wing airbag and the second air volume adjustment amount of the third wing airbag. The air volume adjustment amount is specifically the absolute value of the difference between the actual air volume and the target air volume of the wing airbag. Since the wing airbag with a smaller air volume adjustment amount is easier to meet first, the BCM can give priority to ensuring that the wing airbag with a smaller air volume adjustment amount completes the adjustment process.

[0137] Exemplarily, the BCM can determine a first air volume adjustment amount based on the first actual air volume and the target air volume; similarly, the BCM can determine a second air volume adjustment amount based on a third actual air volume corresponding to the third side wing airbag and the air volume corresponding to a third body size level corresponding to a third user on the third seat.

[0138] When the first air volume adjustment amount is less than the second air volume adjustment amount, the first wing airbag is adjusted first, so the target adjustment order is to adjust first. When the first air volume adjustment amount is greater than the second air volume adjustment amount, the third wing airbag is adjusted first, so the target adjustment order is to adjust later.

[0139] In another way, for seats that need to provide specific functions, their corresponding side airbags need to be met first, such as seat heating, seat massage, etc.

[0140] Therefore, when the first wing airbag and the third wing airbag need to be deflated or inflated at the same time, the BCM can also obtain the function priority of the first seat and the function priority of the second seat respectively.

[0141] For example, for each seat, according to the functions provided by the seat, the technician can set the priority for each function in advance. For example, the functions provided by the seat may include seat angle adjustment, seat height adjustment, seat horizontal position adjustment, seat massage, seat heating, etc. Among them, since the seat massage and seat heating functions are mainly comfort functions, they can be set with a higher priority, while the seat angle adjustment, seat height adjustment and seat horizontal position adjustment are mainly basic functions, so they can be set with a lower priority.

[0142] When the user uses one of the functions while sitting in the seat, the BCM can obtain the priority of the corresponding function.

[0143] When the function priority of the first seat is higher than that of the third seat, in order to ensure that the key functions of the first seat can run smoothly, the BCM needs to adjust the first side airbag first, so the target adjustment order is to adjust first. On the contrary, when the function priority of the first seat is lower than that of the third seat, the BCM needs to adjust the third side airbag first, so the target adjustment order is to adjust last.

[0144] In the above technical solution, when there are multiple wing airbags that need to be adjusted in the vehicle at the same time, by comparing the air volume adjustment of the first wing airbag and the third wing airbag, it is determined which airbag should be adjusted first, which can ensure that the vehicle prioritizes the allocation of resources in the most efficient way, reduce unnecessary waiting time, and avoid excessive vehicle load caused by adjusting multiple airbags at the same time. In addition, determining which airbag to adjust first according to the functional priority can ensure the integrity of the seat function, allowing users to better and more fully enjoy the key functions related to the seat.

[0145] In addition, in addition to choosing which side airbag to adjust first, the first side airbag or the second side airbag, based on the air volume adjustment amount and the functional priority of the seats, the BCM can also determine which side airbag to adjust first based on the distance between the first seat and the driver's seat, and the distance between the third seat and the driver's seat. The specific process is as follows.

[0146] In a possible implementation, determining a target adjustment sequence of the first wing airbag according to an adjustment mode of the first wing airbag and an adjustment mode of the third wing airbag includes:

[0147] When the adjustment method of the first wing airbag and the adjustment method of the third wing airbag are the same, a first distance between the first seat and the driver's seat, and a second distance between the third seat and the driver's seat are obtained; if the first distance is less than the second distance, the target adjustment order is determined to be first adjustment; if the first air volume adjustment amount is greater than the second distance, the target adjustment order is determined to be later adjustment.

[0148] Specifically, when the first wing airbag and the third wing airbag need to be deflated or inflated at the same time, the BCM can obtain a first distance between the first seat and the driver's seat, and a second distance between the third seat and the driver's seat, and compare the two distances to determine which seat is closer to the driver's seat.

[0149] For example, for any seat in the vehicle, the BCM can obtain the three-dimensional coordinates of the seat in the vehicle body coordinate system. Further, the BCM can determine the first distance based on the three-dimensional coordinates of the first seat and the three-dimensional coordinates of the driver's seat. Similarly, the BCM can determine the second distance based on the three-dimensional coordinates of the third seat and the three-dimensional coordinates of the driver's seat.

