Seat cushion adjusting method applied to two-wheeled electric vehicle and two-wheeled electric vehicle

Abstract

The invention relates to a seat cushion adjusting method applied to a two-wheeled electric vehicle and the two-wheeled electric vehicle, in the method, through a dual-mode matching mechanism of'historical standard sitting posture + current average sitting posture ', a personalized reference sitting posture of a user in the travel is dynamically determined, if the current sitting posture habit of the user is not significantly changed, a system keeps an original adaptive state, and if the current sitting posture habit of the user is not significantly changed, the user can sit on the seat cushion. Continuity and comfort are kept; and if the posture of the user changes (such as the body weight and the wearing or riding posture change), the sitting posture reference is dynamically captured and updated through the pre-starting state, so that the actual demand is better met. And continuously collecting real-time sitting postures and pressure values in the travel process, performing quantitative analysis on the posture deviation condition of the user in combination with the dynamic reference sitting postures, and generating an adjustment strategy accordingly. The method has the multi-dimensional sensing capability, the strategy can sense riding states such as sitting, forward inclination and lateral deviation, and self-adaptive correction of abnormal or unbalanced postures is achieved.

Description

Technical Field

[0001] The present application relates to the technical field of two-wheeled electric vehicles, and in particular to a seat cushion adjustment method applied to a two-wheeled electric vehicle and the two-wheeled electric vehicle. Background Art

[0002] With the continuous diversification and personalization of urban transportation, two-wheeled electric vehicles are widely used in short-distance commuting in cities due to their simple structure, economy, environmental protection and convenient operation.

[0003] Most traditional two-wheeled electric vehicle seat cushions adopt a multi-layer structure design. In addition to the traditional sponge, bottom plate, and leather, wear-resistant and easy-to-clean materials are added. The middle layer uses high-elasticity foam or gel and other cushioning materials to reduce vibration during riding. The leather is added with anti-slip materials or designed textures to increase friction and prevent the seat cushion from sliding during riding.

[0004] However, traditional two-wheeled electric vehicles still have significant shortcomings in terms of riding comfort and adaptability to individual user differences. This is especially true during riding, where users' sitting positions frequently change. Existing seat cushions are mostly static designs, unable to dynamically adapt to the user's sitting position. This can easily lead to fatigue accumulation, concentrated pressure on the sit bones, and a poor riding experience over long periods of riding. Summary of the Invention

[0005] In order to at least to some extent overcome the problem that the seat cushion structure of two-wheeled electric vehicles in the related art is mostly a static design and cannot be adjusted according to the user's sitting posture to achieve dynamic adaptation, the present application provides a seat cushion adjustment method for a two-wheeled electric vehicle and a two-wheeled electric vehicle.

[0006] The scheme of this application is as follows:

[0007] According to a first aspect of an embodiment of the present application, there is provided a seat cushion adjustment method for a two-wheeled electric vehicle, comprising:

[0008] Receive the start command and obtain the user's historical standard sitting posture through the user account;

[0009] Entering a pre-start state, collecting user sitting posture data in the pre-start state, and calculating the user's average sitting posture in the pre-start state;

[0010] Compare the user's average sitting posture in the pre-launch state with the user's historical standard sitting posture;

[0011] If the user's average sitting posture in the pre-start state is within the floating range of the user's historical standard sitting posture, the user's historical standard sitting posture will be used as the baseline sitting posture for the current trip;

[0012] If the user's average sitting posture in the pre-start state does not meet the floating range of the user's historical standard sitting posture, the user's average sitting posture in the pre-start state will be used as the benchmark sitting posture for the current trip;

[0013] Collect the user's real-time sitting posture during the current trip;

[0014] Divide the seat cushion into multiple areas and collect the pressure values of each area of the seat cushion during the current journey;

[0015] Generate a seat cushion adjustment strategy based on the difference between the user's real-time sitting posture and the baseline sitting posture during the current trip, as well as the pressure values applied to each area of the seat cushion;

[0016] The seat cushion adjustment strategy is implemented by the memory foam layer and the air bag structure arranged in the seat cushion.

