Cooperative adjustment method for components of vehicle, electronic equipment and vehicle

Abstract

The invention relates to a vehicle component cooperative adjustment method, and relates to the technical field of vehicle control, and the method comprises the steps: obtaining the physiological features (such as eyeball sight height and arm length) of a driver and the spatial position (such as ground clearance and transverse distance) of a card taking machine; and the adjusting height and the front-back displacement of the seat and the expansion and contraction amount of the tubular column are calculated based on the height difference and the transverse difference, so that one-key accurate adjustment is realized. Therefore, the man-machine distance error between the driver and the card taking opening can be remarkably shortened, the card taking time is shortened, unsafe actions such as getting up, safety belt releasing and even getting off are thoroughly avoided, and the card taking convenience of the driver is improved. Meanwhile, lane detention and subsequent vehicle waiting caused by misoperation can be reduced, and the passing efficiency of the toll station is improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and in particular to a method for coordinated adjustment of vehicle components, electronic equipment, and a vehicle. Background Technology

[0002] With the continuous expansion of my country's expressway network and the constant improvement of its intelligent level, self-service card-collecting toll stations have become the mainstream solution for alleviating traffic pressure and improving operational efficiency. Although Electronic Toll Collection (ETC) has been widely adopted, a considerable proportion of temporary vehicles, vehicles from other areas, and users without ETC still rely on stopping at the entrance to collect cards.

[0003] To balance traffic efficiency and driving convenience, the industry generally adopts unmanned operation and driver self-service card retrieval models. However, in actual operation, the self-service card retrieval process still exposes significant human-machine compatibility issues: different vehicle models have large differences in cab height, and drivers have varying heights, arm lengths, sitting postures, and seat adjustment habits. In addition, due to space limitations or renovations of old stations, the installation position of the card retrieval machine is relatively fixed, often resulting in excessive distance between the driver and the machine and misalignment at height. Drivers are forced to unbuckle their seat belts, stand up, lean out, or even get out of the vehicle to retrieve the card, leading to poor convenience for drivers, reducing traffic efficiency, and potentially creating safety hazards. Summary of the Invention

[0004] To address the technical problems in existing technologies where the distance between the driver and the machine is too great and there is a height misalignment when the driver retrieves a card from a card dispenser, resulting in poor convenience for the driver, reduced traffic efficiency, and potential safety hazards, this disclosure provides a method, device, electronic device, and vehicle for coordinated adjustment of vehicle components.

[0005] A first aspect of this disclosure provides a method for coordinated adjustment of vehicle components, comprising: This system acquires driver physiological data, the card dispenser's height above the ground, and the lateral distance between the card dispenser and the vehicle. The driver physiological data includes the driver's eye level and arm length. The adjustment height of the vehicle seat is determined based on the height difference between the driver's eye level and the card dispenser's height above the ground. The fore-and-aft movement distance of the vehicle seat and the extension length of the vehicle column are determined based on the lateral difference between the driver's arm length and the lateral distance. Finally, the vehicle seat is controlled to adjust to the adjusted height, move according to the fore-and-aft movement distance, and the vehicle column is controlled to extend and retract according to the specified extension length. By acquiring the driver's physiological characteristics (eye level and arm length, etc.) and the spatial position of the card dispenser (height above the ground and lateral distance, etc.), and calculating the seat's adjustment height, fore-and-aft displacement, and vehicle column extension based on the height and lateral differences, one-click precise adjustment is achieved. This significantly reduces the human-machine distance error between the driver and the card dispenser, reduces card retrieval time, and completely avoids unsafe actions such as getting up, unfastening the seatbelt, or even getting out of the vehicle, thereby improving the convenience of card retrieval for the driver. It can also reduce lane congestion and waiting times for subsequent vehicles caused by misoperation, thereby improving the efficiency of toll station traffic.

[0006] In some possible implementations, the adjustment height of the vehicle seat is determined based on the height difference between the driver's eye level and the height of the card dispenser above the ground. Specifically, this can be achieved by: The height difference is matched with a preset seat height compensation table, which records the correspondence between the height difference range and the target pulse number of the seat lifting motor. Based on the matched height difference range, the first target pulse count of the seat lifting motor is obtained, and the corresponding adjustment height is determined based on the first target pulse count.

[0007] In some possible implementations, determining the fore-and-aft movement distance of the vehicle seat and the extension length of the column based on the lateral difference between the driver's arm length and the lateral distance includes: The lateral difference is matched with a preset seat fore-and-aft displacement compensation table, which records the correspondence between the lateral difference range and the target pulse number of the seat fore-and-aft motor. Based on the matched lateral difference range, the second target pulse number of the front and rear motors of the seat is obtained, and the front and rear movement distance of the seat is determined based on the second target pulse number. The lateral difference is matched with the preset tubing expansion and contraction compensation table, which records the correspondence between the lateral difference range and the target pulse number of the tubing expansion and contraction motor. Based on the matched lateral difference interval, the third target pulse number of the tube column telescopic motor is obtained, and the telescopic length of the tube column is determined based on the third target pulse number.

[0008] In some possible implementations, the method may further include: The adjustment angle of the tubing column is determined based on the lateral difference between the driver's boom length and the lateral distance. The control tubing is adjusted according to the aforementioned adjustment angle.

[0009] In some possible implementations, the method may further include: The lateral offset of the vehicle is determined based on the driver's arm length and the lateral distance between the card reader and the vehicle; The vehicle is controlled to move laterally according to the lateral offset.

[0010] In some possible implementations, the driver's physiological characteristic data also includes the driver's gender and abdominal contour information, and the method may further include: If the driver is determined to be pregnant based on the driver's gender and abdominal contour information, the control column shortens the target distance and the control column and vehicle seat are adjusted according to the target adjustment speed, which is slower than the normal adjustment speed.

[0011] In some possible implementations, the method may further include: If the driver is determined to be a one-armed driver, then determine the offset direction corresponding to the driver's healthy arm side; The tubing is controlled to rotate by a target angle in accordance with the offset direction.

[0012] In some possible implementations, the method may further include: In response to the detection that the card retrieval is complete, the vehicle seat and column are restored to their pre-stored positions.

[0013] A second aspect of this disclosure provides a component coordination adjustment device for a vehicle, comprising: The acquisition unit is used to acquire driver physiological characteristic data, card reader height above the ground, and lateral distance between the card reader and the vehicle. The driver physiological characteristic data includes the driver's eye level and the driver's arm length.

[0014] The first determining unit is used to determine the adjustment height of the vehicle seat based on the height difference between the driver's eye level and the card dispenser's height above the ground.

[0015] The second determining unit is used to determine the fore-and-aft movement distance of the vehicle seat and the extension length of the column based on the lateral difference between the driver's arm length and the lateral distance.

[0016] The first control unit is used to control the vehicle seat to adjust according to the height, move according to the forward and backward movement distance, and control the column to extend and retract according to the telescopic length.

