Control method and device of vehicle seat, vehicle, and storage medium

Abstract

The embodiment of the application discloses a control method and device of a vehicle seat, a vehicle and a storage medium, which are applied to a seat controller, the seat controller is used for adjusting position parameters of at least one group of seats, each group of seats comprises front seats and rear seats corresponding to the front seats, and the method comprises the following steps: obtaining position parameters of a second target seat before controlling a first target seat to perform angle adjustment, the first target seat is a front seat or a rear seat in the at least one group of seats, and the second target seat is another row of seat except the first target seat in the at least one group of seats, the position parameters of the seat comprise a backrest angle or a leg support angle; determining a target adjustment range of the position parameters of the first target seat based on the position parameters of the second target seat; and adjusting the position parameters of the first target seat in the target adjustment range. The applicability and safety of seat adjustment are improved.

Description

Technical Field

[0001] This application relates to vehicle control technology, including but not limited to a method and device for controlling a vehicle seat, a vehicle, and a storage medium. Background Technology

[0002] In order to ensure user comfort, seats are usually set in different modes. For example, the zero-gravity mode can be activated to adjust the seat position parameters, such as the backrest angle and leg rest angle, so that the user can sit at a more comfortable angle.

[0003] In related technologies, if there are people in the rear seats, in order to prevent the front seats from colliding with the rear users after the zero-gravity mode is activated, the zero-gravity mode is usually set to not be activated, thus making it impossible to adjust the angle in the zero-gravity mode. Summary of the Invention

[0004] In view of this, the vehicle seat control method and device, vehicle, and storage medium provided in the embodiments of this application are implemented as follows:

[0005] In one aspect of this application, a method for controlling a vehicle seat is provided, applied to a seat controller, the seat controller being used to adjust at least one set of seat position parameters, each set of seats including front seats and corresponding rear seats, the method comprising:

[0006] Before controlling the first target seat to adjust its angle, the position parameters of the second target seat are obtained. The first target seat is either the front seat or the rear seat in at least one group of seats. The second target seat is another row of seats in at least one group of seats other than the first target seat. The position parameters of the seat include: backrest angle or leg rest angle.

[0007] Determine the target adjustment range of the position parameters of the first target seat based on the position parameters of the second target seat;

[0008] Adjust the position parameters of the first target seat within the target adjustment range.

[0009] Another aspect of this application embodiment provides a vehicle seat control method, applied to a seat controller, the seat controller being used to adjust the position parameters of a target seat, the method comprising:

[0010] When a seat adjustment trigger signal is received, the motor is driven by a drive signal with progressively increasing duty cycle within the first preset time period T1, so that the movement speed of the target seat accelerates from 0 to the target speed Vt.

[0011] After reaching the target speed Vt, the motor is driven by a constant duty cycle drive signal, so that the target seat adjusts its position parameters at a constant speed of the target speed Vt.

[0012] When the seat adjustment is completed, the motor is driven by a drive signal with a progressively decreasing duty cycle during the second preset time period T2, so that the movement speed of the target seat is reduced from the target speed Vt to 0.

[0013] Another aspect of this application embodiment also provides a vehicle seat control device, applied to a seat controller, the seat controller being used to adjust at least one set of seat position parameters, each set of seats including front seats and rear seats corresponding to the front seats, the device including: an acquisition module, a determination module and an adjustment module;

[0014] The acquisition module is used to acquire the position parameters of the second target seat before controlling the first target seat to adjust its angle. The first target seat is either the front seat or the rear seat in at least one group of seats, and the second target seat is another row of seats in at least one group of seats other than the first target seat. The position parameters of the seat include: backrest angle or leg rest angle.

[0015] The determination module is used to determine the target adjustment range of the position parameters of the first target seat based on the position parameters of the second target seat;

[0016] The adjustment module is used to adjust the position parameters of the first target seat within the target adjustment range.

[0017] In another aspect of this application embodiment, a vehicle seat control device is also provided, applied to a seat controller, which is used to adjust the position parameters of a target seat. The device includes: an acceleration module, a constant speed module, and a deceleration module.

[0018] The acceleration module is used to drive the motor with a drive signal that increases segment by segment according to the duty cycle within the first preset time period T1 when a seat adjustment trigger signal is received, so that the movement speed of the target seat accelerates from 0 to the target speed Vt.

[0019] The constant speed module is used to drive the motor with a constant duty cycle drive signal after the target speed Vt is reached, so that the target seat adjusts its position parameters at a constant speed of the target speed Vt.

[0020] The deceleration module is used to drive the motor with a drive signal that decreases segment by segment according to the duty cycle during the second preset time period T2 when the seat adjustment end signal is received, so that the movement speed of the target seat is reduced from the target speed Vt to 0.

[0021] The computer device provided in this application includes a memory and a processor. The memory stores a computer program that can run on the processor, and the processor executes the program to implement the method of this application.

[0022] The computer-readable storage medium provided in this application embodiment stores a computer program thereon, which, when executed by a processor, implements the method provided in this application embodiment.

[0023] The vehicle seat control method, device, vehicle, and storage medium provided in this application embodiment can obtain the position parameters of a second target seat before controlling the angle adjustment of the first target seat. The first target seat is a front seat or a rear seat in at least one group of seats, and the second target seat is another row of seats in at least one group of seats other than the first target seat. The position parameters of the seats include: backrest angle or leg rest angle. A target adjustment range for the position parameters of the first target seat is determined based on the position parameters of the second target seat. The position parameters of the first target seat are adjusted within the target adjustment range. By determining the position parameters of the second target seat, the target adjustment range of the angle of the first target seat can be determined. This allows for the adjustment of the position parameters of the first target seat within the target adjustment range during the angle adjustment in zero-gravity mode. This balances the activation of the zero-gravity mode of the first target seat with preventing the first target seat from colliding with the user on the second target seat during angle adjustment, improving the applicability and safety of seat adjustment. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the structure of the seat controller provided in the embodiments of this application;

[0026] Figure 2 This is a flowchart illustrating the vehicle seat control method provided in the embodiments of this application;

[0027] Figure 3 This is another structural schematic diagram of the seat controller provided in the embodiments of this application;

[0028] Figure 4 This is a schematic diagram illustrating the change in leg rest angle of the vehicle seat provided in the embodiments of this application;

[0029] Figure 5 This is a schematic diagram illustrating the change in the backrest angle of the vehicle seat provided in the embodiments of this application;

[0030] Figure 6 This is a schematic diagram illustrating the adjustment range of the vehicle seat position parameters provided in the embodiments of this application;

[0031] Figure 7 This is a schematic diagram of the vehicle seat anti-pinch process provided in the embodiments of this application;

[0032] Figure 8 This is another structural schematic diagram of the seat controller provided in the embodiments of this application;

[0033] Figure 9 This is a schematic diagram of the current signal and Hall signal of the seat controller provided in the embodiments of this application;

[0034] Figure 10 This is a schematic diagram of the process for adjusting the angle of a vehicle seat provided in the embodiments of this application;

[0035] Figure 11 This is a schematic diagram illustrating the change in the motor duty cycle of the vehicle seat provided in the embodiments of this application;

[0036] Figure 12 This is a schematic diagram of the current change of the seat controller provided in the embodiments of this application;

[0037] Figure 13 This is another schematic diagram of current change of the seat controller provided in the embodiments of this application;

[0038] Figure 14 This is another flowchart illustrating the vehicle seat control method provided in the embodiments of this application;

[0039] Figure 15 This is a schematic diagram of the structure of the vehicle seat control device provided in the embodiments of this application;

[0040] Figure 16 This is another structural schematic diagram of the vehicle seat control device provided in the embodiments of this application;

[0041] Figure 17 This is a schematic diagram of the vehicle structure provided in the embodiments of this application. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0043] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0044] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0045] It should be noted that the terms "first, second, third" used in the embodiments of this application are used to distinguish similar or different objects and do not represent a specific order of objects. It can be understood that "first, second, third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0046] In order to meet the needs of different users, the seats in vehicles usually need to be equipped with corresponding seat adjustment capabilities. For example, the angle of the seat back can be adjusted forward or backward, and the angle and length of the seat leg rest can be adjusted forward or backward. During this adjustment, the user can manually adjust the seat through the mechanical structure or automatically adjust it through electronic controls.

