Vehicle seat, side wing air bag control method, related equipment and vehicle

Abstract

The invention discloses a vehicle seat, a side wing air bag control method, related equipment and a vehicle, the vehicle seat is arranged in the vehicle, the vehicle is provided with an air suspension system, and the vehicle seat comprises a seat body, a side wing air bag and a side wing air bag, the side wing air bag comprises a left wing air bag arranged on the left side of the seat main body and a right wing air bag arranged on the right side of the seat main body; one end of the combined electromagnetic valve is connected with an air supply port of an air supply unit arranged in the air suspension system, and the other end of the combined electromagnetic valve is connected with the left wing air bag and the right wing air bag so as to open or close an air inlet channel or an exhaust channel of the left wing air bag and / or the right wing air bag. According to the embodiment, when the side wing air bags need to be inflated, the air supply unit of the air suspension system is used for inflating the side wing air bags, the manufacturing cost of the whole vehicle is saved, and meanwhile, due to the fact that the air supply pressure of the air suspension system is large, the inflation rate of the side wing air bags is increased.

Description

Technical Field

[0001] Embodiments of the present invention relate to the field of vehicles. More specifically, the present invention relates to a vehicle seat, a side airbag control method, related devices, and a vehicle. Background Art

[0002] With the advent of the era of autonomous driving, intelligent cockpits are becoming a new trend. As the most important component in the vehicle, the seat is also starting to develop in the direction of intelligence, integrating the ability to execute tasks autonomously and interact with users in real time, and an intelligent active support system has emerged.

[0003] In order to achieve intelligent active support, in the prior art, multiple airbags are generally installed inside the vehicle seat. In order to inflate the airbags, a dedicated air pump and a gas storage unit are provided inside the vehicle seat to supply gas to the airbags, which increases the cost of the whole vehicle. At the same time, restricted by the air supply pressure and air supply efficiency of the dedicated air pump, the inflation rate of the airbag and the airbag function are affected. Summary of the Invention

[0004] In order to solve one or more of the above-mentioned technical problems, the present application provides a vehicle seat, a side airbag control method, related devices, and a vehicle in order to solve the above problems.

[0005] In a first aspect, an embodiment of the present application provides a vehicle seat, which is placed in a vehicle. The vehicle is equipped with an air suspension system, including: A seat body; Side airbags, including a left wing airbag placed on the left side of the seat body and a right wing airbag placed on the right side of the seat body; A combined solenoid valve, one end of which is connected to the air supply port of the air supply unit provided in the air suspension system, and the other end of which is respectively connected to the left wing airbag and the right wing airbag to open or close the air inlet channel or the air exhaust channel of the left wing airbag and / or the right wing airbag.

[0006] In a possible way, the air supply unit includes a connected air pump and a gas storage unit, and the air supply port of the gas storage unit is connected to one end of the combined solenoid valve.

[0007] In a possible way, the combined solenoid valve includes: a first solenoid valve and a second solenoid valve; One end of the first solenoid valve is connected to the air supply port of the gas storage unit, and the other end is connected to the left wing airbag. When the first channel of the first solenoid valve is conducted, the air inlet channel of the left wing airbag is conducted, and the gas storage unit inflates the left wing airbag; When the second channel of the first solenoid valve is conducted, the air exhaust channel of the left wing airbag is conducted; One end of the second solenoid valve is connected to the air supply port of the air supply unit, and the other end is connected to the right wing airbag. When the third channel of the second solenoid valve is turned on, the air intake channel of the right wing airbag is turned on, and the air storage unit inflates the right wing airbag. When the fourth channel of the second solenoid valve is turned on, the exhaust channel of the right wing airbag is turned on.

[0008] In a possible way, a pressure reducer is provided between the air supply port of the air storage unit and the combined solenoid valve, and the pressure required for inflating the side wing airbag is less than the air supply pressure at the air outlet port of the pressure reducer.

[0009] In a possible way, a branch control valve and a safety valve are further included. One end of the branch control valve is connected to the air supply port of the air storage unit; The other end of the branch control valve is connected to the air intake port of the pressure reducer; The safety valve is provided at the air outlet port of the pressure reducer; Or One end of the branch control valve is connected to the air outlet port of the pressure reducer; The other end of the branch control valve is connected to one end of the combined solenoid valve; The safety valve is provided at the air outlet port of the pressure reducer.

[0010] In a second aspect, an embodiment of the present application provides a method for controlling a side wing airbag of a vehicle seat. The method is used to control the vehicle seat as described in the first aspect, and the following method is adopted to determine the inflation rate of the side wing airbag: Select a target mode, and obtain the current body pressure distribution index and the current air supply pressure; Based on the target mode, the current air supply pressure and the current body pressure distribution index, generate a target inflation curve based on the indexing principle; Determine the opening and closing duty ratios of the first and second solenoid valves in the combined solenoid valve in each inflation cycle; Among them, in the step of determining the opening and closing duty ratios of the first and second solenoid valves in the combined solenoid valve in each inflation cycle, the following method is adopted to determine the opening and closing duty ratios of the first and second solenoid valves in the current inflation cycle; Determine whether the inflation curve of the side wing airbag in the target inflation cycle conforms to the target inflation curve; If not, adjust the current opening and closing duty ratios of the first and second solenoid valves based on the air supply pressure in the current inflation cycle and the target inflation curve; Among them, the target inflation cycle is the previous cycle of the current inflation cycle.

[0011] One possible way is that the step of adjusting the current opening and closing duty cycles of the first and second solenoid valves in the combined solenoid valve based on the air supply pressure in the current inflation cycle and the target inflation curve includes: Determine the inflation rate of the side airbag in the current inflation cycle based on the current pressure change rate of the side airbag; Compare the inflation rate of the side airbag in the current inflation cycle with the target inflation curve to obtain an inflation rate error; Use the PID algorithm to perform error adjustment with the inflation rate error as the feedback quantity to obtain the target intake rate of the side airbag; Adjust the current opening and closing duty cycles of the first and second solenoid valves based on the air supply pressure in the current inflation cycle and the target intake rate.

[0012] One possible way is that the vehicle seat includes: a pressure sensor, and the pressure sensor includes: a first pressure sensor and a second pressure sensor; The first pressure sensor is used to detect the air supply pressure of the air supply unit; The second pressure sensor is used to detect the intake or exhaust pressure of the left wing airbag and the right wing airbag; If any one of the first and second pressure sensors fails, the method further includes: Draw a left airbag pressure curve, a right airbag pressure curve, and an air supply curve of the air supply unit based on the pressure data detected by the first and second pressure sensors; Determine the faulty sensor based on the left airbag pressure curve, the right airbag pressure curve, and the air supply curve of the air supply unit; Determine a fault protection strategy based on the faulty sensor.

