A method, apparatus, and vehicle for adjusting seat side wing airbags

Abstract

This application provides a method, apparatus, and vehicle for adjusting seat side wing airbags. The method, applied in the field of vehicle adjustment, includes: upon detecting a first user seated in a first seat, acquiring a cumulative number of load cycles and a first body type rating over a preset time period; determining whether a first side wing airbag meets preset adjustment conditions based on the cumulative number of load cycles or based on the cumulative number of load cycles and the first body type rating; and adjusting the air volume of the first side wing airbag if it meets the preset adjustment conditions. This method can combine the user's body type and the seat's historical seating patterns to determine whether to inflate or deflate the side wing airbags, avoiding frequent inflation and deflation and improving their lifespan. Furthermore, adjusting the side wing airbags according to the user's body type enables personalized adjustment, improving user comfort and satisfaction.

Description

Technical Field

[0001] This application relates to the field of vehicle adjustment, and more specifically, to a method, apparatus, and vehicle for adjusting a seat side airbag in the field of vehicle adjustment. Background Technology

[0002] Currently in the automotive industry, to enhance user comfort, some vehicles are equipped with seat side airbags. While the user is seated, these airbags can be inflated or deflated to adjust the firmness and support of the seat side wing, thus providing personalized support and comfort.

[0003] In one scenario, when multiple users sit in the same seat one after another, the current side airbag adjustment often uses a fixed adjustment mode, which leads to inaccurate inflation or deflation and fails to provide more suitable support and comfort for each user, resulting in a decline in user experience. Summary of the Invention

[0004] This application provides a method, apparatus, and vehicle for adjusting seat side airbags. The method can determine whether to inflate or deflate the side airbags based on the user's body shape and the seat's historical seating patterns, avoiding frequent inflation and deflation and extending the lifespan of the side airbags. Furthermore, the method can adjust the side airbags according to the user's body shape, achieving personalized adjustment and improving user comfort and satisfaction.

[0005] In a first aspect, a method for adjusting a seat side wing airbag is provided. The method includes: when a first user is detected to be in a first seat, acquiring the cumulative number of loads on the first seat within a preset time period and the first body size level of the first user, the first body size level being used to indicate the degree of contact between the first user and the first seat; determining, based on the cumulative number of loads, or based on the cumulative number of loads and the first body size level, whether the first side wing airbag corresponding to the first seat meets preset adjustment conditions; and if the first side wing airbag meets the preset adjustment conditions, adjusting the air volume of the first side wing airbag based on the first body size level.

[0006] In the above technical solution, this application proposes a method for adjusting the side wing airbags of a seat. During implementation, if the vehicle detects a first user in the first seat, it can obtain the cumulative number of loads on the first seat within a preset time period and the body size of the first user. Obtaining the cumulative number of loads within the preset time period is to determine whether multiple users are sitting in the first seat within a short period, thus avoiding frequent inflation and deflation of the side wing airbags during adjustment. Furthermore, the vehicle determines whether the first side wing airbags need adjustment based on the cumulative number of loads and the body size of the first user. When adjustment is needed, the air volume of the first side wing airbags is adjusted to match the body size of the first user. This process does not immediately adjust the first side wing airbags when a user is in the first seat, thus avoiding the problem of frequent inflation and deflation of the first side wing airbags within a short period. For example, if a user before the first user sits in the first seat, the vehicle inflates the first side wing airbags first. After the previous user leaves, if the first user sits in the first seat within a short period, the first side wing airbags need to be deflated. Immediate deflation without judgment would reduce the lifespan of the side wing airbags. Furthermore, in this embodiment, the degree of adjustment of the first side wing airbag depends on the current user's body size, thereby providing a personalized comfort experience for each user and improving the user's riding experience.

[0007] In conjunction with the first aspect, in some possible implementations, the preset adjustment conditions include preset inflation conditions. Determining whether the first side wing airbag corresponding to the first seat meets the preset adjustment conditions based on the cumulative load count, or based on the cumulative load count and the first body type level, includes: determining that the first side wing airbag meets the preset inflation conditions when the cumulative load count is a preset number; obtaining the second body type level of the second user who previously sat in the first seat when the cumulative load count is not the preset number; and determining whether the first side wing airbag meets the preset adjustment conditions based on the second body type level and the first body type level.

[0008] In the above technical solution, the preset number of times is 0. If there were no users shortly before the first user, it indicates that the first side airbag is currently at its minimum air volume, and the vehicle can directly adjust the inflation of the first side airbag to meet the personalized needs of the first user. If there were users shortly before the first user, the vehicle may have already adjusted the air volume of the first side airbag when the previous user boarded, and the degree of adjustment varies for different body types. Therefore, in this case, the vehicle needs to consider the body type of the previous user to determine whether to inflate or deflate the first side airbag first. This adjustment process, taking into account the body type of the previous user, determines the adjustment method for the first side airbag, ensuring accurate adjustment.

[0009] In conjunction with the first aspect and the above-described implementation, in some possible implementations, the preset adjustment condition further includes a preset deflation condition. Determining whether the first side wing airbag meets the preset adjustment condition based on the second body size level and the first body size level includes: when the first body size level is lower than the second body size level, obtaining the first actual air volume of the first side wing airbag; if the first actual air volume does not reach the preset air volume, determining that the first side wing airbag meets the preset inflation condition; if the first actual air volume reaches the preset air volume, determining 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, determining whether there is an idle second seat; if there is no second seat, determining that the first side wing airbag meets the preset deflation condition; if there is a second seat, obtaining 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 determining whether the first side 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 this embodiment, users with larger body sizes have more contact space with the seat and less remaining space. Therefore, a smaller inflation volume of the side airbags is sufficient to provide adequate support. Conversely, users with smaller body sizes have less contact space with the seat and more remaining space. Therefore, a larger inflation volume of the side airbags is required to provide adequate support. When the first user's body size is small, it indicates that the first side airbag needs to be inflated. Since the inflation volume of the side airbags is limited, the vehicle also needs to determine whether the current actual air volume of the first side airbag has reached its maximum limit during inflation. This process avoids uncontrolled inflation of the first side airbag, which could lead to wasted gas resources, airbag rupture, or airbag explosion, ensuring the safety of the user and the airbag. When the first body size is large, it indicates that the first side airbag needs to be deflated. To avoid frequent inflation and deflation of the side airbags, the vehicle can first look for any vacant seats and determine whether the actual air volume of the side airbags of those seats matches the body size of the first user. Therefore, the above process can reduce the probability of frequent inflation and deflation to some extent.

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

[0012] In the above technical solution, when the first side airbag needs to deflate, if the vehicle determines that other seats in the vehicle are vacant and the air volume of the side airbag matches the body size of the first user, it will temporarily not control the deflation of the first side airbag, but instead recommend that the user move to the vacant seat. This satisfies the comfort needs of the first user while avoiding frequent inflation and deflation of the first side airbag. If the vehicle determines that other seats in the vehicle are vacant and the air volume of the side airbag does not match the body size of the first user, it can allow the first side airbag to deflate appropriately to prioritize the user's needs and better provide vehicle functionality.

[0013] In conjunction with the first aspect and the above-described implementation, in some possible implementations, 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 the third side wing airbag corresponding to the third seat meets the preset adjustment conditions; if the third side wing airbag does not meet the preset adjustment conditions, 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 conditions, 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; and adjusting the air volume of the first side wing airbag to the target air volume based on the target adjustment sequence.