[0047] It should be noted that in the automatic adjustment scenario, the position parameters of the seats in the vehicle can be adjusted by turning on "zero gravity mode" and other methods. In "zero gravity mode", the angle of the seat back and leg rest is larger, which may affect other users in the front or rear seats.

[0048] If there are people in the back seats, in order to prevent the front seats from colliding with the rear passengers after the zero gravity mode is turned on, the zero gravity mode is usually set to not be turned on. In this case, the automatic adjustment of the seat angle in the zero gravity mode cannot be achieved.

[0049] To avoid the above situation and to balance user safety with the automatic adjustment function of the seat, this application provides a vehicle seat control method. The seat controller that implements the vehicle seat control method in this application is explained below.

[0050] Figure 1 This is a schematic diagram of the structure of the seat controller provided in the embodiments of this application. Please refer to... Figure 1 The seat controller 110 is used to adjust the position parameters of at least one set of seats, each set of seats including front seats and rear seats corresponding to the front seats.

[0051] It should be noted that one seat controller 110 can control one or more groups of seats. In actual real-time operation, if it is a two-row seat vehicle, the driver's seat and the seat behind the driver can be one group of seats, and the front passenger seat and the seat behind the front passenger can be one group of seats. If it is a three-row or more seat vehicle, the driver's seat and the first row of seats behind the driver can be one group of seats, and the first row of seats behind the driver and the second row of seats behind the driver can also be one group of seats.

[0052] In one embodiment, a seat controller 110 can control one or more groups of seats. No specific limitation is made here. The number of seats can be set according to the actual number of seats in the vehicle. In this embodiment, one seat controller 110 controls one group of seats. For a two-row, four-seat vehicle, two seat controllers 110 can be set to control two groups of seats respectively.

[0053] Optionally, in this scenario, a seat controller 110 may be included, as well as a front seat drive module 120 and a rear seat drive module 130 that are connected to the seat controller 110 for control.

[0054] The front seat drive module 120 and the rear seat drive module 130 can control the angle adjustment of the front seat or the rear seat through the corresponding drive motor. The drive motor can be, for example, a DC brushed motor, and the angle adjustment can be the seat back angle adjustment and the seat leg rest angle adjustment.

[0055] The seat controller 110 can send corresponding control signals to the front seat drive module 120 to adjust the angle of the front seats, and the seat controller 110 can send corresponding control signals to the rear seat drive module 130 to adjust the angle of the rear seats.

[0056] The following explanation, based on the above structure, details the implementation process of the vehicle seat control method provided in the embodiments of this application.

[0057] Figure 2 This is a flowchart illustrating the vehicle seat control method provided in this application embodiment. Please refer to... Figure 2 The method includes:

[0058] S210: Before controlling the first target seat to adjust its angle, obtain the position parameters of the second target seat.

[0059] Optionally, the subject executing this method can be the aforementioned seat controller.

[0060] This can be done before adjusting the angle of the first target seat, for example, when zero-gravity mode is activated, or before the user needs to actively adjust the angle of the first target seat.

[0061] Optionally, the first target seat is either the front or rear seat in at least one group of seats, and the second target seat is another row of seats in at least one group of seats other than the first target seat.

[0062] For example: if the first target seat is the front seat, then the second target seat is the rear seat; if the first target seat is the rear seat, then the second target seat is the front seat.

[0063] Optionally, the seat position parameters include: backrest angle or leg rest angle.

[0064] It should be noted that for each seat, the backrest angle and leg rest angle will change during the angle adjustment process. The position parameters of the second target seat can be either the backrest angle or the leg rest angle, without any specific restrictions.

[0065] In one embodiment, the backrest angle refers to the angle between the current position of the backrest and the vertical position of the backrest. That is, for a seat, the greater the angle at which the backrest opens backward, the greater the backrest angle. The leg rest angle refers to the angle between the current position of the leg rest and the vertical position of the leg rest. That is, for a seat, the greater the angle at which the leg rest extends forward, the greater the leg rest angle.

[0066] It should be noted that for the same seat, the length of the leg rest will change accordingly when the leg rest angle changes. For example, the larger the leg rest angle, the longer the leg rest; the smaller the leg rest angle, the shorter the leg rest.

[0067] In one embodiment, if the first target seat is a front seat, the position parameter of the second target seat can be the leg rest angle of the rear seat; if the first target seat is a rear seat, the position parameter of the second target seat can be the backrest angle of the front seat.

[0068] S220: Determine the target adjustment range of the position parameters of the first target seat based on the position parameters of the second target seat.

[0069] Optionally, the adjustment range of the position parameters of the first target seat can be determined based on the position parameters of the second target seat. For example, the target adjustment range of the leg support angle of the rear seat can be determined based on the backrest angle of the front seat, or the target adjustment range of the backrest angle of the front seat can be determined based on the backrest angle of the rear seat.

[0070] It should be noted that for the same seat, the adjustment range of the backrest angle and the adjustment range of the leg rest angle can be related adjustment ranges, or they can be two independent adjustment ranges.

[0071] For example: If the adjustment range is related, for the rear seats, the adjustment range of the leg support angle of the rear seats can be determined based on the backrest angle of the front seats. The adjustment range of the leg support angle of the rear seats and the adjustment range of the backrest angle of the rear seats can be related adjustment ranges. After determining the adjustment range of the leg support angle of the rear seats, the adjustment range of the backrest angle of the rear seats can be determined accordingly.

[0072] If the two adjustment ranges are independent of each other, for the rear seats, the adjustment range of the leg support angle of the rear seats can be determined based on the backrest angle of the front seats, while the adjustment range of the backrest angle of the rear seats can be a preset adjustment range. Since the rear backrest and the front seats will not collide, the adjustment range of the rear backrest angle does not need to be modified and can be the normal adjustment range of zero gravity mode.

[0073] S230: Adjust the position parameters of the first target seat within the target adjustment range.

[0074] It should be noted that after determining the target adjustment range of the position parameters of the first target seat through the above steps, the position parameters of the first target seat can be adjusted within this target adjustment range. This adjustment process can be from the smallest angle to the largest angle, or from the largest angle to the smallest angle, or any adjustment within this range; no specific restrictions are imposed here.

[0075] In one embodiment, the position parameters of the first target seat may include the backrest angle and the leg rest angle. If the adjustment ranges of the two angles are related, the target adjustment ranges of the two angles can be obtained separately through the above step S220, so as to adjust within the corresponding range. If the adjustment ranges of the two angles are independent of each other, the adjustment range of one angle can be obtained through the above step S220, and the adjustment range of the other angle may be a preset adjustment range.

[0076] By adjusting the two angles of the first target seat, the vehicle seat can be controlled. During the angle adjustment within the target range, collisions between the front and rear seats and the user can be avoided while adjusting the seat angle.

[0077] The vehicle seat control method provided in this application embodiment can obtain the position parameters of a second target seat before controlling the angle adjustment of the first target seat. The first target seat is either a front seat or a rear seat in at least one group of seats, and the second target seat is another row of seats in at least one group of seats other than the first target seat. The position parameters of the seats include: backrest angle or leg rest angle. A target adjustment range for the position parameters of the first target seat is determined based on the position parameters of the second target seat. The position parameters of the first target seat are then adjusted within the target adjustment range. By determining the position parameters of the second target seat, the target adjustment range for the angle of the first target seat can be determined. This allows for the adjustment of the position parameters of the first target seat within the target adjustment range during the angle adjustment in zero-gravity mode. This balances the activation of the zero-gravity mode of the first target seat with preventing the first target seat from colliding with the user on the second target seat during angle adjustment, improving the applicability and safety of seat adjustment.

