Seat linkage avoidance control method and device and vehicle

Abstract

The invention provides a linkage avoidance control method and device of a seat and a vehicle, which can control a linkage seat by using an avoidance action associated with a sitting state and a seat layout when a linkage avoidance condition and an avoidance activation condition are met, and can move a linkage seat with a collision relationship while a target seat moves to avoid collision. The avoidance action is associated with the riding state, it is guaranteed that passengers riding on the linkage seat cannot be collided when the target seat is moved, the avoidance action is associated with the seat layout, it is guaranteed that the avoidance action can be suitable for different types of vehicles, and under the application scenarios of different types of vehicles and different riding conditions, the safety of the passengers is improved. The collision in the moving process of the target seat can be avoided through the avoiding action, the safety of the seat and passengers is guaranteed, and the user experience is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method and device for controlling linkage avoidance of seats, and a vehicle. Background Art

[0002] Vehicle seat adjustment has become crucial for improving passenger comfort and convenience. However, during seat adjustment, especially when front and rear seats are adjusted in tandem, the lack of effective passenger detection and avoidance mechanisms can easily cause seats to squeeze passengers in adjacent rows, creating safety and comfort issues. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a method, device and vehicle for linkage avoidance control of seats, so as to ensure that passengers will not be squeezed during the movement of seats through linkage avoidance control.

[0004] Based on the above objectives, the present application provides a method for controlling a linkage avoidance of a seat, which is characterized by comprising:

[0005] In response to detecting a seat adjustment action, determining a target seat corresponding to the seat adjustment action, and determining a linked seat corresponding to the target seat;

[0006] In response to the adjustment type and adjustment direction of the target seat satisfying the linkage avoidance condition of the linkage seat, determining the seating state and seat layout of the linkage seat;

[0007] An avoidance action of the linked seat is determined according to the seating state and the seat layout, and when the target seat meets an avoidance activation condition, the linked seat is synchronously moved according to the avoidance action.

[0008] Based on the same inventive concept, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the above-mentioned method when executing the computer program.

[0009] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the electronic device as described above.

[0010] As can be seen from the above description, the seat linkage avoidance control method, device, and vehicle provided by the present application, upon detecting a seat adjustment action, determine a target seat corresponding to the seat adjustment action and a linked seat corresponding to the target seat; when the adjustment type and adjustment direction of the target seat meet the linked seat linkage avoidance conditions, determine the seat occupancy status and seat layout of the linked seat; determine the linked seat avoidance action based on the seat occupancy status and seat layout, and when the target seat meets the avoidance activation conditions, move the linked seat synchronously according to the avoidance action. When the linked avoidance conditions and avoidance activation conditions are met, the linked seat is controlled using the avoidance action associated with the seat occupancy status and seat layout, enabling the linked seat to be moved simultaneously with the target seat to avoid a collision. Associating the avoidance action with the seat occupancy status ensures that the target seat will not collide with passengers sitting in the linked seat when moving, and associating the avoidance action with the seat layout ensures that the avoidance action is applicable to different types of vehicles. In different vehicle types and different occupancy scenarios, the avoidance action can be used to avoid collisions during the target seat movement, ensuring the safety of the seat and passengers and improving the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0012] Figure 1 This is a flow chart of the linkage avoidance control method of the seat according to the embodiment of the present application;

[0013] Figure 2a This is a schematic diagram of a vehicle with two rows of seats according to an embodiment of the present application;

[0014] Figure 2b This is a schematic diagram of another vehicle with two rows of seats according to an embodiment of the present application;

[0015] Figure 3a This is a schematic diagram of a vehicle with three rows of seats according to an embodiment of the present application;

[0016] Figure 3b This is a schematic diagram of another vehicle with three rows of seats according to an embodiment of the present application;

[0017] Figure 3c This is a schematic diagram of another vehicle with three rows of seats according to an embodiment of the present application;

[0018] Figure 3d This is a schematic diagram of another vehicle with three rows of seats according to an embodiment of the present application;

[0019] Figure 4 A flowchart for determining an avoidance action of a linked seat in an embodiment of the present application;

[0020] Figure 5 A flowchart for determining an avoidance action for a seat to be adjusted according to an embodiment of the present application;

[0021] Figure 6 This is a flowchart of an embodiment of the present application for determining whether a target seat meets the avoidance activation conditions;

[0022] Figure 7 This is a schematic structural diagram of a linkage avoidance control device for a seat according to an embodiment of the present application;

[0023] Figure 8 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0024] In order to make the objectives, technical solutions and advantages of this application more clear, this application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0025] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0026] It should be understood herein that any number of elements in the drawings is for illustration only and not for limitation, and any naming is only for distinction and does not have any limiting meaning.

[0027] Based on the description of the above background technology, the following situations also exist in the related art:

[0028] During seat adjustment, especially when the front and rear seats are adjusted in tandem, the lack of effective passenger detection and avoidance mechanisms can easily cause front and rear passengers to be squeezed during seat movement, leading to safety and comfort issues. For example, when the front passenger seat slides rearward or tilts, if a rear passenger is directly behind the seat, this can easily lead to squeezing. This problem is particularly pronounced when the electric seat adjusts at higher speeds. Furthermore, with the increasing intelligence of vehicles, more and more models are equipped with automatic seat adjustment functions. While this feature optimizes the passenger experience, it also brings higher safety requirements.

[0029] In related technology, seats with restricted active movement are often used to avoid collision risks. Specifically, the distance L1 between the front seatback and the rear passenger's knees, and / or the distance L2 between the front seatback and the rear passenger's toes, are typically monitored. This distance data is then used to determine the user's sitting posture and whether there is a risk of the seat colliding with the passenger. For example, when L1 is significantly greater than L2, it indicates that the rear passenger is sitting in a very slouched position, indicating that the front seat has room to move rearward. As the front seat gradually moves rearward, the difference Δ between L1 and L2 gradually decreases. When Δ falls within a preset range, the front seat is controlled to stop moving.

[0030] The technical solution for controlling the front seats to stop moving in the related art will result in the movement of the front seats being unable to meet the user's usage needs, and the user's posture may change at any time, resulting in a certain degree of randomness in the posture recognized when moving the front seats, leading to incorrect control of the front seats.

