Vehicle seat control method and device, cabin area controller, medium and vehicle

Abstract

The invention provides a vehicle seat control method and device, a cabin area controller, a medium and a vehicle. The method comprises the following steps: on the basis of a determined target control request for the vehicle seat, respectively generating target positions corresponding to a plurality of motors in the vehicle seat; for each motor, planning a speed track for the motor based on the target position and the current position of the motor, and determining the motion time of the motor; based on the longest motion time, re-planning speed tracks for other motors to enable the motion time of the motors to be the same; and controlling the motors to move according to the respective corresponding speed tracks so as to realize a target control request for the vehicle seat.

Description

Technical Field

[0001] This application relates to the field of automotive electronics technology, specifically to a method and device for controlling a vehicle seat, a cockpit domain controller, a medium, and a vehicle. Background Technology

[0002] With the development of automotive intelligence, the functions of vehicle seats have become increasingly complex, evolving from single-motor adjustment to multi-motor coordinated adjustment supporting multiple directions. Modern vehicle seats typically have multiple adjustment functions such as fore-aft, height adjustment, backrest angle, leg support, and lumbar support, which places higher demands on the coordination and responsiveness of the controls. Summary of the Invention

[0003] This application provides a vehicle seat control method and device, a cockpit domain controller, a storage medium, a vehicle, and a computer program product, which are beneficial to improving the stability of the vehicle seat adjustment process and improving the user's riding experience.

[0004] In a first aspect, embodiments of this application provide a vehicle seat control method, the method comprising: generating target positions corresponding to multiple motors in the vehicle seat based on a determined target control request for the vehicle seat; for each motor, planning a speed trajectory for the motor based on the target position and the current position of the motor, and determining the movement time of the motor; replanning speed trajectories for other motors based on the longest movement time, so that the movement time of the motors is the same; and controlling the motors to move according to their respective corresponding speed trajectories to realize the target control request for the vehicle seat.

[0005] It is understood that in the vehicle seat control method provided in this application embodiment, based on the target control request for the vehicle seat, target positions corresponding to multiple motors in the vehicle seat are generated respectively; for each motor, based on the target position and the current position of the motor, a speed trajectory is planned for the motor, and the movement time of the motor is determined; the longest movement time is determined from the movement times of each motor; then, based on the longest movement time, the speed trajectories of the other motors are replanned; this helps to ensure that the movement time of multiple motors is the same; then, the motors are controlled to move according to their respective corresponding speed trajectories, thereby realizing the target control request for the vehicle seat. Thus, since the movement time of multiple motors is the same, the smoothness of the movement of multiple motors can be ensured, avoiding obvious shock phenomena when the motors start and stop, thereby improving the stability of the vehicle seat adjustment process and improving the user's riding experience.

[0006] In some embodiments, the method further includes: acquiring the real-time position of the motors while controlling the motors to move according to their respective speed trajectories; converting the real-time position of the motors into real-time coordinate points of the vehicle seat; performing collision prediction using a hierarchical bounding box based on the real-time coordinate points, the cabin model of the cabin where the vehicle seat is located, and a preset interference rule library, and obtaining a prediction result; and controlling the corresponding motors to stop moving or adjusting the movement trajectory of the corresponding motors in the case where the prediction result indicates a potential collision, so as to avoid collision between the vehicle seat and other equipment in the cabin.

[0007] It is understood that in the vehicle seat control method provided in this application embodiment, during the process of controlling the motors to move at their respective corresponding speeds, the real-time position of the motors is monitored and converted into real-time coordinate points of the vehicle seat. Then, based on these real-time coordinate points, the cabin model of the cabin where the vehicle seat is located, and a preset interference rule library, collision prediction is performed through a hierarchical bounding box to obtain the prediction result. When a potential collision is predicted, avoidance measures are taken, i.e., the corresponding motor is controlled to stop moving or the movement trajectory of the corresponding motor is adjusted. This helps to avoid collisions between the vehicle seat and other equipment in the cabin, prevent mechanical damage or user discomfort, and improve the safety of the vehicle seat during movement.

[0008] In some embodiments, the method further includes: monitoring the Hall rate of the motors while controlling the motors to move according to their respective corresponding speed trajectories; controlling the corresponding motors to stop moving or adjusting the movement trajectory of the corresponding motors in the event of an abnormal Hall rate, so as to avoid collision between the vehicle seat and other equipment in the cabin where the vehicle seat is located; and / or monitoring the operating current of the motors while controlling the motors to move according to their respective corresponding speed trajectories; controlling the corresponding motors to stop moving or adjusting the movement trajectory of the corresponding motors in the event of an abnormal operating current, so as to avoid collision between the vehicle seat and other equipment in the cabin where the vehicle seat is located.

