A seat control method, an electric control component, a seat displacement control device, and a vehicle

Abstract

The application provides a seat control method, an electric control component, a seat displacement control device and a vehicle. In the method, whether the vehicle has collided is detected. If no collision occurs, the suction force between the first suction part on the seat fixed guide rail and the second suction part on the sliding guide rail is controlled to be zero, the sliding guide rail is restrained by the driving motor, and the sliding guide rail and the fixed guide rail are locked. If a collision occurs, the first suction part on the seat fixed guide rail is controlled to suck the second suction part on the sliding guide rail, and after the second suction part is sucked, the sliding guide rail is driven to be released from the restraint of the driving motor and can slide relative to the fixed guide rail. Thus, the sliding guide rail can move when a collision occurs, the seat is driven to move, and the effect that the seat can move forward and backward when the vehicle collides is realized. At this time, the passenger can move together with the seat, so as not to be pressed by the safety belt, the occurrence of the diving situation is avoided, and the passenger is protected.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a seat control method, electronic control components, and seat displacement control device for vehicles. Background Technology

[0002] Traditional vehicle seats, driven by a motor, can move back and forth along guide rails. Once the seat is adjusted to the desired position, the motor stops, and the seat is locked, unable to move forward or backward, even in the event of a collision. However, during a collision, the occupant is thrown forward due to inertia, and the seatbelt can easily slip into the occupant's abdomen, causing a "submersion" phenomenon. This submersion can result in severe injuries to the occupant's abdomen and internal organs. In most cases, manually adjusting the seat to move it after a collision is too late, making injuries from this submersion difficult to avoid. Summary of the Invention

[0003] The technical problem to be solved by this application is that, in the prior art, vehicle seat safety belts cause occupants to suffer downward injury during a collision, and therefore this application provides a seat control method, electronic control components, and a seat displacement control device for vehicles.

[0004] Firstly, the technical solution of this application provides a seat control method, including:

[0005] Acquire detection signals indicating whether a vehicle collision has occurred;

[0006] When no collision occurs, the detection signal indicates that a first control signal is sent to the first suction part disposed on the seat fixed guide rail and the second suction part disposed on the seat sliding guide rail. The first control signal is used to control the suction force between the first suction part and the second suction part to be zero. The sliding guide rail is fixed to the drive motor of the seat and is stationary relative to the fixed guide rail.

[0007] When a collision occurs, a second control signal is sent to the first and second suction parts. The second control signal is used to control the first suction part to suction the second suction part, which causes the sliding guide rail to detach from the constraint of the drive motor and slide relative to the fixed guide rail.

[0008] In some solutions, the seat control method, when the detection signal indicates that no collision has occurred, further includes, during the process of sending a first control signal to a first engaging part disposed on a seat fixing rail and a second engaging part disposed on a seat sliding rail, the following:

[0009] A third control signal is sent to the third suction part disposed on the fixed guide rail, the fourth suction part disposed on the sliding guide rail, and the fifth suction part. The third control signal is used to control the third suction part to separate from the fifth suction part and the fourth suction part to suction with the fifth suction part; wherein, the fifth suction part is a free part and is provided with an energy-absorbing strip.

[0010] In some seat control methods described, when the detection signal indicates a collision, the process of sending a second control signal to the first and second engaging parts further includes:

[0011] A fourth control signal is sent to the third, fourth, and fifth suction parts, the fourth control signal being used to control the third suction part to suction with the fifth suction part and the fourth suction part to separate from the fifth suction part.

[0012] Some seat control methods, before sending a second control signal to the first and second engaging portions when the detection signal indicates a collision, further include:

[0013] The angle of the seat is controlled by the drive motor to rotate.

[0014] Adjust the seat back to increase the angle at which the seat back tilts backward;

[0015] Raise the front end of the seat cushion, the front end of the seat cushion being the end away from the backrest.

[0016] Secondly, the present application provides an electronic control component, which includes at least one processor and at least one memory. The at least one memory stores program information, and the at least one processor reads the program information and executes the seat control method described in any of the first aspects.

[0017] Thirdly, the technical solution of this application provides a seat displacement control device, including:

[0018] The first suction part is located on the first side of the seat's fixed guide rail;

[0019] The second suction part is disposed on the second side of the sliding guide rail of the seat, and the second side is opposite to the first side; wherein, both the first side and the second side are parallel to the sliding direction of the sliding guide rail, the first suction part and the second suction part do not generate suction force when receiving the first control signal, and the first suction part and the second suction part generate suction force when receiving the second control signal;

[0020] An elastic element is disposed between the first side of the sliding guide rail and the second side of the fixed guide rail, and its maximum deformation elastic force is less than the attraction force when the first and second attraction parts are attracted together.

[0021] An electronic control component is electrically connected to the vehicle-mounted terminal, the first suction part, and the second suction part, and is used to receive detection signals sent by the vehicle-mounted terminal and to send control signals to the first suction part and the second suction part.

[0022] Some of the seat displacement control devices described in the solutions also include:

[0023] An energy-absorbing rod is disposed on the third side of the sliding guide rail and moves synchronously with the sliding guide rail, wherein the third side is the side opposite to the second side.

[0024] An energy-absorbing component is disposed on a fifth suction part, which is disposed on the fourth side of the fixed guide rail or the third side of the sliding guide rail. The fourth side is the side opposite to the first side. When the energy-absorbing component is disposed on the fourth side, it is located on the moving path of the energy-absorbing rod and is in contact with the energy-absorbing rod.