[0150] It should be understood that when general users use a vehicle, the main driver's seat is a relatively critical position in the vehicle and is closely related to the driving safety of the vehicle. When adjusting the side airbags, the comfort of the user in the main driver's seat should be guaranteed first. Therefore, the adjustment priority of the side airbags of the main driver's seat is the highest. For other seats, the adjustment priority can be set from high to low according to the distance from the main driver's seat. Therefore, in an embodiment of the present application, the BCM can give priority to adjusting the side airbags of the seats closer to the main driver's seat.

[0151] In the above technical solution, when at least two side airbags are deflated or inflated at the same time, the side airbags of the seats closer to the driver's seat are adjusted preferentially, which can ensure that the needs of users in key seats in the vehicle can be met in a timely manner, thereby ensuring the safe operation of the vehicle.

[0152] In another scenario, when the adjustment method of the first wing airbag is different from the adjustment method of the third wing airbag, the process of determining the target adjustment sequence is as follows.

[0153] In a possible implementation, determining a target adjustment sequence of the first wing airbag according to an adjustment mode of the first wing airbag and an adjustment mode of the third wing airbag includes:

[0154] When the adjustment mode of the first wing airbag and the adjustment mode of the third wing airbag are different, if the adjustment mode of the first wing airbag is inflation, the target adjustment sequence is determined to be first adjustment; if the adjustment mode of the first wing airbag is deflation, the target adjustment sequence is determined to be last adjustment.

[0155] It should be understood that since the inflation operation has less impact on the stability of the air pressure system than the deflation operation, in order to avoid the pressure fluctuation caused by the simultaneous deflation during the inflation process affecting the inflation effect. In the embodiment of the present application, when there are two different wing airbags that are inflated and deflated at the same time, the wing airbags that need to be inflated are given priority. Therefore, when the adjustment method of the first wing airbag and the adjustment method of the third wing airbag are different, if the first wing airbag needs to be inflated, the first wing airbag is adjusted first. On the contrary, if the third wing airbag needs to be inflated, the third wing airbag is adjusted first.

[0156] In the above technical solution, when there are multiple side wing airbags with different adjustment modes at the same time, the side wing airbags that need to be inflated are adjusted first, which can meet the user's additional support needs and meet the user's comfort requirements. The deflation process is to reduce the support strength, which is less urgent than the inflation process. In addition, processing inflation first and then deflation can also avoid the unstable air pressure caused by the simultaneous inflation and deflation of the vehicle, and prevent the vehicle from having large pressure fluctuations.

[0157] In addition, during the adjustment process, in addition to adjusting the first wing airbag according to the target adjustment sequence, the vehicle usually has different corresponding working modes. Based on this, the embodiment of the present application can also formulate different adjustment strategies according to different working modes.

[0158] In a possible implementation, adjusting the air volume of the first wing airbag according to the first body size level includes:

[0159] Acquiring a working mode of the vehicle and a first actual air volume of a first wing airbag;

[0160] Determine the target gas volume corresponding to the first body type level;

[0161] When the working mode is the exhibition hall mode, determining a first adjustment rate of the first wing airbag according to the first actual air volume and the target air volume; and adjusting the air volume of the first wing airbag from the first actual air volume to the target air volume according to the first adjustment rate;

[0162] When the working mode is non-exhibition hall mode, the second adjustment rate of the first wing airbag is determined according to the first actual air volume and the target air volume, and the second adjustment rate is less than the first adjustment rate; according to the second adjustment rate, the air volume of the first wing airbag is adjusted from the first actual air volume to the target air volume.

[0163] Optionally, the operating modes include a showroom mode and a non-showroom mode (eg, a normal driving mode).

[0164] It should be understood that in the exhibition hall mode, the flow of visitors is relatively large. In order to quickly and timely meet the experience of visiting users and avoid users waiting for a long time, the embodiment of the present application can set the adjustment rate in the exhibition hall mode to be faster for the same adjustment volume. In the normal driving mode, since the number of users of the vehicle is relatively fixed, in order to provide users with a more comfortable adjustment experience, the adjustment rate in the normal driving mode can be set to be slower.

[0165] For example, in the embodiment of the present application, the technician can set multiple adjustment air volume intervals according to the different adjustment air volumes. For each adjustment air volume interval, the adjustment rate corresponding to the exhibition hall mode and the adjustment rate corresponding to the normal driving mode can be set according to the different working modes, and stored in the BCM. Among them, the adjustment rate corresponding to the exhibition hall mode is greater than the adjustment rate corresponding to the normal driving mode.