[0009] It is understood that in the vehicle seat control method provided in this application embodiment, during the process of controlling the motor to move at its respective speed, the Hall effect rate and / or operating current of the motor are monitored. If the Hall effect rate and / or operating current are abnormal, it is assumed that the corresponding motor is about to collide or has already collided; avoidance measures are then taken, i.e., the corresponding motor is controlled to stop moving or its trajectory is adjusted. This is beneficial in preventing the vehicle seat from colliding with other equipment in the cabin in the event of an impending collision, preventing mechanical damage or user discomfort, and improving the safety of the vehicle seat during movement; and in the event of a collision, preventing further damage.

[0010] In some embodiments, planning a speed trajectory for the motor based on the target position and the current position of the motor includes: planning a multi-segment speed trajectory for the motor based on the target position and the current position; wherein the multi-segment speed trajectory includes: an S-shaped speed trajectory or a seven-segment speed trajectory.

[0011] It is understood that in the vehicle seat control method provided in this application embodiment, for each motor, based on the corresponding target position and current position, the planned speed trajectory for that motor is a multi-segment speed trajectory. This facilitates smooth motor movement, ensuring that the motor in the vehicle seat maintains a low rate of acceleration change during start-up and stop. This avoids overly abrupt movements, reduces vibration, impact, and noise during movement, thereby improving user comfort, reducing mechanical wear, and extending the motor's lifespan.

[0012] In some embodiments, based on the longest motion time, the speed trajectory of other motors is replanned, including: for each other motor, scaling the multi-segment speed trajectory of the motor proportionally according to the longest motion time and the motor's motion time to obtain the replanned multi-segment speed trajectory.

[0013] It is understood that in the vehicle seat control method provided in this application embodiment, for motors whose movement time is not the longest, the multi-segment speed trajectory of the motor is proportionally scaled according to the longest movement time and the movement time of the motor, resulting in a re-planned multi-segment speed trajectory, thereby making the movement time of each motor the same. This helps to ensure that each motor starts and stops synchronously, avoiding the unnatural feeling caused by asynchronous motors, thus achieving coordinated control of multiple motors; and it can also ensure that the re-planned speed trajectory is smoother, thereby reducing vibration and impact during movement by avoiding overly abrupt movements, which in turn helps to improve user comfort, reduce mechanical wear, and extend the service life of the motor.

[0014] In some embodiments, the method further includes: upon receiving multiple control requests for the vehicle seat, determining the source of each control request; and, based on the source of the control request and the vehicle status of the vehicle to which the vehicle seat belongs, determining the target control request from the multiple control requests through a preset priority strategy.

[0015] It is understood that in the vehicle seat control method provided in this application embodiment, when multiple control requests for the vehicle seat are received, the source of each control request is determined; based on the source of the control request and the vehicle status of the vehicle to which the vehicle seat belongs, multiple control requests are arbitrated through a preset priority strategy, thereby determining the target control request to be executed from among the multiple control requests. This helps to avoid behavioral confusion or functional failure caused by command conflicts, thereby improving the intelligent decision-making capability of the vehicle seat and enhancing the user experience.

[0016] Secondly, embodiments of this application provide a control device for a vehicle seat. The device includes: a generation module configured to generate target positions corresponding to multiple motors in the vehicle seat based on a determined target control request for the vehicle seat; a planning module configured to plan a speed trajectory for each motor based on the target position and the motor's current position, and determine the motor's movement time; a replanning module configured to replan the speed trajectories for other motors based on the longest movement time, so that the motors have the same movement time; and a control module configured to control the motors to move according to their respective corresponding speed trajectories to fulfill the target control request for the vehicle seat.

[0017] Thirdly, embodiments of this application provide a cockpit domain controller, including a memory and a processor. The memory stores a computer program that can run on the processor, and when the processor executes the program, it implements the vehicle seat control method provided in the first aspect.

[0018] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle seat control method provided in the first aspect.

[0019] Fifthly, embodiments of this application provide a vehicle including a cockpit domain controller and a vehicle seat, the vehicle seat including multiple motors, and the cockpit domain controller being used to implement the vehicle seat control method provided in the first aspect.