[0025] In some solutions, the seat displacement control device includes an energy-absorbing component comprising:

[0026] An energy-absorbing strip has a bent portion, through which the energy-absorbing rod passes and contacts the inside of the bent portion.

[0027] In some solutions, the maximum deformation S of the energy-absorbing strip in the seat displacement control device is: S = Q / F; where Q is the energy applied by the energy-absorbing rod to the energy-absorbing strip when the seat moves to its limit, and F is the thrust generated when the seat moves to its limit.

[0028] Some of the seat displacement control devices described in the solutions also include:

[0029] The third suction part is provided on the fourth side of the fixed guide rail;

[0030] The fourth suction part is provided on the third side of the sliding guide rail;

[0031] The fifth suction part is provided with the energy-absorbing strip;

[0032] When the third, fourth, and fifth suction parts receive a third control signal, the third suction part separates from the fifth suction part, and the fourth suction part and the fifth suction part are suction-connected; when the third, fourth, and fifth suction parts receive a fourth control signal, the third suction part and the fifth suction part are suction-connected, and the fourth suction part separates from the fifth suction part.

[0033] Some of the seat displacement control devices described in the solutions also include:

[0034] An angle drive motor is located at the bottom of the seat; the drive output end of the angle drive motor is connected to the seat back pivot and the seat cushion pivot; after receiving the control signal, the angle drive motor rotates to increase the seat back tilt angle and raise the front end of the seat cushion.

[0035] Fourthly, the present application provides a computer-readable storage medium storing program information, wherein a computer reads the program information and executes the seat control method described in any one of the first aspects.

[0036] Fifthly, the present application provides a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps of the seat control method described in any of the first aspects.

[0037] Sixthly, the present application provides a vehicle in which the seat is equipped with the seat displacement control device described in any of the third aspects.

[0038] The above technical solution has the following beneficial effects:

[0039] In the solution provided in this application, the system detects whether a collision has occurred. If no collision has occurred, the attraction force between the first engaging part on the fixed guide rail and the second engaging part on the sliding guide rail is zero, the sliding guide rail is restrained by the drive motor, and the sliding guide rail is locked to the fixed guide rail. If a collision has occurred, the first engaging part on the fixed guide rail engages with the second engaging part on the sliding guide rail. After the second engaging part is engaged, it causes the sliding guide rail to disengage from the drive motor and slide relative to the fixed guide rail. Therefore, during a collision, the sliding guide rail can move, causing the seat to move, achieving the effect of the seat moving back and forth during a collision. At this time, the occupant can move with the seat, thus avoiding being restrained by the seatbelt and preventing a downward sag, providing protection for the occupant. Attached Figure Description

[0040] Figure 1 This is a flowchart of a seat control method in one embodiment of this application;

[0041] Figure 2 This is a schematic diagram of the seat displacement control device in the locked state according to one embodiment of this application;

[0042] Figure 3 This is a schematic diagram of the seat displacement control device in the unlocked state according to one embodiment of this application;

[0043] Figure 4 This is a schematic diagram of the relationship between the energy-absorbing component and the seat guide rail in one embodiment of this application;

[0044] Figure 5a and Figure 5b This is a schematic diagram illustrating the principle of the relative sliding state switching between the sliding guide rail and the fixed guide rail according to an embodiment of this application, wherein... Figure 5a The middle section is a schematic diagram of the structure in which the sliding guide rail is constrained by the drive motor. Figure 5b A schematic diagram of the structure for the sliding guide rail to be freed from the constraint of the drive motor;

[0045] Figure 6 This is a schematic diagram of the energy-absorbing component arrangement according to an embodiment of this application;

[0046] Figure 7 This is a schematic diagram of the structure of an energy-absorbing strip according to an embodiment of this application;

[0047] Figure 8 This is a schematic diagram showing the relative positional relationship between the energy-absorbing component and the fixed guide rail and sliding guide rail according to an embodiment of this application;

[0048] Figure 9a This is a schematic diagram of the structure of the energy-absorbing component disposed on the sliding guide rail according to an embodiment of this application;

[0049] Figure 9b This is a schematic diagram of the structure of the energy-absorbing component disposed on a fixed guide rail according to an embodiment of this application;

[0050] Figure 10 This is a schematic diagram comparing the force curves of the seat in the prior art described in an embodiment of this application and the solution of this application;

[0051] Figure 11 This is a schematic diagram illustrating the change of seat angle according to an embodiment of this application;

[0052] Figure 12 This is a schematic diagram of the hardware connection relationship of the electronic control components described in an embodiment of this application.

[0053] The reference numerals in the attached figures represent:

[0054] 10-Actuating assembly, 20-Fixed guide rail, 30-Sliding guide rail, 40-Drive motor, 50-Energy-absorbing component, 60-Electrical control component, 101-First actuating part, 102-Second actuating part, 103-First auxiliary actuating part, 104-Second auxiliary actuating part, 11-Elastic component, 13-Second side plate, 31-Energy-absorbing rod, 501-Mounting plate, 502-Component, 503-First side plate, 504-Third actuating part, 505-First energy-absorbing strip, 506-Energy-absorbing component mounting plate, 507-Fourth actuating part, 508-Second energy-absorbing strip, 5021-Energy-absorbing strip, 5022-Mounting hole, 91-Backrest, 92-Seat cushion, 111-Processor, 112-Memory, 113-Input device, 114-Output device. Detailed Implementation

[0055] The specific embodiments of this application will be further described below with reference to the accompanying drawings.