[0031] The embodiments of the present application provide a method, device, and vehicle for controlling a coordinated seat avoidance. Upon detecting a seat adjustment action, the method determines a target seat corresponding to the seat adjustment action and a coordinated seat corresponding to the target seat. When the adjustment type and direction of the target seat meet coordinated avoidance conditions for the coordinated seat, the method determines the occupancy status and seat layout of the coordinated seat. Based on the occupancy status and seat layout, the coordinated seat is moved synchronously according to the avoidance action. When the coordinated avoidance conditions and avoidance activation conditions are met, the coordinated seat is controlled using an avoidance action associated with the occupancy status and seat layout. This allows coordinated seats that are in a collision relationship to be moved simultaneously with the target seat, thus avoiding a collision. Associating the avoidance action with the occupancy status ensures that the target seat will not collide with passengers seated in the coordinated seat when it is moved. Associating the avoidance action with the seat layout ensures that the avoidance action is applicable to different types of vehicles. In different vehicle types and different occupancy scenarios, the avoidance action can be used to avoid collisions during the movement of the target seat, ensuring the safety of the seat and passengers and improving the user experience.

[0032] The following describes in detail the seat linkage avoidance control method provided by the embodiments of the present application with reference to the accompanying drawings.

[0033] In some embodiments, as Figure 1 As shown, a seat linkage avoidance control method includes:

[0034] Step 101: In response to detecting a seat adjustment action, determining a target seat corresponding to the seat adjustment action, and determining a linkage seat corresponding to the target seat.

[0035] In specific implementation, the seat adjustment action is the mechanical action of the seat caused by the user's adjustment operation on the seat. The mechanical action of the seat can be caused by the user manually adjusting the seat directly, or by the user adjusting the seat through the central control display or buttons. If the seats in the two adjacent rows are equipped with electric adjustment mechanisms, the mechanical actions that can be achieved by the front seats include: front and rear movement of the seat, up and down height adjustment, (footrest angle) and backrest angle adjustment, and the mechanical actions that can be achieved by the rear seats include: front and rear movement of the seat, up and down height adjustment, footrest angle and backrest angle adjustment. Among them, if the front seats are the first row of seats in the entire vehicle, the corresponding seats may not have footrests installed, and the footrest angle cannot be adjusted.

[0036] Linked seats are seats that pose a risk of collision with the target seat during movement. However, due to the different seat layouts of different types of vehicles, the methods for determining linked seats are different. The process for determining linked seats is as follows:

[0037] In some embodiments, determining a linked seat corresponding to a target seat includes:

[0038] Step 1011: In response to the target seat being a front seat, determining the seat behind the target seat as a linked seat; or,

[0039] Step 1012: In response to the target seat being a rear seat, determining the seat in front of the target seat as a linked seat; or,

[0040] Step 1013: In response to the target seat being a middle row seat, determining a seat located in front of or behind the middle row seat as a linked seat;

[0041] In specific implementation, if the adjustment direction is forward, the seat located in front of the target seat is determined as the linkage seat; if the adjustment direction is backward, the seat located behind the target seat is determined as the linkage seat.

[0042] For vehicles with two rows of seats, including front seats and rear seats. If the seat adjustment action is the user's adjustment operation for the driver's seat (or the front passenger seat), that is, the seat adjustment action is an adjustment operation for the front seat, then the corresponding target seat is the driver's seat (or the front passenger seat), and when adjusting the target seat, it may collide with the rear seat or the passengers in the rear seat, and the corresponding linked seat is the rear seat. Similarly, if the seat adjustment action is the user's adjustment operation for the rear seat, then the corresponding target seat is the rear seat, and when adjusting the target seat, it may collide with the driver's seat and the front passenger seat, and the corresponding linked seat is the front seat.

[0043] For vehicles with three rows of seats, including front seats, middle seats, and rear seats, and vehicles with multiple rows of seats (greater than three rows), the logic is the same as for vehicles with three rows of seats. For vehicles with three or even multiple rows of seats, if the seat adjustment action is an adjustment operation performed by the user on the driver's seat (or front passenger seat), that is, the seat adjustment action is an adjustment operation performed on the front seat, then the corresponding target seat is the driver's seat (or front passenger seat), and when adjusting the target seat, there is a possibility of collision with the middle row seat behind the front seat or the passenger in the middle row seat, then the corresponding linked seat is the middle row seat behind the front seat, adjacent to the front seat. Similarly, if the seat adjustment action is an adjustment operation performed by the user on the rear seat, then the corresponding target seat is the rear seat, and when adjusting the target seat, there is a possibility of collision with the middle row seat in front, then the corresponding linked seat is the middle row seat in front of the rear seat, adjacent to the rear seat.

[0044] If the seat adjustment action is the user's adjustment operation for the middle row seat, since the middle row seat may collide with the front seat when moving forward and may collide with the rear seat when moving backward, when the target seat is the middle row seat, it is necessary to determine the corresponding linked seat according to the adjustment direction of the target seat. If the adjustment direction is forward, the front seat located in front of the target seat is determined as the linked seat; if the adjustment direction is backward, the rear seat located behind the target seat is determined as the linked seat.

[0045] Identify the linked seats and move the linked seats that are at risk of collision when moving the target seat. This can avoid collisions between the target seat and the linked seats (and passengers on the linked seats) during the movement. Move the linked seats that are at risk of collision when the target seat moves to avoid collisions and improve the safety and comfort of seat movement control.

[0046] Step 102 : In response to the adjustment type and adjustment direction of the target seat satisfying the linkage avoidance condition of the linkage seat, determining the seating state and seat layout of the linkage seat.

[0047] In specific implementation, the purpose of the linked avoidance control is to prevent the target seat from colliding with other seats or passengers in other seats when moving. However, not all seat adjustment actions will result in a collision with the target seat. Therefore, it is necessary to determine whether the linked seat's linked avoidance conditions are met based on the adjustment type and direction of the target seat. For example, the initial state of the linked seat is to stay in the default position and the seatback is at the default angle. The determination process is as follows:

[0048] In some embodiments, determining whether the adjustment type and adjustment direction of the target seat meet the linkage avoidance condition of the linkage seat includes:

[0049] Step 1021: In response to the adjustment type being height adjustment, determining that the linkage avoidance condition is not satisfied.

[0050] During specific implementation, if the adjustment type of the target seat is height adjustment, it means that the target seat height does not meet the user's needs. The user needs to adjust the seat height in the vertical direction (or in an inclined direction close to the vertical direction). During the height adjustment process, the seat displacement in the horizontal direction is very small, or even 0. If the target seat is moved at this time, the horizontal distance between the target seat and the linked seat will hardly change, and there will be no collision with the linked seat or the customer on the linked seat. Therefore, there is no avoidance requirement at this time, and there is no need to perform linked avoidance control, and it is determined that the linked avoidance conditions are not met.

[0051] Step 1022: In response to the adjustment type being fore-aft adjustment and the adjustment direction being the first direction approaching the linkage seat, determining that the linkage avoidance condition is satisfied.