[0078] In one embodiment, determining the target adjustment range of the position parameters of the first target seat based on the position parameters of the second target seat includes:

[0079] Based on the adjustment range of the position parameters of the second target seat and the target mapping relationship, the target adjustment range of the position parameters of the first target seat is determined. The target mapping relationship includes the correspondence between the adjustment range of the position parameters of multiple second target seats and the adjustment range of the position parameters of multiple first target seats.

[0080] It should be noted that, in the process of determining the target adjustment range, the target adjustment range of the position parameters of the first target seat can be determined based on the target mapping relationship, wherein the target mapping relationship can be a mapping relationship of the adjustment range of the indicator angle.

[0081] In one embodiment, there is a mapping relationship between the adjustment range of the position parameters of the first target seat and the adjustment range of the position parameters of the second target seat. The smaller the upper limit of the adjustment range of the position parameters of the first target seat, the larger the upper limit of the adjustment range of the position parameters of the second target seat; correspondingly, the larger the upper limit of the adjustment range of the position parameters of the first target seat, the smaller the upper limit of the adjustment range of the position parameters of the second target seat.

[0082] For example: if the maximum angle adjustment range of the first target seat is 0-90°, and the maximum angle adjustment range of the second target seat is also 0-90°, then if the adjustment range of the position parameters of the first target seat is within the 0-30° range, the adjustment range of the position parameters of the second target seat can be within the 0-60° range; if the adjustment range of the position parameters of the first target seat is within the 0-45° range, the adjustment range of the position parameters of the second target seat can be within the 0-45° range; and if the adjustment range of the position parameters of the first target seat is within the 0-60° range, the adjustment range of the position parameters of the second target seat can be within the 0-30° range.

[0083] The vehicle seat control method provided in this application embodiment can determine the target adjustment range of the position parameters of the first target seat based on the adjustment range of the position parameters of the second target seat and the target mapping relationship. The target mapping relationship includes the correspondence between the adjustment ranges of the position parameters of multiple second target seats and the adjustment ranges of the position parameters of multiple first target seats. This target mapping relationship allows for a faster and more accurate determination of the target adjustment range of the position parameters of the first target seat.

[0084] To more clearly explain the specific explanation of the vehicle seat control method provided in the embodiments of this application, one feasible structure of the seat controller provided in the embodiments of this application will be explained below.

[0085] Figure 3 This is another structural schematic diagram of the seat controller provided in the embodiments of this application. Please refer to... Figure 3 In this scenario, each seat can be equipped with a safety reminder device 310, to... Figure 1 Taking the structure shown as an example, the rear seats can be equipped with a safety reminder device 310. Figure 3 The image only shows the safety reminder device 310 on the rear seats. In actual implementation, the same safety reminder device 310 can also be installed on the front seats.

[0086] These safety alert devices 310 can be connected to the seat controller 110 and can send safety alert signals to the seat controller.

[0087] When a user is in the seat, the safety reminder device 310 can send a safety reminder signal to the seat controller 110; when no user is in the seat, the safety reminder device 310 will not send a safety reminder signal to the seat controller, and the seat controller 110 can determine whether there is a user in the corresponding seat based on whether it receives a safety reminder signal.

[0088] In this embodiment of the application, before controlling the front seat to adjust its angle, the method further includes: determining whether there is a user in the rear seat; and if there is a user in the rear seat, obtaining the leg rest angle of the rear seat.

[0089] The presence of a user in the rear seat can be determined by whether the rear seat safety reminder device 310 sends a safety reminder signal.

[0090] It should be noted that if there are users in the rear seats, a collision may occur during the adjustment of the front seats. Therefore, it is necessary to obtain the position parameters of the rear seats to determine the adjustment range of the front seats.

[0091] In one embodiment, the position parameters of the rear seats can be obtained when there is a user in the rear seats, or the position parameters of the rear seats can be obtained whenever seat angle adjustment is required. No specific limitation is made here, and the settings can be made according to actual needs.

[0092] It should be noted that since the possible contact between the front and rear seats is mainly between the backrest of the front seat and the leg rest of the rear seat, the angle adjustment of the front and rear seats can be based on the angle of the backrest and the angle of the leg rest, respectively.

[0093] The following explains the variation in the leg rest angle of the vehicle seat provided in the embodiments of this application.

[0094] Figure 4 For a schematic diagram of the leg rest angle change of the vehicle seat provided in this application embodiment, please refer to... Figure 4 , Figure 4 The left side shows the seat with the leg rest angle at 0°, the middle side shows the seat with the leg rest angle at 30°, and the right side shows the seat with the leg rest angle at 60°.

[0095] The greater the angle of the leg rest on the seat, the longer the leg rest will be.

[0096] Figure 4 The chair shown includes three parts: a backrest, a seat cushion, and a leg rest. The angle of the leg rest can be the angle between its current position and its initial position when placed vertically. Figure 4 The three angle sizes are shown.

[0097] In one embodiment, obtaining the position parameters of the second target seat includes: when the first target seat is a rear seat and the second target seat is a front seat, obtaining the backrest angle of the second target seat; correspondingly, based on the adjustment range of the position parameters of the second target seat and the target mapping relationship, determining the target adjustment range of the position parameters of the first target seat includes: determining the target adjustment range of the leg rest angle of the first target seat based on the adjustment range of the backrest angle of the second target seat and the target mapping relationship, wherein the target mapping relationship specifically includes the correspondence between the adjustment range of the backrest angle of multiple front seats and the adjustment range of the leg rest angle of multiple rear seats.

[0098] It should be noted that when the first target seat is the rear seat and the second target seat is the front seat, the seat whose angle needs to be adjusted is the rear seat. During the rear seat angle adjustment process, the backrest angle of the front seat can be obtained, and then the adjustment range of the rear seat leg support angle can be determined based on the range of the front seat backrest angle.

[0099] The correspondence between these two adjustment ranges can be recorded using the target mapping relationship described above. The target mapping relationship can be represented as shown in Table 1:

[0100] Front seat back range Rear seat leg support range 0-30° 0-60° 0-45° 0-45° 0-60° 0-30°

[0101] Table 1

[0102] It should be noted that the adjustment range of the front seat backrest angle refers to the minimum range of the current backrest angle. For example, if the current backrest angle of the front seat is 15°, then the minimum range of the backrest angle is 0-30°. Correspondingly, the angle range of the rear seat leg rest can be determined to be 0-60°. If the current backrest angle of the front seat is 50°, then the minimum range of the backrest angle is 0-60°. Correspondingly, the angle range of the rear seat leg rest can be determined to be 0-30°.

[0103] In one embodiment, the mapping relationship shown in Table 1 is only one example. In actual implementation, it can be set according to actual needs and is not limited to the content shown in Table 1.

[0104] It should be noted that, Figure 4 The main focus is on the changes in the leg rest angle, so the changes in the backrest angle are not shown. In actual implementation, either the leg rest angle or the backrest angle can be adjusted, or both can be adjusted; no specific restrictions are imposed here.

[0105] In the vehicle seat control method provided in this application embodiment, when the first target seat is a rear seat and the second target seat is a front seat, the backrest angle of the second target seat can be obtained; based on the adjustment range of the backrest angle of the second target seat and the target mapping relationship, the target adjustment range of the leg rest angle of the first target seat can be determined. Specifically, the target adjustment range of the leg rest of the rear seat can be quickly and accurately determined using the adjustment range of the backrest angle of the front seat and the target mapping relationship.

[0106] The following explains the changes in the backrest angle of the vehicle seat provided in the embodiments of this application.

[0107] Figure 5 For a schematic diagram of the backrest angle change of the vehicle seat provided in the embodiments of this application, please refer to... Figure 5 , Figure 5 The left side shows the seat with the backrest angle at 0 degrees, the middle side shows the seat with the backrest angle at 30 degrees, and the right side shows the seat with the backrest angle at 60 degrees.

[0108] Figure 5 The chair shown includes three parts: a backrest, a seat cushion, and a leg rest. The angle of the backrest can be the angle between its current position and its initial position when it is vertically positioned. Figure 5 The three angle sizes are shown.