[0056] It is readily understood that, based on the technical solution of this application, various structural and implementation methods can be interchanged by those skilled in the art without altering the essential spirit of this application. Therefore, the following detailed embodiments and accompanying drawings are merely illustrative examples of the technical solution of this application and should not be considered as the entirety of this application or as limitations or restrictions on the technical solution of the application.

[0057] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. They are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive.

[0058] This application provides a seat control method, applied to the electronic control components of a vehicle seat, such as... Figure 1 As shown, the method includes:

[0059] S10: Acquire a detection signal indicating whether a vehicle collision has occurred.

[0060] In practice, the detection signal can be sent by the vehicle's infotainment system. Sensors mounted on the vehicle body detect the vehicle's driving status, and the infotainment system automatically determines whether a collision is imminent based on the sensor readings. The electronic control components can communicate with the infotainment system and receive the detection signals sent by it.

[0061] S201: When no collision occurs, the detection signal indicates that a first control signal is sent to the first suction part disposed on the seat fixed guide rail and the second suction part disposed on the seat sliding guide rail. The first control signal is used to control the suction force between the first suction part and the second suction part to be zero. The sliding guide rail is fixed to the drive motor of the seat and is stationary relative to the fixed guide rail.

[0062] S202: When a collision occurs, the detection signal indicates that a second control signal is sent to the first suction part and the second suction part. The second control signal is used to control the first suction part to suction the second suction part, so that the sliding guide rail can slide relative to the fixed guide rail after it is freed from the restraint of the drive motor.

[0063] Among them, such as Figure 2 and Figure 3 As shown, the principle behind the seat's ability to move back and forth during a collision is:

[0064] The seat includes a suction assembly 10, a fixed guide rail 20, a sliding guide rail 30, a motor 40, and an energy-absorbing component 50. When no collision occurs, the suction assembly 10 does not exert force on the sliding guide rail 30; at this time, the sliding guide rail 30 is restrained by the drive motor 40. Figure 2 The dashed rectangle indicates that the shaft of the drive motor 40 is inserted into the sliding guide rail 30, so the sliding guide rail 30 cannot move back and forth and remains stationary relative to the fixed guide rail 20. When a vehicle collision occurs, the suction assembly 10 generates a suction force on the sliding guide rail 30, pulling the sliding guide rail 30 along the left direction shown in the figure, causing the sliding guide rail 30 to disengage from the drive motor 40. At this time, as... Figure 3 As shown, the shaft end of the drive motor 40 is no longer inserted into the interior of the sliding guide rail 30, but has a gap of width L between it and the edge of the sliding guide rail 30 (as indicated by the arrow in Figure 3), and the sliding guide rail 30 has the freedom to move back and forth.

[0065] to Figure 4 , Figure 5a and Figure 5b As shown, this illustrates a specific example of a seat displacement control structure. The suction assembly 10 includes a first suction part 101 and a second suction part 102. Furthermore, an elastic element 11 is provided between the seat's fixed guide rail 20 and sliding guide rail 30. Similar to the guide rail structure of a conventional seat, the sliding guide rail 30 is placed within a groove-like structure formed by the fixed guide rail 20 itself, and the width of the sliding guide rail 30 is smaller than the inner width of the groove-like structure. Figure 5a and Figure 5bThe first suction part 101 can be disposed on one inner wall of the fixed guide rail 20 of the seat, and the second suction part 102 is disposed on one outer wall of the sliding guide rail 30 of the seat. The first suction part 101 and the second suction part 102 are disposed opposite to each other, so that a suction force can be generated between them. The elastic element 11 is also disposed between these two walls. When there is no suction force between the first suction part 101 and the second suction part 102, the elastic force F11 generated by the elastic element 11 provides sufficient thrust to the sliding guide rail 30, so that the sliding guide rail 30 is connected to the drive motor 40. When the first suction part 101 and the second suction part 102 are attracted together, the suction force generated can overcome the elastic force F22 of the elastic element 11, so that the sliding guide rail 30 can move closer to the first suction part 101 on the fixed guide rail 20, get away from the constraint of the drive motor 40, and the sliding guide rail 30 and the fixed guide rail 20 can slide relative to each other. Figure 4 As indicated by the arrow in the middle. Since the seat is directly connected to the sliding guide rail 30, when the sliding guide rail moves along... Figure 4 When the seat slides in the direction indicated by the middle arrow, it will slide along with the sliding guide rail 30. The seat belt and the occupant protected by the seat belt will move together, and the seat belt will not cause injury to the occupant.

[0066] The above-described solution of this application detects whether a collision has occurred. If no collision has occurred, the attraction force between the first attraction part 101 on the fixed guide rail 20 of the control seat and the second attraction part 102 on the sliding guide rail 30 is zero, and the sliding guide rail 30 is restrained by the drive motor 40, locking the sliding guide rail 30 to the fixed guide rail 20. If a collision has occurred, the first attraction part 101 on the fixed guide rail 20 of the control seat attracts the second attraction part 102 on the sliding guide rail 30. After the second attraction part 102 is attracted, it causes the sliding guide rail 30 to disengage from the restraint of the drive motor 40 and slide relative to the fixed guide rail 20. Thus, during a collision, the sliding guide rail 30 can move, causing the seat to move, achieving the effect of the seat moving back and forth during a vehicle collision. At this time, the occupant can move with the seat and will not be restrained by the seat belt, avoiding the occurrence of lurching and protecting the occupant.