[0014] In conjunction with the first aspect and the above-described implementations, in some possible implementations, determining the target adjustment order of the first side wing airbag based on the adjustment methods of the first and third side wing airbags includes any of the following: when the adjustment methods of the first and third side wing airbags are the same, obtaining 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, determining the target adjustment order as prior adjustment; if the first air volume adjustment amount is greater than the second air volume adjustment amount, determining the target adjustment order as subsequent adjustment; when the adjustment methods of the first and third side wing airbags are the same, obtaining 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, determining the target adjustment order as prior adjustment; if the functional priority of the first seat is lower than the functional priority of the third seat, determining the target adjustment order as subsequent adjustment.

[0015] In the aforementioned technical solution, when multiple side airbags requiring adjustment are present in the vehicle simultaneously, comparing the air volume adjustment amounts of the first and third side airbags determines which airbag should be adjusted first. This ensures that the vehicle allocates resources in the most efficient way, reducing unnecessary waiting time and avoiding excessive vehicle load caused by adjusting multiple airbags simultaneously. Furthermore, determining which airbag to adjust first based on functional priority ensures the integrity of seat functions, allowing users to better and more comprehensively enjoy key seat-related functions.

[0016] In conjunction with the first aspect and the above-described implementation, in some possible implementations, determining the target adjustment sequence of the first side wing airbag based on the adjustment methods of the first side wing airbag and the third side wing airbag includes: when the adjustment methods of the first side wing airbag and the third side wing airbag are different, if the adjustment method of the first side wing airbag is inflation, the target adjustment sequence is determined to be adjustment first; if the adjustment method of the first side wing airbag is deflation, the target adjustment sequence is determined to be adjustment later.

[0017] In the above technical solution, when multiple side airbags have different adjustment methods, the side airbags that need to be inflated are adjusted first to meet the user's additional support needs and comfort requirements. The deflation process reduces support and is less urgent than the inflation process. Furthermore, addressing inflation before deflation avoids pressure instability caused by simultaneous inflation and deflation, preventing significant pressure fluctuations in the vehicle.

[0018] In conjunction with the first aspect and the above-described implementations, in some possible implementations, adjusting the air volume of the first side airbag according to the first size level includes: acquiring the vehicle's operating mode and the first actual air volume of the first side airbag; determining the target air volume corresponding to the first size level; when the operating mode is showroom mode, determining a first adjustment rate of the first side airbag based on the first actual air volume and the target air volume; adjusting the air volume of the first side airbag from the first actual air volume to the target air volume based on the first adjustment rate; when the operating mode is non-showroom mode, determining a second adjustment rate of the first side airbag based on the first actual air volume and the target air volume, the second adjustment rate being less than the first adjustment rate; and adjusting the air volume of the first side airbag from the first actual air volume to the target air volume based on the second adjustment rate.

[0019] In the above technical solution, when adjusting the first side airbag, this application can adopt different adjustment strategies according to different vehicle operating modes. Correspondingly, the operating modes include showroom mode and non-showroom mode (e.g., normal driving mode). Because there is a large flow of people in showroom mode, a slow adjustment rate of the side airbag may lead to complaints from visitors. Therefore, for the same adjustment amount, in showroom mode, the adjustment rate can be appropriately increased to allow visitors to intuitively experience the support function provided by the side airbag, enhancing their experience and purchasing desire. In non-showroom mode, because the vehicle's users are relatively fixed, the adjustment rate can be appropriately slowed down to allow users sufficient time to enjoy a better adjustment experience.

[0020] Secondly, an apparatus for adjusting the side wing airbags of a seat is provided. The apparatus includes: a parameter acquisition module, used to acquire, upon detecting that a first user is located in a first seat, the cumulative number of loads on the first seat within a preset time period and the first body size level of the first user, the first body size level representing the degree of contact between the first user and the first seat; a condition judgment module, used to determine, based on the cumulative number of loads, or based on the cumulative number of loads and the first body size level, whether the first side wing airbag corresponding to the first seat meets preset adjustment conditions; and an airbag adjustment module, 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 conditions.

[0021] In conjunction with the second aspect, in some possible implementations, the preset adjustment conditions include preset inflation conditions. The condition determination module is specifically used to: determine that the first side wing airbag meets the preset inflation conditions when the cumulative load count is a preset number; obtain the second body type level of the second user who was previously seated in the first seat when the cumulative load count is not the preset number; and determine whether the first side wing airbag meets the preset adjustment conditions based on the second body type level and the first body type level.

[0022] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the preset adjustment condition further includes a preset deflation condition. The condition judgment module is further configured 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 there is no second seat, determine that the first side wing airbag meets the preset deflation condition; if there is a second seat, 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 determine whether the first side wing airbag meets the preset deflation condition based on the second actual air volume and the target air volume.

[0023] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the condition judgment module is further used to: determine the air volume difference between the second actual air volume and the target air volume; if the absolute value of the air volume difference is less than or equal to a preset difference, determine that the first side wing air bag does not meet the preset deflation condition; if the absolute value of the air volume difference is greater than the preset difference, determine that the first side wing air bag meets the preset deflation condition.

[0024] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the airbag adjustment module is specifically used for: 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 conditions; if the third side wing airbag does not meet the preset adjustment conditions, 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 conditions, 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; and adjusting the air volume of the first side wing airbag to the target air volume based on the target adjustment sequence.

[0025] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the airbag adjustment module is further configured to perform any of the following: when the adjustment method of the first side wing airbag and the adjustment method of the third side wing airbag are the same, 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 to adjust first; if the first air volume adjustment amount is greater than the second air volume adjustment amount, determine that the target adjustment order is to adjust later; when the adjustment method of the first side wing airbag and the adjustment method of the third side wing airbag are the same, 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 to adjust first; 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 to adjust later.

[0026] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the airbag adjustment module is further configured to: when the adjustment methods of the first side wing airbag and the third side wing airbag are different, if the adjustment method of the first side wing airbag is inflation, determine that the target adjustment order is to adjust first; if the adjustment method of the first side wing airbag is deflation, determine that the target adjustment order is to adjust later.

[0027] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the airbag adjustment module is further configured to: acquire the vehicle's operating mode and the first actual air volume of the first side wing airbag; determine the target air volume corresponding to the first size level; when the operating mode is showroom mode, determine the first adjustment rate of the first side wing airbag based on the first actual air volume and the target air volume; adjust the air volume of the first side wing airbag from the first actual air volume to the target air volume based on the first adjustment rate; when the operating mode is non-showroom mode, determine the second adjustment rate of the first side wing airbag based on the first actual air volume and the target air volume, the second adjustment rate being less than the first adjustment rate; adjust the air volume of the first side wing airbag from the first actual air volume to the target air volume based on the second adjustment rate.

[0028] Thirdly, a vehicle is provided, including 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, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0029] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0030] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0031] Figure 1 This is a schematic diagram illustrating a scenario of adjusting the side wing airbags of a vehicle seat, as provided in an embodiment of this application.

[0032] Figure 2 This is a schematic flowchart illustrating a method for adjusting the side airbags of a seat, as provided in an embodiment of this application.