[0017] Preferably, a seat cushion adjustment strategy is generated based on the difference between the user's real-time sitting posture and the reference sitting posture during the current trip, as well as the pressure values applied to various areas of the seat cushion, including:

[0018] Determining the user's body tilt direction based on the difference between the user's real-time sitting posture and the reference sitting posture during the current trip, and determining the area corresponding to the user's body tilt direction and its diagonal area as the first area to be adjusted;

[0019] Determine the seat cushion area where the pressure value does not conform to the historical average pressure value range as the second area to be adjusted;

[0020] If the first area to be adjusted and the second area to be adjusted are different areas, a comprehensive judgment is performed to determine the final adjustment area;

[0021] If the first area to be adjusted and the second area to be adjusted are the same area, the first area to be adjusted is determined as the final adjustment area.

[0022] Preferably, if the first area to be adjusted and the second area to be adjusted are different areas, a comprehensive determination is performed to determine the final adjustment area, including:

[0023] The difference between the user's real-time sitting posture in the current trip and the reference sitting posture is equivalent to the initial score of the first area to be adjusted;

[0024] Equivalently converting the maximum pressure value of the seat cushion into the initial score of the second area to be adjusted;

[0025] Multiplying the initial score of the first area to be adjusted and the initial score of the second area to be adjusted by their respective corresponding weight coefficients to obtain the final score of the first area to be adjusted and the final score of the second area to be adjusted;

[0026] The one with the higher final score between the first area to be adjusted and the second area to be adjusted is determined as the final adjustment area.

[0027] Preferably, the method further comprises:

[0028] If the final scores of the first area to be adjusted and the second area to be adjusted are the same, determining whether the first area to be adjusted and the second area to be adjusted are adjacent;

[0029] If the first area to be adjusted and the second area to be adjusted are adjacent to each other, then the first area to be adjusted and the second area to be adjusted are simultaneously determined as the final adjustment areas;

[0030] If the first area to be adjusted and the second area to be adjusted are not adjacent, the middle area between the first area to be adjusted and the second area to be adjusted is determined as the final adjustment area.

[0031] Preferably, the method further comprises:

[0032] The seat cushion area in the final adjustment area where the pressure value is lower than the historical average pressure value range is determined as the area to be raised, and the seat cushion area in the final adjustment area where the pressure value is higher than the historical average pressure value range is determined as the area to be lowered.

[0033] Preferably, the seat cushion adjustment strategy is implemented by a memory foam layer and an airbag structure provided in the seat cushion, including:

[0034] The memory foam layer in the area to be raised and the area to be lowered is heated by a heating module;

[0035] The airbags arranged in the area to be ascended are inflated by an air pump, and the airbags arranged in the area to be descended are deflated.

[0036] Preferably, the method further comprises:

[0037] Obtain current road condition data and analyze common sitting postures based on current road conditions through big data;

[0038] If the user's real-time sitting posture during the current trip does not conform to the benchmark sitting posture and does not conform to the general sitting posture for the current road conditions, the user will be given a sitting posture reminder.

[0039] Preferably, the method further comprises:

[0040] If the user's average sitting posture in the pre-start state does not meet the floating range of the user's historical standard sitting posture, after the trip ends, the user's historical standard sitting posture is adjusted according to the user's average sitting posture in the trip.

[0041] Preferably, the method further comprises:

[0042] using the adjacent areas of the final adjustment area as auxiliary adjustment areas;

[0043] A seat cushion adjustment strategy with a weakened adjustment degree is executed on the auxiliary adjustment area.

[0044] According to a second aspect of an embodiment of the present application, there is provided a two-wheeled electric vehicle, comprising:

[0045] Two-wheeled electric vehicle body, processor and memory;

[0046] The processor and the memory are arranged in the two-wheeled electric vehicle body;

[0047] The processor and the memory are connected via a communication bus:

[0048] The processor is configured to call and execute the program stored in the memory;

[0049] The memory is used to store a program, and the program is at least used to execute any one of the above seat cushion adjustment methods applied to a two-wheeled electric vehicle.

[0050] The technical solution provided by this application may have the following beneficial effects:

[0051] This technical solution uses a dual-mode matching mechanism of "historical standard sitting posture + current average sitting posture" to dynamically determine the user's personalized baseline sitting posture during this trip. If the user's current sitting posture habits have not changed significantly, the system maintains the original adaptation state to maintain continuity and comfort; if the user's posture changes (such as weight, clothing or riding posture changes), the system dynamically captures and updates the sitting posture benchmark through the "pre-start state" to better meet actual needs.