[0109] In one embodiment, obtaining the position parameters of the second target seat includes: when the first target seat is a front seat and the second target seat is a rear seat, obtaining the leg rest angle of the second target seat; correspondingly, based on the adjustment range of the position parameters of the second target seat and the target mapping relationship, determining the target adjustment range of the position parameters of the first target seat includes: determining the target adjustment range of the backrest angle of the first target seat based on the adjustment range of the leg rest angle of the second target seat and the target mapping relationship, wherein the target mapping relationship specifically includes the correspondence between the adjustment range of the backrest angle of multiple front seats and the adjustment range of the leg rest angle of multiple rear seats.

[0110] It should be noted that when the first target seat is the front seat and the second target seat is the rear seat, the seat whose angle needs to be adjusted is the front seat. During the adjustment of the front seat angle, the leg rest angle of the rear seat can be obtained, and then the adjustment range of the front seat backrest angle can be determined based on the range of the rear seat leg rest angle.

[0111] The correspondence between these two adjustment ranges can be recorded through the target mapping relationship mentioned above, which is represented by Table 1 above.

[0112] It should be noted that the adjustment range of the rear seat leg support angle refers to the minimum range of the current leg support angle. For example, if the current leg support angle of the rear seat is 15°, then the minimum range of the leg support angle is 0-30°. Correspondingly, the angle range of the front seat backrest can be determined to be 0-60°. If the current leg support angle of the rear seat is 50°, then the minimum range of the leg support angle is 0-60°. Correspondingly, the angle range of the front seat backrest can be determined to be 0-30°.

[0113] It should be noted that, Figure 5 The main focus is on the changes in the backrest angle, so the changes in the leg rest angle are not shown. In actual implementation, either the leg rest angle or the backrest angle can be adjusted, or both can be adjusted; no specific restrictions are imposed here.

[0114] In the vehicle seat control method provided in this application embodiment, when the first target seat is a front seat and the second target seat is a rear seat, the leg rest angle of the second target seat can be obtained; the target adjustment range of the backrest angle of the first target seat can be determined based on the adjustment range of the leg rest angle of the second target seat and the target mapping relationship. Specifically, the target adjustment range of the front seat backrest can be quickly and accurately determined using the adjustment range of the rear seat leg rest angle and the target mapping relationship.

[0115] In one embodiment, in the target mapping relationship, if the adjustment range of the front seat backrest angle is greater than or equal to a first preset range, then the adjustment range of the corresponding rear seat leg support angle is less than a second preset range; if the adjustment range of the front seat backrest angle is less than the first preset range, then the adjustment range of the corresponding rear seat leg support angle is greater than or equal to the second preset range.

[0116] The first preset range can be, for example, 0-30° as shown in Table 1, and the second preset range can be 0-60° as shown in Table 2.

[0117] The following example, using a front seat and a rear seat, illustrates the adjustment range of the vehicle seat position parameters provided in this application embodiment.

[0118] Figure 6 This is a schematic diagram illustrating the adjustment range of the vehicle seat position parameters provided in this embodiment. Please refer to... Figure 6 , Figure 6 The locations shown are primarily between the front and rear seats, specifically between the backrest of the front seat and the leg rest of the rear seat.

[0119] During the above adjustment process, the target adjustment range of the rear seat leg rest can be determined based on the backrest angle of the front seat; or, the target adjustment range of the front seat backrest can be determined based on the leg rest angle of the rear seat.

[0120] Figure 6 The backrest angle of the front seats is 30° and the leg support angle of the rear seats is 60°. In addition to using Table 1 to determine the correspondence between the position parameters of the front and rear seats, other methods can also be used to determine the range.

[0121] For example, the sum of the front seat backrest angle and the rear seat leg support angle can be set to a maximum of 90°. After determining the current angle of the front seat backrest, the adjustment angle of the rear seat leg support can be determined based on this angle. For example, if the front seat backrest angle is 40°, the adjustment range of the rear seat leg support angle can be 0-50°; if the front seat backrest angle is 23°, the adjustment range of the rear seat leg support angle can be 0-67°, without specific limitations.

[0122] The above example illustrates how the angle range of the rear seat leg rest can be determined by the angle of the front seat backrest. In practice, the angle range of the front seat backrest can be determined based on the angle of the rear seat leg rest.

[0123] During actual seat angle adjustment, collisions may occur due to user movements. To avoid this, this application embodiment also provides an anti-pinch scheme during seat adjustment, the specific implementation process of which is as follows:

[0124] Figure 7 This is a flowchart illustrating the vehicle seat anti-pinch mechanism provided in this application embodiment. Please refer to... Figure 7 In the process of adjusting the position parameters of the first target seat within the target adjustment range, the method further includes:

[0125] S710: Determine whether the first target seat has collided during the adjustment process based on the current signal, Hall signal, and millimeter-wave radar signal of the first target seat.

[0126] It should be noted that the current signal can be the current generated by the motor of the seat during operation, the Hall signal can be the signal generated by the Hall chip installed on the seat during operation, and the millimeter-wave radar signal can be the signal generated by the millimeter-wave radar installed on the seat during detection.

[0127] Among them, the current signal and Hall signal are used to characterize the working status of the motor of the first target seat, and the millimeter-wave radar signal is used to characterize the relative distance between the user on the first target seat and the measurement point of the first target seat.

[0128] The magnitude of the current signal, the duration of the Hall signal, and the relative distance indicated by the millimeter-wave radar signal can be combined to determine whether a collision will occur during the adjustment of the first target seat.

[0129] S720: In the event of a collision with the first target seat, control the first target seat to stop adjusting, or adjust it towards the target direction.

[0130] The target direction is the opposite direction to the adjustment of the position parameters of the first target seat.

[0131] It should be noted that the determination in step S710 can determine whether a collision has occurred during the angle adjustment of the first target seat. If no collision has occurred, the adjustment can continue; if a collision has occurred, collision protection can be implemented.

[0132] Optionally, during the collision protection process, collision protection can be achieved by stopping the adjustment of the first seat or by controlling the adjustment of the first seat in the target direction.

[0133] It should be noted that if the first target seat rotates clockwise during the angle adjustment process, the target direction can be counterclockwise; conversely, if the first target seat rotates counterclockwise during the angle adjustment process, the target direction can be clockwise.

[0134] The vehicle seat control method provided in this application embodiment can determine whether a collision occurs during the adjustment of the first target seat based on the current signal, Hall signal, and millimeter-wave radar signal of the first target seat; if a collision occurs, the first target seat is controlled to stop adjusting, or adjusted towards the target direction. By combining the current signal, Hall signal, and millimeter-wave radar signal, it is possible to more accurately determine whether a collision has occurred, thereby accurately performing collision protection.

[0135] To more clearly explain the collision protection during the process of the seat controller adjusting the seat angle provided in the embodiments of this application, another feasible specific structure of the seat controller will be described below.

[0136] Figure 8 This is another structural schematic diagram of the seat controller provided in the embodiments of this application. Please refer to... Figure 8The front seat drive module 120 and the rear drive module may specifically include a motor and a Hall chip. The motor generates a working current during operation, which the seat controller can acquire as the aforementioned current signal. The Hall chip generates a Hall signal during operation, which the seat controller can acquire.

[0137] In one embodiment, both the front and rear seats can be equipped with millimeter-wave radar 810, which can be used to obtain the relative distance between the user on the seat and the measurement point of the seat.

[0138] The measurement point can be a preset location, such as the center of the backrest or the center of the seat cushion, and there are no specific restrictions here.

[0139] It should be noted that the relative distance obtained by millimeter-wave radar can be the relative distance of the user as a whole, or the relative distance of each part of the user. For example, it can obtain the specific position of the user's hands and feet, and determine whether a collision may occur by calculating the relative distance.

[0140] In one embodiment, determining whether a collision occurs during the adjustment of the first target seat based on the current signal, Hall signal, and millimeter-wave radar signal of the first target seat includes: acquiring the current signal, Hall signal, and millimeter-wave radar signal of the first target seat; and determining that a collision occurs during the adjustment of the first target seat when the current signal increases, the duration of the Hall signal increases, and the relative distance indicated by the millimeter-wave radar signal is less than or equal to a distance threshold.