[0033] Figure 3 This is a schematic flowchart illustrating another method for adjusting the side airbags of a seat provided in an embodiment of this application;

[0034] Figure 4 This is a schematic diagram of a device for adjusting the side wing airbags of a seat, provided in an embodiment of this application;

[0035] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0036] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0037] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting 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 that feature.

[0038] Before introducing the solutions of the embodiments of this application, the technical terms that may be involved in the embodiments of this application will be explained first.

[0039] Seat side wing airbags, also known as seat side supports, 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 firmness and support of the seat side wing, thus providing personalized lateral support for passengers. In particular, when the vehicle is cornering, accelerating, or braking, the side wing airbags can provide additional lateral support to help passengers maintain a correct posture and reduce body movement.

[0040] Showroom Mode (or Exhibition Mode): This refers to a special mode used by vehicle manufacturers or dealers when showcasing vehicles. The purpose of this mode is to highlight the vehicle's advanced features, configurations, and technological highlights, allowing potential buyers to intuitively experience and understand the vehicle in its best condition. Showroom Mode typically includes a series of preset function demonstrations and settings to enhance the user's interactive experience.

[0041] The application scenarios of the embodiments of this application will be introduced below.

[0042] Figure 1 This is a schematic diagram of a scenario for adjusting the side airbags of a vehicle seat, as provided in an embodiment of this application.

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

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

[0045] In one possible implementation, when multiple users successively sit in the same vehicle seat, the related technologies often use a fixed adjustment mode for the seat side airbags. This means that regardless of the user type, the adjustment parameters for the seat side airbags are the same. This method cannot accurately provide suitable support and comfort for each user, and the side airbags have poor adaptability, leading to a degraded user experience. For example, a scenario where multiple users successively sit in the same vehicle seat could be: when the vehicle is in showroom mode, a large number of users come to visit and experience the vehicle's functions, and thus multiple users may successively sit in the same vehicle seat to experience the seat's features.

[0046] Furthermore, in the relevant technology, the side airbags automatically deflate to the closed state after the user leaves the seat. When the vehicle is in showroom mode and multiple users frequently sit in the same seat, the same side airbag may inflate and deflate in a short period of time. This frequent inflation and deflation increases the risk of wear and tear on the side airbags and reduces their lifespan.

[0047] Based on this, embodiments of this application provide a method for adjusting seat side airbags. This method can determine whether to inflate or deflate the side airbags based on the user's body shape and the seat's historical seating patterns, avoiding frequent inflation and deflation of the side airbags and improving their lifespan. Furthermore, this method can also adjust the side airbags according to the user's body shape, achieving personalized adjustment and improving user comfort and satisfaction.

[0048] After introducing the application scenarios of the embodiments of this application, the following describes a method for adjusting the side airbags of a seat provided by the embodiments of this application.

[0049] Figure 2 This is a schematic flowchart illustrating a method for adjusting the side wing airbags of a seat, as provided in an embodiment of this application. It should be understood that this method can be applied to any electronic control unit (ECU, also known as a controller) in a vehicle. The following embodiment of this application uses a body control module (BCM, also known as a body control unit or body controller) as an example to provide a detailed description of the method.

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

[0051] 201. When the first user is detected to be in the first seat, the cumulative number of times the first seat is loaded within a preset time period and the first body size level of the first user are obtained. The first body size level is used to indicate the degree of contact between the first user and the first seat.

[0052] It should be understood that, compared to the inherent method used in the prior art for adjusting seat airbags, in the embodiments of this application, for any seat in the vehicle, if the BCM detects that there is a user in the seat, the side airbags can be adjusted in a personalized manner.

[0053] It should be understood that the side airbags in the embodiments of this 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 (i.e., the first seat), the BCM can detect in real time whether a user is in the first seat.

[0055] Optionally, the BCM may detect the presence of a user in the first seat through methods including but not limited to pressure sensor detection, camera detection, or infrared sensor detection.

[0056] For example, each seat in the vehicle is equipped with a pressure sensor (or weight sensor). The BCM can acquire the pressure collected by the pressure sensor of the first seat and compare it with a preset pressure to determine whether there is a user in the first seat.

[0057] As another example, the BCM can also capture images of the first seat through an in-vehicle camera and identify the images of the first seat to determine whether a user is 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 a user is in the first seat by using the reflected signal collected by the receiver of the first seat.

[0059] When a user is detected in the first seat, this embodiment of the application refers to the user in the first seat at the current moment as the "first user".

[0060] It should be understood that in this embodiment of the application, when there is a first user on the first seat, the BCM can adjust the air volume of the first side airbag corresponding to the first seat to match the body shape of the first user, so as to give the first user a good riding experience.

[0061] Specifically, in this embodiment, multiple body size levels can be preset, and the air volume of the side airbags corresponding to each body size level can be set. The body size level indicates the degree of contact between the user and the seat they are in. A higher body size level results in a smaller air volume in the side airbags; a lower body size level results in a larger air volume in the side airbags.

[0062] Body type rating can be understood as a rating corresponding to body type parameters. Body type parameters represent the user's physical appearance. Optionally, 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 size category, the smaller their weight, the smaller their contact area with the seat, and the narrower their body width. This means there is less contact space between the user and the seat, and more remaining space. To provide more lateral support, the side airbags need to be inflated with more air to fill the gaps caused by this remaining space, ensuring good support for the user when cornering or changing lanes quickly. Conversely, for users with a larger body size category, the contact area with the seat is larger, and the remaining space is smaller, so the side airbags do not need to be inflated as much to provide sufficient lateral support.

[0064] For example, a Body Control Module (BCM) can acquire a user's weight using pressure sensors on the seat. Regarding the user's body width, the BCM can estimate it by analyzing pressure distribution at different locations using an array of pressure sensors mounted on the seat. Alternatively, the BCM can measure the distance between the user and the sensors using an infrared sensor array to construct the user's body profile and extract their body width. As for the contact area between the user and the seat, the BCM can identify which pressure sensors in the array can detect pressure, thus determining the contact area.

[0065] Technicians can set multiple body size categories based on the user's weight, body width, and contact area with the seat. Each body size category includes a corresponding weight range, body width range, and contact area range, and the corresponding side airbag volume is set for each body size category.

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

[0067] It should also be understood that when no user has taken a seat in 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 takes a seat in the first seat, the BCM can inflate the first side wing airbag in a timely manner based on the user's reminder.

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

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

[0070] When the first user is the first user in the first seat, the air volume in the first side wing airbag is still at its minimum. When the first user is not the first user in the first seat, there are two possibilities: The time interval between the previous user's seating and the first user's seating is relatively long, for example, an hour. In this case, when the previous user sits down, the BCM adjusts the air volume in the first side wing airbag. However, because the first user sits down late, to avoid unnecessary energy consumption, if the BCM detects that no user has sat down for a long period (e.g., 10 minutes) after the previous user leaves the first seat, it will automatically control the first side wing airbag to deflate to its minimum volume. In other words, when the first user sits in the first seat after a long period, the air volume in the first side wing airbag is still at its minimum.

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

[0072] Therefore, 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 side wing airbag is not adjusted from the minimum air volume; the air volume of the first side wing airbag may be affected by the previous adjustment. Therefore, when the BCM detects the first user in the first seat, it needs to first obtain the cumulative number of loads on the first seat within a preset time period. The purpose of setting the preset time period is to determine whether the time interval between multiple users sitting in the first seat is too short. Optionally, the preset time period is the maximum allowed interval between inflating and deflating the side wing airbags, for example, 10 minutes. The end time corresponding to the preset time period is the current time.