[0067] In some solutions, step S201, i.e., when no collision occurs, further includes: sending a third control signal to the third, fourth, and fifth suction parts, wherein the third control signal is used to control the separation of the third and fifth suction parts and the attraction of the fourth and fifth suction parts; wherein the third suction part is disposed on the fixed guide rail, the fourth suction part is disposed on the sliding guide rail, and the fifth suction part is a free part with an energy-absorbing strip disposed thereon. Figures 6 to 8As shown, the seat includes a third suction part 504, which is disposed on the fixed guide rail 20; a fourth suction part 507, which is disposed on the sliding guide rail 30; and a fifth suction part, which has an energy-absorbing component. The fifth suction part itself is in a free position. When energy absorption is required, the fifth suction part is located on the fixed guide rail 20. The energy-absorbing component is used to block the energy-absorbing rod 31 on the sliding seat 30 that is about to move, thus playing a buffering role.

[0068] In step S202, i.e., when a collision occurs, the method further includes: sending a fourth control signal to the third, fourth, and fifth suction parts, wherein the fourth control signal is used to control the third and fifth suction parts to suction together and to separate from each other. Figures 6 to 8 As shown, when energy absorption is not required, the fifth actuating part moves along the sliding guide rail 30. This ensures that the seat remains in the same position as a conventional seat during normal vehicle operation, without affecting the vehicle's normal operation.

[0069] After receiving a normal driving signal from the vehicle's infotainment system, the electronic control unit 60 sends a third control signal to the third engaging part 504, the fourth engaging part 507, and the fifth engaging part; after receiving a collision signal from the vehicle's infotainment system, it sends a fourth control signal to the third engaging part 504, the fourth engaging part 507, and the fifth engaging part; wherein, the third control signal is used to control the third engaging part 504 to separate from the fifth engaging part, and the fourth engaging part 507 to engage with the fifth engaging part; the fourth control signal is used to control the third engaging part 504 to engage with the fifth engaging part, and the fourth engaging part 507 to separate from the fifth engaging part. The solution proposed in this application can utilize a simple suction structure in conjunction with control methods to control whether the energy-absorbing component is set on the fixed guide rail 20 or the sliding guide rail 30, and conveniently switch the position of the energy-absorbing component automatically. This ensures that the seat is in the same state as a conventional seat when the vehicle is in normal driving, and provides a buffer for the moving seat when a collision occurs and the seat is released, thus avoiding the adverse effects on the occupants caused by the sudden movement of the seat.

[0070] In some preferred embodiments, step S202, i.e., before releasing the sliding rail 30 of the seat upon collision, further includes: controlling the angle drive motor of the seat to rotate, increasing the angle of the seat's backward tilt. In this embodiment, before unlocking the sliding rail 30 and the fixed rail 20, the seat tilt angle is increased, allowing the occupant to lean backward, thereby further reducing the injury to the abdomen from the seatbelt. Simultaneously, it provides a forward force to the seat during sliding, facilitating seat movement. Preferably, in the above embodiment, increasing the angle of the seat's backward tilt includes: adjusting the seat back to increase the angle of the backrest's backward tilt; raising the front end of the seat cushion, the front end of which is away from the backrest. The angle drive motor drives the seat to tilt backward, and the raised front end of the seat cushion blocks the forward displacement of the occupant's pelvis, reducing the risk of lurching. Combined with the seat moving forward along the rail, it absorbs some of the collision energy, maximizing the elimination of the risk of lurching. In the embodiment of this application, increasing the seat angle also provides an auxiliary force during the forward movement of the seat, facilitating seat movement. By adjusting the seat back and seat cushion separately, the angle of the occupant's upper and lower body can be optimized, such as the pelvis and thighs forming an angle of about 90 degrees, which can minimize the chance of injury to the occupant.

[0071] This application provides a seat displacement control device, such as... Figures 2-4 As shown, the seat displacement control device includes a suction assembly 10, which includes a first suction part 101 and a second suction part 102. The first suction part 101 is disposed on a first side of the fixed guide rail 20 of the seat; the second suction part 102 is disposed on a second side of the sliding guide rail 30 of the seat, the second side being opposite to the first side; wherein, both the first side and the second side are parallel to the sliding direction of the sliding guide rail 30, the suction force generated by the first suction part 101 and the second suction part 102 when receiving a first control signal is zero, and the first suction part 101 and the second suction part 102 are attracted when receiving a second control signal; an elastic element 11 is disposed between the first side of the sliding guide rail 30 and the second side of the fixed guide rail 20, and its maximum deformation elastic force is less than the suction force when the first suction part 101 and the second suction part 102 are attracted, such as... Figure 4 As shown, the elastic element 11 can include multiple elements, with two shown in the figure. In practical applications, the number of elastic elements 11 can be adjusted.

[0072] In specific implementation, the electronic control unit 60 is electrically connected to the vehicle's infotainment system, the first suction part 101, and the second suction part 102. The electronic control unit 60 receives detection signals sent by the vehicle's infotainment system and sends a first control signal or a second control signal to the first suction part 101 and the second suction part 102. When the detection signal indicates normal driving, the electronic control unit 60 sends a first control signal to the first suction part 101 and the second suction part 102. When the detection signal indicates a collision, the electronic control unit 60 sends a second control signal to the first suction part 101 and the second suction part 102. The first control signal controls the first suction part 101 and the second suction part 102 to not generate a suction force; the second control signal controls the first suction part 101 and the second suction part 102 to generate a suction force greater than the elastic force of the elastic element. The vehicle's infotainment system is the vehicle's on-board computer, capable of monitoring the vehicle's driving status.