[0013] One possible way is that the number of the second pressure sensors is two, and one second pressure sensor corresponds to one side airbag; In the step of determining the fault protection strategy based on the faulty sensor, for the first target airbag, the following fault protection strategy is adopted: If the faulty sensor includes one or both of the second pressure sensors, adjust the inflation amount of the first target airbag in the target inflation cycle to generate the inflation amount of the first target airbag in the current inflation cycle; Wherein, the first target airbag is the side airbag corresponding to the one or two pressure sensors, and the inflation amount of the first target airbag in the current inflation cycle is less than the inflation amount of the first target airbag in the target inflation cycle.

[0014] One possible way is that if the faulty sensor includes one or both of the second pressure sensors, adjusting the inflation amount of the first target airbag in the target inflation cycle to generate the inflation amount of the first target airbag in the current inflation cycle in the following steps: The faulty sensor is one or both of the second pressure sensors, and the ratio of the inflation amount of the first target airbag in the current inflation cycle to the inflation amount of the first target airbag in the target inflation cycle is a first value; The faulty sensor is one or both of the first pressure sensor and the second pressure sensor, and the ratio of the inflation amount of the first target airbag in the current inflation cycle to the inflation amount of the first target airbag in the target inflation cycle is a second value, and the second value is less than the first value.

[0015] One possible way is that the method further includes: if the faulty sensor includes the first pressure sensor, the step of determining the fault protection strategy based on the faulty sensor further includes: Determining the inflation strategy of the second target airbag in the current inflation cycle based on the inflation strategy of the second target airbag in the target inflation cycle; wherein, the second target airbag is the side wing airbag corresponding to the sensor that does not fail among the second pressure sensors.

[0016] One possible way is that the faulty sensor is the first pressure sensor, and the second target airbag includes a left wing airbag and a right wing airbag; The faulty sensor is one of the first pressure sensor and the second pressure sensor, and the second target airbag is the side wing airbag corresponding to the other pressure sensor among the second pressure sensors.

[0017] In a third aspect, an embodiment of the present application provides a vehicle seat side wing airbag control device, which is used to control the vehicle seat described in the first aspect, and includes: A selection module: used to select a target mode and obtain the current body pressure distribution index and the current air supply pressure; A generation module: used to generate a target inflation curve based on the target mode, the current air supply pressure, and the current body pressure distribution index according to the indexing principle; A determination module: used to determine the opening and closing duty ratios of the first and second solenoid valves in the combined solenoid valve in each inflation cycle; wherein, the determination module is specifically configured to: Determine whether the inflation curve of the side wing airbag in the target inflation cycle conforms to the target inflation curve; If not, based on the air supply pressure in the current inflation cycle and the target inflation curve, adjust the current opening and closing duty ratios of the first and second solenoid valves in the combined solenoid valve; wherein, the target inflation cycle is the previous cycle of the current inflation cycle.

[0018] In a fourth aspect, the present application provides an electronic device, including: at least one processor; and at least one memory communicatively connected to the processor, wherein: the memory stores program instructions executable by the processor, and the processor can execute the method described in the second aspect by invoking the program instructions.

[0019] In a fifth aspect, the present application provides a computer-readable storage medium, the computer-readable storage medium stores computer instructions, and the computer instructions cause the computer to execute the method described in the second aspect.

[0020] In a fourth aspect, an embodiment of the present application provides a vehicle, including: the vehicle seat described in the first aspect.

[0021] The present application has the following beneficial effects: When it is necessary to inflate the aforementioned flank airbag, the air supply unit of the air suspension system is used to inflate the flank airbag, saving the manufacturing cost of the whole vehicle. At the same time, considering the relatively large air supply pressure of the air suspension system, the inflation rate of the flank airbag is increased. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] By referring to the drawings and reading the following detailed description, the above and other objects, features, and advantages of the exemplary embodiments of the present invention will become readily understood. In the drawings, several embodiments of the present invention are shown in an exemplary and non-limiting manner, and the same or corresponding reference numerals represent the same or corresponding parts, wherein: Figure 1 is a gas flow diagram of the air supply for the seat airbag in the prior art; Figure 2 shows a schematic diagram of a vehicle seat provided by an embodiment of the present application; Figure 3 shows a schematic diagram of the air path connection of a vehicle seat airbag provided by an embodiment of the present application; Figure 4 shows another schematic diagram of the air path connection of a vehicle seat airbag provided by an embodiment of the present application; FIG. 5(a) and FIG. 5(b) show schematic diagrams of the connection of the branch control valve and the safety valve in two examples; Figure 6 shows a flowchart of a vehicle seat control method provided by an embodiment of the present application; Figure 7(a) shows another flowchart of a vehicle seat control method provided by an embodiment of the present application; Figure 7(b) shows another flowchart of a vehicle seat control method provided by an embodiment of the present application; Figure 8 Shows another flowchart of a vehicle seat control method provided by an embodiment of the present application; Figure 9 Shows a structural diagram of a vehicle seat control device provided by an embodiment of the present application; Figure 10 Shows a structural diagram of an electronic device provided by an embodiment of the present application; Illustration: 10. Side wing airbag; 101. Right wing airbag; 102. Left wing airbag; 20. Seat main body. Detailed implementation manners

[0023] Next, the technical solutions in the embodiments of the present disclosure will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present disclosure. Obviously, the described embodiments are part of the embodiments of the present disclosure, rather than all of the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by those skilled in the art without creative efforts fall within the protection scope of the present disclosure.

[0024] With the advent of the era of autonomous driving, intelligent cockpits are becoming a new trend. As the most important component in the vehicle, seats are also starting to develop in the direction of intelligence, integrating the ability to perform tasks independently and interact with users in real time, and an intelligent active support system has emerged as the times require.

[0025] In order to achieve intelligent active support, refer to Figure 1 , in order to inflate the airbag, a dedicated air pump and a gas storage unit are provided inside the vehicle seat to supply gas to the airbag. When Figure 1 the airbag control valve in is opened, the gas storage tank supplies gas to the seat airbag.