[0073] The cumulative number of times the first seat is loaded within a preset time period refers to the cumulative number of times the first seat is loaded within the preset time period before the current moment. The cumulative number of times the first seat is loaded is the historical number of times it has been occupied.

[0074] For example, the BCM can detect in real time whether a user is sitting in the first seat. When a user is sitting, it is recorded as one load and stored. The BCM can obtain all historical load counts of the first seat and, using the current moment as the cutoff moment, obtain the cumulative load count within a preset time period before the current moment.

[0075] 202. Based on the cumulative number of loads, or based on the cumulative number of loads and the first body size class, determine whether the first side wing airbag corresponding to the first seat meets the preset adjustment conditions.

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

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

[0078] The process by which the BCM determines whether the first side airbag needs adjustment, based on the number of cumulative loads, is as follows.

[0079] In one possible implementation, determining whether the first side wing airbag corresponding to the first seat meets preset adjustment conditions based on the cumulative number of loads, or based on the cumulative number of loads and the first body size class, includes:

[0080] When the cumulative load count is a preset number, it is determined that the first side wing airbag meets the preset inflation conditions;

[0081] If the cumulative number of loads is not the preset number, obtain the second body size level of the second user who was previously in the first seat; based on the second body size level and the first body size level, determine whether the first side airbag meets the preset adjustment conditions.

[0082] Optional, the default number of times is 0.

[0083] When the cumulative load count is 0, there are two possible scenarios. First, there are other users before the first user. However, the seating time for these other users is longer than the seating time for the first user, exceeding the preset time. Therefore, after these other users leave the first seat, if no new user arrives at the BCM for an extended period, it will automatically restore the first side airbag to its minimum air volume. Second, there are no other users before the first user. In this case, the first side airbag is also at its minimum air volume.

[0084] The BCM detects that the cumulative load count is 0. Regardless of the situation, the first side wing airbag is at its minimum inflation level before adjustment. When the first user sits in the first seat, to provide a good riding experience, the BCM needs to adjust the inflation level of the first side wing airbag according to the user's body size. Therefore, the BCM determines that the first side wing airbag meets the preset inflation conditions.

[0085] When the cumulative load count is not 0, it indicates that there were other users before the first user. In this case, since users of different body sizes have different air volume in their side airbags, the BCM needs to first combine the first body size class and the second body size class corresponding to the previous user (i.e., the second user) to theoretically determine whether the first side airbag needs to be inflated or deflated.

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

[0087] In the above technical solution, if there were no users shortly before the first user, it indicates that the first side airbag is currently at its minimum air volume, and the vehicle can directly adjust the inflation of the first side airbag to meet the personalized needs of the first user. If there were users shortly before the first user, the vehicle may have already adjusted the air volume of the first side airbag when the previous user boarded, and the degree of adjustment varies for users of different body types. Therefore, in this case, the vehicle needs to consider the body type of the previous user to determine whether to inflate or deflate the first side airbag first. This adjustment process, taking into account the body type of the previous user, determines the adjustment method for the first side airbag, ensuring accurate adjustment.

[0088] The specific process of determining whether the first side wing airbag meets the preset adjustment conditions by combining the first body size level and the second body size level is as follows.

[0089] In one possible implementation, determining whether the first side wing airbag meets preset adjustment conditions based on the second body size level and the first body size level includes:

[0090] When the first size level is lower than the second size level, the first actual air volume of the first side air bag is obtained; if the first actual air volume does not reach the preset air volume, it is determined that the first side air bag meets the preset inflation conditions; if the first actual air volume reaches the preset air volume, it is determined that the first side air bag does not meet the preset inflation conditions.

[0091] If the first size class is higher than the second size class, determine whether there is a second seat in an idle state; if there is no second seat, determine that the first side wing airbag meets the preset deflation conditions; if there is a second seat, 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 size class; based on the second actual air volume and the target air volume, determine whether the first side wing airbag meets the preset deflation conditions.

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

[0093] It should be understood that, based on the working principle of the side airbags, each side airbag, in addition to having a minimum air volume during operation, also has a maximum air volume due to structural and storage space limitations.

[0094] Optionally, in this embodiment, the maximum air volume of the side airbags of all seats may be the same or different, and this embodiment does not limit this.

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

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

[0097] When the first side airbag does not meet the preset inflation conditions, in order to meet the comfort needs of the first user in a timely manner, this application embodiment also proposes further processing measures.

[0098] One possible implementation method also includes:

[0099] When the first side airbag does not meet the preset inflation conditions, obtain the target air volume corresponding to the first body size level;

[0100] Determine the first gas volume difference between the preset gas volume and the target gas volume;

[0101] If the absolute value of the first air volume difference is greater than the preset difference, determine whether there is a fourth seat in the vehicle that is not in use.

[0102] In the presence of a fourth seat, obtain the fourth actual air volume of the fourth side airbag corresponding to the fourth seat;

[0103] Determine the second gas volume difference between the fourth actual gas volume and the target gas volume;

[0104] If the absolute value of the second air volume difference is less than or equal to the preset difference, a first prompt message is generated based on the fourth seat and the fourth actual air volume. 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 side airbag cannot inflate, the BCM can determine the corresponding target air volume based on 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 first user's body size, 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 is not suitable for the first user's body size. The BCM can determine whether there is an empty fourth seat in the vehicle. If there is a fourth seat, it calculates the second air volume difference between the fourth actual air volume and the target air volume of the fourth side 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 first user's body size. 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 the more comfortable fourth seat.

[0106] In addition, besides judging by size class, the determination of whether the first side airbag meets the preset inflation conditions can also be achieved by comparing the air volume.

[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 first side airbag needs to be inflated. Generally, when setting the air volume of the side airbags corresponding to multiple body size levels, all body types are considered. 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 implies that the first actual air volume has not reached the preset air volume, so the BCM determines that the first side airbag meets the preset inflation conditions. 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 (as 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 where the first side airbag needs to be deflated, and will be discussed below. Therefore, when the target air volume is less than the first actual air volume, the BCM can combine the first body size level and the second body size level to determine which of the above scenarios it belongs to.

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

[0109] For example, the BCM can determine whether the seats other than the first seat are vacant by using pressure sensors on the seats other than the first seat. When all seats other than the first seat are vacant (i.e., there is no second seat), in order to prioritize the comfort needs of the first user, the BCM allows the first side wing airbag to deflate, thus determining that the first side wing airbag meets the preset deflation conditions.

[0110] When a second seat is present, 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 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 this embodiment, users with larger body sizes have more contact space with the seat and less remaining space. Therefore, a smaller inflation volume of the side airbags is sufficient to provide adequate support. Conversely, users with smaller body sizes have less contact space with the seat and more remaining space. Therefore, a larger inflation volume of the side airbags is required to provide adequate support. When the first user's body size is small, it indicates that the first side airbag needs to be inflated. Since the inflation volume of the side airbags is limited, the vehicle also needs to determine whether the current actual air volume of the first side airbag has reached its maximum limit during inflation. This process avoids uncontrolled inflation of the first side airbag, which could lead to wasted gas resources, airbag rupture, or airbag explosion, ensuring the safety of the user and the airbag. When the first body size is large, it indicates that the first side airbag needs to be deflated. To avoid frequent inflation and deflation of the side airbags, the vehicle can first look for any vacant seats and determine whether the actual air volume of the side airbags of those seats matches the body size of the first user. Therefore, the above process can reduce the probability of frequent inflation and deflation to some extent.