[0141] In one embodiment, if the current changes abruptly, for example, the current suddenly increases, it may be due to a collision between the seat and the user, or it may be due to a motor malfunction. To make a more accurate determination, Hall effect signals and millimeter-wave radar signals can be acquired additionally.

[0142] If a collision occurs, the motor will be obstructed during angle adjustment, and the duration of the Hall signal within one cycle will become longer. If the current increases and the duration of the Hall signal also increases, then a collision can be confirmed.

[0143] It should be noted that the Hall chip can be, for example, a Hall sensor. A Hall sensor is a sensor with a memory function. During the normal operation of the motor, the motor current signal will be within a fixed range of the operating current, and the waveform of the Hall signal will also be in the form of a square wave. When the motor touches a human body or a hard stop, the motor drive speed decreases, and correspondingly, the stroke of the Hall square wave increases, the duration within a cycle increases, the torque increases, and the current rises. The current rises from the operating current to close to the stall current. In this way, it can be determined whether the first target seat touches a human body during the adjustment process.

[0144] To avoid errors in judgment, this application embodiment also adds millimeter-wave radar to assist in judgment. For example, if the relative distance between the user and the measurement point is less than or equal to a preset threshold, it can be determined that the user may have collided. If all three conditions are met, it can be determined that the first target seat has collided during the adjustment process. Conversely, if any one of the conditions is not met, it can be determined that the first target seat has not collided during the adjustment process.

[0145] It should be noted that the millimeter-wave radar determination and the Hall signal determination are a bidirectional redundant determination, used to improve the accuracy of the determination.

[0146] The following diagram illustrates the difference between normal signals without collisions and abnormal signals with collisions, using changes in current and Hall signals.

[0147] Figure 9 This is a schematic diagram of the current signal and Hall signal of the seat controller provided in the embodiments of this application. Please refer to... Figure 9 ,in, Figure 9 The left side shows a normal signal indicating no collision has occurred. Figure 9 The right side shows the abnormal signal indicating a collision.

[0148] For Hall signals, t is one period of a Hall signal, t1 is the duration of one period of a Hall signal in a normal signal, and t2 is the duration of one period of a Hall signal in an abnormal signal. t1 is significantly shorter than t2.

[0149] For current signals, in normal signals there are no abrupt changes in the current signal; it is a normal waveform change. In abnormal signals, the current signal undergoes abrupt changes and suddenly increases.

[0150] In the actual process of adjusting the seat angle, the adjustment speed is abrupt, which may result in a poor user experience. To avoid this, a specific speed determination method can be used when adjusting the angle of the first target seat, as follows:

[0151] Figure 10This is a schematic diagram illustrating the process of adjusting the angle of a vehicle seat as provided in the embodiments of this application. Please refer to... Figure 10 Adjust the position parameters of the first target seat within the target adjustment range, including:

[0152] S1010: In response to the adjustment trigger operation, control the first target seat to accelerate from a standstill to the target speed within a first preset time period.

[0153] It should be noted that the adjustment trigger operation can be the user actively pressing the hardware button for seat adjustment, or it can be the operation of instructing the seat controller to adjust the seat angle through the in-vehicle terminal; no specific restrictions are made here.

[0154] The first preset time period can be a pre-defined duration, such as 1 second. There are no specific restrictions here, and the first preset time period can be set according to actual needs.

[0155] Accelerating from a standstill to the target speed can be done with a constant acceleration or with a variable acceleration until the target speed is reached.

[0156] The rotational speed of the first target seat during the adjustment process can be controlled by the duty cycle of the motor.

[0157] S1020: The first target seat adjusts its angle at a constant speed according to the target rotational speed.

[0158] It should be noted that after the first target seat reaches the target speed, it can maintain a constant speed to adjust the angle.

[0159] In one embodiment, uniform adjustment can be stopped in response to ending the adjustment operation, or uniform adjustment can be stopped before reaching the maximum adjustment angle, without any specific limitation.

[0160] S1030: In response to the adjustment end operation, control the first target seat to decelerate from the target speed to a standstill within a second preset time period.

[0161] It should be noted that the adjustment can be completed by the user pressing the hardware button to end the adjustment, or by instructing the seat controller through the in-vehicle terminal to end the seat angle adjustment; no specific restrictions are made here.

[0162] The second preset time period can also be a pre-defined duration, such as 1 second. There is no specific limitation here. The second preset time period can be set according to actual needs. In one embodiment, the first preset time period can be equal to the second preset time period.

[0163] The deceleration from the target rotational speed to a standstill can be achieved by using a constant acceleration or by using a variable acceleration until the vehicle comes to a standstill.

[0164] In the vehicle seat control method provided in this application embodiment, in response to an adjustment trigger operation, the first target seat is controlled to accelerate from a standstill to a target rotational speed within a first preset time period; the first target seat adjusts its angle at a constant speed according to the target rotational speed; and in response to an adjustment end operation, the first target seat is controlled to decelerate from the target rotational speed to a standstill within a second preset time period. By changing the rotational speed of the target seat during the start and end of the adjustment process, sudden speed changes can be avoided, improving user comfort during seat angle adjustment.

[0165] In one embodiment, the first preset time period includes at least two first sub-time intervals, wherein in two adjacent first sub-time intervals, the motor duty cycle of the first target seat in the first sub-time interval is less than the motor duty cycle of the first target seat in the second sub-time interval; the second preset time period includes at least two second sub-time intervals, wherein in two adjacent second sub-time intervals, the motor duty cycle of the first target seat in the first second sub-time interval is greater than the motor duty cycle of the first target seat in the second sub-time interval.

[0166] It should be noted that the first preset time period may include multiple first sub-time intervals, and the second preset time period may include multiple second sub-time intervals. The following is a specific example to explain the change in the duty cycle.

[0167] Figure 11 This is a schematic diagram illustrating the change in the motor duty cycle of the vehicle seat provided in this embodiment of the application. Please refer to... Figure 11 , Figure 11 The statistical chart shown illustrates the change of duty cycle over time. T1 can be a first preset time period, T0 can be a time period for uniform angle adjustment, and T2 can be a second preset time period.

[0168] exist Figure 11 In the example shown, T1 includes four first sub-time intervals, namely, duty cycles of 20%, 40%, 60%, and 80%; T2 includes four second sub-time intervals, namely, duty cycles of 80%, 60%, 40%, and 20%.

[0169] Figure 11 The entire process shown is the change of the motor's duty cycle. The duty cycle gradually increases during the T1 time interval, remains unchanged during the T0 time interval, and gradually decreases during the T2 time interval.

[0170] The following explains the changes in the start-up and end-up currents of the seat controller during the speed adjustment process in the embodiments of this application.

[0171] Figure 12 This is a schematic diagram of the current change of the seat controller provided in the embodiments of this application. Please refer to... Figure 12 , Figure 12 The left figure shows the process of starting current changing with time during constant speed angle adjustment, while the right figure shows the process of starting current changing with time during variable speed angle adjustment.

[0172] In related technologies, the solution used is the uniform angle adjustment shown in the left figure, which results in a large current surge during startup, with the current increasing rapidly. In contrast, the solution provided in this application is the variable angle adjustment shown in the right figure, which results in a slow increase in current during startup.

[0173] Figure 13 For another current change diagram of the seat controller provided in this application embodiment, please refer to... Figure 13 , Figure 13 The left figure shows the process of the final current changing with time during the uniform speed angle adjustment, while the right figure shows the process of the final current changing with time during the variable speed angle adjustment.

[0174] In related technologies, the solution used is the uniform angle adjustment shown in the left figure, which results in a large current surge at the end, with the current rapidly decaying to 0; while the solution provided in this application embodiment is the variable angle adjustment shown in the right figure, which results in the current slowly decaying to 0 at the end.

[0175] The following explains the feasible implementation process of another vehicle seat control method provided in the embodiments of this application.