[0017] In some possible implementations, the first determining unit is specifically used for: The height difference is matched with a preset seat height compensation table, which records the correspondence between the height difference range and the target pulse number of the seat lifting motor. Based on the matched height difference range, the first target pulse count of the seat lifting motor is obtained, and the corresponding adjustment height is determined based on the first target pulse count.

[0018] In some possible implementations, the second determining unit is specifically used for: The lateral difference is matched with a preset seat fore-and-aft displacement compensation table, which records the correspondence between the lateral difference range and the target pulse number of the seat fore-and-aft motor. Based on the matched lateral difference range, the second target pulse number of the front and rear motors of the seat is obtained, and the front and rear movement distance of the seat is determined based on the second target pulse number. The lateral difference is matched with a preset tubing extension compensation table, wherein the tubing extension compensation table records the correspondence between the lateral difference range and the target pulse number of the tubing extension motor. Based on the matched lateral difference interval, the third target pulse number of the column telescopic motor is obtained, and the telescopic length of the column is determined based on the third target pulse number.

[0019] In some possible implementations, the apparatus may further include: The third determining unit is used to determine the adjustment angle of the tube column based on the lateral difference between the driver's arm length and the lateral distance, and to control the tube column to adjust according to the adjustment angle.

[0020] In some possible implementations, the method may further include: The fourth determining unit is used to determine the lateral offset of the vehicle based on the driver's arm length and the lateral distance between the card reader and the vehicle, and to control the vehicle to move laterally according to the lateral offset.

[0021] In some possible implementations, the driver's physiological characteristic data also includes the driver's gender and abdominal contour information, and the device may further include: The second control unit is used to shorten the target distance of the control column and adjust the control column and vehicle seat according to the target adjustment speed if the driver is determined to be a special group (e.g., a pregnant woman) based on the driver's gender and abdominal contour information. The target adjustment speed is slower than the normal adjustment speed.

[0022] In some possible implementations, the apparatus may further include: The third control unit is used to determine the offset direction corresponding to the driver's healthy arm side if it is determined that the driver is a single-arm driver, and to control the column to rotate the target angle according to the offset direction.

[0023] In some possible implementations, the apparatus may further include: The fourth control unit is used to control the vehicle seat and column to return to the pre-stored position in response to the detection that the card retrieval is complete.

[0024] A third aspect of this disclosure provides an electronic device, including: processor; Memory, used to store executable instructions; The processor is used to read executable instructions from memory and execute the executable instructions to implement the vehicle component coordination adjustment method provided in the first aspect above.

[0025] A fourth aspect of this disclosure provides a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to implement the vehicle component coordination adjustment method provided in the first aspect.

[0026] A fifth aspect of this disclosure provides a computer program product comprising a computer program or instructions that, when executed by a processor, implement the component coordination adjustment method of a vehicle as described in the first aspect above.

[0027] A sixth aspect of this disclosure provides a vehicle that includes electronic equipment provided in the third aspect.

[0028] The technical solution provided in this disclosure has the following advantages: The vehicle component coordination adjustment method, electronic device, and vehicle provided in this disclosure can acquire driver physiological characteristic data, card reader height above the ground, and lateral distance between the card reader and the vehicle. The driver physiological characteristic data includes the driver's eye level and arm length. The adjustment height of the vehicle seat can be determined based on the height difference between the driver's eye level and the card reader height above the ground. The fore-and-aft movement distance of the vehicle seat and the extension length of the steering column can be determined based on the lateral difference between the driver's arm length and the lateral distance. Finally, the vehicle seat can be controlled to adjust according to the adjusted height, move according to the fore-and-aft movement distance, and the steering column can be controlled to extend and retract according to the stated extension length. Thus, this application achieves one-click precise adjustment by acquiring the driver's physiological characteristics (eye level and arm length, etc.) and the spatial position of the card reader (height above the ground and lateral distance, etc.), and calculating the seat adjustment height, fore-and-aft displacement, and steering column extension based on the height and lateral differences. This significantly reduces the human-machine distance error between the driver and the card reader, reduces card retrieval time, completely avoids unsafe actions such as getting up, unfastening the seatbelt, or even getting out of the vehicle, thereby improving the convenience of card retrieval for the driver. It can also reduce lane congestion and waiting times for subsequent vehicles caused by misoperation, thereby improving the efficiency of toll station traffic. Attached Figure Description

[0029] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0030] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a flowchart of a method for coordinated adjustment of vehicle components provided in an embodiment of this disclosure; Figure 2 This is a flowchart of another method for coordinated adjustment of vehicle components provided in this embodiment of the disclosure; Figure 3 This is a flowchart of another method for coordinated adjustment of vehicle components provided in this disclosure; Figure 4 This is a schematic diagram of the structure of a vehicle component coordination adjustment device provided in an embodiment of this disclosure; Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure. Detailed Implementation

[0032] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0033] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0034] It should be understood that the steps described in the method embodiments of this disclosure may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this disclosure is not limited in this respect.

[0035] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, 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. Without further limitations, 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 said element.

[0036] It should be noted that the terms "a" and "a plurality of" used in this disclosure are illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0037] With the continuous expansion of my country's expressway network and the constant improvement of its intelligent level, self-service card-collecting toll stations have become the mainstream solution for alleviating traffic pressure and improving operational efficiency. Although Electronic Toll Collection (ETC) has been widely adopted, a considerable proportion of temporary vehicles, vehicles from other areas, and users without ETC still rely on stopping at the entrance to collect cards.

[0038] To balance traffic efficiency and driving convenience, the industry generally adopts unmanned operation and driver self-service card retrieval models. However, in actual operation, the self-service card retrieval process still exposes significant human-machine compatibility issues: different vehicle models have large differences in cab height, and drivers have varying heights, arm lengths, sitting postures, and seat adjustment habits. In addition, due to space limitations or renovations of old stations, the installation position of the card retrieval machine is relatively fixed, often resulting in excessive distance between the driver and the machine and misalignment at height. Drivers are forced to unbuckle their seat belts, stand up, lean out, or even get out of the vehicle to retrieve the card, leading to poor convenience for drivers, reducing traffic efficiency, and potentially creating safety hazards.

[0039] Therefore, improving the convenience for drivers in scenarios where they need to retrieve cards from a card dispenser is a technical problem that urgently needs to be solved in this field.

[0040] In view of this, embodiments of this application provide a method for coordinated adjustment of vehicle components, including: This invention acquires driver physiological data, the card dispenser's height above the ground, and the lateral distance between the card dispenser and the vehicle. The driver physiological data includes the driver's eye level and arm length. The adjustment height of the vehicle seat is determined based on the height difference between the driver's eye level and the card dispenser's height above the ground. The fore-and-aft movement distance of the vehicle seat and the extension length of the steering column are determined based on the lateral difference between the driver's arm length and the lateral distance. Finally, the vehicle seat can be controlled to adjust to the adjusted height, move according to the fore-and-aft movement distance, and extend and retract according to the stated extension length. This application achieves one-click precise adjustment by acquiring the driver's physiological characteristics (eye level and arm length, etc.) and the spatial position of the card dispenser (height above the ground and lateral distance, etc.), and calculating the seat's adjustment height, fore-and-aft displacement, and steering column extension based on the height and lateral differences. This significantly reduces the human-machine distance error between the driver and the card dispenser, reduces card retrieval time, and completely avoids unsafe actions such as getting up, unfastening the seatbelt, or even getting out of the vehicle, thereby improving the convenience of card retrieval for the driver. It can also reduce lane congestion and waiting times for subsequent vehicles caused by misoperation, thereby improving the efficiency of toll station traffic.