[0026] Specifically, the gas supply pressure of the gas storage tank is generally controlled at 0.4 bar. The existing valve body supports a pressure range of 0 to 0.6 bar. The inflation speed of the lumbar support airbag is about 10 s. For the side wing airbag, currently, the side wing airbag needs to be inflated to the maximum air pressure within 1 second to provide timely support to the driver to cope with the centrifugal force during turning. However, in the prior art, it takes 1.5 s for the side wing airbag to be inflated to the maximum air pressure.

[0027] Regarding the above gas supply method, there are the following specific technical defects: 1. In order to supply gas to the airbag, a dedicated air pump is set up separately, which increases the cost of the whole vehicle.

[0028] 2. Restricted by the space of the seat and the impact of the air pump noise on the vehicle's NVH (Noise, Vibration, Harshness), the air supply pressure of the dedicated air pump is small, resulting in a slow inflation rate of the airbag.

[0029] The following will elaborate on the terms involved in this application: Air suspension system: (The air suspension system) can, based on different road conditions and the signals of distance sensors, the vehicle computer determines the change in body height, and then controls the air compressor and exhaust valves to automatically compress or extend the spring, thereby reducing or increasing the ground clearance of the chassis to enhance the high-speed body stability or the passability on complex road conditions. Its principle utilizes the increasing rigidity of the sealed gas in the air spring after being compressed, that is, as the air spring is continuously compressed, its stiffness gradually increases. At the same time, the internal gas is pressed into or discharged as the air spring is compressed or stretched, resulting in the air suspension system having nearly ideal dynamic elastic characteristics.

[0030] The following elaborates on a vehicle seat provided in this application. In the embodiments provided in this application, the vehicle seat is placed in the vehicle. At the same time, the vehicle is equipped with the aforementioned air suspension system, and the air suspension system is provided with a gas supply unit.

[0031] Refer to Figure 3 , in the embodiments provided in this application, the vehicle seat specifically includes a seat body, a side wing airbag 10, and a combined solenoid valve. The side wing airbag 10 is placed on the left and right sides of the aforementioned vehicle seat. Specifically, the side wing airbag 10 includes a left wing airbag 102 and a right wing airbag 101. The left wing airbag 102 is placed on the left side of the seat body, and the right wing airbag 101 is placed on the right side of the seat body.

[0032] One end of the combined solenoid valve is connected to the air supply port of the gas supply unit provided in the air suspension system, and the other end of the combined solenoid valve is respectively connected to the left wing airbag 102 and the right wing airbag 101.

[0033] Thus, when it is necessary to inflate the left wing airbag 102 and / or the right wing airbag 101, control the combined solenoid valve to open the air intake channel of the left wing airbag 102 and / or the right wing airbag 101.

[0034] When it is necessary to deflate the left wing airbag 102 and / or the right wing airbag 101, control the combined solenoid valve to open the exhaust channel of the left wing airbag 102 and / or the right wing airbag 101.

[0035] Refer to Figure 2In the embodiment provided in the present application, when the aforementioned side airbag 10 needs to be inflated, the air supply unit of the air suspension system is used to inflate the side airbag 10, which saves the manufacturing cost of the whole vehicle. At the same time, considering that the air supply pressure of the air suspension system is relatively high, the inflation rate of the side airbag 10 is improved. As a possible implementation method, an air pump and an air storage unit are provided in the air suspension system, and the aforementioned air supply unit is composed of the air pump and the air storage unit, and the air supply port of the air storage unit is connected to one end of the combined solenoid valve.

[0036] Therefore, the inflation of the side airbags is achieved by utilizing the air pump and the air storage unit in the air suspension system. As for the specific form of the air storage unit, it can be a gas cylinder, a gas tank, or a gas box, which is not limited here.

[0037] The combined solenoid valve provided in the above embodiment will be described below: In the embodiment provided in the present application, the combined solenoid valve includes: a first solenoid valve and a second solenoid valve.

[0038] Specifically, one end of the first solenoid valve is connected to the air supply port of the air storage unit, and the other end is connected to the left wing airbag. When the first channel of the first solenoid valve is connected, the air inlet channel of the left wing airbag is connected, and the air storage unit inflates the left wing airbag.

[0039] When the second channel of the first solenoid valve is connected, the exhaust channel of the left wing airbag is connected.

[0040] One end of the second solenoid valve is connected to the air supply port of the air supply unit, and the other end is connected to the right wing airbag. When the third channel of the second solenoid valve is turned on, the air inlet channel of the right wing airbag is turned on, and the air storage unit inflates the right wing airbag. When the fourth channel of the second solenoid valve is connected, the exhaust channel of the right wing airbag is connected.

[0041] Reference Figure 4 In some embodiments, in order to prevent the aforementioned side airbag from overcharging and explosion, a pressure reducer is provided between the air supply port of the air storage unit and the combined solenoid valve. The pressure required for inflating the side airbag is less than the air supply pressure of the air outlet port of the pressure reducer. The output air supply port of the air supply port of the air storage unit is depressurized by the pressure reducer to prevent the airbag from overcharging.

[0042] At the same time, given that the pressure required to inflate the side airbags is less than the air supply pressure of the pressure reducer's outlet port, the side airbags can be inflated within one second using the pressure reducer. For example, the air suspension air tank has an air storage pressure of up to 1.8 MPa, and the pressure required to inflate the side airbags is about 0.4 bar. The pressure reducer reduces the pressure from the maximum 1.8 MPa to about 0.6 bar, and the side airbags can be inflated after 0.8 seconds.

[0043] In order to prevent overcharging of the side airbag, in some embodiments, the air path of the airbag is protected, and a branch control valve and a safety valve are also provided.

[0044] Referring to Fig. 5(a), in some situations, one end of the branch control valve is connected to the air supply port of the air storage unit, the other end of the branch control valve is connected to the air inlet port of the pressure reducer, and a safety valve is provided at the air outlet port of the pressure reducer.

[0045] When the air supply pressure at the air outlet port of the pressure reducer is greater than the threshold inflation threshold, the safety valve opens, the branch control valve operates, and when the branch control valve opens, the air path from the air storage unit to the side airbag is cut off.

[0046] Referring to Fig. 5(b), in some situations, one end of the branch control valve is connected to the air outlet port of the pressure reducer, the other end of the branch control valve is connected to one end of the combined solenoid valve, and a safety valve is provided at the air outlet port of the pressure reducer.

[0047] When the air supply pressure at the air outlet port of the pressure reducer is greater than the threshold inflation threshold, the safety valve opens, the branch control valve operates, and when the branch control valve opens, the air path from the air storage unit to the side airbag is cut off.