[0112] Specifically, the BCM can determine whether the first side air bag meets the preset deflation conditions by using the difference between the two air volumes mentioned above.

[0113] In one possible implementation, determining whether the first flank airbag meets the preset deflation conditions based on the second actual air volume and the target air volume includes:

[0114] Determine the gas volume difference between the second actual gas volume and the target gas volume;

[0115] If the absolute value of the air volume difference is less than or equal to the preset difference, it is determined that the first side air bag does not meet the preset deflation condition.

[0116] If the absolute value of the air volume difference is greater than the preset difference, it is determined that the first side air bag meets the preset air release condition.

[0117] Specifically, the 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 a preset difference, it indicates that the second actual air volume is a good match for the first user's body shape. The BCM can temporarily refrain from deflating the first side airbags 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 indicates that the second actual air volume is not a good match for the first user's body shape. In this case, to promptly meet the first user's seating needs and experience, the BCM can deflate the first side airbags.

[0118] In the above technical solution, when the first side airbag needs to deflate, if the vehicle determines that other seats in the vehicle are vacant and the air volume of the side airbag matches the body size of the first user, it will temporarily not control the deflation of the first side airbag, but instead recommend that the user move to the vacant seat. This satisfies the comfort needs of the first user while avoiding frequent inflation and deflation of the first side airbag. If the vehicle determines that other seats in the vehicle are vacant and the air volume of the side airbag does not match the body size of the first user, it can allow the first side airbag to deflate appropriately to prioritize the user's needs and better provide vehicle functionality.

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

[0120] Therefore, through the above method, the BCM can determine whether the first side airbag meets the preset adjustment conditions.

[0121] 203. When the first side airbag meets the preset adjustment conditions, adjust the air volume of the first side airbag according to the first body size level.

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

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

[0124] 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 conditions;

[0125] If the third side airbag does not meet the preset adjustment conditions, the air volume of the first side airbag is adjusted to the target air volume corresponding to the first body size level.

[0126] When the third side airbag meets the preset adjustment conditions, the target adjustment sequence of the first side airbag is determined according to the adjustment methods of the first side airbag and the third side airbag. The adjustment methods include inflating or deflating. Based on the target adjustment sequence, the air volume of the first side airbag is adjusted to the target air volume.

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

[0128] When the third side airbag does not meet the preset adjustment conditions, it means that there is no side airbag in the vehicle that needs to be deflated or inflated at the same time as the first side airbag.

[0129] It should be understood that regardless of whether the first side wing airbag is inflated or deflated, the purpose is to adjust the air volume of the first side wing airbag to be the same as the target air volume corresponding to the first body size class. Therefore, when the first side wing airbag meets the preset adjustment conditions and the third side wing airbag does not meet the preset adjustment conditions, the BCM can adjust the air volume of the first side wing airbag to the target air volume.

[0130] When the third side wing airbag meets the preset adjustment conditions, including preset charging and preset discharging conditions, the adjustment sequence of the first and third side wing airbags needs to be determined according to their respective adjustment methods during the adjustment process. The BCM then further adjusts the air volume of the first side wing airbag to the target air volume according to the determined target adjustment sequence.

[0131] The adjustment methods correspond to different preset adjustment conditions met by the side airbags. The preset inflation condition corresponds to the inflation adjustment method; the preset deflation condition corresponds to the deflation adjustment method.

[0132] Specifically, the process of determining the target adjustment sequence of the first side airbag is as follows, depending on the preset adjustment method.

[0133] In one possible implementation, the target adjustment sequence of the first side wing airbag is determined based on the adjustment methods of the first side wing airbag and the third side wing airbag, including any of the following:

[0134] When the adjustment methods of the first side airbag and the third side airbag are the same, the first air volume adjustment amount of the first side airbag and the second air volume adjustment amount of the third side 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 the first 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 the last adjustment.

[0135] If the adjustment methods of the first side airbag and the third side airbag are the same, 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 that of the third seat, determine the target adjustment order as adjustment first; if the functional priority of the first seat is lower than that of the third seat, determine the target adjustment order as adjustment last.

[0136] When the first and third side airbags need to be deflated or inflated simultaneously, in one approach, the BCM can obtain the first air volume adjustment amount for the first side airbag and the second air volume adjustment amount for the third side 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 side airbag. Since the side airbag with the smaller air volume adjustment amount is easier to meet first, the BCM can prioritize ensuring that the side airbag with the smaller air volume adjustment amount completes the adjustment process.

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

[0138] When the first air volume adjustment is less than the second air volume adjustment, the first side wing airbag is adjusted first, so the target adjustment order is adjusted first. When the first air volume adjustment is greater than the second air volume adjustment, the third side wing airbag is adjusted first, so the target adjustment order is adjusted last.

[0139] Alternatively, for seats that require specific functions, the corresponding side airbags should be prioritized. These specific functions include seat heating and seat massage.

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

[0141] For example, for each seat, a technician can pre-set the priority of each function according to the functions it provides. For instance, the functions provided by the seat may include seat angle adjustment, seat height adjustment, seat leveling adjustment, seat massage, and seat heating. Since seat massage and seat heating are primarily comfort functions, they can be given higher priority, while seat angle adjustment, seat height adjustment, and seat leveling adjustment are primarily basic functions and can therefore be given lower priority.

[0142] When a user sits in the seat and uses a certain function, the BCM can obtain the priority of that function.

[0143] When the function priority of the first seat is higher than that of the third seat, the BCM needs to adjust the first side wing airbag first to ensure the smooth operation of the first seat's critical functions; therefore, the target adjustment order is to adjust the first side wing airbag first. Conversely, when the function priority of the first seat is lower than that of the third seat, the BCM needs to adjust the third side wing airbag first; therefore, the target adjustment order is to adjust the third side wing airbag later.

[0144] In the aforementioned technical solution, when multiple side airbags requiring adjustment are present simultaneously within the vehicle, comparing the air volume adjustment amounts of the first and third side airbags determines which airbag should be adjusted first. This ensures that the vehicle allocates resources most efficiently, reducing unnecessary waiting time and avoiding excessive vehicle load caused by adjusting multiple airbags simultaneously. Furthermore, determining which airbag to adjust first based on functional priority ensures the integrity of seat functionality, allowing users to better and more comprehensively enjoy key seat-related functions.

[0145] In addition to selecting which side airbag to adjust first based on the air volume adjustment amount and seat function priority, 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 one possible implementation, the target adjustment sequence of the first side wing airbag is determined based on the adjustment methods of the first side wing airbag and the third side wing airbag, including:

[0147] When the adjustment methods of the first side airbag and the third side airbag are the same, obtain the first distance between the first seat and the driver's seat, and the second distance between the third seat and the driver's seat; if the first distance is less than the second distance, determine the target adjustment order as adjusting first; if the first air volume adjustment is greater than the second distance, determine the target adjustment order as adjusting later.