[0041] The method will be described below with reference to specific embodiments.

[0042] Figure 1This is a flowchart of a vehicle component coordination adjustment method provided in an embodiment of this disclosure. The method can be executed by a vehicle component coordination adjustment device, which can be implemented in software and / or hardware. The vehicle component coordination adjustment device can be configured in an electronic device, such as a server or terminal. Specifically, the terminal includes an in-vehicle terminal, a computer, or a tablet computer. The following example illustrates the execution of the method provided in this application in a vehicle electronic control unit (ECU).

[0043] like Figure 1 As shown, the vehicle component coordinated adjustment method provided in this disclosure can be applied to the field of vehicle control technology. For example, it can be used to coordinate the adjustment of the vehicle's seat and pillar in a card retrieval scenario. The vehicle component coordinated adjustment method may include the following steps.

[0044] S101. Obtain driver physiological characteristic data, card reader height above the ground, and lateral distance between the card reader and the vehicle.

[0045] The ECU can acquire driver physiological data, the card dispenser's ground clearance, and the lateral distance between the card dispenser and the vehicle. The driver physiological data includes at least the driver's eye level and arm length. Eye level refers to the vertical distance from the center of the driver's eye to the ground when the driver is seated in a normal driving posture. Arm length refers to the horizontal distance from the driver's shoulder joint to the palm or fingertips, reflecting the driver's upper limb extension ability. Card dispenser ground clearance refers to the vertical height of the card dispenser's card outlet position relative to the ground at highway entrances. The lateral distance between the card dispenser and the vehicle refers to the horizontal lateral distance of the card dispenser relative to the vehicle's centerline or the driver's seat when the vehicle is stationary.

[0046] For example, the driver's eye level can be determined in the following ways: The driver's posture is captured by an in-vehicle camera. The position of the eyes is identified by a deep learning model. Then, triangulation is performed based on parameters such as the camera's installation height, pitch angle, and seat tilt angle to calculate the vertical height of the driver's eyeballs relative to the ground as the line of sight.

[0047] The driver's boom length can be determined in the following ways: After the driver sits upright, they can naturally extend their left arm forward and to the left to the most comfortable position. Using the in-vehicle camera or radar to capture the three-dimensional coordinates of the fingertips, combined with the known seat H-point (the seat H-point is a key reference point in car design, referring to the theoretical rotation center of the connection between the driver's or passenger's thigh and torso on the seat after the driver or passenger is seated), shoulder position, and joint angle model, the extension length from the shoulder to the fingertips can be calculated using spatial trigonometric functions, which is the driver's effective arm length. Alternatively, it can be directly calculated based on the driver's height and human anthropometric proportions.

[0048] For example, the height of the card dispenser off the ground and the lateral distance between the card dispenser and the vehicle can be determined by an external laser linear array scanning device or camera device on the vehicle.

[0049] S102. Determine the adjustment height of the vehicle seat based on the height difference between the driver's eye level and the card reader's height above the ground.

[0050] The ECU can determine the vehicle seat adjustment height based on the height difference between the driver's eye level and the card dispenser's height above the ground. It should be noted that the vehicle seat adjustment height determined here refers to the height that the vehicle seat needs to be adjusted from its current height.

[0051] S103. Determine the fore-and-aft movement distance of the vehicle seat and the extension length of the column based on the lateral difference between the driver's arm length and the lateral distance.

[0052] The ECU can determine the fore-and-aft movement distance of the vehicle seat and the extension length of the steering column based on the lateral difference between the driver's arm length and the lateral distance. It should be noted that the fore-and-aft movement distance of the vehicle seat here refers to the distance the seat needs to move forward or backward from its current position, with the direction closer to the steering wheel considered the forward movement direction, and vice versa. The extension length of the steering column refers to the length by which the steering column needs to shorten from its current position.

[0053] S104. Control the vehicle seat to adjust according to the adjusted height, move according to the forward and backward movement distance, and control the column to extend and retract according to the extended and retracted length.

[0054] After determining the vehicle seat's adjustment height, the vehicle seat's fore-and-aft movement distance, and the column's extension and retraction length, the ECU can control the vehicle seat to adjust to the specified adjustment height, move according to the specified fore-and-aft movement distance, and control the column to extend and retract according to the specified extension and retraction length.

[0055] In this embodiment, driver physiological characteristic data, the card dispenser's height above the ground, and the lateral distance between the card dispenser and the vehicle are acquired. The driver physiological characteristic data includes the driver's eye level and arm length. The adjustment height of the vehicle seat is determined based on the height difference between the driver's eye level and the card dispenser's height above the ground. The fore-and-aft movement distance of the vehicle seat and the extension length of the steering column are determined based on the lateral difference between the driver's arm length and the lateral distance. Finally, the vehicle seat can be controlled to adjust to the adjusted height, move according to the fore-and-aft movement distance, and the steering column can be controlled to extend and retract according to the stated extension length. Thus, this application achieves one-click precise adjustment by acquiring the driver's physiological characteristics (eye level and arm length, etc.) and the spatial position of the card dispenser (height above the ground and lateral distance, etc.), and calculating the seat's adjustment height, fore-and-aft displacement, and steering column extension based on the height and lateral differences. This significantly reduces the human-machine distance error between the driver and the card dispenser, reduces card retrieval time, and completely avoids unsafe actions such as getting up, unfastening the seatbelt, or even getting out of the vehicle, thereby improving the convenience of card retrieval for the driver. It can also reduce lane congestion and waiting times for subsequent vehicles caused by misoperation, thereby improving the efficiency of toll station traffic.

[0056] The above embodiment is the first embodiment. The second embodiment is described below, providing another method for coordinated adjustment of vehicle components, such as... Figure 2 As shown, this embodiment is also described using execution in the ECU as an example, specifically including: S201. Obtain driver physiological characteristic data, card reader height above the ground, and lateral distance between the card reader and the vehicle.

[0057] The ECU acquires driver physiological data, the card dispenser's height above the ground, and the lateral distance between the card dispenser and the vehicle.

[0058] In some possible implementations, the driver's need to retrieve a card can be determined when the following conditions are met, thereby obtaining data such as the driver's physiological characteristics, the height of the card retrieval machine from the ground, and the lateral distance between the card retrieval machine and the vehicle.

[0059] For example, condition one could be that the ECU can obtain the distance between the vehicle and the toll station exit. If the distance between the vehicle and the toll station exit is less than a threshold distance, it can be determined that the vehicle is approaching the toll station exit and waiting to take the card, thus satisfying condition one.