[0052] Real-time sitting posture and pressure values are continuously collected throughout the ride. Combined with a dynamic baseline sitting posture, this system quantitatively analyzes the user's posture deviations and generates an adjustment strategy based on this information. Specifically, this technical solution not only makes adjustments based on changes in posture angle but also incorporates pressure feedback from multiple areas of the seat cushion, providing multi-dimensional sensing capabilities. This strategy can detect riding conditions such as leaning, forward leaning, and lateral leaning, enabling adaptive correction of abnormal or unbalanced postures.

[0053] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0055] Figure 1 This is a flow chart of a seat cushion adjustment method for a two-wheeled electric vehicle provided in one embodiment of the present application;

[0056] Figure 2 This is a schematic diagram of the area division of a seat cushion provided by an embodiment of the present application;

[0057] Figure 3 This is a flow chart of generating a seat cushion adjustment strategy provided by an embodiment of the present application;

[0058] Figure 4 This is a flow chart of determining the final adjustment area after comprehensive judgment provided by an embodiment of the present application;

[0059] Figure 5 This is a schematic diagram of the internal structure of a seat cushion of a two-wheeled electric vehicle provided by one embodiment of the present application;

[0060] Figure 6 This is a structural diagram of a two-wheeled electric vehicle provided in one embodiment of the present application.

[0061] Reference numerals: processor-21; memory-22. DETAILED DESCRIPTION

[0062] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0063] Example 1

[0064] Figure 1 This is a flow chart of a seat cushion adjustment method for a two-wheeled electric vehicle provided by an embodiment of the present application, with reference to Figure 1 A seat cushion adjustment method for a two-wheeled electric vehicle, comprising:

[0065] S11: receiving a start instruction and obtaining the user's historical standard sitting posture through the user account;

[0066] Receiving a start command means that the system detects that the electric vehicle is in the waiting-to-start state before riding, which can be triggered by power access, smart central control wake-up, etc.

[0067] After receiving the start signal, the system extracts the "historical standard sitting posture parameter model" trained during the user's past travels from the local or cloud database based on the bound user identity information (such as NFC card, mobile phone Bluetooth, APP login, etc.).

[0068] The user account system can adopt a cloud-based user information management module, and each account is bound to a unique user identifier.

[0069] The sitting posture data includes but is not limited to: an average value matrix of pressure distribution in the seat cushion area, a reference value of waist and back angle, a reference range of center of gravity offset, etc.

[0070] S12: Entering a pre-start state, collecting the user's sitting posture data in the pre-start state, and calculating the user's average sitting posture in the pre-start state;

[0071] In practice, a 3x4 grid of pressure sensors can be embedded beneath the seat surface, covering the user's ischial and thigh contact areas. A gyroscope can also be installed beneath the seat to sense the rider's sitting angle and dynamic changes, determining whether the rider is tilted.

[0072] Each pressure sensor is connected via the IIC bus and then to the central processing unit (MCU). The pressure sensor detects the pressure value at each node and sends the data to the MCU via the IIC bus. The MCU analyzes the data from each node and performs calculations. Combined with gyroscope data, it infers the rider's sitting posture, identifies their weight distribution, and ultimately, infers their sitting position.

[0073] At the start of a ride, the system enters a pre-start state, requiring the rider to maintain a standard sitting posture (back straight, hands on the handlebars) for 10-15 seconds. This pre-start state applies to the natural, static sitting position of the user, as they sit on the saddle, preparing to ride but not yet starting. During this time, the system collects the user's sitting posture data, performs a weighted average or filtering calculation on the posture data at multiple time points, and removes short-term disturbances or micro-movements. Ultimately, a set of average sitting postures representing the user's current static riding state is generated.

[0074] S13: comparing the user's average sitting posture in the pre-startup state with the user's historical standard sitting posture;

[0075] S14: If the average sitting posture of the user in the pre-start state meets the floating range of the user's historical standard sitting posture, the user's historical standard sitting posture is used as the reference sitting posture for the current trip;

[0076] S15: If the average sitting posture of the user in the pre-start state does not meet the floating range of the user's historical standard sitting posture, the average sitting posture of the user in the pre-start state is used as the reference sitting posture for the current trip;

[0077] This technical solution uses a dual-mode matching mechanism of "historical standard sitting posture + current average sitting posture" to dynamically determine the user's personalized baseline sitting posture during this trip. If the user's current sitting posture habits have not changed significantly, the system maintains the original adaptation state to maintain continuity and comfort; if the user's posture changes (such as weight, clothing or riding posture changes), the system dynamically captures and updates the sitting posture benchmark through the "pre-start state" to better meet actual needs.