[0048] It should be noted that the threshold inflation threshold corresponds to the maximum value allowed for inflating the side airbag.

[0049] By the above method, the inflation of the airbag is protected to prevent the airbag from exploding due to overcharging.

[0050] The following will elaborate on the control method of the aforementioned vehicle seat: In the embodiments provided in the present application, the control method of the vehicle seat specifically includes: Referring to Figure 6 , S10: In response to the first signal, the first channel of the first solenoid valve in the combined solenoid valve is conducted, the third channel of the second solenoid valve in the combined solenoid valve is conducted, and the air supply unit inflates the left airbag and the right airbag.

[0051] In the embodiments provided in the present application, the first signal is generated when the vehicle turns. Specifically, the vehicle is provided with a sensor that can detect the current state of the vehicle.

[0052] S20: In response to the second signal, the second channel of the first solenoid valve in the combined solenoid valve is conducted, the fourth channel of the second solenoid valve in the combined solenoid valve is conducted, and the air supply unit deflates the left airbag and the right airbag.

[0053] In the embodiments provided in the present application, the first signal is generated when the vehicle turns.

[0054] Specifically, referring to Fig. 7(a), in the aforementioned S10: in response to the first signal, the first channel of the first solenoid valve in the combined solenoid valve is turned on, and the third channel of the second solenoid valve in the combined solenoid valve is turned on, and the air supply unit inflates the left airbag and the right wing airbag. First, execute S101: select the target mode and obtain the current body pressure distribution index and the current air supply pressure.

[0055] Specifically, for a vehicle seat, based on the mode desired by the driver or passenger, it can be specifically divided into soft, medium, and hard. The desired inflation pressures of the side airbags in these three modes are also different.

[0056] Specifically, for the same airbag, the required inflation volume for the target mode of hard is greater than that for the target mode of medium, and the required inflation volume for the target mode of medium is greater than that for the target mode of soft.

[0057] Regarding the current body pressure distribution index, it specifically includes: 1. Average pressure, that is, the average pressure value on the contact surface, which is used to reflect the overall pressure; 2. Maximum pressure: the highest pressure value on the contact surface, pressure gradient: the rate of pressure change; 3. Contact area: the size of the contact area between the human body and the contact surface; 4. Symmetry: the degree of symmetry of the pressure distribution on the left and right sides; 5. Peak pressure ratio: the ratio of the maximum pressure to the average pressure, which reflects the pressure concentration situation; 6. Pressure-time integral: the cumulative effect of pressure over time.

[0058] In this step, a preset MAP table can be constructed based on the mode, body pressure distribution index, and air supply pressure. This MAP is used to represent the optimal value of the inflation volume under the given mode, body pressure distribution index, and air supply pressure.

[0059] In step S101, the vehicle has already obtained the target mode, the current body pressure distribution index, and the current air supply pressure. Execute S102: based on the target mode, the current air supply pressure, and the current body pressure distribution index, generate a target inflation curve based on the indexing principle.

[0060] The target inflation curve can be determined through the above steps.

[0061] After the target inflation curve is determined, execute S103: determine the on-off duty cycle of the first and second solenoid valves in the combined solenoid valve for each inflation cycle.

[0062] Here, since this system is supplied with air through the air supply unit of the air suspension, and here, the air supply pressure of the air supply unit of the air suspension system is a time-varying quantity and cannot be controlled. Based on this, a self-learning method is specifically adopted to divide the inflation process of the flank airbag into several inflation cycles, and the opening and closing duty ratios of the first and second solenoid valves in each inflation cycle are adjusted to control the inflation rate.

[0063] Specifically, the following method is adopted to determine the opening and closing duty ratios of the first and second solenoid valves in the current inflation cycle: First, it is determined whether the inflation curve of the flank airbag in the target inflation cycle conforms to the target inflation curve. If it conforms, it means that the current inflation rate does not need to be adjusted.

[0064] Specifically, every 10 ms can be set as an inflation cycle, that is to say, the inflation curves are compared every 10 ms.

[0065] If it does not conform, it means that the current opening and closing duty ratios of the first and second solenoid valves need to be adjusted. Then, based on the air supply pressure in the current inflation cycle and the target inflation curve, the current opening and closing duty ratios of the first and second solenoid valves in the combined solenoid valve are adjusted.

[0066] It should be noted that the target inflation cycle is the previous cycle of the current inflation cycle.

[0067] Specifically, the following method can be adopted to adjust the current opening and closing duty ratios of the first and second solenoid valves: Referring to Fig. 7(b), first, execute S103a: Determine the inflation rate of the flank airbag in the current inflation cycle based on the current pressure change rate of the flank airbag.

[0068] Specifically, the pressure change amount and the inflation rate can be converted into each other through formulas, and those skilled in the art can implement them according to the existing technology, which will not be limited here.

[0069] After determining the pressure change amount of the flank airbag, further determine the inflation rate in the current inflation cycle, and execute S103b: Compare the inflation rate of the flank airbag in the current inflation cycle with the target inflation curve to obtain the inflation rate error.

[0070] After obtaining the inflation rate error, execute S103c: Use the inflation rate error as the feedback quantity, and perform error adjustment using the PID algorithm to obtain the target intake rate of the flank airbag. After determining the target intake rate of the flank airbag, execute S104d: Based on the air supply pressure in the current inflation cycle, adjust the current opening and closing duty ratios of the first and second solenoid valves.

[0071] Through the above method, the control of the inflation rate of the flank airbag can be achieved.

[0072] Through a self-learning method, by adjusting the on-off duty ratio of the solenoid valve, the present application realizes the control of the inflation rate, and the supply pressure of the air suspension system varies in real time. Here, by tracking the inflation state in real time, the precise control of the inflation speed of the inflatable airbag is achieved.

[0073] The following will elaborate on the inflation fault detection strategy provided by the present application.

[0074] To detect inflation faults, as an achievable method, pressure sensors are provided on the vehicle seat. The pressure sensors specifically include a first pressure sensor and a second pressure sensor. The first pressure sensor is used to detect the supply pressure of the air supply unit; the second pressure sensor is used to detect the intake or exhaust pressure of the left and right wing airbags.

[0075] The corresponding pressure curves can be drawn through the first and second pressure sensors.