[0060] Condition two can be: obtain vehicle gear information and speed information. If the vehicle gear information is P or D / N and the speed is lower than the threshold speed, it can be considered that the driver has performed a parking operation, and then condition two is satisfied.

[0061] Condition three could be obtaining the opening and closing information of the driver's side window. If the driver's side window is open based on the opening and closing information, it can be determined that the driver needs to retrieve a card, and thus condition three can be satisfied.

[0062] When the above three conditions are met, it can be concluded that the driver has a need to take a card, is taking a card, or is waiting to take a card. Then, the driver's physiological characteristics data, the height of the card take-up machine from the ground, and the lateral distance between the card take-up machine and the vehicle can be obtained.

[0063] In some possible implementations, this application can further determine whether the driver has a need to take a card. For example, condition four can be to obtain the steering wheel angle of the vehicle. When the steering wheel angle of the vehicle is lower than the threshold angle, it means that the current vehicle is going straight, and then it can be determined that condition four is met.

[0064] For example, condition five could be: obtain the longitudinal acceleration of the vehicle; when the steering wheel angle of the vehicle is lower than the threshold acceleration, it means that the vehicle has stopped or decelerated, and thus condition five can be determined to be satisfied.

[0065] When all five conditions above are met, it can be concluded that the driver has a need to retrieve a card, is retrieving a card, or is waiting to retrieve a card. In this case, the driver's physiological characteristics, the height of the card retrieval machine from the ground, and the lateral distance between the card retrieval machine and the vehicle can be obtained.

[0066] Condition 4 is met by real-time detection of the steering wheel angle and comparison with a set threshold speed. The condition is only satisfied when the steering wheel angle is small enough and the vehicle is still driving straight out of the checkpoint. This distinguishes between two scenarios: the vehicle is already straight and ready to take a card, and the vehicle is turning the steering wheel and trying to change lanes or leave the queue. This avoids misjudging the driver's intention to take a card when the vehicle is making a large adjustment to the direction and the vehicle is not yet aligned with the window.

[0067] Condition five involves continuously reading the longitudinal acceleration signal. This condition is only satisfied when the acceleration value is below a threshold acceleration, the vehicle is confirmed to be completely stationary, or in a state of near-stationary low-speed creep. This filters out transitional situations such as the vehicle just coming to a complete stop or slowly following another vehicle, ensuring that subsequent data collection is triggered only when the vehicle truly stops and the card reader is within the driver's reach. This further improves judgment accuracy and reduces false triggers. It should be noted that the specific values ​​of the threshold distance, threshold speed, threshold angle, and threshold acceleration mentioned above can be set by those skilled in the art according to actual needs. For example, the distance threshold could be set to 3m, the threshold speed to 1m / s, the threshold angle to 0.349rad, and the threshold acceleration to 0m / s. These are merely illustrative examples and are not intended to be limiting.

[0068] S202. Match the height difference with a preset seat height compensation table, wherein the seat height compensation table records the correspondence between the height difference range and the target pulse number of the seat lifting motor. Based on the matched height difference range, obtain the first target pulse number of the seat lifting motor, and determine the corresponding adjustment height based on the first target pulse number.

[0069] The ECU can match the height difference with a preset seat height compensation table. The seat height compensation table records the correspondence between the height difference range and the target pulse number of the seat lifting motor. Based on the matched height difference range, the first target pulse number of the seat lifting motor is obtained, and the corresponding adjustment height is determined based on the first target pulse number.

[0070] In other words, the ECU matches the height difference ΔH with a preset seat height compensation table. This table divides the height difference range (e.g., 0mm to +120mm) into several segments, each corresponding to a target number of pulses from the seat lift motor. The ECU can directly read the corresponding first target number of pulses based on the range in which ΔH falls, and convert it into the adjustment height according to the lead screw pitch and reduction ratio, thus completing the adjustment by compensating for the difference.

[0071] For example, the seat height compensation gauge specifies that 80mm≤ΔH<100mm corresponds to 420 pulses. If ΔH=85mm is measured, it falls exactly into this range. Therefore, the ECU can immediately send 420 PWM pulses to the lifting motor. For example, the motor rotates once every 42 pulses, and raises the seat height by 2mm per rotation. That is, 420 pulses correspond to an adjustment height of 10mm. Thus, the seat height can be raised by 10mm at once, reducing the original 85mm difference to 75mm.

[0072] For example, the seat height compensation meter specifies that 20mm ≤ ΔH < 40mm corresponds to 168 pulses. If ΔH is measured to be 30mm, the ECU will look up the meter and send 168 PWM pulses to the lifting motor. For instance, if the motor rotates once every 42 pulses, and the seat height can be raised by 2mm per rotation, then 168 pulses correspond to the motor rotating 4 times, which means the seat height will rise by 8mm, reducing the original 30mm seat height difference to 22mm.

[0073] S203. Match the lateral difference with the preset seat front-to-back displacement compensation table, wherein the seat front-to-back displacement compensation table records the correspondence between the lateral difference range and the target pulse number of the seat front-to-back motor. Based on the matched lateral difference range, obtain the second target pulse number of the seat front-to-back motor. Determine the front-to-back movement distance of the seat based on the second target pulse number.

[0074] The ECU can match the lateral difference with a preset seat fore-and-aft displacement compensation table. The seat fore-and-aft displacement compensation table records the correspondence between the lateral difference range and the target pulse number of the seat fore-and-aft motors. Based on the matched lateral difference range, the second target pulse number of the seat fore-and-aft motors is obtained, and the fore-and-aft movement distance of the seat is determined based on the second target pulse number.

[0075] That is, the ECU can match the lateral difference ΔX1 with a preset seat fore-and-aft displacement compensation table. This table can divide the lateral difference range (e.g., -50mm to +150mm) into several segments, each corresponding to a target number of pulses for the seat's fore-and-aft motors. The ECU directly reads the corresponding second target number of pulses based on the range in which ΔX1 falls, and converts it into the fore-and-aft movement distance according to the gear pitch circle and lead screw lead, thus achieving lateral alignment by compensating for the difference.

[0076] In some possible implementations, the ECU can first determine whether the seat adjustment direction is forward (towards the steering wheel) or backward.

[0077] For example, when ΔX1 is negative, it means that the current position of the seat is too far forward (i.e., closer to the steering wheel) relative to the card reader's reference point. Therefore, the ECU determines that the adjustment direction is to adjust backward (away from the steering wheel) to reduce lateral deviation.

[0078] When ΔX1 is positive, it means that the current position of the seat is too far back (i.e. far from the steering wheel) relative to the card reader's reference point. Therefore, the ECU determines that the adjustment direction is forward (towards the steering wheel) to reduce lateral deviation.