[0052] During specific implementation, if the adjustment type is front-to-back adjustment, it means that the target seat has a large displacement in the horizontal direction (specifically, the front-to-back direction). At this time, it is necessary to determine the adjustment direction of the target seat. If the overall direction of the target seat is the first direction close to the linked seat, it means that if the target seat is moved at this time, the horizontal distance between the target seat and the linked seat will become smaller. As the horizontal distance becomes smaller, the target seat will collide with the linked seat or the customer on the linked seat, causing certain danger. It will also cause the aisle between the target seat and the linked seat to be blocked, making it inconvenient for passengers to get on and off the bus. Therefore, there is an avoidance requirement at this time, and linked avoidance control is required, then it is determined that the linked avoidance conditions are met.

[0053] Step 1023: In response to the adjustment type being fore-aft adjustment and the adjustment direction being the second direction away from the linked seat, determining that the linked avoidance condition is not satisfied.

[0054] During specific implementation, if the adjustment type is front and back adjustment, it means that the target seat has a large displacement in the horizontal direction. At this time, it is necessary to determine the adjustment direction of the target seat. If the overall direction of the target seat is the second direction away from the linked seat, it means that if the target seat is moved at this time, the horizontal distance between the target seat and the linked seat will become larger. As the horizontal distance increases, the target seat will move away from the linked seat. In the process of moving away from the linked seat, the target seat will not collide with the linked seat or the customer on the linked seat. As the horizontal distance increases, the aisle between the target seat and the linked seat will also become wider, making it more convenient for passengers to get on and off the bus. Therefore, there is no need to avoid at this time, and no linked avoidance control is required, so it is determined that the linked avoidance condition is not met.

[0055] Step 1024 : In response to the adjustment type being seat back rotation adjustment, and the adjustment direction being the first rotation direction close to the linkage seat, determining that the linkage avoidance condition is satisfied.

[0056] In specific implementation, if the adjustment type is seatback rotation adjustment, the seatback will have a certain horizontal displacement. At this time, the adjustment direction of the target seatback needs to be determined. If the adjustment direction is the first rotation direction close to the linked seat, rotating the target seatback at this time will cause the horizontal distance between the target seat and the linked seat to decrease. As the horizontal distance decreases, the target seat will collide with the passenger in the linked seat, causing certain danger. It will also cause the aisle between the target seat and the linked seat to be blocked, making it inconvenient for passengers to get on and off the bus. Therefore, there is a need for avoidance control at this time, and the linked avoidance conditions are determined to be met.

[0057] Step 1025: In response to the adjustment type being seat back rotation adjustment, and the adjustment direction being the second rotation direction away from the linkage seat, determining that the linkage avoidance condition is not satisfied.

[0058] During specific implementation, if the adjustment type is seatback rotation adjustment, the seatback will have a certain horizontal displacement. At this time, it is necessary to determine the adjustment direction of the target seatback. If the adjustment direction is the second rotation direction away from the linked seat, it means that if the target seatback is rotated at this time, the horizontal distance between the target seat and the linked seat will increase. As the horizontal distance increases, the target seat will not collide with the customer in the linked seat. As the horizontal distance increases, the aisle between the target seat and the linked seat will also become wider, making it more convenient for passengers to get on and off the bus. Therefore, there is no avoidance requirement at this time, and no linked avoidance control is required, so it is determined that the linked avoidance condition is not met.

[0059] By judging whether the linkage avoidance conditions are met, it is determined whether there is an avoidance requirement for the seat adjustment action at this time. Only when there is an avoidance requirement is subsequent effective linkage avoidance control required to avoid invalid control when there is no avoidance requirement, thereby ensuring the effectiveness of the linkage avoidance control.

[0060] After determining that the target seat's adjustment type and direction meet the coordinated avoidance conditions for the linked seats, further control scenarios need to be determined, as different vehicle types have different seating arrangements and passenger loads per seat. This ensures that subsequent avoidance maneuvers provide optimal results. Once the coordinated avoidance conditions are met, the corresponding control scenarios are determined by determining the occupant status and seat layout of the linked seats.

[0061] Among them, for vehicles with double rows of seats, the seat arrangements include at least the following two situations:

[0062] For Figure 2a The vehicle shown has two rows of seats, the front seats include a driver's seat and a passenger seat, and the rear seats are integrated. Figure 2b Another vehicle with two rows of seats is shown, wherein the front seats include a driver's seat and a front passenger seat, and the rear seats are split, including a left independent seat located behind the driver's seat and a right independent seat located behind the front passenger seat.

[0063] For vehicles with three rows of seats (the arrangement of multiple rows of seats is equivalent to adding more middle rows of seats, which will not be discussed here), the seat arrangements include at least the following three common situations:

[0064] For Figure 3a The vehicle shown has three rows of seats, the front seats include a driver's seat and a passenger seat, the middle row seats are split seats, including a middle left independent seat behind the driver's seat and a middle right independent seat behind the passenger seat, and the rear seats are integrated. Figure 3b Another vehicle with three rows of seats is shown, with the front seats including a driver's seat and a passenger seat, an integrated middle row of seats in the middle, and an integrated rear row of seats in the back. Figure 3c Another vehicle with three rows of seats is shown, the front seats include a driver's seat and a passenger seat, the middle row seats are split seats, including a middle left independent seat located behind the driver's seat and a middle right independent seat located behind the passenger seat, and the rear seats are split seats, including a rear left independent seat located behind the middle left independent seat and a rear right independent seat located behind the middle right independent seat. Figure 3dAnother vehicle with three rows of seats is shown, in which the front seats include a driver's seat and a front passenger seat, the middle row of seats is an integrated seat, and the rear seats are split seats, including a rear left independent seat located behind the middle left independent seat and a rear right independent seat located behind the middle right independent seat.

[0065] As can be seen from the above seat arrangements, linked seating configurations include integrated and split layouts. For integrated linked seating, the entire row of seats must move or rotate their backrests simultaneously. For distributed layouts, individual seats can move and rotate their backrests independently. During a linked avoidance maneuver, it is permitted to only apply this control to one of the linked seats, minimizing the impact on other seats or passengers, ensuring both safety and comfort.

[0066] The riding status includes the passenger status and the idle status. The passenger status indicates that there is a passenger on the corresponding seat, and the idle status indicates that there is no passenger on the corresponding seat. By determining the riding status, the protection effect of the linked avoidance process on passengers is improved. Specifically, if an obstacle with a height, length or width greater than or equal to the corresponding threshold is identified on the seat, in order to avoid collision with large items and damage to the large items, the seat status of the seat carrying the item is determined to be passenger status. Only when the height, length and / or width are all less than the corresponding threshold, it is determined that moving the seat will not collide with the obstacle, and the seat status of the seat carrying the item is determined to be idle.