[0020] In a sixth aspect, embodiments of this application provide a computer program product, including a computer program or instructions, which, when executed by a processor, implement the vehicle seat control method provided in the first aspect. Attached Figure Description

[0021] Figure 1 A schematic diagram of the implementation process of a vehicle seat control method provided in this application embodiment. Figure 1 ; Figure 2 A schematic diagram of the implementation process of a vehicle seat control method provided in this application embodiment. Figure 2 ; Figure 3 This is a schematic diagram of the structure of a vehicle seat control system provided in an embodiment of this application; Figure 4 A schematic diagram of multi-motor cooperative control provided in an embodiment of this application; Figure 5 A schematic diagram of the implementation process of a vehicle seat control method provided in this application embodiment. Figure 3 ; Figure 6 A schematic diagram illustrating the implementation process of interference avoidance provided in an embodiment of this application; Figure 7 A schematic diagram of an interference avoidance scenario provided in an embodiment of this application; Figure 8 A schematic diagram of a vehicle seat control device provided in an embodiment of this application; Figure 9 A schematic diagram of the structure of a cockpit domain controller provided in an embodiment of this application; Figure 10 This is a structural schematic diagram of a vehicle provided in an embodiment of this application.

[0022] It should be noted that the terms "first" and "second" mentioned above are only used to distinguish between different options and do not represent the degree of superiority or inferiority of the options or their priority in the implementation process. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] In one related technology, a distributed control architecture is used to control multiple motors in a vehicle seat. This distributed control architecture employs a decentralized control approach, where each seat or every two motors is controlled by an independent Seat Control Unit (SCU) or a low-performance Electronic Control Unit (ECU), communicating with the upper-level controller via a low-speed bus (e.g., a local area network). This distributed control architecture has simple logic and coordination logic, and can only handle simple "seat memory position" presets and restores, or simple "comfort entry and exit" functions. This distributed control architecture cannot achieve multi-motor coordinated control or interference conflict detection.

[0025] In another related technology, a method, apparatus, device, and vehicle for adjusting vehicle cabin space are provided. The method includes: in response to an instruction to adjust the vehicle cabin space, acquiring first information about the current spatial layout of the vehicle cabin and second information about the target spatial layout; inputting the first and second information into a cabin space adjustment decision model to obtain a first spatial adjustment scheme output by the cabin space adjustment decision model; and adjusting the vehicle cabin from the current spatial layout to the target spatial layout based on the first spatial adjustment scheme. The spatial adjustment decision model is trained based on adjustment preconditions and adjustment execution rules corresponding to each component included in the vehicle cabin. The adjustment preconditions represent the conditions that the entire vehicle must meet before adjusting each component, and the adjustment execution rules represent the adjustment schemes set for each component to make the entire vehicle meet the adjustment preconditions. This method, through the comprehensive decision-making of the cabin space adjustment decision model, can achieve coordinated adjustment of multiple components.

[0026] However, through research and analysis, the inventors of this application have discovered the following problems with the aforementioned related technologies: (1) Poor coordination: When multiple axes (i.e. multiple motors) move simultaneously, it is difficult to achieve smooth and comfortable coordinated trajectory planning; (2) Conflict and interference: When multiple user commands are received (e.g., the driver adjusts the seat, the passenger adjusts the front passenger seat, or the safety function is triggered), or when the seat may physically interfere with other components (e.g., the steering wheel, the front passenger glove box, the floor, the roof) or the occupants during the movement of the seat, the distributed ECU lacks a global view and sufficient computing power to perform real-time conflict arbitration and dynamic avoidance. (3) Stiff experience: The motion of each axis is not synchronized, and the shock of starting and stopping is obvious; there is a lack of smooth speed planning, and the motion process is stiff; when encountering interference, simple strategies such as "anti-pinch retraction" or "motor stall" are usually used, which leads to user experience interruption and discomfort of seat compression; (4) Difficult to upgrade: The control logic is fixed in multiple seat ECUs, making it difficult to upgrade and optimize the function through over-the-air (OTA) technology.

[0027] In view of this, this application provides a method for controlling a vehicle seat. Figure 1 A schematic diagram of the implementation process of a vehicle seat control method provided in this application embodiment. Figure 1 ,like Figure 1 As shown, the method includes steps 101 to 104: Step 101: Based on the determined target control request for the vehicle seat, generate the target positions corresponding to each of the multiple motors in the vehicle seat. Step 102: For each motor, based on the target position and the current position of the motor, plan the speed trajectory for the motor and determine the movement time of the motor; Step 103: Based on the longest motion time, replan the speed trajectory for the other motors so that the motion time of the motors is the same; Step 104: Control the motors to move according to their respective speed trajectories in order to achieve the target control request for the vehicle seat.

[0028] It is understood that in the vehicle seat control method provided in this application embodiment, based on the target control request for the vehicle seat, target positions corresponding to multiple motors in the vehicle seat are generated respectively; for each motor, based on the target position and the current position of the motor, a speed trajectory is planned for the motor, and the movement time of the motor is determined; the longest movement time is determined from the movement times of each motor; then, based on the longest movement time, the speed trajectories of the other motors are replanned; this helps to ensure that the movement time of multiple motors is the same; then, the motors are controlled to move according to their respective corresponding speed trajectories, thereby realizing the target control request for the vehicle seat. Thus, since the movement time of multiple motors is the same, the smoothness of the movement of multiple motors can be ensured, avoiding obvious shock phenomena when the motors start and stop, thereby improving the stability of the vehicle seat adjustment process and improving the user's riding experience.