[0079] For example, if the seat fore-and-aft displacement compensation table specifies that 60mm≤ΔX1<90mm corresponds to 300 pulses, and ΔX1=72mm is measured, the ECU can send 300 PWM pulses to the corresponding motor according to the adjustment direction after looking up the table. For example, if the adjustment direction is forward, 300 PWM pulses are sent to the corresponding motor. For example, the motor rotates once every 50 pulses, and the seat moves forward 3mm per rotation. 300 pulses control the motor to rotate for a total of 6 rotations, which is 18mm. The seat moves forward 18mm at once, reducing the original 72mm lateral difference to 54mm, thereby completing the fore-and-aft adjustment of the seat.

[0080] For example, if the seat fore-and-aft displacement compensation table specifies that -50mm≤ΔX1<-20mm corresponds to 120 pulses, and ΔX1=-32mm is measured, the ECU can look up the table and send 120 PWM pulses to the corresponding motor according to the adjustment direction. For example, if the adjustment direction is backward, 120 PWM pulses are sent to the corresponding motor. For example, if the motor rotates once every 40 pulses and the seat moves backward by 2.5mm per rotation, then 120 pulses will control the motor to rotate 3 times, that is, the seat moves backward by 7.5mm. The seat moves backward by 7.5mm at a time, reducing the original -32mm lateral difference to -24.5mm, thereby completing the fore-and-aft adjustment of the seat.

[0081] S204. Match the lateral difference with a preset pipe column expansion compensation table, wherein the pipe column expansion compensation table records the correspondence between the lateral difference interval and the target pulse number of the pipe column expansion motor. Based on the matched lateral difference interval, obtain the third target pulse number of the pipe column expansion motor, and determine the expansion length of the pipe column based on the third target pulse number.

[0082] The ECU can match the lateral difference with a preset column extension compensation table. The column extension compensation table records the correspondence between the lateral difference range and the target pulse number of the column extension motor. Based on the matched lateral difference range, the third target pulse number of the column extension motor is obtained, and the extension length of the column is determined based on the third target pulse number.

[0083] That is, the ECU can match the lateral difference ΔX2 with a preset column extension compensation table. This column extension compensation table can divide the lateral difference range (e.g., -50 mm to +150 mm) into several segments, each segment corresponding to a target number of pulses for the column extension motor. The ECU can directly read the third target number of pulses based on the range in which ΔX2 falls, and convert it into the extension length of the column according to the gear pitch circle and the lead screw, thus achieving lateral alignment by compensating for the difference.

[0084] In some possible implementations, the ECU can first determine the adjustment direction of the strut. For example, when ΔX2 is negative, it means that the strut is too far forward (closer to the driver), and the adjustment direction is set to retract backward. When ΔX2 is positive, it means that the strut is too far back (away from the driver), and the adjustment direction is set to extend forward.

[0085] For example, the tubing extension compensation table specifies that 60mm ≤ ΔX2 < 90 mm corresponds to 300 pulses. If ΔX2 = 72mm is measured, the adjustment direction is forward extension. The ECU can send 300 PWM pulses to the extension motor. For example, if the motor rotates once every 50 pulses, and each rotation controls the tubing extension by 3mm, 300 pulses controlling the motor to rotate for a total of 6 rotations will control the tubing extension by 18mm. The tubing extends forward by 18mm in one go, reducing the 72mm difference to 54mm, thus completing the tubing extension adjustment.

[0086] For example, the tubing retraction compensation table specifies that -50 mm ≤ ΔX2 < -20 mm corresponds to 120 pulses. If ΔX2 = -32 mm is measured, and the adjustment direction is backward retraction, then the ECU can send 120 PWM pulses to the retraction motor. For instance, if the motor rotates once every 40 pulses, and each rotation controls the tubing to retract by 2.5 mm, then 120 pulses will control the motor to rotate for a total of 3 rotations, controlling the tubing to retract by 7.5 mm. The tubing retracts by 7.5 mm in one go, reducing the -32 mm difference to -24.5 mm, thus completing the tubing retraction adjustment.

[0087] S205, Control the vehicle seat to adjust according to the height, move according to the forward and backward movement distance, and control the column to extend and retract according to the extension length.

[0088] After determining the vehicle seat's height adjustment, fore-and-aft movement distance, and column extension length, the ECU can control the vehicle seat to adjust to the height, move according to the fore-and-aft movement distance, and control the column to extend and retract according to the extension length.

[0089] In some possible implementations, before the vehicle has come to a complete stop, for example, when only conditions one and two are met, steps S201-S204 can be executed to determine the adjustment height of the vehicle seat, the fore-and-aft movement distance, and the extension length of the steering column. Then, the vehicle seat can be adjusted according to a preset proportion, the fore-and-aft movement distance can be adjusted according to the preset proportion, and the steering column can be extended according to the preset proportion. For example, the preset proportion can be set to 80%, so 80% of the adjustment height, fore-and-aft movement distance, and steering column extension length can be pre-adjusted. After the vehicle finally stops, the remaining 20% ​​can be fine-tuned for precise alignment. Thus, since the seat and steering column are partially adjusted before the vehicle reaches the card-taking point, only the remaining portion needs adjustment upon arrival. This significantly reduces the time spent adjusting the seat and steering column, reduces driver waiting time, and avoids queuing for vehicles behind.

[0090] The first and second embodiments of this application have been described above. The third embodiment is described below, providing yet another method for coordinated adjustment of vehicle components, such as... Figure 3 As shown, it specifically includes: S301. Obtain driver physiological characteristic data, card reader height above the ground, and lateral distance between the card reader and the vehicle.

[0091] S302. Determine the adjustment height of the vehicle seat based on the height difference between the driver's eye level and the card reader's height above the ground.

[0092] S303. Determine the fore-and-aft movement distance of the vehicle seat and the extension length of the column based on the lateral difference between the driver's arm length and the lateral distance.

[0093] S304. Control the vehicle seat to adjust according to the height, move according to the forward and backward movement distance, and control the column to extend and retract according to the extension length.

[0094] Steps S301-S304 are similar in principle to steps S201-S204 in Embodiment 2, and will not be described in detail here. Please refer to the corresponding description for details.

[0095] S305. If the driver is determined to be a special group based on the driver's gender and abdominal contour information, the control column shortens the target distance and the control column and the vehicle seat are adjusted according to the target adjustment speed.

[0096] If the driver is determined to be a special group (a pregnant woman is used as an example in this embodiment) based on the driver's gender and abdominal contour information, the control column shortens the target distance and the control column and vehicle seat are adjusted according to the target adjustment speed, wherein the target adjustment speed is slower than the adjustment speed under normal circumstances.

[0097] For example, when the driver's gender is identified as female and the abdominal contours resemble those of a pregnant woman through an in-vehicle camera or pressure sensor, a pregnancy care mode can be triggered.

[0098] For example, after adjusting S304, the steering column can be further shortened to increase abdominal space and avoid pressure from the steering wheel. Simultaneously, the adjustment speed can be reduced to the target speed, for example, 50% of the normal adjustment speed, allowing the motor to start smoothly, move at a constant speed, and decelerate in advance. This prevents the pregnant woman's abdomen from being pushed by inertia due to sudden acceleration or abrupt stops, and also prevents the jerking sensation caused by sudden high torque in the mechanical structure. Of course, in this embodiment, to make it easier for the pregnant woman to retrieve the card, the seat height can be raised to the target height and the target distance moved forward, reducing the amount of time the pregnant woman needs to stand up. This allows the pregnant woman to easily reach for the card while maintaining seatbelt fastening, without having to turn sideways or unfasten the belt, thus balancing the driver's safety, comfort, and convenience.