[0067] Step 103: Determine the avoidance action of the linked seat according to the seating status and the seat layout, and when the target seat meets the avoidance activation condition, move the linked seat synchronously according to the avoidance action.

[0068] In specific implementation, different riding states and seat layouts correspond to different control scenarios. When determining the avoidance action, the avoidance action is associated with the riding state and seat layout. Then, the avoidance action of the linked seats is determined according to the riding state and seat layout, which can achieve linked avoidance control without collision while ensuring safety.

[0069] Since the seat layout includes an integrated layout and a split layout, different linkage avoidance actions are adopted for different seat layouts. If the seat layout is an integrated layout, it means that the linkage seats must move or rotate the backrests of the entire row. If the seat layout is a split layout, it means that the linkage seats include at least two independent seats that can be controlled separately, and each independent seat can be controlled separately. At this time, it is necessary to determine whether it is necessary to control the entire row of linkage seats and whether it is possible to move a single independent seat to achieve avoidance. At this time, it is necessary to determine the seat to be adjusted in the linkage seats based on the riding status.

[0070] After the avoidance action is determined, it is necessary to move the linked seat synchronously according to the avoidance action when the target seat meets the avoidance activation conditions to avoid collision.

[0071] In summary, the linkage avoidance control method for seats provided in the embodiment of the present application can control the linkage seats using avoidance actions associated with the riding status and seat layout when the linkage avoidance conditions and avoidance activation conditions are met, and can move the linkage seats that are in a collision relationship at the same time as the target seat moves, thereby avoiding the occurrence of collisions. The avoidance action is associated with the riding status to ensure that the target seat will not collide with the passengers sitting on the linkage seat when it is moved, and the avoidance action is associated with the seat layout to ensure that the avoidance action can be applied to different types of vehicles. In application scenarios with different types of vehicles and different riding conditions, the avoidance action can be used to avoid collisions that occur during the movement of the target seat, thereby ensuring the safety of the seat and passengers and improving the user experience.

[0072] In some embodiments, as Figure 4 As shown, the method of determining the avoidance action of the linked seats according to the seating state and the seat layout includes:

[0073] Step 401: In response to the seat layout being an integrated layout, determining an avoidance action of the linked seats according to an adjustment type and a seating state.

[0074] If the seating layout is an integrated layout, the linked seats must be moved or rotated as a whole row. The specific content of the avoidance action is determined by the adjustment type of the target seat and the occupant status of the linked seat. Different adjustment types correspond to different adjustment actions, and the occupant status further affects the adjustment action. Avoidance actions that consider both the adjustment type and the occupant status can avoid collisions while ensuring passenger comfort. The process for determining the avoidance action of the linked seats based on the adjustment type and occupant status is as follows:

[0075] In some embodiments, determining an avoidance action of the linked seat according to the adjustment type and the riding state includes:

[0076] Step 4011: In response to the seating state being the idle state, or the adjustment type being the fore-aft adjustment, determining the second leg rest state of the linkage seat;

[0077] Step 4012: In response to the second leg rest state being the leg rest retracted state, the avoidance action includes moving away from the target seat by a preset maximum movement distance;

[0078] Step 4013: In response to the second leg rest state being the leg rest deployed state, the avoidance action includes moving the leg rest away from the target seat by a preset maximum movement distance and retracting the leg rest.

[0079] Step 4014: In response to the riding state being a passenger-carrying state and the adjustment type being seatback rotation adjustment, determining a real-time rotation angle of the target seat and a passenger posture;

[0080] Step 4015: In response to the passenger posture being that the passenger is leaning back on the seat, the avoidance action includes rotating the real-time rotation angle in the adjustment direction;

[0081] Step 4016: In response to the passenger posture being that the passenger is not leaning back against the seat, the avoidance action includes moving a preset maximum movement distance in a direction away from the target seat.

[0082] In specific implementation, if the riding status is idle, indicating that there are no passengers on the linked seat, the impact on the passenger's experience does not need to be considered when determining the avoidance action. To achieve the best avoidance effect, regardless of whether the adjustment type is fore-aft adjustment or seatback rotation adjustment, the linked seat is moved in the direction away from the target seat, and the movement distance is the maximum movement distance to maximize collision avoidance. At the same time, to avoid the impact of the footrest on the passenger riding the linked seat, the leg rest status of the linked seat is further determined. If the leg rest status is retracted, it indicates that there is no obstruction affecting the passenger's entry and exit of the linked seat, and no additional control of the leg rest is required. In this case, the avoidance action includes moving the leg rest away from the target seat by the preset maximum movement distance. If the leg rest status is extended, it indicates that the extended leg rest will affect the passenger's entry and exit of the linked seat, so it is necessary to additionally control the linked seat to retract the leg rest (assuming the leg rest has an automatic retraction function). In this case, the avoidance action includes moving the leg rest away from the target seat by the preset maximum movement distance and retracting the leg rest.

[0083] If the adjustment type is fore-aft adjustment, it means that the target seat is moved directly, and the impact on the distance between the target seat and the linked seat is direct. At this time, regardless of whether there is a passenger on the linked seat, the linked seat will be moved away from the target seat, and the moving distance is the maximum moving distance, to ensure that there is no collision to the greatest extent possible. At the same time, in order to avoid the impact of the footrest on the passenger sitting on the linked seat, the leg rest status of the linked seat is further determined. If the leg rest status is the leg rest retracted status, it means that there is no obstacle affecting the passenger getting on and off the linked seat, and no additional control of the leg rest is required. The avoidance action at this time includes moving away from the target seat by the preset maximum moving distance. If the leg rest status is the leg rest extended status, it means that the extended leg rest will affect the passenger getting on and off the linked seat, so at this time it is necessary to additionally control the linked seat to retract the leg rest (assuming that the leg rest has an automatic retraction function). The avoidance action at this time includes moving away from the target seat by the preset maximum moving distance and retracting the leg rest.

[0084] If the occupancy status is passenger-carrying and the adjustment type is seatback rotation adjustment, the real-time rotation angle of the target seat and the passenger's posture are determined. If the passenger's posture is leaning back, indicating that the passenger's torso is currently far from the target seat's back, synchronous rotation of the linked seat's back can prevent a collision between the target seat's back and the passenger. In this case, the avoidance action includes rotating the real-time rotation angle in the adjustment direction. If the passenger's posture is not leaning back, indicating that the passenger's torso is currently close to the target seat's back, synchronous rotation of the linked seat's back may not be able to avoid a collision. In this case, the linked seat is moved away from the target seat to increase the distance between the passenger and the target seat's back to avoid a collision. In this case, the avoidance action includes moving away from the target seat by a preset maximum movement distance.