[0166] When the first side wing airbag needs to be adjusted, the BCM can first obtain the first actual air volume of the first side wing airbag and the target air volume corresponding to the first body size level of the current first user, calculate the absolute value of the air volume difference between the first actual air volume and the target air volume (i.e., the adjusted air volume), and compare it with multiple pre-set adjusted air volume intervals to determine the current adjusted air volume interval.

[0167] Furthermore, the BCM can obtain the current operating mode of the vehicle.

[0168] Exemplarily, when the vehicle needs to enter the showroom mode, when the vehicle is powered on, the staff can find the settings menu on the display screen of the in-vehicle infotainment system and click to enter the "Vehicle Mode" menu. After clicking, the display screen can display several different vehicle modes (for example, normal driving mode, showroom mode, etc.), and click the "showroom mode" option to confirm entering the showroom mode. Alternatively, if the "showroom mode" shortcut button is configured in the vehicle control application installed in the vehicle or smart device, the staff can control the vehicle to enter the showroom mode by clicking the shortcut button. Alternatively, the staff can also control the vehicle to enter the showroom mode through voice commands, such as "activate showroom mode" or "switch showroom mode".

[0169] The above methods are all examples, and any method of entering the exhibition hall mode can be applied to the embodiments of the present application.

[0170] When the BCM receives the entry command of the showroom mode through any of the above methods, it can be determined that the current working mode of the vehicle is the showroom mode; on the contrary, when the BCM does not receive the entry command of the showroom mode, it can be determined that the current working mode of the vehicle is non-showroom mode.

[0171] When the working mode of the vehicle is the exhibition hall mode, the BCM can determine the first adjustment rate corresponding to the exhibition hall mode in the current adjustment volume range, and adjust the air volume of the first wing airbag to the target air volume according to the first adjustment rate. On the contrary, when the working mode of the vehicle is the non-exhibition hall mode, the BCM can determine the second adjustment rate corresponding to the non-exhibition hall mode in the current adjustment volume range, and adjust the air volume of the first wing airbag to the target air volume according to the second adjustment rate.

[0172] In the above technical solution, when adjusting the first wing airbag, the present application can correspond to different adjustment strategies according to the different working modes of the vehicle. Correspondingly, the working modes include exhibition hall mode and non-exhibition hall mode (normal driving mode). Since the flow of people in the exhibition hall mode is relatively large, if the adjustment rate of the wing airbag is slow, it may cause complaints from visiting users. Therefore, for the same adjustment amount, in the exhibition hall mode, the adjustment rate can be appropriately increased so that users who come to visit can intuitively feel the support function that the wing airbag can provide, thereby enhancing the user experience and purchasing desire. In normal driving mode, because the users of the vehicle are relatively fixed, the vehicle can appropriately slow down the adjustment rate so that users can enjoy a better adjustment experience in sufficient time.

[0173] The above-mentioned method of adjusting the first wing airbag according to different adjustment rates can be combined with the target adjustment sequence, specifically including:

[0174] In a possible implementation, based on the target adjustment sequence, adjusting the air volume of the first wing airbag to the target air volume includes:

[0175] Acquiring a working mode of the vehicle and a first actual air volume of a first wing airbag;

[0176] Determining a target gas volume corresponding to the first body size level;

[0177] When the working mode is the exhibition hall mode, determining a first adjustment rate of the first wing airbag according to the first actual air volume and the target air volume; and adjusting the air volume of the first wing airbag from the first actual air volume to the target air volume according to the first adjustment rate;

[0178] When the working mode is non-exhibition hall mode, the second adjustment rate of the first wing airbag is determined according to the first actual air volume and the target air volume, and the second adjustment rate is less than the first adjustment rate; according to the second adjustment rate, the air volume of the first wing airbag is adjusted from the first actual air volume to the target air volume.

[0179] In addition, after the air volume of the first side wing airbag is adjusted to a volume that matches the body size level of the first user according to the target adjustment sequence of the first side wing airbag, the embodiment of the present application also provides a further fine-tuning solution for the side wing airbag.