[0099] S306. If it is determined that the driver is a single-arm driver, then determine the offset direction corresponding to the driver's healthy arm side, and control the column to rotate the target angle according to the offset direction.

[0100] If the driver is determined to be a single-armed driver, the offset direction corresponding to the driver's healthy arm side can be determined, and the control column can be rotated by the target angle according to the offset direction.

[0101] For example, once the driver is identified as a single-armed driver, the side with their healthy arm can be determined, and an offset direction consistent with that side can be identified. The drive column is then rotated to that side by a target angle, for example, 15°, thereby freeing up more sideways operating space.

[0102] In some possible implementations, the seat can be moved forward synchronously to the target distance, for example, by 10 mm and the target height can be lowered, for example, by 5 mm, so that the arm on one side can be aligned with the card slot within the natural forward reach range without the need for the body to lean to the side or to use the other hand, thus taking into account both the driver's operational convenience and driving stability.

[0103] This embodiment differs from the previous one in that it adds two new steps: if the driver is determined to be pregnant based on the driver's gender and abdominal contour information, the control column shortens the target distance and the control column and the vehicle seat adjust according to the target adjustment speed; if the driver is determined to be a one-armed driver, the offset direction corresponding to the driver's healthy arm is determined, and the control column rotates the target angle according to the offset direction. These two new steps allow pregnant women to easily reach for the card while maintaining seatbelt fastening, without needing to turn to the side or unfasten the seatbelt. The single arm can be aligned with the card slot within its natural forward extension range, without requiring significant body tilting or the use of the other hand to ensure the driver's safety, comfort, and convenience.

[0104] Based on the first embodiment, the second embodiment, or the third embodiment, the technical solution provided in this application can determine the adjustment angle of the tube column according to the lateral difference ΔX3 between the driver's arm length and the lateral distance, and control the tube column to adjust according to the adjustment angle. This embodiment is referred to as the fourth embodiment.

[0105] The ECU can match the lateral difference ΔX3 with a preset column angle compensation table, which records the correspondence between the lateral difference range and the target pulse number and rotation direction of the column rotary motor. Based on the matched lateral difference range, the ECU obtains the fourth target pulse number of the column rotary motor and converts it into the column adjustment angle according to the reduction ratio and worm gear pitch, achieving angular alignment by compensating for the difference.

[0106] In some possible implementations, the ECU can first determine the rotation direction of the tube column. When ΔX3 is positive, it indicates that the driver is too far back relative to the card reader reference point, and the tube column needs to be rotated outward (away from the driver's direction) to increase the lateral reach. When ΔX3 is negative, it indicates that the driver is too far forward relative to the card reader reference point, and the tube column needs to be rotated inward (closer to the driver's direction) to avoid excessive extension.

[0107] For example, if the column angle compensation table specifies 40mm≤ΔX3<70mm, corresponding to 180 pulses in the positive direction (outward rotation), and ΔX3=52mm is measured, falling within this range, the ECU can send 180 PWM pulses to the rotating motor in the positive direction. For example, if the motor rotates once every 36 pulses, then 180 pulses can control the motor to rotate a total of 5 times. After deceleration, the column output shaft rotates by about 5°, thus completing the 5° outward rotation angle compensation, allowing the steering wheel rim to give way to about 25 mm of lateral space, reducing the original 52 mm lateral difference to about 27 mm.

[0108] The difference between this specific embodiment and the other embodiments described above lies in the addition of a step to determine the adjustment angle of the steering column based on the lateral difference between the driver's arm length and the lateral distance, and to control the steering column to adjust according to this angle. Thus, with a fixed lateral distance, by fine-tuning the horizontal angle of the steering wheel, the accessible envelope of the driver's arm can be expanded or optimized, allowing the fingertips to naturally extend and align with the card reader. This reduces the need for secondary vehicle repositioning or leaning to the side, improving card retrieval convenience, lane clearance efficiency, and driving safety. Other steps are similar in principle to those in the first embodiment, second embodiment, or third embodiment described above, and can be found in the relevant descriptions in the above embodiments; further details are omitted here.

[0109] Based on the first embodiment, the second embodiment, the third embodiment, or the fourth embodiment, the technical solution provided in this application can also determine the lateral offset of the vehicle based on the driver's arm length and the lateral distance between the card reader and the vehicle, and control the vehicle to move laterally according to the lateral offset. This embodiment is referred to as the fifth embodiment.

[0110] Specifically, the ECU can calculate the difference between the driver's arm length and the lateral distance of the card reader to obtain the lateral offset ΔY that the vehicle still needs to compensate for. ΔY is then input into a preset vehicle lateral offset compensation table. This table records the correspondence between the lateral offset range and the target pulse number of the wheel-end motor. The ECU directly reads the corresponding fifth target pulse number based on the range ΔY falls into and converts it into a lateral movement distance according to the tire rolling radius and steering gear ratio, achieving vehicle-level lateral alignment where the difference equals the movement. It should be noted that the lateral movement control in this embodiment does not depend on a specific chassis configuration. Its core lies in uniformly scheduling the steering and driving of each wheel to convert the desired lateral displacement difference into corresponding wheel actions. For example, in vehicles equipped with steer-by-wire four-wheel steering and four-wheel independent drive, lateral translation of the entire vehicle can be achieved by independently controlling the steering angle and driving force of each wheel. For vehicles with conventional steering structures, this application can also achieve lateral movement control by coordinating the front wheel steering and the differential speed of the two wheels (the differential speed is used to characterize the speed difference between the two wheels), thereby realizing the lateral displacement control function.

[0111] In some possible implementations, the ECU can first determine the lateral direction of the vehicle's movement: When ΔY is positive, it indicates that the vehicle is too far to the left relative to the card dispenser's reference point, and the vehicle needs to be moved laterally to the right. When ΔY is negative, it indicates that the vehicle is too far to the right relative to the card dispenser's reference point, and the vehicle needs to be moved laterally to the left.

[0112] For example, a vehicle lateral offset compensation table specifies that 20mm ≤ ΔY < 50mm corresponds to 600 pulses, with the direction being a rightward lateral shift. If ΔY = +32mm, falling within this range, the ECU can send 600 PWM pulses to the wheel motors on both sides in the rightward lateral shift direction. The right front wheel motor rotates once every 50 pulses, and each tire rotation corresponds to, for example, 10mm of lateral displacement. Therefore, 600 pulses can control the right front wheel motor to rotate a total of 12 times, controlling the right front wheel to roll 120mm to the right. Simultaneously, the left front wheel motor rotates in the opposite direction with 600 pulses, generating a 120mm leftward shift. Through differential rotation, the entire vehicle is shifted to the right by approximately 30mm, completing lateral alignment and reducing the original 32mm lateral difference to approximately 2mm.