[0085] Optionally, when the adjustment type is fore-aft, the real-time movement distance of the target seat can be determined first, and the maximum movement distance in the avoidance action can be replaced with the real-time movement distance to achieve absolutely synchronized movement of the target seat and the linked seat. (Since integrated seats are heavy, there is a certain delay in the movement initiation process itself. Therefore, if the sensor sensitivity and data transmission delay meet the requirements, the maximum movement distance can be replaced with the real-time movement distance.) When rotating the seatback, the maximum movement distance is still selected to constitute the avoidance action.

[0086] Step 402: In response to the seat layout being a split layout, determine the seat to be adjusted in the linked seat according to the seating status, determine the first leg rest state of the seat to be adjusted, and determine the avoidance action of the seat to be adjusted according to the adjustment type and / or the first leg rest state.

[0087] In specific implementation, if the seat layout is a split layout, it means that the linked seats include at least two independent seats that can be controlled separately, and each independent seat can be controlled separately. At this time, it is necessary to determine whether it is necessary to control the entire row of linked seats and whether it is possible to move a single independent seat to achieve avoidance. In this case, it is necessary to determine the seat to be adjusted in the linked seats based on the occupant status. The specific process is as follows:

[0088] In some embodiments, the seat to be adjusted includes a first seat to be adjusted and a second seat to be adjusted; and determining the seat to be adjusted in the linked seat according to the seating state includes:

[0089] Step 4021: Determine the independent seat located behind the target seat and other seats in the linked seats except the independent seat.

[0090] Step 4022: In response to the other seat being a passenger seat, or the other seat and the independent seat being both vacant seats, the linked seat is determined as the first seat to be adjusted;

[0091] Step 4023: In response to the independent seat being a passenger seat and the other seats being vacant seats, the independent seat is determined as the second seat to be adjusted.

[0092] In specific implementation, Figure 2b Taking the seat arrangement shown as an example, the target seat is the driver's seat in the front row, and the independent seat located behind the target seat is the left independent seat, and the other seats in the linked seats except the independent seat are the right independent seats.

[0093] If the right independent seat is a passenger seat, when the target seat moves backward or rotates the backrest backward, if there is a passenger on the left independent seat, the left independent seat needs to be moved away from the target seat. If only the left independent seat is moved at this time, the passengers on the left independent seat and the passengers on the right independent seat will be staggered, which is not conducive to communication between multiple passengers in the back row. Therefore, it is necessary to move the left and right independent seats at the same time, that is, the entire row of movable linked seats. At this time, the linked seat is determined as the first seat to be adjusted.

[0094] On the premise that there is a passenger on the right independent seat, if there is no passenger on the left independent seat, if the left independent seat is not moved away from the target seat, the distance between the left independent seat and the driver's side seat will be very small. When a new passenger wants to sit in the left independent seat, he or she may not be able to get on the bus because the distance is too small, which is not conducive to the new passenger in the left independent seat position getting on the bus. Therefore, it is necessary to move the left and right independent seats at the same time, that is, the entire row of movable linked seats, to ensure that the new passenger can easily sit in the left independent seat. At this time, the linked seat is determined as the first seat to be adjusted.

[0095] If all other seats and independent seats are vacant, it means that there are no passengers sitting in the left independent seat and the right independent seat. At this time, if the linked seat is not moved, if the user wants to enter the vehicle from the left side, he will not be able to get on the vehicle because the distance between the driver's seat and the left independent seat is too small, which is not conducive to the passengers in the linked seat position getting on the vehicle. Therefore, it is necessary to move the left independent seat and the right independent seat at the same time, that is, move the entire row of linked seats, to ensure that passengers can easily sit in the linked seats. At this time, the linked seat is determined as the first seat to be adjusted.

[0096] If the independent seat is a passenger seat and the other seats are vacant, the independent seat is designated as the second seat to be adjusted. This indicates that a passenger is currently occupying the left independent seat, but not the right. The only possibility for a new passenger is from the right. Since there is only one passenger, communication is unnecessary; simply moving the left independent seat will avoid a collision. Therefore, the independent seat is designated as the second seat to be adjusted. This selection of the seat to be adjusted ensures comfort after seat adjustment.

[0097] After determining the seat to be adjusted in the linked seat according to the seating state, it is necessary to further determine the first leg rest state of the seat to be adjusted, and determine the avoidance action of the seat to be adjusted according to the adjustment type and / or the first leg rest state.

[0098] For vehicles with three-row seat layout, Figure 3b Take the seat arrangement shown as an example. If the target seat is the middle row seat and the target seat moves forward, the corresponding linked seats are the driver's seat and the front passenger seat. Since the middle row seat is an integrated seat, the driver's seat and the front passenger seat need to be moved simultaneously during the linked movement. At this time, there are no other seats. At this time, as long as there is a passenger seat between the driver's seat and the front passenger seat, the linked seat can be determined as the passenger seat; only when the driver's seat and the front passenger seat are both idle, the linked seat is determined to be idle. At this time, the split driver's seat and the front passenger seat can be regarded as an integrated seat. If the riding state of the linked seat is idle, regardless of the adjustment type, whether it is fore-and-aft adjustment or seat back rotation adjustment, the linked seat will be moved in the direction away from the target seat. The moving distance is the maximum moving distance to ensure that there is no collision.

[0099] At the same time, in order to avoid the footrest from affecting passengers sitting on the linked seat, the status of the leg rest of the linked seat is further determined. If the leg rest is in the retracted state, it means that there is no obstacle affecting the passenger's getting on and off the linked seat, and no additional control of the leg rest is required. The avoidance action at this time includes moving the leg rest away from the target seat by the preset maximum movement distance. If the leg rest is in the extended state, it means that the extended leg rest will affect the passenger getting on and off the linked seat, so it is necessary to additionally control the linked seat to retract the leg rest (assuming it has an automatic leg rest retraction function). The avoidance action at this time includes moving the leg rest away from the target seat by the preset maximum movement distance and retracting the leg rest.

[0100] If the adjustment type is fore-aft adjustment, at this time, regardless of whether there are passengers on the linked seat, the linked seat will be moved in the direction away from the target seat, and the moving distance is the maximum moving distance, to ensure that no collision occurs to the greatest extent. At the same time, in order to avoid the influence of the footrest on the passengers sitting on the linked seat, the leg rest status of the linked seat is further determined. If the leg rest status is the leg rest retracted status, it means that there is no obstacle affecting the passengers getting on and off the linked seat, and no additional control of the leg rest is required. The avoidance action at this time includes moving the preset maximum moving distance away from the target seat. If the leg rest status is the leg rest extended status, it means that the extended leg rest will affect the passengers getting on and off the linked seat, so at this time it is necessary to additionally control the linked seat to retract the leg rest (assuming that the leg rest has an automatic retraction function). The avoidance action at this time includes moving the preset maximum moving distance away from the target seat and retracting the leg rest.