[0073] In one implementation, the electronic control component 60 can, when no collision occurs, control the first engaging part 101 and the second engaging part 102 to connect to a first electrical signal, causing the attraction force between the first engaging part 101 and the second engaging part 102 to disappear, and the elastic force of the elastic member 11 to push the sliding guide rail 30 into the restraint of the drive motor 40. When a collision occurs, the electronic control component 60 controls the first engaging part 101 and the second engaging part 102 to connect to a second electrical signal, causing the attraction force generated between the first engaging part 101 and the second engaging part 102 to overcome the elastic force of the elastic member 11, causing the sliding guide rail 30 to disengage from the restraint of the drive motor 40. That is, when the vehicle is in normal driving, the seat is in a locked state, the sliding guide rail 30 is locked by the seat's drive motor 40, and the seat cannot move, similar to the seat state in the prior art. When the seat is in an unlocked state, the sliding guide rail 30 disengages from the restraint of the drive motor 40 and can move back and forth, thereby allowing flexible control of the seat state between a sliding and locked state.

[0074] The seat displacement control device described in this application allows the seat to move forward along a fixed guide rail during a vehicle collision. The seatbelt fixed to the seat also moves forward accordingly. At this time, the seatbelt and the occupant's pelvis move forward simultaneously, significantly reducing the displacement of the seatbelt relative to the pelvis and thus preventing the seatbelt from digging into the abdomen. Therefore, this type of seat, which can adaptively adjust its position during a collision, can effectively reduce the risk of occupant "sinking" and prevent the seatbelt from digging into the abdomen.

[0075] In the above-described solution of this application, a first engaging part 101 and a second engaging part 102 are respectively provided on the fixed guide rail 20 and the sliding guide rail 30 of the seat displacement control device. An elastic element 11 is provided between the sliding guide rail 30 and the fixed guide rail 20. The electronic control component 60 receives signals sent from the vehicle terminal and controls whether the first engaging part 101 and the second engaging part 102 engage. If the electronic control component 60 receives a collision signal, it controls the first engaging part 101 and the second engaging part 102 to engage, overcoming the elastic force of the elastic element 11. The sliding guide rail 30 can then detach from the drive motor 40 and slide relative to the fixed guide rail 20. If the electronic control component 60 receives a normal driving signal, it controls the first engaging part 101 and the second engaging part 102 to separate. After the first engaging part 101 and the second engaging part 102 separate, the elastic force of the elastic element 11 pushes the sliding guide rail 30 to connect with the drive motor 40. The sliding guide rail 30 is then locked by the drive motor, thereby enabling the seat to move back and forth when a vehicle collision occurs. In this application, only two suction parts controlled by electrical signals and the elastic element 11 are needed to cooperate between the sliding guide rail 30 and the fixed guide rail 20 of the seat to control whether the seat is unlocked. The seat can be unlocked in time when a collision occurs. This application has a simple structure and is easy to install.

[0076] like Figure 4 In the structure shown, an auxiliary suction assembly can be added at a position opposite to the first suction part 101 and the second suction part 103. The auxiliary suction assembly includes a first auxiliary suction part 103 and a second auxiliary suction part 104. The first auxiliary suction part 103 is disposed on the first side of the fixed guide rail, and the second auxiliary suction part 104 is disposed on the second side of the sliding guide rail. The first auxiliary suction part 103 and the first suction part 101 are simultaneously energized or de-energized, and the second auxiliary suction part 104 and the second suction part 102 are simultaneously energized or de-energized. That is, multiple sets of suction components with the same function can be provided along the guide rail direction, thus providing greater suction force in the locked state and ensuring seat stability.

[0077] like Figure 4 As shown, the electronic control component 60 is preferably located on the outside of the seat guide rail, so as not to occupy the space under the seat. The electronic control component 60 can control the suction part through wires or communication networks. For example, it can be set to use the suction part as a first electrical signal when it is de-energized and as a second electrical signal when it is energized, or the first electrical signal and the second electrical signal can be level signals with different voltage values, etc.

[0078] Furthermore, as mentioned above, the device of this application includes an energy-absorbing element 50, which can provide a cushioning effect when the seat moves. Figure 4 , Figures 6 to 8As shown, the seat displacement control device further includes an energy-absorbing rod 31, disposed on the second or third side of the sliding guide rail 20 and synchronously stationary or moving with the sliding guide rail 30. The third side is the side opposite to the second side. An energy-absorbing component 50 is disposed on a fifth engaging portion, which is disposed on the fourth side of the fixed guide rail 20 or the second or third side of the sliding guide rail 30. The fourth side is parallel to the extending direction of the energy-absorbing rod 31. When the energy-absorbing component 50 is disposed on the fourth side, it is located on the moving path of the energy-absorbing rod 31 and in contact with the energy-absorbing rod 31. After the seat is unlocked, the energy-absorbing rod 31 can apply a pushing force to the energy-absorbing component 50 as it moves with the sliding guide rail 30. The energy-absorbing component 50 will deform when the pushing force reaches a set energy value, at which point the seat will actually move. Otherwise, if the energy-absorbing component 50 does not deform, it will provide resistance to the energy-absorbing rod 31, preventing the seat from moving. This serves as a buffer before the seat unlocks and moves, avoiding sudden seat movement that could injure the occupant. The energy value set above is the expected energy absorbed by the seat during a vehicle collision.