[0078] S16: collecting the user's real-time sitting posture during the current trip;

[0079] S17: Divide the seat cushion into multiple areas and collect the pressure value of each area of the seat cushion during the current journey;

[0080] In specific practice, refer to Figure 2 , the seat cushion can be divided into 3*5 grid areas.

[0081] S18: generating a seat cushion adjustment strategy based on the difference between the user's real-time sitting posture and the reference sitting posture during the current trip, and the pressure values applied to various areas of the seat cushion;

[0082] S19: A seat cushion adjustment strategy is implemented by providing a memory foam layer and an airbag structure within the seat cushion.

[0083] Real-time sitting posture and pressure values are continuously collected throughout the ride. Combined with a dynamic baseline sitting posture, this system quantitatively analyzes the user's posture deviations and generates an adjustment strategy based on this information. Specifically, this technical solution not only makes adjustments based on changes in posture angle but also incorporates pressure feedback from multiple areas of the seat cushion, providing multi-dimensional sensing capabilities. This strategy can detect riding conditions such as leaning, forward leaning, and lateral leaning, enabling adaptive correction of abnormal or unbalanced postures.

[0084] Example 2

[0085] Reference Figure 2 , based on the difference between the user's real-time sitting posture and the baseline sitting posture during the current trip, as well as the pressure values on each area of the seat cushion, a seat cushion adjustment strategy is generated, including:

[0086] S181: Determining the user's body tilt direction based on the difference between the user's real-time sitting posture and the reference sitting posture during the current trip, and determining the area corresponding to the user's body tilt direction and its diagonal area as a first area to be adjusted;

[0087] For example: If the X-axis inclination angle is continuously greater than 5°, it is considered to be forward tilt. Figure 2Areas 2 and 14 are determined as the first areas to be adjusted; if the X-axis tilt angle is continuously <-5°, it is determined that backward tilt has occurred, and areas 2 and 14 are determined as the first areas to be adjusted; if the Y-axis tilt angle is continuously >3°, it is determined that left tilt has occurred, and areas 7 and 9 are determined as the first areas to be adjusted; if the X-axis tilt angle is continuously <-3°, it is determined that right tilt has occurred, and areas 7 and 9 are determined as the first areas to be adjusted.

[0088] S182: Determine the seat cushion area whose pressure value does not conform to the historical average pressure value range as the second area to be adjusted;

[0089] For example: Figure 2 The pressure value of area No. 2 is greater than the historical average pressure value range, and the pressure value of area No. 14 is less than the historical average pressure value range. At this time, area No. 2 and area No. 14 are determined as the second areas to be adjusted.

[0090] S183: If the first area to be adjusted and the second area to be adjusted are different areas, a comprehensive judgment is performed to determine a final adjustment area;

[0091] S184: If the first area to be adjusted and the second area to be adjusted are the same area, the first area to be adjusted is determined as the final adjustment area.

[0092] This technical solution adopts a logical fusion judgment mechanism. When two regions are different, the final adjustment target needs to be determined based on the next step of score weighing;

[0093] For example, the first areas to be adjusted are areas 2 and 14, and the second areas to be adjusted are areas 4 and 12. At this time, the final adjustment target needs to be determined.

[0094] If the two are consistent, the area is directly determined as the final adjustment area, and further calculations are omitted to improve response efficiency.

[0095] It should be noted that the posture difference can reflect the macroscopic posture deviation (such as the change of the body's center of gravity), while the pressure distribution reflects the microscopic contact state (such as the support force distribution);

[0096] In this embodiment, the two are jointly identified, which not only avoids misjudgment caused by a single angle, but also enhances the physical authenticity of the judgment dimension.

[0097] Preferably, if the sitting posture difference fails to fully detect the abnormal area, the pressure abnormal area can be used as an auxiliary judgment; similarly, if the pressure sensor has a false alarm (such as environmental interference), the posture vector can provide an alternative basis.

[0098] Reference Figure 3If the first area to be adjusted and the second area to be adjusted are different areas, a comprehensive judgment is performed to determine the final adjustment area, including:

[0099] S1831: Equivalent the difference between the user's real-time sitting posture in the current trip and the reference sitting posture to the initial score of the first area to be adjusted;

[0100] S1832: Equivalently converting the maximum pressure value of the seat cushion to the initial score of the second area to be adjusted;

[0101] S1833: Multiplying the initial score of the first area to be adjusted and the initial score of the second area to be adjusted by their respective corresponding weight coefficients to obtain the final score of the first area to be adjusted and the final score of the second area to be adjusted;

[0102] S1834: Determine the one with the higher final score between the first area to be adjusted and the second area to be adjusted as the final adjustment area.