[0101] If the riding status is passenger-carrying and the adjustment type is seatback rotation adjustment, the real-time rotation angle of the target seat and the passenger's posture are determined. If the passenger's posture is leaning back, indicating that the passenger's torso is relatively close to the target seat, synchronous rotation of the linked seat's backrest may not avoid a collision. In this case, the linked seat is moved away from the target seat to adjust the distance between the passenger and the target seat's backrest to avoid a collision. The avoidance action at this time includes moving away from the target seat by a preset maximum movement distance. If the passenger's posture is not leaning back, indicating that the passenger's torso is relatively far from the target seat's backrest, synchronous rotation of the linked seat's backrest can avoid a collision between the linked seat's backrest and the passenger in the target seat. The avoidance action at this time includes rotating the real-time rotation angle in the adjustment direction.

[0102] If the target seat is moving rearward, and the associated linked seat is an integrated rear seat, the entire row of linked seats must be moved or rotated. The specific avoidance action is determined by the target seat's adjustment type and the occupant status of the linked seat. Different adjustment types correspond to different adjustment actions, and the occupant status further influences the adjustment action. Therefore, an avoidance action that considers both the adjustment type and the occupant status can avoid collisions while ensuring passenger comfort.

[0103] Furthermore, if the riding state of the linked seat is idle, regardless of whether the adjustment type is fore-aft adjustment or seat back rotation adjustment, the linked seat will be moved in the direction away from the target seat, and the moving distance will be the maximum moving distance, to ensure that no collision occurs to the greatest extent. At the same time, in order to avoid the influence of the footrest on the passenger riding the linked seat, the leg rest state of the linked seat is further determined. If the leg rest state is in the leg rest retracted state, it means that there is no obstacle affecting the passenger getting on and off the linked seat, and no additional control of the leg rest is required. The avoidance action at this time includes moving the preset maximum moving distance away from the target seat. If the leg rest state is in the leg rest extended state, it means that the extended leg rest will affect the passenger getting on and off the linked seat, so at this time it is additionally necessary to control the linked seat to retract the leg rest (assuming that the leg rest has an automatic retraction function). The avoidance action at this time includes moving the preset maximum moving distance away from the target seat and retracting the leg rest.

[0104] If the adjustment type is fore-aft adjustment, at this time, regardless of whether there are passengers on the linked seat, the linked seat will be moved in the direction away from the target seat, and the moving distance is the maximum moving distance, to ensure that no collision occurs to the greatest extent. At the same time, in order to avoid the influence of the footrest on the passengers sitting on the linked seat, the leg rest status of the linked seat is further determined. If the leg rest status is the leg rest retracted status, it means that there is no obstacle affecting the passengers getting on and off the linked seat, and no additional control of the leg rest is required. The avoidance action at this time includes moving the preset maximum moving distance away from the target seat. If the leg rest status is the leg rest extended status, it means that the extended leg rest will affect the passengers getting on and off the linked seat, so at this time it is necessary to additionally control the linked seat to retract the leg rest (assuming that the leg rest has an automatic retraction function). The avoidance action at this time includes moving the preset maximum moving distance away from the target seat and retracting the leg rest.

[0105] If the occupancy status is passenger-carrying and the adjustment type is seatback rotation adjustment, the real-time rotation angle of the target seat and the passenger's posture are determined. If the passenger's posture is leaning back, indicating that the passenger's torso is currently far from the target seat's back, synchronous rotation of the linked seat's back can prevent a collision between the target seat's back and the passenger. In this case, the avoidance action includes rotating the real-time rotation angle in the adjustment direction. If the passenger's posture is not leaning back, indicating that the passenger's torso is currently close to the target seat's back, synchronous rotation of the linked seat's back may not be able to avoid a collision. In this case, the linked seat is moved away from the target seat to increase the distance between the passenger and the target seat's back to avoid a collision. In this case, the avoidance action includes moving away from the target seat by a preset maximum movement distance.

[0106] In some embodiments, as Figure 5 As shown, determining the avoidance action of the seat to be adjusted according to the adjustment type and / or the first leg rest state includes:

[0107] Step 501: In response to the seat to be adjusted being the first seat to be adjusted and the first leg rest state being the leg rest retracted state, the avoidance action includes moving a preset maximum movement distance in the adjustment direction.

[0108] During specific implementation, when the seat to be adjusted is the first seat to be adjusted and the first leg rest is in the leg rest retracted state, in order to ensure the neatness of the split-type linkage seat, regardless of the adjustment type of the target seat, the first seat to be adjusted is directly moved away from the target seat by the maximum moving distance to avoid collisions to the greatest extent possible. When there are vacant seats, sufficient space for new passengers to get on the bus is reserved to improve comfort.

[0109] Step 502: In response to the seat to be adjusted being the first seat to be adjusted and the first leg rest state being the leg rest extended state, the avoidance action includes moving a preset maximum movement distance in the adjustment direction and retracting the leg rest.

[0110] In specific implementation, when the seat to be adjusted is the first seat to be adjusted and the first leg rest is in the extended state, in order to ensure the neatness of the split-type linked seats, regardless of the adjustment type of the target seat, the first seat to be adjusted is directly moved away from the target seat by the maximum movement distance to minimize the occurrence of collisions. Since the leg rest is in the extended state, the extended leg rest will affect the passengers getting on and off the linked seat, so at this time it is additionally necessary to control the linked seat to retract the leg rest (assuming it has an automatic leg rest retraction function). The avoidance action at this time includes moving away from the target seat by the preset maximum movement distance and retracting the leg rest. When there is an empty seat, sufficient space for new passengers to get on the bus is reserved, thereby improving comfort.

[0111] Step 503: In response to the seat to be adjusted being the second seat to be adjusted and the adjustment type being seat back rotation adjustment, determine the real-time rotation angle of the target seat and the passenger posture.

[0112] During specific implementation, if the seat to be adjusted is the second seat to be adjusted, it means that only one independent seat in the linked seats needs to be controlled for avoidance, and the adjustment type is seat back rotation adjustment. The leg rest will hardly cause a collision. At this time, there is no need to consider the influence of the leg rest. The real-time rotation angle of the target seat and the passenger posture are directly determined to customize the avoidance action according to the passenger's posture, thereby improving comfort and safety.