[0180] Specifically, the BCM can detect the pressure distribution of the user in contact with the first seat through multiple pressure sensors installed on the first seat, and determine the user's sitting posture and sitting angle by analyzing the pressure distribution diagram. Alternatively, the BCM can obtain an in-car image containing the first user through an in-car camera, and analyze the first user's posture through a deep learning algorithm to obtain the first user's sitting angle.

[0181] The seating angle refers to the angle between the user's back and the vertical line (i.e., the ground normal).

[0182] When the first user sits at a small sitting angle, it means that the remaining space between the first user and the back of the first seat is large. On the contrary, when the first user sits at a large sitting angle, it means that the remaining space between the first user and the back of the first seat is small. Based on the difference in remaining space, the BCM can appropriately fine-tune the air volume of the first side wing airbag to provide better support for the first user.

[0183] In the embodiment of the present application, based on setting the target air volume corresponding to the body type level of the first user, multiple seating angle intervals can be further set according to different seating angles of the first user, and an air volume fine-tuning interval corresponding to each seating angle can be set.

[0184] During this adjustment process, after the BCM obtains the seating angle of the first user, it can determine the target air volume fine-tuning value corresponding to the current seating angle by looking up the table, and further fine-tune it based on the target air volume, so that the air volume of the first side wing airbag after fine-tuning is more in line with the riding needs of the first user.

[0185] In summary, the present application proposes a method for adjusting the side wing airbag of a seat. In the implementation process of the method, when it is detected that there is a first user on the first seat, the cumulative number of loads of the first seat within a preset time and the body size level of the first user can be obtained. The purpose of obtaining the cumulative number of loads within the preset time is to determine whether there are multiple users sitting on the first seat in a short period of time, so as to avoid frequent inflation and deflation when adjusting the side wing airbag. Further, the vehicle determines whether the first side wing airbag needs to be adjusted based on the cumulative number of loads and the body size of the first user. When adjustment is required, the air volume of the first side wing airbag is adjusted to match the body size of the first user. In the above process, when there is a user on the first seat, the first side wing airbag is not adjusted immediately, so as to avoid the problem of frequent inflation and deflation of the first side wing airbag in a short period of time. For example, when the user before the first user sits on the first seat, the vehicle first inflates the first side wing airbag. After the previous user leaves, the first user sits on the first seat within a short period of time, and the current first side wing airbag needs to be deflated. If the side wing airbag is deflated immediately without judgment, the life of the side wing airbag will be reduced. In addition, the degree of adjustment of the first side wing airbag in the embodiment of the present application depends on the body shape of the current user, thereby providing a personalized comfort experience for each user and improving the user's riding experience.

[0186] In order to understand the solution of the embodiment of the present application, Figure 3 The overall process of a method for adjusting a seat wing airbag provided in an embodiment of the present application is introduced.

[0187] Figure 3 It is a schematic flow chart of another method for adjusting a seat side wing airbag provided in an embodiment of the present application.

[0188] Exemplarily, the method 300 includes the following steps 301 to 317:

[0189] 301, when it is detected that a first user is located in a first seat, obtaining a cumulative number of load times of the first seat within a preset time period and a first body size grade of the first user.

[0190] 302, determine whether the cumulative number of loads is 0.

[0191] When the cumulative number of loading times is 0, execute step 303;

[0192] When the accumulated number of loading times is not 0, step 304 is executed.

[0193] 303 , determining whether the first wing airbag meets a preset inflation condition.

[0194] 304 , obtaining a second body size level of a second user who was last seated in the first seat.

[0195] 305, determining whether the second body size level is lower than the first body size level.

[0196] When the second body size level is not lower than the first body size level, executing step 306;

[0197] When the second body size level is lower than the first body size level, step 310 is executed.

[0198] 306 , obtaining a first actual air volume of a first wing airbag.

[0199] 307 , determining whether the first actual gas volume reaches the preset gas volume.

[0200] When the first actual gas volume reaches the preset gas volume, executing step 308;

[0201] When the first actual gas volume does not reach the preset gas volume, step 309 is executed.

[0202] 308 , determining that the first wing airbag does not meet a preset inflation condition.

[0203] 309 , determining whether the first wing airbag meets a preset inflation condition.

[0204] 310 , determining whether there is a second seat in an idle state.

[0205] When there is a second seat, execute step 311;

[0206] If the second seat does not exist, step 313 is executed.