[0103] The posture difference can be quantified by a spatial angle offset (such as a center of gravity offset or a tilt angle); the posture offset is normalized (for example, to 0–1) and assigned to the corresponding first area to be adjusted as its initial score.

[0104] The local pressure value corresponding to the second area to be adjusted is compared with the historical average interval, and the offset exceeding the average value is calculated; after normalization, it is used as the initial pressure score of the area.

[0105] Two weighting factors are set to weight the posture score and pressure score respectively. The weighting factors reflect the system's priority for posture changes or pressure anomalies and can be adjusted dynamically based on user preferences or system learning. For example, the posture weighting can be increased for users with long-term posture deviations but no obvious pressure anomalies; the pressure weighting can be increased for thin users or those sensitive to weight shifts.

[0106] When changes in user posture are inconsistent with abnormal pressure areas, a single judgment criterion can lead to incorrect adjustments or limited adjustment effects. This technical solution uses a quantified and weighted approach to comprehensively judge, ensuring scientific and reasonable decision-making. The two weighted final scores are compared, and the area with the higher score is selected as the final adjustment area; this area will become the focus of the seat cushion adjustment strategy.

[0107] It should be noted that the method also includes:

[0108] If the final scores of the first area to be adjusted and the second area to be adjusted are the same, determining whether the first area to be adjusted and the second area to be adjusted are adjacent;

[0109] If the first area to be adjusted and the second area to be adjusted are adjacent to each other, then the first area to be adjusted and the second area to be adjusted are simultaneously determined as the final adjustment areas;

[0110] If the first area to be adjusted and the second area to be adjusted are not adjacent, the middle area between the first area to be adjusted and the second area to be adjusted is determined as the final adjustment area.

[0111] Based on the above embodiment, if the posture difference weight score is exactly equal to the pressure anomaly weight score, that is, the two judgment sources "point to different areas after weight judgment and have the same score", the system needs to further judge the spatial position relationship to avoid conflict or adjustment failure.

[0112] The following example illustrates the branch processing logic:

[0113] like Figure 2 As shown, the seat area is divided into several regular units (e.g., a 3×5 grid), and each area has a fixed list of adjacent areas (e.g., area 2 is adjacent to areas 1, 3, 4, 5, and 6);

[0114] Determine whether the first and second areas to be adjusted are directly adjacent to each other.

[0115] Joint adjustment when adjacent:

[0116] If the two areas are adjacent, it means that the user's sitting posture offset and the pressure concentration area have spatial continuity or transition; the system includes both areas in the adjustment range to improve the continuity of adaptation and the response surface coverage.

[0117] For example, the first area to be adjusted is area 2 and area 14, and the second area to be adjusted is area 1 and area 15. Area 2 is adjacent to area 1, and area 14 is adjacent to area 15, so both areas are included in the adjustment range.

[0118] Interpolation adjustment is performed when not adjacent:

[0119] If the two areas are not adjacent, it means that there may be a discontinuous area between the two; the system takes the middle area (such as the area corresponding to the geometric centers of the two on the grid) as the adjustment target, as the comprehensive balance response area; it can also be understood as a physical "compromise compensation."

[0120] For example, the first areas to be adjusted are area 1 and area 15, and the second areas to be adjusted are area 3 and area 13. Area 1 is not adjacent to area 3, and area 13 is not adjacent to area 15. Then area 2 and area 14 are determined as the final adjustment areas.

[0121] It should be noted that the method also includes:

[0122] The seat cushion area in the final adjustment area where the pressure value is lower than the historical average pressure value range is determined as the area to be raised, and the seat cushion area in the final adjustment area where the pressure value is higher than the historical average pressure value range is determined as the area to be lowered.

[0123] Area to be raised: refers to the sub-area within this area where the pressure value is detected to be lower than the historical average range, indicating that the area currently has insufficient contact or support;

[0124] Physical meaning: A gap or pressure imbalance between the user's body and the seat cushion may cause suspension, pressure transfer, etc.

[0125] Adjustment target: The airbag should be raised or the local height should be increased to enhance support and contact feeling.