[0113] Step 504: In response to the passenger posture being that the passenger is leaning back on the seat, the avoidance action includes rotating the real-time rotation angle in the adjustment direction.

[0114] Step 505: In response to the passenger posture being that the passenger is not leaning back against the seat, the avoidance action includes moving in a direction away from the target seat by a preset maximum movement distance.

[0115] In specific implementation, if the passenger's posture is that of a passenger leaning back against the seat, indicating that the passenger's body is currently far from the back of the target seat, synchronous rotation of the linked seat's back can prevent a collision between the target seat's back and the passenger. In this case, the avoidance action includes rotating the seat in the adjusted direction by a real-time rotation angle. If the passenger's posture is that of a passenger not leaning back against the seat, indicating that the passenger's body is currently close to the back of the target seat, synchronous rotation of the linked seat's back may not be able to prevent a collision. In this case, the distance between the passenger and the back of the target seat is increased by moving the linked seat away from the target seat to avoid a collision. In this case, the avoidance action includes moving the seat away from the target seat by a preset maximum movement distance.

[0116] Step 506 : In response to the seat to be adjusted being the second seat to be adjusted, and the adjustment type being fore-aft adjustment, determining the real-time movement distance of the target seat.

[0117] Step 507: In response to the first leg rest state being the leg rest retracted state, the avoidance action includes moving the real-time moving distance in a direction away from the target seat.

[0118] Step 508: In response to the first leg rest state being the leg rest deployed state, the avoidance action includes moving the real-time moving distance in a direction away from the target seat and retracting the leg rest.

[0119] In specific implementation, if the seat to be adjusted is the second seat to be adjusted, and the adjustment type is fore-aft, it means that only a single independent seat needs to be moved. Independent seats are lighter. Regardless of whether the target seat is an independent seat or an integrated seat, the independent seat can achieve low-latency or zero-latency synchronous adjustment. Therefore, the avoidance action at this time includes moving the real-time distance away from the target seat. At the same time, to avoid the influence of the leg rest, when the first leg rest is in the extended state, the action of retracting the leg rest is added to the avoidance action, ensuring safety while improving comfort and intelligence, thereby enhancing the user experience.

[0120] In some embodiments, as Figure 6 As shown, judging whether the target seat meets the avoidance activation conditions includes:

[0121] Step 601: In response to the adjustment type being fore-aft adjustment, determine the real-time spacing distance between the target seat and the linked seat.

[0122] Step 602: In response to the real-time separation distance being greater than or equal to a preset separation threshold, determining that an avoidance activation condition is satisfied.

[0123] During specific implementation, if the adjustment type is front and rear adjustment, determine the real-time interval distance between the target seat and the linked seat. Because the movement of the target seat over a short distance may not cause a collision, in order to avoid excessive control and avoid triggering avoidance control due to slight seat movement, select to activate avoidance control when the real-time interval distance is greater than or equal to the preset interval threshold. When the real-time interval distance is greater than or equal to the preset interval threshold, it is determined that the avoidance activation condition is met.

[0124] Step 603: In response to the adjustment type being seat back rotation adjustment, determine the real-time angle of the target seat back and the current angle of the linkage seat back.

[0125] Step 604: In response to the real-time angle being greater than the current angle, and the real-time angle difference between the real-time angle and the current angle being greater than or equal to a preset angle threshold, it is determined that the avoidance activation condition is satisfied.

[0126] During specific implementation, if the adjustment type is seat back rotation adjustment, while considering the real-time angle of the target seat back, it is also necessary to consider whether the linked seat has rotated the back, so the current angle of the linked seat back needs to be determined. Only when the real-time angle is greater than the current angle, the back of the target seat and the back of the linked seat compress the user's riding controls, which will affect the user's riding. Therefore, there is a need for avoidance control at this time. However, in order to avoid excessive control caused by a small rotation of the seat back, the avoidance control is only activated when the real-time angle difference between the real-time angle and the current angle is greater than or equal to the preset angle threshold. Then, when the real-time angle is greater than the current angle and the real-time angle difference between the real-time angle and the current angle is greater than or equal to the preset angle threshold, it is determined that the avoidance activation conditions are met, and the avoidance control is turned on to avoid collision wind direction.

[0127] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and performed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0128] It should be noted that the above description is limited to some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0129] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a linkage avoidance control device for a seat.

[0130] refer to Figure 7 The seat linkage avoidance control device comprises:

[0131] The linkage seat determination module 10 is configured to: in response to detecting a seat adjustment action, determine a target seat corresponding to the seat adjustment action, and determine a linkage seat corresponding to the target seat;

[0132] The avoidance condition judgment module 20 is configured to: determine the seating state and seat layout of the linked seat in response to the adjustment type and adjustment direction of the target seat satisfying the linked avoidance condition of the linked seat;

[0133] The avoidance action execution module 30 is configured to determine the avoidance action of the linked seats according to the seating state and the seat layout, and when the target seat meets the avoidance activation condition, synchronously move the linked seats according to the avoidance action.

[0134] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0135] The device of the above embodiment is used to implement the linkage avoidance control method of the corresponding seat in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0136] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the linkage avoidance control method of the seat described in any of the above embodiments is implemented.

[0137] Figure 8 10 is a schematic diagram showing a more specific hardware structure of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0138] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0139] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0140] The input / output interface 1030 is used to connect input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0141] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (such as USB, network cable, etc.) or a wireless method (such as mobile network, WiFi, Bluetooth, etc.).

[0142] The bus 1050 comprises a path for transmitting information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0143] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figures.

[0144] The electronic device of the above embodiment is used to implement the linkage avoidance control method of the corresponding seat in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0145] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable the computer to execute the linkage avoidance control method of the seat as described in any of the above embodiments.

[0146] The computer-readable media of this embodiment include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0147] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the linkage avoidance control method of the seat as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0148] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the linkage avoidance control device of the electronic device or seat of the above-mentioned embodiment, and the linkage avoidance control method of the seat described in any of the above embodiments is executed through the linkage avoidance control device of the electronic device or seat of the above-mentioned embodiment, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0149] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0150] For example, in response to a user's active request, a prompt message is sent to the user to clearly inform the user that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose whether to provide personal information to the electronic device, application, server, storage medium, or other software or hardware that performs the operation of the disclosed technical solution based on the prompt message.

[0151] As an optional but non-limiting implementation, in response to a user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. Furthermore, the pop-up window may also contain a selection control for the user to select "agree" or "disagree" to provide personal information to the electronic device.