[0148] Specifically, when the first side airbag and the third side airbag need to be deflated or inflated at the same time, the BCM can obtain the first distance between the first seat and the driver's seat, and the 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 that seat in the vehicle's coordinate system. Furthermore, the BCM can determine a first distance based on the three-dimensional coordinates of the first seat and the driver's seat. Similarly, the BCM can determine a second distance based on the three-dimensional coordinates of the third seat and the driver's seat.

[0150] It should be understood that, for general users, the driver's seat is a crucial position in the vehicle, closely related to driving safety. Therefore, when adjusting the side airbags, the comfort of the driver should be the primary consideration. Thus, the adjustment of the driver's seat side airbags has the highest priority. For other seats, their adjustment priorities can be set from high to low according to their distance from the driver's seat. Therefore, in this embodiment, the BCM can prioritize adjusting the side airbags of seats closer to the driver's seat.

[0151] In the above technical solution, when at least two side airbags are simultaneously deflating or inflating, the side airbag of the seat closer to the driver's seat is adjusted first, which can ensure that the needs of users in key seats in the vehicle can be met in a timely manner and ensure the safe operation of the vehicle.

[0152] In another scenario, when the adjustment methods of the first side airbag and the third side airbag are different, the process for determining the target adjustment sequence is as follows.

[0153] In one possible implementation, the target adjustment sequence of the first side wing airbag is determined based on the adjustment methods of the first side wing airbag and the third side wing airbag, including:

[0154] When the adjustment methods of the first wing airbag and the third wing airbag are different, if the adjustment method of the first wing airbag is to inflate, the target adjustment order is determined to be to adjust it first; if the adjustment method of the first wing airbag is to deflate, the target adjustment order is determined to be to adjust it later.

[0155] It should be understood that since inflation has a smaller impact on the stability of the air pressure system than deflation, to avoid pressure fluctuations caused by simultaneous deflation during inflation affecting the inflation effect, in this embodiment of the application, when two different side air bags are simultaneously inflated and deflated, the side air bag that needs inflation is prioritized. Therefore, when the adjustment methods of the first side air bag and the third side air bag are different, if the first side air bag needs inflation, it is adjusted first. Conversely, if the third side air bag needs inflation, it is adjusted first.

[0156] In the above technical solution, when multiple side airbags have different adjustment methods, the side airbags that need to be inflated are adjusted first to meet the user's additional support needs and comfort requirements. The deflation process reduces support and is less urgent than the inflation process. Furthermore, addressing inflation before deflation avoids pressure instability caused by simultaneous inflation and deflation, preventing significant pressure fluctuations in the vehicle.

[0157] Furthermore, during the adjustment process, in addition to adjusting the first side airbags according to the target adjustment sequence, vehicles typically have different operating modes. Based on this, embodiments of this application can also formulate different adjustment strategies according to different operating modes.

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

[0159] Obtain the vehicle's operating mode and the first actual air volume of the first side airbag;

[0160] Determine the target air volume corresponding to the first body size level;

[0161] When the working mode is exhibition hall mode, the first adjustment rate of the first side air bag is determined based on the first actual air volume and the target air volume; based on the first adjustment rate, the air volume of the first side air bag is adjusted from the first actual air volume to the target air volume.

[0162] When the working mode is non-exhibition hall mode, the second adjustment rate of the first side air bag is determined based on the first actual air volume and the target air volume. The second adjustment rate is less than the first adjustment rate. Based on the second adjustment rate, the air volume of the first side air bag is adjusted from the first actual air volume to the target air volume.

[0163] Optional operating modes include showroom mode and non-showroom mode (e.g., normal driving mode).

[0164] It should be understood that in showroom mode, the flow of visitors is relatively large. In order to quickly and promptly meet the needs of visitors and avoid long waiting times, this embodiment of the application can set the adjustment rate to be faster for the same air volume in showroom mode. However, since the users of the vehicle are relatively fixed in normal driving mode, in order to provide users with a more comfortable adjustment experience, the adjustment rate can be set to be slower in normal driving mode.

[0165] For example, in this embodiment of the application, technicians can set multiple adjustable air volume ranges according to different adjustable air volumes. For each adjustable air volume range, the adjustment rate corresponding to the showroom mode and the adjustment rate corresponding to the normal driving mode can be set according to different working modes and stored in the BCM. Among them, the adjustment rate corresponding to the showroom mode is greater than the adjustment rate corresponding to the normal driving mode.

[0166] When it is necessary to adjust the first side airbag, the BCM can first obtain the first actual air volume of the first side 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 adjustment air volume), and compare it with multiple preset adjustment air volume ranges to determine the current adjustment air volume range.

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

[0168] For example, when a vehicle needs to enter showroom mode, and the vehicle is powered on, staff can locate the settings menu on the in-vehicle infotainment system display and tap to enter the "Vehicle Mode" menu. After tapping, the display will show several different vehicle modes (e.g., normal driving mode, showroom mode, etc.), and staff can tap the "Showroom Mode" option to confirm entry into showroom mode. Alternatively, if the vehicle control application installed in the vehicle or smart device has a "Showroom Mode" shortcut button, staff can tap this shortcut button to control the vehicle to enter showroom mode. Alternatively, staff can also control the vehicle to enter showroom mode via voice commands, such as "Activate Showroom Mode" or "Switch Showroom Mode".

[0169] The above methods are all illustrative examples, and any of the entry methods for the exhibition hall mode can be applied to the embodiments of this application.

[0170] If the BCM receives an entry command for showroom mode through any of the above methods, it can determine that the vehicle's current operating mode is showroom mode; conversely, if the BCM does not receive an entry command for showroom mode, it can determine that the vehicle's current operating mode is non-showroom mode.

[0171] When the vehicle is in showroom mode, the BCM can determine the first adjustment rate corresponding to showroom mode within the current air volume adjustment range, and adjust the air volume of the first side airbag to the target air volume according to the first adjustment rate. Conversely, when the vehicle is in non-showroom mode, the BCM can determine the second adjustment rate corresponding to non-showroom mode within the current air volume adjustment range, and adjust the air volume of the first side airbag to the target air volume according to the second adjustment rate.

[0172] In the above technical solution, when adjusting the first side airbag, this application can adopt different adjustment strategies according to different vehicle operating modes. Correspondingly, the operating modes include showroom mode and non-showroom mode (normal driving mode). Because there is a large flow of people in showroom mode, if the adjustment rate of the side airbag is too slow, it may lead to complaints from visitors. Therefore, for the same adjustment amount, in showroom mode, the adjustment rate can be appropriately increased to allow visitors to intuitively experience the support function provided by the side airbag, enhancing their experience and purchasing desire. In normal driving mode, because the number of vehicle users is relatively fixed, the adjustment rate can be appropriately slowed down to allow users sufficient time to enjoy a better adjustment experience.

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

[0174] In one possible implementation, the air volume of the first flank airbag is adjusted to the target air volume based on the target adjustment sequence, including:

[0175] Obtain the vehicle's operating mode and the first actual air volume of the first side airbag;

[0176] Determine the target air volume corresponding to the first body size level;

[0177] When the working mode is exhibition hall mode, the first adjustment rate of the first side air bag is determined based on the first actual air volume and the target air volume; based on the first adjustment rate, the air volume of the first side air bag is adjusted from the first actual air volume to the target air volume.