[0126] Area to be lowered: refers to the area where the current pressure value is significantly higher than the historical normal range, indicating that the pressure in the area is excessively concentrated;

[0127] Physical significance: The support force in this area may be too strong, causing blood circulation compression and buttocks discomfort.

[0128] Adjustment goal: The height of this area should be lowered appropriately to release pressure and promote uniform distribution.

[0129] In specific practice, the historical average pressure value range is set to 30-50kPa. If the seat cushion area with a pressure value lower than 30kPa in the final adjustment area is determined as the area to be raised, the seat cushion area with a pressure value higher than 50kPa in the final adjustment area is determined as the area to be lowered.

[0130] Furthermore, the seat cushion adjustment strategy is implemented by the memory foam layer and the airbag structure provided in the seat cushion, including:

[0131] The memory foam layer in the area to be ascended and the area to be descended is heated by the heating module;

[0132] The air bags arranged in the ascending area are inflated by an air pump, and the air bags arranged in the descending area are deflated.

[0133] It should be noted that the memory foam layer uses a thermosensitive polymer with a deformation temperature of 35-40°C. When compressed, it can complete local hardness adjustment within 5 seconds. It can slowly deform according to the pressure distribution and fit different body shapes.

[0134] The airbag structure adopts zone adjustment to optimize the support effect, such as Figure 4 As shown, the annular airbag is divided into 7 independent partitions, each of which is connected to a micro air pump (model XYZ-12V, flow rate 0.8 L / min) and communicates with the main control unit through a silicone tube.

[0135] In this embodiment, the regional morphology is dynamically adjusted through the combined mechanism of "memory foam layer and airbag structure" to achieve millimeter-level fine-tuning of the sitting posture; it can adapt to different body shapes, posture habits, and provide real-time feedback results to achieve highly personalized responses, greatly improving the fit, support comfort, and anti-fatigue performance during riding.

[0136] Example 3

[0137] It should be noted that the method also includes:

[0138] Obtain current road condition data and analyze common sitting postures based on current road conditions through big data;

[0139] If the user's real-time sitting posture during the current trip does not conform to the benchmark sitting posture and does not conform to the general sitting posture for the current road conditions, the user will be given a sitting posture reminder.

[0140] In this embodiment, the current geographic location can be obtained through GNSS, and the current road condition data can be obtained by matching the urban road database.

[0141] Build a general riding posture model under typical road conditions based on big data or historical samples, such as:

[0142] Urban flat roads: riding posture is upright, center of gravity is shifted to the rear;

[0143] Downhill / high-vibration sections: Lean forward and center of gravity;

[0144] Going uphill: keep your body close to the bike and your hips back.

[0145] Cluster analysis, label statistics, deep learning modeling and other methods can be used to form a "road condition-general posture comparison table".

[0146] If the user's posture collected in real time does not conform to their personalized baseline sitting posture, nor does it conform to the generally recommended posture under the road conditions, it is judged that the user currently has a potential abnormal or unreasonable sitting posture. At this time, the system may remind the user to adjust through beeps, screen pop-ups, voice prompts, etc. Timely reminders can avoid further posture degradation or accident risks, and improve the system's proactive safety response capabilities and user behavior standardization guidance capabilities.

[0147] Traditional seat cushion adjustment is based only on the user's own data. This technical solution introduces external environmental factors into the judgment model, improving the adjustment system's adaptability to complex real-world scenarios (such as bumpy roads and slopes).

[0148] Example 4

[0149] It should be noted that the method also includes:

[0150] If the user's average sitting posture in the pre-start state does not meet the floating range of the user's historical standard sitting posture, after the trip ends, the user's historical standard sitting posture is adjusted according to the user's average sitting posture in the trip.

[0151] During the pre-startup phase, the system collects the user's average sitting posture data and compares it with the historical standard sitting posture stored in the user's account. If the average sitting posture does not conform to the floating range of the historical standard sitting posture (for example, the set tolerance threshold of ±10%), it is determined that the current sitting posture mode has changed significantly. The system continuously collects real-time posture during the entire riding process, and calculates the average posture data in this trip to form a "current trip average sitting posture model." After the trip, the system merges and updates the current trip average sitting posture with the existing historical standard sitting posture. The updated standard sitting posture data is written to the user account database and will be matched and adapted as the new "historical standard sitting posture" the next time the electric vehicle is started and the posture adjustment algorithm is called.