[0113] The difference between this specific implementation and the above-described specific implementation is that it adds a step of determining the lateral offset of the vehicle based on the driver's arm length and the lateral distance between the card reader and the vehicle, and controlling the vehicle to move laterally according to the lateral offset. By controlling the vehicle to move laterally, the driver can easily complete the card retrieval without having to shift gears and move the vehicle again, significantly shortening the card retrieval time, avoiding queuing of vehicles behind, and improving the efficiency of toll station traffic and driving convenience. Other steps are similar to the implementation principles of the first, second, third, or fourth embodiments described above, and can be referred to the relevant descriptions in the above embodiments, which will not be repeated here.

[0114] Based on the first embodiment, the second embodiment, the third embodiment, the fourth embodiment, or the fifth embodiment, the technical solution provided in this application can also control the vehicle seat and column to return to the pre-stored position in response to the detection that the card retrieval is completed. This embodiment is referred to as the sixth embodiment.

[0115] For example, the ECU can store the positions of the seat and column before performing seat and column adjustments, and in response to detecting that the card removal is complete, control the vehicle seat and column to return to the pre-stored positions.

[0116] The difference between this specific implementation and the above-described specific implementation is that it adds a step of controlling the vehicle seat and column to return to the pre-stored position in response to the detection of card retrieval completion. This allows the seat and column to automatically return to their previous positions after card retrieval, ensuring that the driver can directly engage gear and drive away without manual reset, improving traffic efficiency and avoiding safety hazards caused by subsequent misoperation. Other steps are similar in principle to those in the first embodiment, second embodiment, third embodiment, fourth embodiment, or fifth embodiment, and can be referred to the relevant descriptions in the above embodiments, which will not be repeated here.

[0117] Figure 4 This is a schematic diagram of the structure of a vehicle component coordination adjustment device provided in an embodiment of this disclosure.

[0118] In this embodiment, the vehicle's component coordination adjustment device can be housed within an electronic device, and is understood as a functional module within the aforementioned electronic device. Specifically, the electronic device can be a server or a terminal, wherein the terminal specifically includes an in-vehicle terminal, a computer, or a tablet computer, etc., without limitation.

[0119] like Figure 4 As shown, the component coordination adjustment device 400 of the vehicle may include: The acquisition unit 410 is used to acquire driver physiological characteristic data, card reader height above the ground, and lateral distance between the card reader and the vehicle. The driver physiological characteristic data includes the driver's eye level and the driver's arm length.

[0120] The first determining unit 420 is used to determine the adjustment height of the vehicle seat based on the height difference between the driver's eye level and the card dispenser's ground height.

[0121] The second determining unit 420 is used to determine the fore-and-aft movement distance of the vehicle seat and the extension length of the column based on the lateral difference between the driver's arm length and the lateral distance.

[0122] The first control unit 440 is used to control the vehicle seat to adjust according to the height, to move according to the forward and backward movement distance, and to control the column to extend and retract according to the extension length.

[0123] In some possible implementations, the first determining unit is specifically used for: The height difference is matched with a preset seat height compensation table, which records the correspondence between the height difference range and the target pulse number of the seat lifting motor. Based on the matched height difference range, the first target pulse count of the seat lifting motor is obtained, and the corresponding adjustment height is determined based on the first target pulse count.

[0124] In some possible implementations, the second determining unit is specifically used for: The lateral difference is matched with a preset seat fore-and-aft displacement compensation table, which records the correspondence between the lateral difference range and the target pulse number of the seat fore-and-aft motor. Based on the matched lateral difference range, the second target pulse number of the front and rear motors of the seat is obtained, and the front and rear movement distance of the seat is determined based on the second target pulse number. The lateral difference is matched with a preset tubing extension compensation table, wherein the tubing extension compensation table records the correspondence between the lateral difference range and the target pulse number of the tubing extension motor. Based on the matched lateral difference interval, the third target pulse number of the column telescopic motor is obtained, and the telescopic length of the column is determined based on the third target pulse number.

[0125] In some possible implementations, the apparatus may further include: The third determining unit is used to determine the adjustment angle of the tube column based on the lateral difference between the driver's arm length and the lateral distance, and to control the tube column to adjust according to the adjustment angle.

[0126] In some possible implementations, the method may further include: The fourth determining unit is used to determine the lateral offset of the vehicle based on the driver's arm length and the lateral distance between the card reader and the vehicle, and to control the vehicle to move laterally according to the lateral offset.

[0127] In some possible implementations, the driver's physiological characteristic data also includes the driver's gender and abdominal contour information, and the device may further include: The second control unit is used to shorten the target distance of the control column and adjust the control column and vehicle seat according to the target adjustment speed if the driver is determined to be a special group based on the driver's gender and abdominal contour information. The target adjustment speed is slower than the adjustment speed under normal conditions.

[0128] In some possible implementations, the apparatus may further include: The third control unit is used to determine the offset direction corresponding to the driver's healthy arm side if it is determined that the driver is a single-arm driver, and to control the column to rotate the target angle according to the offset direction.

[0129] In some possible implementations, the apparatus may further include: The fourth control unit is used to control the vehicle seat and column to return to the pre-stored position in response to the detection that the card retrieval is complete.

[0130] It should be noted that, Figure 4The component coordination adjustment device 400 of the vehicle shown can perform the various steps in the above method embodiments and realize the various processes and effects in the above method embodiments, which will not be elaborated here.

[0131] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure.

[0132] In this embodiment of the disclosure, Figure 5 The electronic device shown can be a server or a terminal. Specifically, the terminal includes in-vehicle terminals, computers, or tablets, etc., without limitation.

[0133] like Figure 5 As shown, the electronic device may include a processor 510 and a memory 520 storing computer program instructions.

[0134] Specifically, the processor 510 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this disclosure.

[0135] Memory 520 may include a large-capacity storage device for information or instructions. For example, and not limitingly, memory 520 may include a hard disk drive (HDD), a floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 520 may include removable or non-removable (or fixed) media. Where appropriate, memory 520 may be internal or external to the integrated gateway device. In a particular embodiment, memory 520 is a non-volatile solid-state memory. In a particular embodiment, memory 520 includes read-only memory (ROM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (Electrically Programmable ROM, EPROM), an electrically erasable programmable PROM (EEPROM), an electrically alterable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0136] The processor 510 reads and executes computer program instructions stored in the memory 520 to perform the steps of the vehicle component coordination adjustment method provided in this embodiment of the present disclosure.

[0137] In one example, the electronic device may also include a transceiver 530 and a bus 540. Wherein, as... Figure 5 As shown, the processor 510, memory 520 and transceiver 530 are connected via bus 540 and communicate with each other.

[0138] Bus 540 may include hardware, software, or both. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industrial Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 540 may include one or more buses.

[0139] This disclosure also provides a computer-readable storage medium that can store a computer program that, when executed by a processor, causes the processor to implement the vehicle component coordination adjustment method provided in this disclosure.