[0178] When the working mode is non-exhibition hall mode, the second adjustment rate of the first side air bag is determined based on the first actual air volume and the target air volume. The second adjustment rate is less than the first adjustment rate. Based on the second adjustment rate, the air volume of the first side air bag is adjusted from the first actual air volume to the target air volume.

[0179] Furthermore, after adjusting the air volume of the first side airbag to match the body size of the first user according to the target adjustment sequence of the first side airbag, this application embodiment also provides a further fine-tuning scheme for the side airbag.

[0180] Specifically, the BCM can use multiple pressure sensors installed in the first seat to detect the pressure distribution between the user and the seat, and analyze the pressure distribution map to determine the user's posture and seating angle. Alternatively, the BCM can use an in-vehicle camera to acquire an image of the vehicle interior containing the first user, and use deep learning algorithms to analyze the user's posture to determine the user's seating 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's seating angle is relatively small, it indicates that there is ample remaining space between the first user and the back of the first seat. Conversely, when the first user's seating angle is relatively large, it indicates that there is limited remaining space between the first user and the back of the first seat. Based on the difference in remaining space, the BCM can appropriately adjust the air volume of the first side wing airbags to provide better support for the first user.

[0183] Based on the target air volume corresponding to the body size level of the first user, this embodiment of the application can further set multiple seating angle ranges according to the different seating angles of the first user, and set a fine-tuning range of air volume corresponding to each seating angle.

[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 a table, and then fine-tune it based on the target air volume so that the air volume of the first side airbag is more in line with the seating needs of the first user.

[0185] In summary, this application proposes a method for adjusting the side wing airbags of a seat. During implementation, when a first user is detected in the first seat, the cumulative number of loads on the first seat within a preset time period and the body size of the first user can be obtained. Obtaining the cumulative number of loads within the preset time period is to determine whether multiple users are sitting in the first seat within a short period, thus avoiding frequent inflation and deflation of the side wing airbags during adjustment. Furthermore, the vehicle determines whether the first side wing airbag needs adjustment based on the cumulative number of loads and the body size of the first user. When adjustment is needed, the air volume of the first side wing airbag is adjusted to match the body size of the first user. This process does not immediately adjust the first side wing airbag when a user is in the first seat, thus avoiding the problem of frequent inflation and deflation of the first side wing airbag within a short period. For example, if a user before the first user sits in the first seat, the vehicle inflates the first side wing airbag first. After the previous user leaves, if the first user sits in the first seat within a short period, the first side wing airbag needs to be deflated. Immediate deflation without judgment would reduce the lifespan of the side wing airbag. Furthermore, in this embodiment, the degree of adjustment of the first side wing airbag depends on the current user's body size, thereby providing a personalized comfort experience for each user and improving the user's riding experience.

[0186] To understand the solutions of the embodiments of this application, the following will be used... Figure 3 The overall process of a method for adjusting the side airbags of a seat provided in the embodiments of this application is described.

[0187] Figure 3 This is a schematic flowchart illustrating another method for adjusting the side airbags of a seat provided in an embodiment of this application.

[0188] For example, the method 300 includes the following steps 301-317:

[0189] 301. When the first user is detected to be in the first seat, obtain the cumulative number of times the first seat has been loaded within a preset time period and the first user's first body size level.

[0190] 302, Determine if the cumulative load count is 0.

[0191] When the cumulative load count is 0, proceed to step 303;

[0192] If the cumulative load count is not 0, proceed to step 304.

[0193] 303, confirm that the first side airbag meets the preset inflation conditions.

[0194] 304, obtain the second body size level of the second user who was previously in the first seat.

[0195] 305, Determine whether the second body type level is lower than the first body type level.

[0196] If the second body size level is not lower than the first body size level, proceed to step 306;

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

[0198] 306, Obtain the first actual air volume of the first side air bag.

[0199] 307. Determine whether the first actual gas volume has reached the preset gas volume.

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

[0201] If the first actual gas volume does not reach the preset gas volume, proceed to step 309.

[0202] 308, It is determined that the first side airbag does not meet the preset inflation conditions.

[0203] 309. Confirm that the first side airbag meets the preset inflation conditions.

[0204] 310. Determine if there is a second seat that is currently vacant.

[0205] If a second seat is present, proceed to step 311;

[0206] If a second seat is not available, proceed to step 313.

[0207] 311. Obtain the second actual air volume of the second side airbag corresponding to the second seat and the target air volume corresponding to the first size level, and determine the absolute value of the 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 the preset difference.

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

[0210] If the absolute value of the gas volume difference is greater than the preset difference, proceed to step 313.

[0211] 313, Determine that the first side wing airbag meets the preset deflation conditions.

[0212] 314. Determine that the first side wing airbag meets the preset deflation conditions.

[0213] 315. Determine if there is a third side airbag that needs to be adjusted simultaneously.

[0214] If the third side airbag is not present, proceed to step 316;

[0215] If a third wing airbag is present, proceed to step 317.

[0216] 316, Adjust the air volume of the first flank to the target air volume.

[0217] 317. Determine the target adjustment sequence of the first side airbag and return to step 316.

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

[0219] Figure 4 This is a schematic diagram of a device for adjusting the side airbags of a seat, as provided in an embodiment of this application.

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

[0221] The parameter acquisition module 401 is used to acquire the cumulative number of times the first seat has been loaded within a preset time period and the first body size level of the first user when the first user is detected to be in the first seat. The first body size level is used to represent the degree of contact between the first user and the first seat.

[0222] The condition judgment module 402 is used to determine whether the first side airbag corresponding to the first seat meets the preset adjustment conditions based on the cumulative number of loads, or based on the cumulative number of loads and the first body size level.

[0223] The airbag adjustment module 403 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 conditions.

[0224] In one possible implementation, the preset adjustment conditions include preset inflation conditions. The condition determination module 402 is specifically used to: determine that the first side wing airbag meets the preset inflation conditions when the cumulative load count is a preset number; obtain the second body type level of the second user who was previously seated on the first seat when the cumulative load count is not the preset number; and determine whether the first side wing airbag meets the preset adjustment conditions based on the second body type level and the first body type level.

[0225] In one possible implementation, the preset adjustment condition further includes a preset deflation condition. The condition determination module 402 is further configured 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 there is no second seat, determine that the first side wing airbag meets the preset deflation condition; if there is a second seat, 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 determine whether the first side wing airbag meets the preset deflation condition based on the second actual air volume and the target air volume.

[0226] In one possible implementation, the condition judgment module 402 is further configured to: determine the air volume difference between the second actual air volume and the target air volume; if the absolute value of the air volume difference is less than or equal to a preset difference, determine that the first side wing air bag does not meet the preset deflation condition; if the absolute value of the air volume difference is greater than the preset difference, determine that the first side wing air bag 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 conditions; if the third side wing airbag does not meet the preset adjustment conditions, 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 conditions, 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; and adjust the air volume of the first side wing airbag to the target air volume based on the target adjustment sequence.

[0228] In one possible implementation, the airbag adjustment module 403 is further configured to perform any of the following: when the adjustment method of the first side wing airbag and the adjustment method of the third side wing airbag are the same, 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 to adjust first; if the first air volume adjustment amount is greater than the second air volume adjustment amount, determine that the target adjustment order is to adjust later; when the adjustment method of the first side wing airbag and the adjustment method of the third side wing airbag are the same, 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 to adjust first; 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 to adjust later.