[0176] Figure 14 This is another flowchart illustrating the vehicle seat control method provided in the embodiments of this application. Please refer to... Figure 14 This is applied to a seat controller, which adjusts the position parameters of a target seat, using methods including:

[0177] S1410: When a seat adjustment trigger signal is received, the motor is driven by a drive signal with progressively increasing duty cycle within the first preset time period T1, so that the movement speed of the target seat accelerates from 0 to the target speed Vt.

[0178] Optionally, the subject of this method can also be the aforementioned seat controller. For any seat in the vehicle, whether it is the aforementioned front seat or the aforementioned rear seat, the above method can be implemented during the adjustment of the seat's position parameters.

[0179] The target seat can be either the first target seat or the second target seat, without any specific restrictions.

[0180] Adjusting the trigger operation can be an operation that is actively triggered by the user or an operation that is automatically triggered based on environmental requirements; no specific restrictions are imposed here.

[0181] For the aforementioned first preset time period, the first preset time period includes at least two first sub-time intervals. In two adjacent first sub-time intervals, the duty cycle of the target seat motor in the first first sub-time interval is less than the duty cycle of the target seat motor in the second first sub-time interval.

[0182] Correspondingly, controlling the target seat to accelerate from a standstill to the target speed includes: the motor of the target seat driving the target seat to adjust its position parameters according to the successively increasing duty cycle corresponding to each first sub-time interval, thereby accelerating from a standstill to the target speed.

[0183] Assuming there are 5 first sub-time intervals with corresponding duty cycles of 20%, 40%, 60%, 80%, and 100%, the motor of the target seat can sequentially control the target seat to adjust its position parameters according to the aforementioned multiple duty cycles. Since the duty cycles increase sequentially, the rotational speed of the target seat during the position parameter adjustment process also increases sequentially, eventually reaching the target rotational speed from a standstill.

[0184] Optionally, the first preset time period T1 is divided into N1 (N1 is a positive integer greater than or equal to 2) first sub-time intervals, and the duty cycle of the motor drive signal corresponding to two adjacent first sub-time intervals increases sequentially; the second preset time period T2 is divided into N2 (N2 is a positive integer greater than or equal to 2) second sub-time intervals, and the duty cycle of the motor drive signal corresponding to two adjacent second sub-time intervals decreases sequentially.

[0185] In one embodiment, driving the motor according to the progressively increasing duty cycle of the drive signal to accelerate the target seat from 0 to the target speed Vt includes: driving the motor according to the variable duty cycle motor drive signal corresponding to each of N1 first sub-time intervals and increasing sequentially, so that the target seat smoothly accelerates from a standstill to the target speed Vt.

[0186] Example, Figure 11 In the first sub-time interval shown, N1 has 4.

[0187] S1420: After reaching the target speed Vt, the motor is driven by a constant duty cycle drive signal to make the target seat adjust its position parameters at a constant speed of the target speed Vt.

[0188] It should be noted that after the target seat reaches the target speed, the motor can be driven by a constant duty cycle drive signal, so that the target seat can maintain a constant speed.

[0189] In one embodiment, the target seat adjusts its position parameters at a constant speed according to a target rotational speed, including: the motor of the target seat controls the target seat to adjust its position parameters at a constant speed according to a target rotational speed according to a fixed duty cycle.

[0190] It should be noted that when the motor duty cycle is fixed, the target seat motor can control the target seat to adjust its position parameters at a constant speed according to the fixed duty cycle.

[0191] Optionally, the fixed duty cycle can be, for example, 100%.

[0192] In one embodiment, the target seat may maintain the duty cycle until it reaches the maximum adjustable range or in response to an adjustment end operation.

[0193] S1430: When the seat adjustment end signal is received, the motor is driven by the drive signal with a progressively decreasing duty cycle during the second preset time period T2, so that the movement speed of the target seat is reduced from the target speed Vt to 0.

[0194] The adjustment end operation can be triggered by the user or automatically based on environmental requirements; no specific restrictions are imposed here.

[0195] For the aforementioned second preset time period, the second preset time period includes at least two second sub-time intervals. In two adjacent second sub-time intervals, the duty cycle of the target seat motor in the first second sub-time interval is greater than the duty cycle of the target seat motor in the second second sub-time interval.

[0196] Correspondingly, controlling the target seat to decelerate from the target speed to a standstill includes: the target seat's motor driving the target seat to adjust its position parameters according to the successively decreasing duty cycle corresponding to each second sub-time interval, thereby decelerating from the target speed to a standstill.

[0197] Assuming there are 5 first sub-time intervals with corresponding duty cycles of 100%, 80%, 60%, 40%, and 20%, the motor of the target seat can sequentially control the target seat to adjust its position parameters according to the aforementioned multiple duty cycles. Since the duty cycles decrease sequentially, the rotational speed of the target seat during the position parameter adjustment process also decreases sequentially, eventually reaching a standstill at the target rotational speed.

[0198] In one embodiment, driving the motor according to the progressively decreasing duty cycle of the drive signal to decelerate the target seat's movement speed from the target speed Vt to 0 includes: driving the motor according to the variable duty cycle motor drive signals corresponding to N2 second sub-time intervals and decreasing sequentially, so that the target seat smoothly decelerates from the target speed Vt to a standstill.

[0199] Example, Figure 11 In the second sub-time interval shown, N2 has 4 intervals.

[0200] In the vehicle seat control method provided in this application embodiment, in response to an adjustment trigger operation, the target seat is controlled to accelerate from a standstill to a target rotational speed within a first preset time period; the target seat adjusts its position parameters at a constant speed according to the target rotational speed; and in response to an adjustment end operation, the target seat is controlled to decelerate from the target rotational speed to a standstill within a second preset time period. Specifically, position adjustment can be performed with progressively increasing duty cycles in the first preset time period and with progressively decreasing duty cycles in the second preset time period. This allows for buffering through speed changes during the start and end of position adjustment, thereby reducing the jerky feeling during adjustment.

[0201] It should be understood that although the steps in the above flowcharts are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the above flowcharts may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0202] Based on the foregoing embodiments, this application provides a vehicle seat control device, which includes various modules and units included in each module, and can be implemented by a processor; of course, it can also be implemented by specific logic circuits; in the implementation process, the processor can be a central processing unit (CPU), microprocessor (MPU), digital signal processor (DSP) or field programmable gate array (FPGA), etc.

[0203] Figure 15 This is a schematic diagram of the structure of the vehicle seat control device provided in the embodiments of this application. Please refer to... Figure 15A vehicle seat control device is applied to a seat controller, which is used to adjust the position parameters of at least one set of seats. Each set of seats includes front seats and rear seats corresponding to the front seats. The device includes: an acquisition module 1510, a determination module 1520, and an adjustment module 1530.

[0204] The acquisition module 1510 is used to acquire the position parameters of the second target seat before controlling the first target seat to adjust its angle. The first target seat is the front seat or the rear seat in at least one group of seats, and the second target seat is another row of seats in at least one group of seats other than the first target seat. The position parameters of the seat include: backrest angle or leg rest angle.

[0205] The determining module 1520 is used to determine the target adjustment range of the position parameters of the first target seat based on the position parameters of the second target seat;

[0206] The adjustment module 1530 is used to adjust the position parameters of the first target seat within the target adjustment range.

[0207] In one embodiment, the determining module 1520 is specifically used to determine the target adjustment range of the position parameters of the first target seat based on the adjustment range of the position parameters of the second target seat and the target mapping relationship. The target mapping relationship includes the correspondence between the adjustment ranges of the position parameters of multiple second target seats and the adjustment ranges of the position parameters of multiple first target seats.

[0208] In one embodiment, the acquisition module 1510 is specifically used to acquire the backrest angle of the second target seat when the first target seat is a rear seat and the second target seat is a front seat; the determination module 1520 is specifically used to determine the target adjustment range of the leg rest angle of the first target seat based on the adjustment range of the backrest angle of the second target seat and the target mapping relationship, wherein the target mapping relationship specifically includes the correspondence between the adjustment range of the backrest angle of multiple front seats and the adjustment range of the leg rest angle of multiple rear seats.