[0207] 311, obtaining a second actual air volume of a second wing airbag corresponding to the second seat and a target air volume corresponding to the first body size level, and determining an absolute value of an air volume difference between the second actual air volume and the target air volume.

[0208] 312, determine whether the absolute value of the gas volume difference is less than or equal to a preset difference.

[0209] When the absolute value of the gas volume difference is less than or equal to the preset difference, execute step 314;

[0210] When the absolute value of the gas volume difference is greater than the preset difference, step 313 is executed.

[0211] 313, determining whether the first wing airbag meets a preset deflation condition.

[0212] 314 , determining whether the first wing airbag meets a preset deflation condition.

[0213] 315 , determining whether there is a third wing airbag that needs to be adjusted at the same time.

[0214] When the third wing airbag does not exist, execute step 316;

[0215] When the third wing airbag is present, step 317 is performed.

[0216] At 316 , the air volume of the first wing is adjusted to the target air volume.

[0217] 317 , determine the target adjustment sequence of the first wing airbag, and return to step 316 .

[0218] Steps 301 to 317 in the above method 300 have the same inventive concept as steps 201 to 203 in method 200. For details, please refer to the introduction of the above method 200, which will not be repeated here.

[0219] Figure 4 It is a schematic diagram of the structure of a device for adjusting a seat wing airbag provided in an embodiment of the present application.

[0220] For example, Figure 4 As shown, the device 400 includes:

[0221] The parameter acquisition module 401 is used to acquire the cumulative number of loads of the first seat within a preset time period and the first body size grade of the first user when a first user is detected to be located in the first seat, wherein the first body size grade is used to indicate the degree of contact between the first user and the first seat;

[0222] A condition determination module 402 is used to determine whether a first wing airbag corresponding to the first seat meets a preset adjustment condition according to the accumulated load times, or according to the accumulated load times and the first body size level;

[0223] The airbag adjustment module 403 is used to adjust the air volume of the first wing airbag according to the first body size level when the first wing airbag meets the preset adjustment condition.

[0224] In one possible implementation, the preset adjustment condition includes a preset inflation condition, and the condition judgment module 402 is specifically used to: when the cumulative number of load times is the preset number, determine that the first side wing airbag meets the preset inflation condition; when the cumulative number of load times is not the preset number, obtain the second body size level of the second user who was previously located in the first seat; and determine whether the first side wing airbag meets the preset adjustment condition based on the second body size level and the first body size level.

[0225] In a possible implementation, the preset adjustment condition also includes a preset deflation condition, and the condition judgment module 402 is further used to: when the first body size level is lower than the second body size level, obtain the first actual air volume of the first side wing airbag; if the first actual air volume does not reach the preset air volume, determine that the first side wing airbag meets the preset inflation condition; if the first actual air volume reaches the preset air volume, determine that the first side wing airbag does not meet the preset inflation condition; when the first body size level is higher than the second body size level, determine whether there is a second seat in an idle state; if the second seat does not exist, determine that the first side wing airbag meets the preset deflation condition; if the second seat exists, obtain the second actual air volume of the second side wing airbag corresponding to the second seat and the target air volume corresponding to the first body size level; based on the second actual air volume and the target air volume, determine whether the first side wing airbag meets the preset deflation condition.

[0226] In a possible implementation, the condition judgment module 402 is also used to: determine the air volume difference between the second actual air volume and the target air volume; when the absolute value of the air volume difference is less than or equal to the preset difference, determine that the first wing airbag does not meet the preset deflation condition; when the absolute value of the air volume difference is greater than the preset difference, determine that the first wing airbag meets the preset deflation condition.

[0227] In one possible implementation, the airbag adjustment module 403 is specifically used to: for any third seat other than the first seat, determine whether the third side wing airbag corresponding to the third seat meets the preset adjustment condition; if the third side wing airbag does not meet the preset adjustment condition, adjust the air volume of the first side wing airbag to the target air volume corresponding to the first body size level; if the third side wing airbag meets the preset adjustment condition, determine the target adjustment sequence of the first side wing airbag according to the adjustment method of the first side wing airbag and the adjustment method of the third side wing airbag, the adjustment method including inflation or deflation; based on the target adjustment sequence, adjust the air volume of the first side wing airbag to the target air volume.