[0152] It is understandable that a user's body shape, riding habits, and health status may change over time. If the standard sitting posture is fixed for a long time, the adjustment effect will be ineffective. Through this technical solution, the system can achieve self-learning and model evolution to continuously maintain the adjustment match.

[0153] Example 5

[0154] It should be noted that the method also includes:

[0155] using the adjacent areas of the final adjustment area as auxiliary adjustment areas;

[0156] A seat cushion adjustment strategy with a reduced adjustment degree is implemented for the auxiliary adjustment area.

[0157] In this embodiment, based on the seat cushion area division rule (eg, 3×5 grid division), after determining the "final adjustment area", its directly adjacent areas are automatically extracted (eg, the adjacent areas of area 1 are areas 2, 4, and 5).

[0158] The system performs a standard adjustment range on the final adjustment area (e.g., airbag inflation height ±4mm, or pressure compensation 100%).

[0159] For the auxiliary adjustment area, the system will reduce the adjustment amplitude linearly or proportionally (such as setting it to 30% to 50% of the original intensity).

[0160] Example:

[0161] Area 1 is raised by 4mm as the final adjustment area, and areas 2, 4, and 5 are raised by 1.5mm as auxiliary adjustment areas.

[0162] Area 1 serves as the final area and releases an air pressure of 40 kPa, while areas 2, 4, and 5 serve as auxiliary areas and release 15 to 20 kPa.

[0163] It is understandable that if only a single area is adjusted while ignoring its boundaries, it may cause local protrusions or collapses, causing riding discomfort; in this embodiment, by introducing an auxiliary adjustment mechanism, deformation transition can be achieved, thereby optimizing the overall smoothness and body consistency of the support surface, significantly improving the user's riding experience and structural coordination.

[0164] When the system identifies a certain area as the key adjustment object, if the adjustment is too concentrated, it will easily lead to "pressure rebound" or "sudden increase in regional load"; the auxiliary adjustment mechanism will distribute part of the adjustment intensity to the surrounding areas, playing a role of pressure division, buffering, and coordinated support.

[0165] Certain complex sitting postures (such as twisting the body, half-side riding, and focusing on one side when making sharp turns) may cause irregular gravity transfer; the auxiliary adjustment area mechanism has better dynamic center of gravity response capabilities, and can cooperate with the main adjustment area to adapt to complex body mechanical distribution.

[0166] Example 6

[0167] Figure 5 This is a schematic diagram of the structure of a two-wheeled electric vehicle provided by an embodiment of the present application, referring to Figure 5 , a two-wheeled electric vehicle comprising:

[0168] Two-wheeled electric vehicle body, processor 21 and memory 22;

[0169] The processor 21 and the memory 22 are arranged in the two-wheeled electric vehicle body;

[0170] The processor 21 and the memory 22 are connected via a communication bus:

[0171] The processor 21 is used to call and execute the program stored in the memory 22;

[0172] The memory 22 is used to store a program, and the program is used to at least execute the seat cushion adjustment method applied to the two-wheeled electric vehicle as described in any of the above embodiments.

[0173] It can be understood that the same or similar parts of the above embodiments can be referenced to each other, and the contents not described in detail in some embodiments can refer to the same or similar contents in other embodiments.

[0174] It should be noted that, in the description of this application, the terms "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance. In addition, in the description of this application, unless otherwise specified, the meaning of "plurality" refers to at least two.

[0175] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment or portion of code comprising one or more executable instructions for implementing the steps of a specific logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed out of the order shown or discussed, including performing functions in a substantially simultaneous manner or in the reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present application belong.

[0176] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used to implement: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0177] Those skilled in the art will understand that all or part of the steps in the method of the above embodiment can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0178] In addition, the functional units in the various embodiments of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into a module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0179] The storage medium mentioned above can be a read-only memory, a magnetic disk or an optical disk, etc.

[0180] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0181] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A seat cushion adjustment method for a two-wheeled electric vehicle, characterized in that: include: Receive the start command and obtain the user's historical standard sitting posture through the user account; Entering a pre-start state, collecting user sitting posture data in the pre-start state, and calculating the user's average sitting posture in the pre-start state; Compare the user's average sitting posture in the pre-launch state with the user's historical standard sitting posture; If the user's average sitting posture in the pre-start state is within the floating range of the user's historical standard sitting posture, the user's historical standard sitting posture will be used as the baseline sitting posture for the current trip; If the user's average sitting posture in the pre-start state does not meet the floating range of the user's historical standard sitting posture, the user's average sitting posture in the pre-start state will be used as the benchmark sitting posture for the current trip; Collect the user's real-time sitting posture during the current trip; Divide the seat cushion into multiple areas and collect the pressure values of each area of the seat cushion during the current journey; Generate a seat cushion adjustment strategy based on the difference between the user's real-time sitting posture and the baseline sitting posture during the current trip, as well as the pressure values applied to each area of the seat cushion; The seat cushion adjustment strategy is implemented by the memory foam layer and the air bag structure arranged in the seat cushion.