[0209] In one embodiment, the acquisition module 1510 is specifically used to acquire the leg rest angle of the second target seat when the first target seat is a front seat and the second target seat is a rear seat; the determination module 1520 is specifically used to determine the target adjustment range of the backrest angle of the first target seat based on the adjustment range of the leg rest angle of the second target seat and the target mapping relationship, wherein the target mapping relationship specifically includes the correspondence between the adjustment range of the backrest angle of multiple front seats and the adjustment range of the leg rest angle of multiple rear seats.

[0210] In one embodiment, in the target mapping relationship, if the adjustment range of the front seat backrest angle is greater than or equal to a first preset range, then the adjustment range of the corresponding rear seat leg support angle is less than a second preset range; if the adjustment range of the front seat backrest angle is less than the first preset range, then the adjustment range of the corresponding rear seat leg support angle is greater than or equal to the second preset range.

[0211] In one embodiment, the adjustment module 1530 is further configured to determine whether the first target seat has collided during the adjustment process based on the current signal, Hall signal, and millimeter-wave radar signal of the first target seat. The current signal and Hall signal are used to characterize the working status of the motor of the first target seat, and the millimeter-wave radar signal is used to characterize the relative distance between the user on the first target seat and the measurement point of the first target seat. If the first target seat collides, the module controls the first target seat to stop adjusting, or to adjust in the target direction, which is the opposite direction to the adjustment of the position parameters of the first target seat.

[0212] In one embodiment, the adjustment module 1530 is specifically used to acquire the current signal, Hall signal and millimeter-wave radar signal of the first target seat; when the current signal increases, the duration of the Hall signal increases and the relative distance indicated by the millimeter-wave radar signal is less than or equal to the distance threshold, it is determined that the first target seat has collided during the adjustment process.

[0213] In one embodiment, the adjustment module 1530 is further configured to, in response to an adjustment triggering operation, control the first target seat to accelerate from a stationary position to a target rotational speed within a first preset time period; adjust the angle of the first target seat at a constant speed according to the target rotational speed; and, in response to an adjustment end operation, control the first target seat to decelerate from the target rotational speed to a stationary position within a second preset time period.

[0214] In one embodiment, the device includes at least two first sub-time intervals, wherein in two adjacent first sub-time intervals, the motor duty cycle of the first target seat in the first sub-time interval is less than the motor duty cycle of the first target seat in the second sub-time interval; and the second preset time interval includes at least two second sub-time intervals, wherein in two adjacent second sub-time intervals, the motor duty cycle of the first target seat in the first second sub-time interval is greater than the motor duty cycle of the first target seat in the second sub-time interval.

[0215] The vehicle seat control device provided in this application embodiment can acquire the position parameters of a second target seat before controlling the first target seat to adjust its angle. The first target seat is either a front seat or a rear seat in at least one group of seats, and the second target seat is another row of seats in at least one group of seats other than the first target seat. The position parameters of the seats include: backrest angle or leg rest angle. A target adjustment range for the position parameters of the first target seat is determined based on the position parameters of the second target seat. The position parameters of the first target seat are then adjusted within the target adjustment range. By determining the position parameters of the second target seat, the target adjustment range for the angle of the first target seat can be determined. This allows for the adjustment of the position parameters of the first target seat within the target adjustment range during angle adjustment in zero-gravity mode. This balances the activation of the zero-gravity mode of the first target seat with preventing the first target seat from colliding with the user on the second target seat during angle adjustment, improving the applicability and safety of seat adjustment.

[0216] Figure 16 For another structural schematic diagram of the vehicle seat control device provided in this application embodiment, please refer to... Figure 16 A vehicle seat control device is applied to a seat controller, which is used to adjust the position parameters of a target seat. The device includes: an acceleration module 1610, a constant speed module 1620, and a deceleration module 1630.

[0217] The acceleration module 1610 is used to drive the motor with a drive signal that increases segment by segment according to the duty cycle within a first preset time period T1 when a seat adjustment trigger signal is received, so that the movement speed of the target seat is accelerated from 0 to the target speed Vt.

[0218] The constant speed module 1620 is used to drive the motor with a constant duty cycle drive signal after the target speed Vt is reached, so that the target seat adjusts its position parameters at a constant speed of the target speed Vt.

[0219] The deceleration module 1630 is used to drive the motor with a drive signal that decreases segment by segment according to the duty cycle during the second preset time period T2 when the seat adjustment end signal is received, so that the movement speed of the target seat is reduced from the target speed Vt to 0.

[0220] In one embodiment, the device divides a first preset time period T1 into N1 (N1 is a positive integer greater than or equal to 2) first sub-time intervals, and the duty cycle of the motor drive signal corresponding to two adjacent first sub-time intervals increases sequentially; the second preset time period T2 is divided into N2 (N2 is a positive integer greater than or equal to 2) second sub-time intervals, and the duty cycle of the motor drive signal corresponding to two adjacent second sub-time intervals decreases sequentially.

[0221] In one embodiment, the acceleration module 1610 is specifically used to drive the motor according to the variable duty cycle motor drive signals corresponding to each of the N1 first sub-time intervals and increasing sequentially, so as to smoothly accelerate the target seat from a stationary position to a target speed Vt; the deceleration module 1630 is specifically used to drive the motor according to the variable duty cycle motor drive signals corresponding to each of the N2 second sub-time intervals and decreasing sequentially, so as to smoothly decelerate the target seat from a target speed Vt to a stationary position.

[0222] In the vehicle seat control device provided in this application embodiment, in response to an adjustment trigger operation, the target seat is controlled to accelerate from a standstill to a target rotational speed within a first preset time period; the target seat adjusts its position parameters at a constant speed according to the target rotational speed; and in response to an adjustment end operation, the target seat is controlled to decelerate from the target rotational speed to a standstill within a second preset time period. Specifically, position adjustment can be performed with progressively increasing duty cycles in the first preset time period and with progressively decreasing duty cycles in the second preset time period. This allows for buffering through speed changes during the start and end of position adjustment, thereby reducing the jerky feeling during adjustment.

[0223] The description of the above device embodiments is similar to that of the above method embodiments, and has similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0224] It should be noted that, in the embodiments of this application... Figure 15 The module division of the vehicle seat control device shown is illustrative and represents only one logical functional division; in actual implementation, other division methods may be used. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, exist as separate physical units, or be integrated into one unit by two or more units. The integrated units can be implemented in hardware, as software functional units, or a combination of both.

[0225] It should be noted that, in the embodiments of this application, if the above-described methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause an electronic device to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware and software combination.

[0226] Figure 17 This is a schematic diagram of the vehicle structure provided in the embodiments of this application. Please refer to... Figure 17 This application provides a vehicle, which can be the vehicle where the aforementioned seat controller is located. For example, it can be an in-vehicle terminal or a vehicle-mounted system, etc., without specific limitations. Its internal structure diagram can be as follows: Figure 17 As shown, the vehicle includes a processor 1720, memory, and a network interface 1740 connected via a system bus 1710. The processor 1720 provides computing and control capabilities. The vehicle's memory includes a non-volatile storage medium 1731 and internal memory 1732. The non-volatile storage medium 1731 stores an operating system, computer programs, and a database. The internal memory 1732 provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium 1731. The database of the computer device is used to store data. The network interface 1740 of the computer device is used for communication with external terminals via a network connection. When the computer program is executed by the processor 1720, it implements the methods described above.

[0227] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the method provided in the above embodiments.

[0228] This application provides a computer program product containing instructions that, when run on a computer, cause the computer to perform the steps in the method provided in the above-described method embodiments.

[0229] Those skilled in the art will understand that Figure 17 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0230] In one embodiment, the vehicle seat control device provided in this application can be implemented as a computer program, which can be configured as follows: Figure 17 The device operates on the computer device shown. The memory of the computer device can store the various program modules that make up the above-described apparatus. The computer program, composed of the various program modules, causes the processor to execute the steps of the methods in the various embodiments of this application described in this specification.