[0079] Specifically, such as Figure 4 and Figure 6 As shown, a mounting plate 501 can be installed on the fixed guide rail 20, and an energy-absorbing element 502 can be installed on the mounting plate 501. The energy-absorbing rod 31 can contact the element 502. As long as the seat is unlocked, the energy-absorbing rod 31 will tend to move forward along with the sliding guide rail 30. During this process, a pushing force is applied to the element 502, and the seat will only start to move when the element 502 deforms. In order to avoid the occupant "sinking", reduce occupant injury, and reduce the stiffness requirements of the seat, the seat displacement control device of this solution will only move when the seat energy reaches a certain level during a collision. That is, by absorbing a part of the seat energy first, a buffer effect is provided before the seat moves, so that the occupant avoids the peak moment of the seat force and reduces the strength of the seat.

[0080] like Figure 7As shown, the energy-absorbing component 50 includes an energy-absorbing strip 5021 with a bent portion. Upon collision, one end of the bent portion is fixed to the fixed guide rail 20, and the energy-absorbing rod 31 passes through the bent portion and contacts its inner side. The energy-absorbing strip 5021 deforms when the thrust applied by the energy-absorbing rod 31 reaches a set energy value. The energy-absorbing strip 5021 has a mature and reliable structure with good stability because it is only related to material properties, which are relatively stable. In practical implementation, it is preferably a metal strip. As shown, mounting holes 5022 can be provided on the energy-absorbing strip 5021, and fasteners such as bolts can be used to fix the energy-absorbing strip 5021. The energy-absorbing component 50 can also utilize deformation of honeycomb aluminum, energy absorption by hydraulic devices, leaky airbags, etc. The energy-absorbing strip 5021 in this solution has low cost and is easy to implement.

[0081] In specific implementation, such as Figure 8 As shown, the seat displacement control device further includes a third suction part 504, disposed on the fourth side of the fixed guide rail 20, the fourth side being parallel to the extending direction of the energy-absorbing rod 31; and a fourth suction part 507, disposed on the second or third side of the sliding guide rail 30, the third side being the side opposite to the second side. (Reference) Figure 7 This example illustrates the principle of the interaction between the energy-absorbing rod 31 and the energy-absorbing component, using the second side (left side in the figure) of the sliding guide rail 30 as an example. In this case, the energy-absorbing component is also located on the left side of the sliding guide rail 20. However, in practical applications, the energy-absorbing rod 31 can also be positioned on the third side of the sliding guide rail 30 (i.e., the right side of the sliding guide rail 30 shown in the figure; in this case, the energy-absorbing component is correspondingly positioned on the right side of the fixed guide rail 20, symmetrically to the position shown in the current figure). The energy-absorbing component is located on the fifth engaging part. The fifth engaging part is a free component, which can be mounted on the fixed guide rail 20 or the sliding guide rail 30 as needed. After receiving a detection signal from the vehicle-mounted terminal indicating no collision and normal driving, the electronic control component 60 sends a third control signal to the third engaging part 504, the fourth engaging part 507, and the fifth engaging part. Upon receiving a detection signal from the vehicle-mounted terminal indicating a collision, it sends a fourth control signal to the third engaging part 504, the fourth engaging part 507, and the fifth engaging part. During normal driving, the third control signal controls the third engaging part 504 to engage with the fifth engaging part, and the fourth engaging part 507 to disengage from the fifth engaging part. The final engagement relationship between the energy-absorbing rod 31 and the energy-absorbing strip 5021 is as follows: Figure 9aAs shown, at this time, the energy-absorbing strip 5021 is fixed on the sliding guide rail 30, and moves synchronously with the energy-absorbing rod 31. In the event of a collision, the fourth control signal is used to control the third suction part 504 to engage with the fifth suction part, and the fourth suction part 507 to disengage from the fifth suction part. The final engagement relationship between the energy-absorbing rod 31 and the energy-absorbing strip 5021 is as follows: Figure 9b As shown, at this time, the energy-absorbing strip 5021 is placed on the fixed guide rail 20 and cannot move due to the constraint of the fixed guide rail 20. However, since the sliding guide rail 31 has been unlocked, when the sliding guide rail 30 moves, it drives the energy-absorbing rod 31 to move synchronously with the sliding guide rail 30. Figure 9b The energy-absorbing rod 31 moves in a direction perpendicular to the plane and inwards, and the energy-absorbing strip 5021 provides a buffering effect against the movement of the energy-absorbing rod 31. Specifically, combined with Figure 8 , Figure 9a and Figure 9b As shown, the energy-absorbing component 50 can be disposed on the energy-absorbing component mounting plate 506. A fifth suction portion is provided on the bottom and side of the energy-absorbing component mounting plate 506. The fifth suction portion includes a first energy-absorbing strip 505 and a second energy-absorbing strip 508. The first energy-absorbing strip 505 is located at the bottom of the energy-absorbing component mounting plate 506, opposite to the fourth side of the fixed guide rail 20. The second energy-absorbing strip 508 is located on the side of the energy-absorbing component mounting plate 506, opposite to the second or third side of the sliding guide rail 30. The electronic control component 60 is connected to the third suction part 504, the fourth suction part 507, and the fifth suction part. When the electronic control component 60 receives a normal driving signal, it controls the third suction part 504 to connect to the first electrical signal, and the second energy-absorbing strip 508 in the fourth and fifth suction parts to connect to the second electrical signal. In this solution, the second energy-absorbing strip 508 is connected to the second electrical signal, and the second energy-absorbing strip 508 drives the energy-absorbing component to engage and fix with the fourth suction part 507, thereby fixing the energy-absorbing component on the sliding guide rail 30. Figure 9a The results are shown. In the event of a collision, the electronic control component 60 controls the third suction part 504 and the first energy-absorbing strip 505 in the fifth suction part to connect to the second electrical signal, and controls the fourth suction part 507 to connect to the first electrical signal. The first energy-absorbing strip 505 drives the energy-absorbing component to engage and fix with the third suction part 504, thus fixing the energy-absorbing component to the fixed guide rail 20. Through the solution of this application, a simple suction structure combined with control means can be used to control whether the energy-absorbing component is placed on the fixed guide rail 20 or the sliding guide rail 30, conveniently and automatically switching the position of the energy-absorbing component. This ensures that the seat's state is the same as a conventional seat during normal vehicle operation, while in the event of a collision, it can release the seat, providing a buffer for the moving seat and avoiding adverse effects on the occupants caused by sudden seat movement.