[0076] Based on the foregoing, the supply pressure of the air suspension system is relatively large. If it is not protected, the side wing airbag will be over-inflated. To protect the side wing airbag, if any one of the first and second pressure sensors fails, refer to Figure 8 The following specific steps are executed: S30: Draw the left airbag pressure curve, the right airbag pressure curve, and the air supply curve of the air supply unit based on the pressure data detected by the first and second pressure sensors.

[0077] S40: Determine the faulty sensor based on the left airbag pressure curve, the right airbag pressure curve, and the air supply curve of the air supply unit.

[0078] Specifically, in this step, the pressure curves output by each of the first pressure sensor and the second sensor can be compared pairwise to determine the faulty sensor.

[0079] Or compare with a preset pressure curve. Specifically, compare the left and right airbag pressure curves with the aforementioned target inflation curve respectively to determine whether the second pressure sensors of the left and right airbags are faulty. At the same time, determine whether the first pressure sensor is faulty based on the air supply curve of the air supply unit.

[0080] S50: Determine the fault protection strategy based on the faulty sensor.

[0081] A possible way is that when any one of the first and second pressure sensors fails, the aforementioned branch control valve is directly disconnected. However, closing the branch control valve cannot inflate the airbag in some situations where inflation is allowed. Although the protection of the inflatable airbag is achieved, it greatly affects the user experience.

[0082] As a preferred embodiment, the number of the second pressure sensors is two, and one second pressure sensor corresponds to one flank airbag. That is to say, one second pressure sensor is used to monitor the inflation pressure of the left-wing airbag, and the other second pressure sensor is used to monitor the inflation pressure of the right-wing airbag.

[0083] In this embodiment, it is determined whether the first pressure sensor fails based on the air supply curve drawn by the first pressure sensor. If so, it is simultaneously determined whether both second pressure sensors fail.

[0084] Specifically, taking every 10 ms as an inflation cycle, after multiple inflation cycles, taking the left-wing airbag as an example, if the inflation curve of the left-wing airbag does not conform to the target inflation curve, it indicates that the pressure sensor for monitoring the left-wing airbag fails.

[0085] In this embodiment, if one or both of the second pressure sensors fail, the control strategy of the corresponding flank airbag (i.e., the first target airbag) also needs to be changed.

[0086] Specifically, if the faulty sensor includes one or both of the second pressure sensors, the inflation amount of the first target airbag in the target inflation cycle is adjusted to generate the inflation amount of the first target airbag in the current inflation cycle.

[0087] In the embodiment provided by the present application, the first target airbag is specifically the flank airbag corresponding to the faulty sensor among the second pressure sensors, and the aforementioned one or two pressure sensors represent the faulty sensor among the second pressure sensors. For example, assuming that the pressure sensor for detecting the left-wing airbag fails and the pressure sensor for detecting the right-wing airbag does not fail, the one or two pressure sensors are the pressure sensor for detecting the left-wing airbag, and the first target airbag is the left-wing airbag.

[0088] For another example, assuming that the pressure sensor for detecting the right-wing airbag fails and the pressure sensor for detecting the left-wing airbag does not fail, the one or two pressure sensors are the pressure sensor for detecting the right-wing airbag, and the first target airbag is the right-wing airbag.

[0089] For still another example, assuming that the pressure sensors for detecting the left-wing and right-wing airbags both fail, the one or two pressure sensors include the pressure sensors for detecting the left-wing and right-wing airbags, and the first target airbags are the left-wing and right-wing airbags.

[0090] By the above method, when the second pressure sensor fails, the inflation amount in the current inflation cycle is reduced, ensuring that the flank airbag can be supplied with air without overinflation, and improving the user experience.

[0091] In some scenarios, the failed sensor is one or both of the second pressure sensors, and the ratio of the inflation amount of the first target airbag in the current inflation cycle to the inflation amount of the first target airbag in the target inflation cycle is a first value.

[0092] That is to say, in this scenario, the first pressure sensor does not fail, and the inflation amount of the first target airbag in the target inflation cycle is adjusted based on the first value, and the first value can be specifically understood as the adjustment ratio of the inflation amount when the first pressure sensor does not fail.

[0093] In another part of the scenario, in addition to some or all of the second pressure sensors failing, the first pressure sensor also fails, that is, the failed sensor is one or both of the first pressure sensor and the second pressure sensors. In this scenario, the ratio of the inflation amount of the first target airbag in the current inflation cycle to the inflation amount of the first target airbag in the target inflation cycle is a second value, and the second value can be specifically understood as the adjustment ratio of the inflation amount when the first pressure sensor does not fail.

[0094] It should be noted that the second value is less than the first value.

[0095] As can be seen from the above, for the first target airbag, different adjustment ratios are set based on whether the first pressure sensor fails, and the inflation amount is differentiated based on the failure level, further improving the safety of failure protection.

[0096] Based on the foregoing embodiments, if the first pressure sensor fails, then as can be known from the foregoing, the target inflation curve cannot be generated. If some or all of the second pressure sensors do not fail, the inflation strategy of the second target airbag in the current inflation cycle can be specifically determined based on the inflation strategy of the second target airbag in the target inflation cycle.

[0097] It should be noted that in this example, the second target airbag is the flank airbag corresponding to the sensor in the second pressure sensors that does not fail.

[0098] On the premise that the first pressure airbag fails, assuming that the pressure sensor detecting the left wing airbag fails and the pressure sensor detecting the right wing airbag does not fail, the second target airbag is the right wing airbag.

[0099] Assuming that the pressure sensor detecting the right wing airbag fails and the pressure sensor detecting the left wing airbag does not fail, the second target airbag is the left wing airbag.

[0100] Assuming that the pressure sensors detecting the left and right wing airbags both do not fail, the second target airbag is the left and right wing airbags.

[0101] In the above manner, on the premise that the first pressure sensor fails, if some or all of the pressure sensors in the second pressure sensor do not fail, the inflation strategy of the second target airbag (the airbag corresponding to the pressure sensor that does not fail) in the previous cycle is used to determine the inflation strategy of the airbag in the current inflation cycle, so as to ensure that the second target airbag is inflated without over-inflation, improving the user experience.

[0102] Combined with the foregoing, it can be seen that in this embodiment, if the faulty sensor is the first pressure sensor, that is, none of the second pressure sensors fail, the second target airbag includes the left wing and right wing airbags.

[0103] The faulty sensor is one of the first pressure sensor and the second pressure sensor, and the second target airbag is the flank airbag corresponding to the other pressure sensor in the second pressure sensor.