[0228] In a possible implementation, the airbag adjustment module 403 is also used to perform any of the following: when the adjustment method of the first side wing airbag is the same as the adjustment method of the third side wing airbag, obtain the first air volume adjustment amount of the first side wing airbag and the second air volume adjustment amount of the third side wing airbag; if the first air volume adjustment amount is less than the second air volume adjustment amount, determine that the target adjustment order is first adjustment; if the first air volume adjustment amount is greater than the second air volume adjustment amount, determine that the target adjustment order is later adjustment; when the adjustment method of the first side wing airbag is the same as the adjustment method of the third side wing airbag, obtain the functional priority of the first seat and the functional priority of the third seat; if the functional priority of the first seat is higher than the functional priority of the third seat, determine that the target adjustment order is first adjustment; if the functional priority of the first seat is lower than the functional priority of the third seat, determine that the target adjustment order is later adjustment.

[0229] In a possible implementation, the airbag adjustment module 403 is also used for: when the adjustment mode of the first side wing airbag and the adjustment mode of the third side wing airbag are different, if the adjustment mode of the first side wing airbag is inflation, determining the target adjustment order as prior adjustment; if the adjustment mode of the first side wing airbag is deflation, determining the target adjustment order as subsequent adjustment.

[0230] In a possible implementation, the airbag adjustment module 403 is also used to: obtain the vehicle's operating mode and the first actual air volume of the first wing airbag; determine the target air volume corresponding to the first size level; when the operating mode is the exhibition hall mode, determine the first adjustment rate of the first wing airbag according to the first actual air volume and the target air volume; according to the first adjustment rate, adjust the air volume of the first wing airbag from the first actual air volume to the target air volume; when the operating mode is not the exhibition hall mode, determine the second adjustment rate of the first wing airbag according to the first actual air volume and the target air volume, the second adjustment rate being less than the first adjustment rate; according to the second adjustment rate, adjust the air volume of the first wing airbag from the first actual air volume to the target air volume.

[0231] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0232] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a method for adjusting a seat side airbag.

[0233] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a method for adjusting a seat side airbag provided in an embodiment of the present application.

[0234] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0235] In the case of dividing each functional module according to each function, the device may also include a parameter acquisition module, a condition judgment module, an airbag adjustment module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0236] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method for adjusting the seat wing airbag, and thus can achieve the same effect as the above-mentioned implementation method.

[0237] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes, etc.

[0238] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0239] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for adjusting the seat side airbag provided in the above embodiment.

[0240] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a method for adjusting a seat side wing airbag provided in the above embodiment.

[0241] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for adjusting a seat wing airbag provided in the above embodiment.

[0242] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0243] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0244] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0245] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for adjusting a seat side airbag, characterized in that: The method comprises: When it is detected that the first user is located in the first seat, obtaining the cumulative number of loads of the first seat within a preset time and the first body size grade of the first user, where the first body size grade is used to indicate the degree of contact between the first user and the first seat; Determining whether a first wing airbag corresponding to the first seat meets a preset adjustment condition according to the accumulated load times, or according to the accumulated load times and the first body size grade; When the first side wing airbag meets the preset adjustment condition, the air volume of the first side wing airbag is adjusted according to the first body size level.

2. The method according to claim 1, characterized in that The preset adjustment condition includes a preset inflation condition, and determining whether the first wing airbag corresponding to the first seat meets the preset adjustment condition according to the accumulated load times, or according to the accumulated load times and the first body size grade, includes: When the accumulated number of loads reaches a preset number, determining that the first wing airbag meets the preset inflation condition; When the accumulated number of load times is not the preset number of times, a second body size grade of a second user who was last located in the first seat is obtained; and according to the second body size grade and the first body size grade, it is determined whether the first side airbag meets the preset adjustment condition.

3. The method according to claim 2, characterized in that The preset adjustment condition also includes a preset deflation condition. The determining, based on the second body size level and the first body size level, whether the first side wing airbag satisfies the preset adjustment condition includes: When the first body size level is lower than the second body size level, obtaining a first actual air volume of the first wing airbag; if the first actual air volume does not reach a preset air volume, determining that the first wing airbag meets the preset inflation condition; if the first actual air volume reaches the preset air volume, determining that the first wing airbag does not meet the preset inflation condition; When the first body size level is higher than the second body size level, determine whether there is a second seat in an idle state; if the second seat does not exist, determine whether the first wing airbag meets the preset deflation condition; if the second seat exists, obtain a second actual air volume of the second wing airbag corresponding to the second seat and a target air volume corresponding to the first body size level; determine whether the first wing airbag meets the preset deflation condition based on the second actual air volume and the target air volume.