[0082] In specific implementation, combined with Figure 4 The structure shown indicates that the energy-absorbing mounting plate 506 can be directly implemented using the mounting plate 501. Alternatively, the energy-absorbing mounting plate 506 can be a portion disposed on the mounting plate 501. A first side plate 503 is formed on one side of the energy-absorbing mounting plate 506 or the mounting plate 501, and the second energy-absorbing strip 508 can be disposed on the first side plate 503. A second side plate 13 is formed on the side of the sliding guide rail 30, and the fourth suction part 507 is disposed on the second side plate 13.

[0083] It is understandable that each of the above-mentioned engaging parts can be implemented using components with electromagnetic properties.

[0084] Preferably, in the above scheme, the maximum deformation S of the energy-absorbing strip 5021 is: S = Q / F; where Q is the energy applied by the energy-absorbing rod to the energy-absorbing strip when the seat moves to its limit, and F is the thrust generated when the seat moves to its limit. Once the maximum deformation is determined, the material and thickness of the energy-absorbing strip can be determined. Through the scheme of this application, combined with... Figure 7 An energy-absorbing rod 31 is located on the side of the sliding guide rail 30, and it is engaged at the bend of the energy-absorbing strip 5021. When a vehicle collision occurs, the occupant moves forward, exerting an external force on the seat cushion, which is transmitted to the sliding guide rail 30. The energy-absorbing rod 31 is connected to the sliding guide rail 30. When the external force reaches a certain level, the energy-absorbing rod 31 overcomes the resistance of the energy-absorbing strip 5021, causing the strip to yield and deform. The energy-absorbing rod 31 moves forward, and the seat moves forward along the guide rail accordingly. Clearly, the seat does not suddenly move forward dramatically during a collision; it needs to overcome the resistance of the energy-absorbing strip 5021. The actual moment of seat movement is determined by the material grade and thickness of the energy-absorbing strip 5021. The harder and thicker the material, the less easily the energy-absorbing strip 5021 deforms, and therefore the later the seat begins to move. Conversely, the softer and thinner the material, the earlier the seat begins to move. In this application, the energy absorbed by the energy-absorbing component of the seat depends on the yield force of the energy-absorbing strip 5021 and the maximum deformation S of the energy-absorbing strip. The absorbed energy is F×S. Therefore, in practical applications, if Q is set as the energy generated when the seat moves to its limit, and F is the thrust generated when the seat moves to its limit during a collision, then F can be used as the yield force to calculate S, and the material and thickness of the energy-absorbing strip can be determined based on the calculation result of S. Figure 10 As shown, the seat force curve obtained after adopting the solution of this application is shown as a dashed line, while the seat force curve in the prior art is shown as a solid line. Obviously, the seat force curve obtained by the solution of this application is more gentle, which greatly reduces the harm to the human body when the seat moves.

[0085] Preferably, in some embodiments, the device further includes an angle drive motor disposed at the bottom of the seat; the drive output end of the angle drive motor is connected to the seat back pivot and the seat cushion pivot; the electronic control component is electrically connected to the angle drive motor and is used to send control signals to the angle drive motor. For example... Figure 11 As shown, the angle-driven motor tilts the seat back 91 backward, raising the front end of the seat cushion 92. This reduces the forward displacement of the occupant's pelvis, decreasing the risk of lurching. Combined with the seat moving forward along the guide rail, it absorbs some of the collision energy, minimizing the risk of lurching. Furthermore, the increased seat angle in this application provides additional force during forward movement, facilitating seat movement. By adjusting the seat back and cushion separately, the occupant's upper and lower body angles can be optimized, such as the pelvis and thighs forming approximately a 90-degree angle, minimizing the risk of injury.

[0086] This application also provides a computer-readable storage medium storing program information, wherein a computer reads the program information and executes the seat control method described in any of the above method embodiments.

[0087] This application also provides a computer program product, including a computer program / instructions, which is executed by a processor using the steps of the seat control method described in any of the above method embodiments.

[0088] This application also provides a vehicle in which the seat is equipped with the seat displacement control device described in any of the above-described solutions.

[0089] This application also provides an electronic control component, such as... Figure 12As shown, the electronic control component includes at least one processor 111 and at least one memory 112. The at least one memory 112 stores program information. After reading the program information, the at least one processor 111 executes the seat control method described in any of the above method embodiments. The device may further include an input device 113 and an output device 114. The processor 111, memory 112, input device 113, and output device 114 can be communicatively connected. The memory 112, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules. The processor 111 executes various functional applications and data processing by running the non-volatile software programs, instructions, and modules stored in the memory 112, thereby implementing the seat control method provided in any of the above embodiments. The memory 112 may include a program storage area and a data storage area. The program storage area may store the operating system and at least one application program required for a function; the data storage area may store data created based on the use of the seat control method, etc. Furthermore, memory 112 may include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, memory 112 may optionally include memory remotely located relative to processor 111, and these remote memories may be connected via a network to the apparatus performing the seat control method. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof. Input device 113 may receive user clicks and generate signal inputs related to user settings and function control of the seat control method. Output device 114 may include a display device such as a display screen. When the one or more modules are stored in memory 112 and are executed by the one or more processors 111, the seat control method in any of the above method embodiments is performed.