[0104] It should be noted that the other pressure sensor corresponds to the pressure sensor in the second pressure sensor that does not fail.

[0105] In order to further understand the above embodiments, the inflation strategy of each airbag when each pressure sensor fails will be given below.

[0106] Table 1

[0107] Combined with Table 1, it can be seen that if the first pressure sensor fails and the other pressure sensors are normal, the target inflation curve cannot be obtained at this time. Then, the inflation strategy of the left wing airbag and the right wing airbag in the previous inflation cycle (i.e., the target inflation cycle) is used to determine the inflation strategy of the current inflation cycle.

[0108] If only the second pressure sensor corresponding to the left wing airbag fails, for the left wing airbag, the inflation amount of the left wing airbag in the target inflation cycle is adjusted to determine the inflation amount of the left wing airbag in the current inflation cycle. Specifically, the inflation amount of the left wing airbag in the target inflation cycle can be set to 80% of the inflation amount in the target inflation cycle.

[0109] In this example, 80% corresponds to the aforementioned first value.

[0110] For the right wing airbag, the steps of S101 to S103 are used for control as described above, which will not be elaborated here.

[0111] Here, the inflation amount can be adjusted specifically by shortening the inflation time. In other words, for the left wing airbag, the inflation rate can be kept the same as that in the target inflation cycle, but the inflation time can be reduced to reduce the inflation amount.

[0112] If only the second pressure sensor corresponding to the right-wing airbag fails, for the right-wing airbag, the inflation volume of the right-wing airbag in the target inflation cycle is adjusted to determine the inflation volume of the right-wing airbag in the current inflation cycle. Specifically, the inflation volume of the right-wing airbag in the target inflation cycle can be set to 80% of the inflation volume in the target inflation cycle.

[0113] Similarly, specifically, the inflation time can be shortened to adjust the inflation volume, which will not be elaborated here.

[0114] For the left-wing airbag, the steps of S101 to S103 described above are adopted for control, which will not be elaborated here.

[0115] If only the second pressure sensors corresponding to the right-wing and left-wing airbags fail, for the left-wing and right-wing airbags, the inflation volumes of the left-wing and right-wing airbags in the target inflation cycle are adjusted to determine the inflation volumes of the left-wing and right-wing airbags in the current inflation cycle. Specifically, the inflation volume of the right-wing airbag in the target inflation cycle can be set to 80% of the inflation volume in the target inflation cycle.

[0116] For the adjustment method of its inflation volume, please refer to the above, which will not be elaborated here.

[0117] If both the first pressure sensor and the second pressure sensor corresponding to the left-wing airbag fail, for the left-wing airbag, the inflation volume of the left-wing airbag in the target inflation cycle is adjusted to determine the inflation volume of the left-wing airbag in the current inflation cycle. Specifically, the inflation volume of the left-wing airbag in the target inflation cycle can be set to 60% of the inflation volume in the target inflation cycle.

[0118] It should be noted that in this example, 60% corresponds to the aforementioned second value. At the same time, for the control method of the inflation volume, please refer to the previous example, which will not be elaborated here.

[0119] For the right-wing airbag, since the first pressure sensor fails and the target inflation curve cannot be generated, the inflation strategy for the current inflation cycle can be determined based on the inflation strategy of the target inflation cycle.

[0120] If both the first pressure sensor and the second pressure sensor corresponding to the right-wing airbag fail, for the right-wing airbag, the inflation volume of the right-wing airbag in the target inflation cycle is adjusted to determine the inflation volume of the right-wing airbag in the current inflation cycle. Specifically, the inflation volume of the right-wing airbag in the target inflation cycle can be set to 60% of the inflation volume in the target inflation cycle.

[0121] For the left-wing airbag, since the first pressure sensor fails and the target inflation curve cannot be generated, the inflation strategy for the current inflation cycle can be determined based on the inflation strategy of the target inflation cycle.

[0122] The first pressure sensor and the second pressure sensors corresponding to the right and left wing airbags have failed. For the left and right wing airbags, the inflation volume of the left and right wing airbags in the target inflation cycle is adjusted to determine the inflation volume of the left and right wing airbags in the current inflation cycle. Specifically, the inflation volume of the right wing airbag in the target inflation cycle can be set to 60% of the inflation volume in the target inflation cycle.

[0123] By the above method, it is ensured that when the pressure sensor fails, inflation can be carried out on the premise of ensuring that the airbag is not over-inflated, improving the user experience.

[0124] Refer to Figure 9 , on the basis of the foregoing embodiments, an embodiment of the present application provides a vehicle seat control device for controlling the foregoing vehicle seat, including: A selection module: for selecting a target mode and obtaining the current body pressure distribution index and the current air supply pressure; A generation module: for generating a target inflation curve based on the target mode, the current air supply pressure, and the current body pressure distribution index based on the indexing principle; A determination module: for determining the opening and closing duty ratios of the first and second solenoid valves in the combined solenoid valve in each inflation cycle; Among them, the determination module is specifically configured to: Determine whether the inflation curve of the side wing airbag in the target inflation cycle conforms to the target inflation curve; If not, adjust the current opening and closing duty ratios of the first and second solenoid valves in the combined solenoid valve based on the air supply pressure in the current inflation cycle and the target inflation curve; Among them, the target inflation cycle is the previous cycle of the current inflation cycle.

[0125] On the basis of the foregoing embodiments, the present application provides a vehicle including the foregoing vehicle seat.

[0126] Figure 10 The block diagram of an exemplary electronic device suitable for implementing the embodiments of the present invention is shown. Figure 10 The displayed electronic device is only an example and should not impose any limitation on the functions and usage scope of the embodiments of the present invention.

[0127] As Figure 10 shown, the electronic device is presented in the form of a general-purpose computing device. The components of the electronic device may include, but are not limited to: one or more processors 410, a communication interface 420, a memory 430, and a communication bus 440 connecting different system components (including the memory 430 and the processing unit 410).

[0128] The communication bus 440 represents one or more of several types of bus architectures, including a memory bus or memory controller, a peripheral bus, an Accelerated Graphics Port, a processor bus, or a local bus using any of the multiple bus architectures. By way of example, such architectures include, but are not limited to, Industry Standard Architecture (ISA) bus, Micro Channel Architecture (MAC) bus, Enhanced ISA bus, Video Electronics Standards Association (VESA) local bus, and Peripheral Component Interconnection (PCI) bus.