[0140] The computer program, when executed by a processor, performs the following steps: acquiring driver physiological characteristic data, the card dispenser's height above the ground, and the lateral distance between the card dispenser and the vehicle. The driver physiological characteristic data includes the driver's eye level and arm length. Based on the height difference between the driver's eye level and the card dispenser's height above the ground, the vehicle seat's adjustment height is determined. Based on the lateral difference between the driver's arm length and the lateral distance, the vehicle seat's fore-and-aft movement distance and the column's extension length are determined. Finally, the vehicle seat is controlled to adjust to the adjusted height, move according to the fore-and-aft movement distance, and the column extends and retracts according to the stated extension length. In this way, by acquiring the driver's physiological characteristics (eye level and arm length, etc.) and the card dispenser's spatial position (height above the ground and lateral distance, etc.), and calculating the seat's adjustment height, fore-and-aft displacement, and column extension / retraction based on the height and lateral differences, one-click precise adjustment is achieved. This significantly reduces the human-machine distance error between the driver and the card dispenser, reduces card retrieval time, completely avoids unsafe actions such as getting up, unfastening the seatbelt, or even getting out of the vehicle, and thus improves the convenience of card retrieval for the driver. It can also reduce lane congestion and waiting times for subsequent vehicles caused by misoperation, thereby improving the efficiency of toll station traffic.

[0141] In some possible implementations, the adjustment height of the vehicle seat is determined based on the height difference between the driver's eye level and the height of the card dispenser above the ground. Specifically, this can be achieved by: The height difference is matched with a preset seat height compensation table, which records the correspondence between the height difference range and the target pulse number of the seat lifting motor. Based on the matched height difference range, the first target pulse count of the seat lifting motor is obtained, and the corresponding adjustment height is determined based on the first target pulse count.

[0142] In some possible implementations, determining the fore-and-aft movement distance of the vehicle seat and the extension length of the column based on the lateral difference between the driver's arm length and the lateral distance includes: The lateral difference is matched with a preset seat fore-and-aft displacement compensation table, which records the correspondence between the lateral difference range and the target pulse number of the seat fore-and-aft motor. Based on the matched lateral difference range, the second target pulse number of the front and rear motors of the seat is obtained, and the front and rear movement distance of the seat is determined based on the second target pulse number. The lateral difference is matched with the preset tubing expansion and contraction compensation table, which records the correspondence between the lateral difference range and the target pulse number of the tubing expansion and contraction motor. Based on the matched lateral difference interval, the third target pulse number of the tube column telescopic motor is obtained, and the telescopic length of the tube column is determined based on the third target pulse number.

[0143] In some possible implementations, the method may further include: The adjustment angle of the tubing column is determined based on the lateral difference between the driver's boom length and the lateral distance. The control tubing is adjusted according to the aforementioned adjustment angle.

[0144] In some possible implementations, the method may further include: The lateral offset of the vehicle is determined based on the driver's arm length and the lateral distance between the card reader and the vehicle; The vehicle is controlled to move laterally according to the lateral offset.

[0145] In some possible implementations, the driver's physiological characteristic data also includes the driver's gender and abdominal contour information, and the method may further include: If the driver is determined to be pregnant based on the driver's gender and abdominal contour information, the control column shortens the target distance and the control column and vehicle seat are adjusted according to the target adjustment speed, which is slower than the normal adjustment speed.

[0146] In some possible implementations, the method may further include: If the driver is determined to be a one-armed driver, then determine the offset direction corresponding to the driver's healthy arm side; The tubing is controlled to rotate by a target angle in accordance with the offset direction.

[0147] In some possible implementations, the method may further include: In response to the detection that the card retrieval is complete, the vehicle seat and column are restored to their pre-stored positions.

[0148] The aforementioned storage medium may, for example, include a memory 520 containing computer program instructions, which can be executed by a processor 510 of an electronic device to complete the vehicle component coordination adjustment method provided in this embodiment. Optionally, the storage medium may be a non-transitory computer-readable storage medium, such as read-only memory (ROM), random access memory (RAM), external cache memory, compact disc ROM (CD-ROM), magnetic tape, floppy disk, flash memory, and optical data storage devices. By way of illustration and not limitation, RAM is available in various forms, such as static random access memory (SRAM) and dynamic random access memory (DRAM).

[0149] This disclosure also provides a vehicle that includes electronic devices that can implement the various processes and effects described in the above embodiments of this disclosure, which will not be elaborated here.

[0150] This disclosure also provides a computer program product, which includes a computer program or instructions. When the computer program or instructions are executed by a processor, they implement the vehicle component coordination adjustment method provided in this disclosure and can achieve the various processes and effects in the above embodiments of this disclosure, which will not be elaborated here.

[0151] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method of synergistically adjusting components of a vehicle, characterized by, The method comprises: acquiring driver physiological feature data, card dispenser height from the ground, and lateral distance between the card dispenser and the vehicle, wherein the driver physiological feature data comprises driver eye line height and driver arm length; determining adjustment height of the vehicle seat according to height difference between the driver eye line height and the card dispenser height from the ground; determining front and back moving distance of the vehicle seat and telescopic length of the column according to lateral difference between the driver arm length and the lateral distance; controlling the vehicle seat to be adjusted according to the adjustment height, to be moved according to the front and back moving distance, and controlling the column to be telescoped according to the telescopic length.

2. The method of claim 1, wherein, The method further comprises: determining adjustment angle of the column according to the lateral difference between the driver arm length and the lateral distance; controlling the column to be adjusted according to the adjustment angle.

3. The method of claim 1, wherein, The method further comprises: determining lateral offset of the vehicle according to the driver arm length and the lateral distance between the card dispenser and the vehicle; controlling the vehicle to move laterally according to the lateral offset. The driver physiological feature data further comprises driver gender and abdominal contour information, and the method further comprises: if it is determined that the driver is a special group according to the driver gender and the abdominal contour information, controlling the column to be shortened by a target distance and controlling the column and the vehicle seat to be adjusted at a target adjustment speed, wherein the target adjustment speed is slower than the adjustment speed in normal cases.

4. The method according to any one of claims 1 to 3, characterized in that, The method further comprises: if it is determined that the driver is a one-armed driver, determining offset direction corresponding to the healthy arm side of the driver; controlling the column to be rotated by a target angle according to the offset direction.

5. The method according to any one of claims 1 to 3, characterized in that, The method further comprises: ​ ​ 6. The method according to any one of claims 1 to 3, characterized in that, ​ ​ 7. The method according to any one of claims 1 to 3, characterized in that, ​ ​ ​ 8. The method according to any one of claims 1 to 3, characterized in that, ​ In response to detecting that the card retrieval is completed, the vehicle seat and the column are controlled to return to the pre-stored positions.

9. An electronic device, comprising: Comprise: a processor; a memory for storing executable instructions; wherein the processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the component coordination method of any one of claims 1-8.

10. A vehicle characterized by comprising: An electronic device as claimed in claim 9. An electronic device as claimed in claim 9.

Images