[0231] It should be noted that the descriptions of the storage medium and device embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium, storage medium, and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0232] It should be understood that the phrases "one embodiment," "an embodiment," or "some embodiments" mentioned throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment," "in one embodiment," or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above-described embodiments are merely for descriptive purposes and do not represent the superiority or inferiority of the embodiments. The descriptions of the various embodiments above tend to emphasize the differences between the various embodiments; their similarities or commonalities can be referred to mutually, and for the sake of brevity, they will not be repeated here.

[0233] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three kinds of relationships. For example, object A and / or object B can represent three situations: object A exists alone, object A and object B exist simultaneously, and object B exists alone.

[0234] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0235] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple modules or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or modules can be electrical, mechanical, or other forms.

[0236] The modules described above as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules. They may be located in one place or distributed across multiple network units. Some or all of the modules may be selected to achieve the purpose of this embodiment according to actual needs.

[0237] In addition, each functional module in the various embodiments of this application can be integrated into one processing unit, or each module can be a separate unit, or two or more modules can be integrated into one unit; the integrated modules can be implemented in hardware or in the form of hardware plus software functional units.

[0238] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0239] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause an electronic device to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0240] The methods disclosed in the several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0241] The features disclosed in the several product embodiments provided in this application can be arbitrarily combined without conflict to obtain new product embodiments.

[0242] The features disclosed in the several method or device embodiments provided in this application can be arbitrarily combined without conflict to obtain new method or device embodiments.

[0243] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle seat, characterized in that, An application is made to a seat controller, the seat controller being used to adjust the position parameters of at least one set of seats, each set of seats including front seats and corresponding rear seats, the method comprising: Before adjusting the position parameters of the first target seat, the position parameters of the second target seat are obtained. The first target seat is either the front or rear seat in the at least one group of seats, and the second target seat is another row of seats in the at least one group of seats other than the first target seat. The position parameters of the seat include: backrest angle or leg rest angle. Determine the target adjustment range of the position parameters of the first target seat based on the position parameters of the second target seat; Adjust the position parameters of the first target seat within the target adjustment range; Adjusting the position parameters of the first target seat within the target adjustment range includes: In response to the adjustment trigger operation, the first target seat is controlled to accelerate from a standstill to the target rotational speed within a first preset time period; The first target seat adjusts its position parameters at a constant speed according to the target rotational speed; In response to the adjustment ending operation, the first target seat is controlled to decelerate from the target rotation speed to a standstill within a second preset time period.

2. The method according to claim 1, characterized in that, Determining the target adjustment range of the position parameters of the first target seat based on the position parameters of the second target seat includes: Based on the adjustment range of the position parameters of the second target seat and the target mapping relationship, the target adjustment range of the position parameters of the first target seat is determined. The target mapping relationship includes the correspondence between the adjustment ranges of the position parameters of multiple second target seats and the adjustment ranges of the position parameters of multiple first target seats.

3. The method according to claim 2, characterized in that, The process of obtaining the position parameters of the second target seat includes: When the first target seat is the rear seat and the second target seat is the front seat, obtain the backrest angle of the second target seat; The step of determining the target adjustment range of the position parameters of the first target seat based on the adjustment range of the position parameters of the second target seat and the target mapping relationship includes: The target adjustment range of the leg rest angle of the first target seat is determined based on the adjustment range of the backrest angle of the second target seat and the target mapping relationship. The target mapping relationship specifically includes the correspondence between the adjustment range of the backrest angle of multiple front seats and the adjustment range of the leg rest angle of multiple rear seats.

4. The method according to claim 2, characterized in that, The process of obtaining the position parameters of the second target seat includes: When the first target seat is the front seat and the second target seat is the rear seat, obtain the leg rest angle of the second target seat; The step of determining the target adjustment range of the position parameters of the first target seat based on the adjustment range of the position parameters of the second target seat and the target mapping relationship includes: The target adjustment range of the backrest angle of the first target seat is determined based on the adjustment range of the leg rest angle of the second target seat and the target mapping relationship. The target mapping relationship specifically includes the correspondence between the adjustment range of the backrest angle of multiple front seats and the adjustment range of the leg rest angle of multiple rear seats.

5. The method according to claim 3 or 4, characterized in that, In the target mapping relationship, if the adjustment range of the front seat backrest angle is greater than or equal to the first preset range, then the adjustment range of the corresponding rear seat leg support angle is less than the second preset range. If the adjustment range of the front seat backrest angle is less than the first preset range, then the adjustment range of the corresponding rear seat leg support angle is greater than or equal to the second preset range.

6. The method according to claim 1, characterized in that, The first preset time period includes at least two first sub-time intervals. In two adjacent first sub-time intervals, the duty cycle of the motor of the first target seat in the first first sub-time interval is less than the duty cycle of the motor of the first target seat in the second first sub-time interval. The second preset time period includes at least two second sub-time intervals. In two adjacent second sub-time intervals, the duty cycle of the motor of the first target seat in the first second sub-time interval is greater than the duty cycle of the motor of the first target seat in the second second sub-time interval.

7. A method for controlling a vehicle seat, characterized in that, Applied to a seat controller for adjusting the position parameters of a target seat, the method includes: When a seat adjustment trigger signal is received, the motor is driven by a drive signal with progressively increasing duty cycle within the first preset time period T1, so that the movement speed of the target seat accelerates from 0 to the target speed Vt. After reaching the target speed Vt, the motor is driven by a constant duty cycle drive signal, so that the target seat adjusts the position parameters at the target speed Vt at a constant speed. When the seat adjustment is completed, the motor is driven by a drive signal with a progressively decreasing duty cycle during the second preset time period T2, so that the movement speed of the target seat is reduced from the target speed Vt to 0.

8. The method according to claim 7, characterized in that, The first preset time period T1 is divided into N1 first sub-time intervals, and the duty cycle of the motor drive signal corresponding to two adjacent first sub-time intervals increases sequentially, where N1 is a positive integer greater than or equal to 2. The second preset time period T2 is divided into N2 second sub-time intervals. The duty cycle of the motor drive signal corresponding to two adjacent second sub-time intervals decreases sequentially. N2 is a positive integer greater than or equal to 2.

9. The method according to claim 8, characterized in that, The method of driving the motor with a drive signal that increases segment by segment according to the duty cycle, so that the movement speed of the target seat accelerates from 0 to the target speed Vt, includes: The motor is driven by the variable duty cycle motor drive signal corresponding to each of the N1 first sub-time intervals and increasing sequentially, so that the target seat is smoothly accelerated from a standstill to the target speed Vt; The method of driving the motor with a drive signal that decreases segment by segment according to the duty cycle, so that the movement speed of the target seat is reduced from the target speed Vt to 0, includes: The motor is driven by a variable duty cycle motor drive signal corresponding to each of the N2 second sub-time intervals and decreasing sequentially, so that the target seat is smoothly decelerated from the target speed Vt to a standstill.

10. A control device for a vehicle seat, characterized in that, An application is made to a seat controller, which is used to adjust the position parameters of at least one set of seats, each set of seats including front seats and rear seats corresponding to the front seats, the device including: an acquisition module, a determination module and an adjustment module; The acquisition module is used to acquire the position parameters of the second target seat before controlling the first target seat to adjust its angle. The first target seat is the front seat or the rear seat in the at least one group of seats, and the second target seat is another row of seats in the at least one group of seats other than the first target seat. The position parameters of the seat include: backrest angle or leg rest angle. The determining module is used to determine the target adjustment range of the position parameters of the first target seat based on the position parameters of the second target seat; The adjustment module is used to adjust the position parameters of the first target seat within the target adjustment range; The adjustment module is specifically used to respond to an adjustment trigger operation, within a first preset time period, control the first target seat to accelerate from a standstill to a target rotation speed; the first target seat adjusts its position parameters at a constant speed according to the target rotation speed; and in response to an adjustment end operation, control the first target seat to decelerate from the target rotation speed to a standstill within a second preset time period.

11. A vehicle comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the method according to any one of claims 1 to 6 or 7 to 9.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1 to 6 or 7 to 9.

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