[0129] An electronic device typically includes a variety of computer system readable media. These media can be any available media that can be accessed by the electronic device, including both volatile and nonvolatile media, removable and non-removable media.

[0130] The memory 430 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) and / or cache memory. The electronic device may further include other removable / non-removable, volatile / nonvolatile computer system storage media. The memory 430 may include at least one program product having a set (e.g., at least one) of program modules that are configured to carry out the functions of the various embodiments of the present invention.

[0131] A program / utility having a set (at least one) of program modules may be stored in the memory 430. Such program modules include, but are not limited to, an operating system, one or more application programs, other program modules, and program data, and an implementation of a network environment may be included in each or some combination of these examples. The program modules typically carry out the functions and / or methods of the embodiments described in the various embodiments of the present invention.

[0132] The processor 410 performs various functional applications and data processing by running programs stored in the memory 430, such as implementing the method provided by the embodiments shown in the various embodiments of the present invention. Figures 6 - 8 The method provided by the illustrated embodiments.

[0133] The embodiments of the present invention provide a non-transitory computer-readable storage medium storing computer instructions that cause a computer to execute the embodiments of the present invention. Figures 6 - 8The method provided by the illustrated embodiment.

[0134] The above computer-readable storage medium may employ any combination of one or more computer-readable media. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples (a non-exhaustive list) of the computer-readable storage medium include: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (hereinafter referred to as: ROM), an erasable programmable read-only memory (hereinafter referred to as: EPROM) or a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this document, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0135] The computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries the computer-readable program code. Such a propagated data signal may take various forms, including - but not limited to - an electromagnetic signal, an optical signal, or any suitable combination of the above. The computer-readable signal medium may also be any computer-readable medium other than the computer-readable storage medium, which can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0136] The program code contained on the computer-readable medium may be transmitted using any appropriate medium, including - but not limited to - wireless, wire, optical fiber, RF, etc., or any suitable combination of the above.

[0137] The computer program code for performing the operations of the embodiments of the present invention can be written in one or more programming languages or combinations thereof. The programming languages include object-oriented programming languages such as Java, Smalltalk, C++, and also include conventional procedural programming languages such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, executed as an independent software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (for example, by connecting through the Internet using an Internet service provider).

[0138] The above describes specific embodiments of the embodiments of the present invention. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in a different order than in the embodiments and still achieve the desired result. Additionally, the processes depicted in the drawings do not necessarily require the specific order or sequential order shown to achieve the desired result. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0139] In the description of the embodiments of the present invention, the descriptions with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the embodiments of the present invention. In the embodiments of the present invention, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in the embodiments of the present invention and the features of different embodiments or examples.

[0140] Furthermore, the terms "first" and "second" are used only for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" can explicitly or implicitly include at least one of the features. In the description of the embodiments of the present invention, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0141] Any process or method description depicted in a flowchart or otherwise described herein can be understood to represent a module, segment, or portion of code that includes one or more executable instructions for implementing a customized logical function or process. Moreover, the scope of the preferred embodiments of the present invention includes additional implementations, where functions may be executed in a substantially simultaneous manner or in a reverse order according to the involved functions, rather than in the order shown or discussed, which should be understood by those skilled in the art to which the embodiments of the present invention pertain.

[0142] Depending on the context, the word "if" as used herein can be interpreted as "when" or "while" or "in response to determining" or "in response to detecting". Similarly, depending on the context, the phrase "if determined" or "if detected (stated condition or event)" can be interpreted as "when determined" or "in response to determining" or "when detected (stated condition or event)" or "in response to detecting (stated condition or event)".

[0143] It should be noted that the terminals involved in the embodiments of the present invention may include, but are not limited to, personal computers (Personal Computer; hereinafter referred to as: PC), personal digital assistants (Personal Digital Assistant; hereinafter referred to as: PDA), wireless handheld devices, tablet computers, mobile phones, MP3 players, MP4 players, etc.

[0144] In several embodiments provided by the embodiments of the present invention, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is only a logical function division, and there may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Additionally, the displayed or discussed couplings or direct couplings or communication connections between each other can be through some interfaces, and the indirect couplings or communication connections of the devices or units can be in electrical, mechanical, or other forms.

[0145] Furthermore, in each of the embodiments of the present invention, the functional units can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of a combination of hardware and software functional units.

[0146] The integrated unit implemented in the form of software functional units can be stored in a computer-readable storage medium. The above-mentioned software functional units stored in a storage medium include several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or a processor (Processor) to execute some steps of the methods described in the various embodiments of the present invention. The foregoing storage medium includes: various media that can store program codes, such as USB flash drives, mobile hard disks, read-only memories (hereinafter referred to as ROM), random access memories (hereinafter referred to as RAM), magnetic disks, or optical discs.

[0147] The foregoing are only the preferred embodiments of the embodiments of the present invention and are not intended to limit the embodiments of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the embodiments of the present invention shall be included in the scope of protection of the embodiments of the present invention.

Claims

1. A vehicle seat, the vehicle seat being placed in a vehicle, the vehicle being equipped with an air suspension system, characterized in that: Seat body; Side wing airbags, including a left wing airbag disposed on the left side of the seat body and a right wing airbag disposed on the right side of the seat body; A combined solenoid valve, one end of which is connected to the air supply port of the air supply unit arranged in the air suspension system, and the other end is respectively connected to the left wing airbag and the right wing airbag to open or close the air intake channel or exhaust channel of the left wing airbag and / or the right wing airbag.

2. The vehicle seat according to claim 1, characterized in that The air supply unit comprises an air pump and an air storage unit which are connected to each other, and the air supply port of the air storage unit is connected to one end of the combined solenoid valve.

3. The vehicle seat according to claim 2, characterized in that: The combined solenoid valve comprises: a first solenoid valve and a second solenoid valve; One end of the first solenoid valve is connected to the air supply port of the air storage unit, and the other end is connected to the left wing airbag. When the first channel of the first solenoid valve is connected, the air inlet channel of the left wing airbag is connected, and the air storage unit inflates the left wing airbag. When the second channel of the first solenoid valve is connected, the exhaust channel of the left wing airbag is connected; One end of the second solenoid valve is connected to the air supply port of the air supply unit, and the other end is connected to the right wing airbag. When the third channel of the second solenoid valve is connected, the air inlet channel of the right wing airbag is connected, and the air storage unit inflates the right wing airbag. When the fourth channel of the second solenoid valve is connected, the exhaust channel of the right wing airbag is connected.