2. The method according to claim 1, characterized in that Based on the difference between the user's current sitting posture and the baseline sitting posture, as well as the pressure values applied to each area of the seat cushion, a seat cushion adjustment strategy is generated, including: Determining the user's body tilt direction based on the difference between the user's real-time sitting posture and the reference sitting posture during the current trip, and determining the area corresponding to the user's body tilt direction and its diagonal area as the first area to be adjusted; Determine the seat cushion area where the pressure value does not conform to the historical average pressure value range as the second area to be adjusted; If the first area to be adjusted and the second area to be adjusted are different areas, a comprehensive judgment is performed to determine the final adjustment area; If the first area to be adjusted and the second area to be adjusted are the same area, the first area to be adjusted is determined as the final adjustment area.

3. The method according to claim 2, characterized in that If the first area to be adjusted and the second area to be adjusted are different areas, a comprehensive judgment is performed to determine the final adjustment area, including: The difference between the user's real-time sitting posture in the current trip and the reference sitting posture is equivalent to the initial score of the first area to be adjusted; Equivalently converting the maximum pressure value of the seat cushion into the initial score of the second area to be adjusted; Multiplying the initial score of the first area to be adjusted and the initial score of the second area to be adjusted by their respective corresponding weight coefficients to obtain the final score of the first area to be adjusted and the final score of the second area to be adjusted; The one with the higher final score between the first area to be adjusted and the second area to be adjusted is determined as the final adjustment area.

4. The method according to claim 3, characterized in that The method further comprises: If the final scores of the first area to be adjusted and the second area to be adjusted are the same, determining whether the first area to be adjusted and the second area to be adjusted are adjacent; If the first area to be adjusted and the second area to be adjusted are adjacent to each other, then the first area to be adjusted and the second area to be adjusted are simultaneously determined as the final adjustment areas; If the first area to be adjusted and the second area to be adjusted are not adjacent, the middle area between the first area to be adjusted and the second area to be adjusted is determined as the final adjustment area.

5. The method according to any one of claims 2 to 4, characterized in that: The method further comprises: The seat cushion area in the final adjustment area where the pressure value is lower than the historical average pressure value range is determined as the area to be raised, and the seat cushion area in the final adjustment area where the pressure value is higher than the historical average pressure value range is determined as the area to be lowered.

6. The method according to claim 5, characterized in that The seat cushion adjustment strategy is implemented by the memory foam layer and the airbag structure provided in the seat cushion, including: The memory foam layer in the area to be raised and the area to be lowered is heated by a heating module; The airbags arranged in the area to be ascended are inflated by an air pump, and the airbags arranged in the area to be descended are deflated.

7. The method according to claim 1, characterized in that The method further comprises: Obtain current road condition data and analyze common sitting postures based on current road conditions through big data; If the user's real-time sitting posture during the current trip does not conform to the benchmark sitting posture and does not conform to the general sitting posture for the current road conditions, the user will be given a sitting posture reminder.

8. The method according to claim 1, characterized in that The method further comprises: If the user's average sitting posture in the pre-start state does not meet the floating range of the user's historical standard sitting posture, after the trip ends, the user's historical standard sitting posture is adjusted according to the user's average sitting posture in the trip.

9. The method according to any one of claims 2 to 4, characterized in that: The method further comprises: using the adjacent areas of the final adjustment area as auxiliary adjustment areas; A seat cushion adjustment strategy with a weakened adjustment degree is executed on the auxiliary adjustment area.

10. A two-wheeled electric vehicle, characterized in that: include: Two-wheeled electric vehicle body, processor and memory; The processor and the memory are arranged in the two-wheeled electric vehicle body; The processor and the memory are connected via a communication bus: The processor is configured to call and execute the program stored in the memory; The memory is used to store a program, and the program is used at least to execute the seat cushion adjustment method applied to a two-wheeled electric vehicle according to any one of claims 1 to 9.

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