4. The method according to claim 3, characterized in that The determining, according to the second actual air volume and the target air volume, whether the first wing airbag meets the preset deflation condition includes: determining a gas volume difference between the second actual gas volume and the target gas volume; When the absolute value of the air volume difference is less than or equal to the preset difference, determining that the first wing airbag does not meet the preset deflation condition; When the absolute value of the air volume difference is greater than the preset difference, it is determined that the first wing airbag meets the preset deflation condition.

5. The method according to claim 1, characterized in that The step of adjusting the air volume of the first side wing airbag according to the first body size level includes: For any third seat other than the first seat, determining whether a third side wing airbag corresponding to the third seat meets the preset adjustment condition; When the third wing airbag does not meet the preset adjustment condition, adjusting the air volume of the first wing airbag to the target air volume corresponding to the first body size level; When the third wing airbag meets the preset adjustment condition, a target adjustment sequence of the first wing airbag is determined according to an adjustment method of the first wing airbag and an adjustment method of the third wing airbag, the adjustment method including inflation or deflation; based on the target adjustment sequence, the air volume of the first wing airbag is adjusted to the target air volume.

6. The method according to claim 5, characterized in that The determining of a target adjustment sequence of the first wing airbag according to the adjustment mode of the first wing airbag and the adjustment mode of the third wing airbag comprises any one of the following: In the case where the adjustment method of the first wing airbag is the same as the adjustment method of the third wing airbag, a first air volume adjustment amount of the first wing airbag and a second air volume adjustment amount of the third wing airbag are obtained; if the first air volume adjustment amount is less than the second air volume adjustment amount, the target adjustment sequence is determined to be first adjustment; if the first air volume adjustment amount is greater than the second air volume adjustment amount, the target adjustment sequence is determined to be last adjustment; When the adjustment method of the first wing airbag and the adjustment method of the third wing airbag are the same, the function priority of the first seat and the function priority of the third seat are obtained; if the function priority of the first seat is higher than the function priority of the third seat, the target adjustment order is determined to be first adjustment; if the function priority of the first seat is lower than the function priority of the third seat, the target adjustment order is determined to be last adjustment.

7. The method according to claim 5, characterized in that The step of determining a target adjustment sequence of the first wing airbag according to the adjustment mode of the first wing airbag and the adjustment mode of the third wing airbag comprises: When the adjustment mode of the first wing airbag and the adjustment mode of the third wing airbag are different, if the adjustment mode of the first wing airbag is inflation, the target adjustment sequence is determined to be prior adjustment; if the adjustment mode of the first wing airbag is deflation, the target adjustment sequence is determined to be subsequent adjustment.

8. The method according to claim 1, characterized in that: The step of adjusting the air volume of the first side wing airbag according to the first body size level includes: Acquiring a working mode of the vehicle and a first actual air volume of the first wing airbag; Determining a target gas volume corresponding to the first body size level; When the working mode is the exhibition hall mode, determining a first adjustment rate of the first wing airbag according to the first actual air volume and the target air volume; and adjusting the air volume of the first wing airbag from the first actual air volume to the target air volume according to the first adjustment rate; When the working mode is non-exhibition hall mode, the second adjustment rate of the first wing airbag is determined according to the first actual air volume and the target air volume, and the second adjustment rate is less than the first adjustment rate; according to the second adjustment rate, the air volume of the first wing airbag is adjusted from the first actual air volume to the target air volume.

9. A device for adjusting a seat side airbag, characterized in that: The device comprises: a parameter acquisition module, configured to, when detecting that a first user is located in a first seat, acquire a cumulative number of loads of the first seat within a preset time period and a first body size grade of the first user, wherein the first body size grade is used to indicate a degree of contact between the first user and the first seat; a condition judgment module, configured to determine whether a first wing airbag corresponding to the first seat meets a preset adjustment condition according to the accumulated load times, or according to the accumulated load times and the first body size grade; The airbag adjustment module is used to adjust the air volume of the first side wing airbag according to the first body size level when the first side wing airbag meets the preset adjustment condition.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

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