[0152] It is understandable that the above notification and user authorization process are merely illustrative and do not limit the implementation of the present disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0153] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0154] In addition, for simplicity of description and discussion, and in order not to make the embodiment of the application difficult to understand, the known power supply / ground connection with integrated circuit (IC) chip and other components may or may not be shown in the accompanying drawings provided. In addition, the device can be shown in the form of a block diagram to avoid making the embodiment of the application difficult to understand, and this also takes into account the following fact, that is, the details of the embodiment of these block diagram devices are highly dependent on the platform to be implemented in the embodiment of the application (that is, these details should be fully within the scope of understanding of those skilled in the art). When specific details (for example, circuit) are set forth to describe exemplary embodiments of the application, it will be apparent to those skilled in the art that the embodiment of the application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0155] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the embodiments discussed.

[0156] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. A method for controlling a seat's linkage avoidance, characterized in that: include: In response to detecting a seat adjustment action, determining a target seat corresponding to the seat adjustment action, and determining a linked seat corresponding to the target seat; In response to the adjustment type and adjustment direction of the target seat satisfying the linkage avoidance condition of the linkage seat, determining the seating state and seat layout of the linkage seat; An avoidance action of the linked seat is determined according to the seating state and the seat layout, and when the target seat meets an avoidance activation condition, the linked seat is synchronously moved according to the avoidance action.

2. The seat linkage avoidance control method according to claim 1, characterized in that: The determining of the linked seat corresponding to the target seat includes: In response to the target seat being a front seat, determining a seat located behind the target seat as the linked seat; or, In response to the target seat being a rear seat, determining a seat located in front of the target seat as the linked seat; or, In response to the target seat being a middle row seat, a seat located in front of or behind the middle row seat is determined as the linked seat.

3. The seat linkage avoidance control method according to claim 1, characterized in that: Determining whether the adjustment type and adjustment direction of the target seat meet the linkage avoidance condition of the linkage seat includes: In response to the adjustment type being height adjustment, determining that the linked avoidance condition is not satisfied; In response to the adjustment type being fore-aft adjustment and the adjustment direction being a first direction approaching the linkage seat, determining that the linkage avoidance condition is satisfied; In response to the adjustment type being fore-aft adjustment and the adjustment direction being a second direction away from the linked seat, determining that the linked avoidance condition is not satisfied; In response to the adjustment type being seat back rotation adjustment and the adjustment direction being a first rotation direction close to the linked seat, determining that the linked avoidance condition is satisfied; In response to the adjustment type being seat back rotation adjustment and the adjustment direction being a second rotation direction away from the linked seat, it is determined that the linked avoidance condition is not satisfied.

4. The seat linkage avoidance control method according to claim 1, characterized in that: The step of determining the avoidance action of the linked seats according to the seating state and the seat layout includes: In response to the seat layout being an integrated layout, determining the avoidance action of the linked seat according to the adjustment type and the seating state; In response to the seat layout being a split layout, the seat to be adjusted is determined in the linked seat according to the seating state, the first leg rest state of the seat to be adjusted is determined, and the avoidance action of the seat to be adjusted is determined according to the adjustment type and / or the first leg rest state.

5. The seat linkage avoidance control method according to claim 4, characterized in that: Determining the avoidance action of the linked seat according to the adjustment type and the seating state includes: In response to the seating state being an idle state, or the adjustment type being fore-aft adjustment, determining a second leg rest state of the linked seat; In response to the second leg rest state being the leg rest retracted state, the avoidance action includes moving a preset maximum movement distance in a direction away from the target seat; In response to the second leg rest state being the leg rest extended state, the avoidance action includes moving the leg rest away from the target seat by a preset maximum movement distance and retracting the leg rest; In response to the seating state being a passenger-carrying state and the adjustment type being seatback rotation adjustment, determining a real-time rotation angle of the target seat and a passenger posture; In response to the passenger posture being the passenger leaning back against the seat, the avoidance action includes rotating the real-time rotation angle in the adjustment direction; In response to the passenger posture being that the passenger is not leaning back against the seat, the avoidance action includes moving a preset maximum movement distance in a direction away from the target seat.

6. The seat linkage avoidance control method according to claim 4, characterized in that: The seats to be adjusted include a first seat to be adjusted and a second seat to be adjusted; Determining a seat to be adjusted in the linked seat according to the seating state includes: determining, among the linked seats, an independent seat located behind the target seat and other seats among the linked seats except the independent seat; In response to the independent seat being a passenger seat, or the other seat and the independent seat being vacant seats, determining the linked seat as the first seat to be adjusted; In response to the independent seat being a passenger seat and the other seats being vacant seats, the independent seat is determined as the second seat to be adjusted.

7. The seat linkage avoidance control method according to claim 6, characterized in that: The step of determining the avoidance action of the seat to be adjusted according to the adjustment type and / or the first leg rest state includes: In response to the seat to be adjusted being the first seat to be adjusted and the first leg rest state being the leg rest retracted state, the avoidance action comprises moving a preset maximum movement distance in a direction away from the target seat; In response to the seat to be adjusted being the first seat to be adjusted and the first leg rest being in the extended state, the avoidance action includes moving the seat away from the target seat by a preset maximum movement distance and retracting the leg rest; In response to the seat to be adjusted being the second seat to be adjusted and the adjustment type being the seatback rotation adjustment, determining a real-time rotation angle of the target seat and a passenger posture; In response to the passenger posture being the passenger leaning back against the seat, the avoidance action includes rotating the real-time rotation angle in the adjustment direction; In response to the passenger posture being that the passenger is not leaning back against the seat, the avoidance action includes moving a preset maximum movement distance in a direction away from the target seat; In response to the seat to be adjusted being the second seat to be adjusted and the adjustment type being fore-aft adjustment, determining a real-time movement distance of the target seat; In response to the first leg rest state being the leg rest retracted state, the avoidance action includes moving the real-time moving distance in a direction away from the target seat; In response to the first leg rest state being the leg rest extended state, the avoidance action includes moving the leg rest in a direction away from the target seat by the real-time moving distance and retracting the leg rest.

8. The seat linkage avoidance control method according to claim 1, characterized in that: Determining whether the target seat meets the avoidance activation condition includes: In response to the adjustment type being fore-aft adjustment, determining a real-time separation distance between the target seat and the linked seat; In response to the real-time separation distance being greater than or equal to a preset separation threshold, determining that the avoidance activation condition is satisfied; In response to the adjustment type being a seatback rotation adjustment, determining a real-time angle of the target seatback and a current angle of the linked seatback; In response to the real-time angle being greater than the current angle, and a real-time angle difference between the real-time angle and the current angle being greater than or equal to a preset angle threshold, it is determined that the avoidance activation condition is satisfied.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the method according to any one of claims 1 to 8 is implemented.

10. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 8.

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