[0090] As needed, the above technical solutions can be combined to achieve the best technical effect.

[0091] The above are merely the principles and preferred embodiments of this application. It should be noted that, for those skilled in the art, several other modifications can be made based on the principles of this application, and these modifications should also be considered within the scope of protection of this application.

Claims

1. A seat control method, characterized in that, include: Acquire detection signals indicating whether a vehicle collision has occurred; When no collision occurs, the detection signal indicates that a first control signal is sent to the first suction part disposed on the seat fixed guide rail and the second suction part disposed on the seat sliding guide rail. The first control signal is used to control the suction force between the first suction part and the second suction part to be zero. The sliding guide rail is fixed to the drive motor of the seat and is stationary relative to the fixed guide rail. When a collision occurs, the detection signal indicates that a second control signal is sent to the first and second suction parts. The second control signal is used to control the first suction part to suction the second suction part, thereby causing the sliding guide rail to disengage from the drive motor. The sliding guide rail and the fixed guide rail can slide relative to each other.

2. The seat control method according to claim 1, characterized in that, The process of sending a first control signal to the first engaging part disposed on the seat fixing guide rail and the second engaging part disposed on the seat sliding guide rail when the detection signal indicates that no collision has occurred further includes: A third control signal is sent to the third suction part disposed on the fixed guide rail, the fourth suction part disposed on the sliding guide rail, and the fifth suction part. The third control signal is used to control the third suction part to separate from the fifth suction part and the fourth suction part to suction with the fifth suction part. The fifth suction part is a free part and is provided with an energy-absorbing strip.

3. The seat control method according to claim 2, characterized in that, When the detection signal indicates a collision, the process of sending a second control signal to the first and second engaging parts further includes: A fourth control signal is sent to the third, fourth, and fifth suction parts, the fourth control signal being used to control the third suction part to suction with the fifth suction part and the fourth suction part to separate from the fifth suction part.

4. The seat control method according to any one of claims 1-3, characterized in that, Before sending a second control signal to the first and second engaging parts when the detection signal indicates a collision, the method further includes: The angle of the seat is controlled to drive the motor to rotate; Adjust the seat back to increase the angle at which the seat back tilts backward; Raise the front end of the seat cushion, the front end of the seat cushion being the end away from the backrest.

5. An electronic control component, characterized in that, The electronic control component includes at least one processor and at least one memory, wherein at least one memory stores program information, and at least one processor reads the program information and executes the seat control method according to any one of claims 1-4.

6. A seat displacement control device, characterized in that, include: The first suction part is located on the first side of the seat's fixed guide rail; The second suction part is disposed on the second side of the sliding guide rail of the seat, and the second side is opposite to the first side; wherein, both the first side and the second side are parallel to the sliding direction of the sliding guide rail, the first suction part and the second suction part do not generate suction force when receiving the first control signal, and the first suction part and the second suction part generate suction force when receiving the second control signal; An elastic element is disposed between the first side of the sliding guide rail and the second side of the fixed guide rail, and its maximum deformation elastic force is less than the attraction force generated between the first attraction part and the second attraction part.

7. The seat displacement control device according to claim 6, characterized in that, Also includes: An energy-absorbing rod is disposed on the second or third side of the sliding guide rail and moves synchronously with the sliding guide rail, wherein the third side is the side opposite to the second side; An energy-absorbing component is disposed on a fifth suction part, which is disposed on the fourth side of the fixed guide rail or the second or third side of the sliding guide rail. The fourth side is a side parallel to the extension direction of the energy-absorbing rod. When the energy-absorbing component is disposed on the fourth side, it is located on the moving path of the energy-absorbing rod and in contact with the energy-absorbing rod.

8. The seat displacement control device according to claim 7, characterized in that, The energy-absorbing component includes: An energy-absorbing strip has a bent portion, through which the energy-absorbing rod passes and contacts the inside of the bent portion.

9. The seat displacement control device according to claim 8, characterized in that: The maximum deformation S of the energy-absorbing strip is: S = Q / F; where Q is the energy applied by the energy-absorbing rod to the energy-absorbing strip when the seat moves to its limit, and F is the thrust generated when the seat moves to its limit.

10. The seat displacement control device according to any one of claims 7-9, characterized in that, Also includes: The third suction part is provided on the fourth side of the fixed guide rail; The fourth suction part is provided on the third side of the sliding guide rail; When the third, fourth, and fifth suction parts receive a third control signal, the third suction part separates from the fifth suction part, and the fourth suction part and the fifth suction part are suction-connected; when the third, fourth, and fifth suction parts receive a fourth control signal, the third suction part and the fifth suction part are suction-connected, and the fourth suction part separates from the fifth suction part.

11. The seat displacement control device according to claim 10, characterized in that, Also includes: Angle drive motor is located at the bottom of the seat; The drive output end of the angle drive motor is connected to the seat back pivot and the seat cushion pivot. The angle drive motor rotates after receiving a control signal.

12. A computer-readable storage medium, characterized in that, The storage medium stores program information, and after the computer reads the program information, it executes the seat control method according to any one of claims 1-4.

13. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the seat control method according to any one of claims 1-4.

14. A vehicle, characterized in that, The vehicle's seats are equipped with the seat displacement control device as described in any one of claims 6-11.

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