[0229] In one possible implementation, the airbag adjustment module 403 is further configured to: when the adjustment methods of the first side airbag and the third side airbag are different, if the adjustment method of the first side airbag is inflation, determine that the target adjustment order is to adjust first; if the adjustment method of the first side airbag is deflation, determine that the target adjustment order is to adjust later.

[0230] In one possible implementation, the airbag adjustment module 403 is further configured to: acquire the vehicle's operating mode and the first actual air volume of the first side airbag; determine the target air volume corresponding to the first size level; when the operating mode is showroom mode, determine a first adjustment rate of the first side airbag based on the first actual air volume and the target air volume; adjust the air volume of the first side airbag from the first actual air volume to the target air volume based on the first adjustment rate; when the operating mode is non-showroom mode, determine a second adjustment rate of the first side airbag based on the first actual air volume and the target air volume, the second adjustment rate being less than the first adjustment rate; adjust the air volume of the first side airbag from the first actual air volume to the target air volume based on the second adjustment rate.

[0231] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0232] For example, such as Figure 5 As shown, the vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores 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 the seat side airbags.

[0233] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for adjusting seat side airbags provided in embodiments of this application.

[0234] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0235] When each function is divided into modules corresponding to its specific function, the device may further include a parameter acquisition module, a condition judgment module, and an airbag adjustment module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced in the functional descriptions of the corresponding modules, and will not be repeated here.

[0236] It should be understood that the device provided in this embodiment is used to perform the above-described method for adjusting the side wing airbags of a seat, and therefore can achieve the same effect as the above-described implementation method.

[0237] When using 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 can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

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

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

[0240] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the method for adjusting the side wing airbags of a seat provided in the above embodiment.

[0241] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement the method for adjusting the side wing airbags of a seat provided in the above embodiment.

[0242] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0243] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above 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 this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0245] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for adjusting the side airbags of a seat, characterized in that, The method includes: When the first user is detected to be in the first seat, the cumulative number of times the first seat has been loaded within a preset time period and the first body size level of the first user are obtained. The first body size level is used to indicate the degree of contact between the first user and the first seat. Based on the cumulative number of loads, or based on the cumulative number of loads and the first body size level, determine whether the first side wing airbag corresponding to the first seat meets the preset adjustment conditions; When the first side airbag meets the preset adjustment conditions, the air volume of the first side airbag is adjusted according to the first body size level. The preset adjustment conditions include preset inflation conditions. Determining whether the first side wing airbag corresponding to the first seat meets the preset adjustment conditions based on the cumulative number of loads, or based on the cumulative number of loads and the first body size level, includes: If the cumulative load count is a preset number, it is determined that the first side wing air bag meets the preset inflation conditions; If the cumulative number of loads is not the preset number, obtain the second body size level of the second user who was previously seated in the first seat; based on the second body size level and the first body size level, determine whether the first side airbag meets the preset adjustment conditions.

2. The method according to claim 1, characterized in that, The preset adjustment conditions also include preset deflation conditions. Determining whether the first side wing airbag meets the preset adjustment conditions based on the second body size level and the first body size level includes: When the first body size level is lower than the second body size level, the first actual air volume of the first side air bag is obtained; if the first actual air volume does not reach the preset air volume, it is determined that the first side air bag meets the preset inflation condition; if the first actual air volume reaches the preset air volume, it is determined that the first side air bag does not meet the preset inflation condition. If 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 side wing airbag meets the preset deflation condition; if there is a second seat, 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.

3. The method according to claim 2, characterized in that, The step of determining whether the first side airbag meets the preset deflation condition based on the second actual air volume and the target air volume includes: Determine the gas volume difference between the second actual gas volume and the target gas volume; If the absolute value of the air volume difference is less than or equal to a preset difference, it is determined that the first side air bag does not meet the preset deflation condition. If the absolute value of the air volume difference is greater than the preset difference, it is determined that the first side air bag meets the preset deflation condition.

4. The method according to claim 1, characterized in that, The step of adjusting the air volume of the first side airbag according to the first body size level includes: 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 conditions; If the third side airbag does not meet the preset adjustment conditions, the air volume of the first side airbag is adjusted to the target air volume corresponding to the first body size level. When the third side wing airbag meets the preset adjustment conditions, the target adjustment sequence of the first side wing airbag is determined according to the adjustment methods of the first side wing airbag and the third side wing airbag. The adjustment methods include inflating or deflating. Based on the target adjustment sequence, the air volume of the first side wing airbag is adjusted to the target air volume.

5. The method according to claim 4, characterized in that, Determining the target adjustment sequence of the first side wing airbags based on the adjustment methods of the first side wing airbags and the third side wing airbags includes any one of the following: When the adjustment methods of the first side wing airbag and the third side wing airbag are the same, 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 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 adjustment first; if the first air volume adjustment amount is greater than the second air volume adjustment amount, the target adjustment order is determined to be adjustment later. When the adjustment methods of the first side airbag and the third side airbag are the same, the functional priorities of the first seat and the third seat are obtained; if the functional priority of the first seat is higher than that of the third seat, the target adjustment order is determined to be adjustment first; if the functional priority of the first seat is lower than that of the third seat, the target adjustment order is determined to be adjustment later.

6. The method according to claim 4, characterized in that, Determining the target adjustment sequence of the first side wing airbags based on the adjustment methods of the first and third side wing airbags includes: If the adjustment methods of the first side wing airbag and the third side wing airbag are different, and the adjustment method of the first side wing airbag is to inflate, the target adjustment order is determined to be adjusted first; if the adjustment method of the first side wing airbag is to deflate, the target adjustment order is determined to be adjusted later.

7. The method according to claim 1, characterized in that, The step of adjusting the air volume of the first side airbag according to the first body size level includes: Obtain the vehicle's operating mode and the first actual air volume of the first side airbag; Determine the target air volume corresponding to the first body size level; When the working mode is exhibition hall mode, a first adjustment rate of the first side air bag is determined based on the first actual air volume and the target air volume; and the air volume of the first side air bag is adjusted from the first actual air volume to the target air volume based on the first adjustment rate. When the working mode is non-exhibition hall mode, a second adjustment rate of the first side air bag is determined based on the first actual air volume and the target air volume, wherein the second adjustment rate is less than the first adjustment rate; and the air volume of the first side air bag is adjusted from the first actual air volume to the target air volume based on the second adjustment rate.

8. A device for adjusting the side wing airbags of a seat, characterized in that, The device includes: The parameter acquisition module is used to acquire the cumulative number of times the first seat has been loaded within a preset time period and the first body size level of the first user when the first user is detected to be in the first seat. The first body size level is used to represent the degree of contact between the first user and the first seat. The condition judgment module is used to determine whether the first side wing airbag corresponding to the first seat meets the preset adjustment conditions based on the cumulative number of loads, or based on the cumulative number of loads and the first body size level. An airbag adjustment module is used to adjust the air volume of the first side airbag according to the first body size level when the first side airbag meets the preset adjustment conditions. The preset adjustment conditions include preset inflation conditions, and the condition judgment module is specifically used for: If the cumulative load count is a preset number, it is determined that the first side wing air bag meets the preset inflation conditions; If the cumulative number of loads is not the preset number, obtain the second body size level of the second user who was previously seated in the first seat; based on the second body size level and the first body size level, determine whether the first side airbag meets the preset adjustment conditions.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

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