4. The vehicle seat according to claim 3, characterized in that A pressure reducer is provided between the air supply port of the air storage unit and the combined solenoid valve, and the pressure required for inflating the side wing airbag is less than the air supply pressure of the air outlet port of the pressure reducer.

5. The vehicle seat according to any one of claims 2 to 4, characterized in that: It also includes branch control valves and safety valves. One end of the branch control valve is connected to the gas supply port of the gas storage unit; The other end of the branch control valve is connected to the air inlet port of the pressure reducer; The pressure reducer outlet port is provided with the safety valve; or One end of the branch control valve is connected to the gas outlet port of the pressure reducer; The other end of the branch control valve is connected to one end of the combined solenoid valve; The air outlet port of the pressure reducer is provided with the safety valve.

6. A vehicle seat side airbag control method, characterized in that: The method is used to control the vehicle seat according to any one of claims 1 to 5, and the inflation rate of the side airbag is determined in the following manner: Select the target mode and obtain the current body pressure distribution index and current air supply pressure; Based on the target mode, the current air supply pressure and the current body pressure distribution index, generating a target inflation curve based on an index principle; Determining the opening and closing duty ratios of the first and second solenoid valves in the combined solenoid valve in each charging cycle; Wherein, in the step of determining the opening and closing duty ratio of the first and second solenoid valves in the combined solenoid valve in each inflation cycle, the opening and closing duty ratio of the first and second solenoid valves in the current inflation cycle is determined in the following manner; determining whether an inflation curve of the side wing airbags at a target inflation cycle meets the target inflation curve; If not, adjusting the current opening and closing duty ratios of the first and second solenoid valves based on the gas supply pressure of the current inflation cycle and the target inflation curve; The target inflation cycle is the previous cycle of the current inflation cycle.

7. The method according to claim 6, characterized in that The step of adjusting the current opening and closing duty ratios of the first and second solenoid valves in the combined solenoid valve based on the air supply pressure of the current inflation cycle and the target inflation curve comprises: determining a side wing airbag inflation rate for a current inflation cycle based on a current rate of change of pressure of the side wing airbag; Comparing the inflation rate of the wing airbags based on the current inflation cycle with the target inflation curve to obtain an inflation rate error; Taking the inflation rate error as feedback, the PID algorithm is used to adjust the error and obtain the target inflation rate of the wing airbag. Based on the supply air pressure of the current charging cycle and the target intake air rate, the current opening and closing duty ratios of the first and second solenoid valves are adjusted.

8. The method according to claim 7, characterized in that The vehicle seat comprises: a pressure sensor, the pressure sensor comprising: a first pressure sensor and a second pressure sensor; The first pressure sensor is used to detect the gas supply pressure of the gas supply unit; The second pressure sensor is used to detect the intake or exhaust pressure of the left wing airbag and the right wing airbag; If any one of the first and second pressure sensors fails, the method further comprises: Draw a left airbag pressure curve, a right airbag pressure curve and an air supply curve of the air supply unit based on the pressure data detected by the first and second pressure sensors; Determine a faulty sensor based on the left airbag pressure curve, the right airbag pressure curve, and the air supply curve of the air supply unit; A fault protection strategy is determined based on the fault sensor.

9. The method according to claim 8, characterized in that The number of the second pressure sensors is two, and one second pressure sensor corresponds to one side wing airbag; In the step of determining the fault protection strategy based on the fault sensor, the following fault protection strategy is adopted for the first target airbag: If the fault sensor includes one or two pressure sensors of the second pressure sensors, adjusting the inflation amount of the first target airbag in the target inflation cycle to generate the inflation amount of the first target airbag in the current inflation cycle; The first target airbag is a wing airbag corresponding to the one or two pressure sensors, and an inflation volume of the first target airbag in a current inflation cycle is less than an inflation volume of the first target airbag in a target inflation cycle.

10. The method according to claim 9, characterized in that If the fault sensor includes one or two of the second pressure sensors, in the step of adjusting the inflation amount of the first target airbag in the target inflation cycle to generate the inflation amount of the first target airbag in the current inflation cycle: The fault sensor is one or two of the second pressure sensors, and a ratio of an inflation amount of the first target airbag in a current inflation cycle to an inflation amount of the first target airbag in a target inflation cycle is a first value; The fault sensor is one or both of the first pressure sensor and the second pressure sensor, and the ratio of the inflation volume of the first target airbag in the current inflation cycle to the inflation volume of the first target airbag in the target inflation cycle is a second value, and the second value is smaller than the first value.

11. The method according to claim 9 or 10, characterized in that: The method further includes: if the fault sensor includes the first pressure sensor, the step of determining the fault protection strategy based on the fault sensor further includes: Determining an inflation strategy for a second target airbag in a current inflation cycle based on an inflation strategy for the second target airbag in a target inflation cycle; Among them, the second target airbag is the wing airbag corresponding to the sensor that has not failed in the second pressure sensor.

12. The method according to claim 11, characterized in that The fault sensor is the first pressure sensor, and the second target airbag includes a left wing airbag and a right wing airbag; The fault sensor is one of the first pressure sensor and the second pressure sensor, and the second target airbag is a wing airbag corresponding to the other of the second pressure sensors.

13. A vehicle seat side airbag control device, characterized in that: The device is used to control the vehicle seat according to any one of claims 1 to 5, comprising: Selection module: used to select the target mode and obtain the current body pressure distribution index and current air supply pressure; A generating module: used for generating a target inflation curve based on the target mode, the current air supply pressure and the current body pressure distribution index based on an index principle; A determination module: used to determine the opening and closing duty ratios of the first and second solenoid valves in the combined solenoid valve in each charging cycle; The determination module is specifically configured as follows: determining whether an inflation curve of the side wing airbags at a target inflation cycle meets the target inflation curve; If not, adjusting the current opening and closing duty ratios of the first and second solenoid valves in the combined solenoid valve based on the gas supply pressure of the current inflation cycle and the target inflation curve; The target inflation cycle is the previous cycle of the current inflation cycle.

14. An electronic device, characterized in that: include: at least one processor; as well as at least one memory in communication with the processor, wherein: The memory stores program instructions executable by the processor, and the processor can execute the method according to any one of claims 6 to 12 by calling the program instructions.

15. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions enable the computer to execute the method according to any one of claims 6 to 12.

16. A vehicle, characterized in that: include: Comprising the vehicle seat according to any one of claims 1 to 5.

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