[0029] In some embodiments, the vehicle seat control method provided in this application is applied to a cockpit domain controller (CDC).

[0030] It is understood that the vehicle seat control method provided in this application embodiment utilizes the high computing power of the cockpit domain controller to achieve complex motion planning and real-time calculations that traditional distributed ECUs cannot accomplish, providing a smoother, more comfortable, and more intelligent vehicle seat adjustment experience. Simultaneously, software function updates and additions (such as new seat modes and new obstacle avoidance rules) can be performed via OTA upgrades through the cockpit domain controller without hardware modifications, resulting in a long lifespan and high flexibility.

[0031] The following sections will describe further optional implementation methods for each of the above steps, as well as related terms.

[0032] In step 101, based on the determined target control request for the vehicle seat, the target positions corresponding to each of the multiple motors in the vehicle seat are generated respectively.

[0033] It should be understood that in the embodiments of this application, the vehicle seat is controlled by multiple independently driven motors to move in different directions, such as fore / rear adjustment, height adjustment, backrest angle adjustment, leg rest adjustment, etc. In some embodiments, the vehicle seat includes, but is not limited to, one of the following: driver's seat, front passenger seat, rear seat, etc.

[0034] In this application, the target control request is not limited. In some embodiments, the target control request is a command issued by the user via voice, touch screen, mobile application, etc., such as preset scenarios like nap mode or movie viewing mode. In other embodiments, the target control request is an adjustment action automatically triggered by the vehicle, cockpit domain controller, or other domain controller (such as intelligent driving domain controller) based on the current environment or user identity.

[0035] It should be understood that the target position is not limited in the embodiments of this application. The target position is generated separately for multiple motors in the vehicle seat based on a determined target control request for the vehicle seat. In some embodiments, the target position is an absolute coordinate value relative to the current position of the vehicle seat, used to indicate the position to which the motor controlling the movement of the vehicle seat in a certain direction has moved. Further, in some embodiments, the target position is generated based on a stored vehicle seat position database and the current state information of the vehicle seat.

[0036] For example, in one possible implementation, in nap mode, target positions are set such as the backrest tilting back 20 degrees, the leg rest rising 30 degrees, and the vehicle seat moving back 5 centimeters. These target positions can be determined by ergonomic design and are typically verified through multiple tests to ensure comfort and safety.

[0037] In some embodiments, the method further includes: upon receiving multiple control requests for the vehicle seat, determining the source of each control request; and, based on the source of the control request and the vehicle status of the vehicle to which the vehicle seat belongs, determining the target control request from the multiple control requests through a preset priority strategy.

[0038] It is understood that in the vehicle seat control method provided in this application embodiment, when multiple control requests for the vehicle seat are received, the source of each control request is determined; based on the source of the control request and the vehicle status of the vehicle to which the vehicle seat belongs, multiple control requests are arbitrated through a preset priority strategy, thereby determining the target control request to be executed from among the multiple control requests. This helps to avoid behavioral confusion or functional failure caused by command conflicts, thereby improving the intelligent decision-making capability of the vehicle seat and enhancing the user experience.

[0039] It should be understood that, in this embodiment of the application, the number of received control requests for the vehicle seat is not limited. These multiple control requests may originate from different users or devices; for example, the driver may issue a reclining command via a voice assistant, or a passenger may issue a lumbar support adjustment command via a mobile application.

[0040] In this application embodiment, the source of the control request is not limited. In some embodiments, the source of the control request includes, but is not limited to, at least one of the following: physical buttons, touch screen, voice assistant, in-vehicle human-machine interface (HMI), remote application, etc. For example, in one possible implementation, the source of the received control request is parsed by the human-machine interface module to obtain the source of the control request for the vehicle seat.

[0041] It should be understood that, in this embodiment, in addition to determining the source of the control request for the vehicle seat, the vehicle status of the vehicle to which the vehicle seat belongs is also taken into account. This is because in certain scenarios (such as when the vehicle is in motion), the execution of some control requests for the vehicle seat may be prohibited.

[0042] In this application embodiment, the priority strategy is not limited. In some embodiments, the priority strategy includes multiple rules. For example, in one possible implementation, the priority strategy is as follows: control requests related to the safety of the vehicle seat have the highest priority; control requests for the vehicle seat originating from hardware switches (such as physical buttons) have the next highest priority; and control requests for the vehicle seat originating from comfort scene modes (such as nap mode) have a lower priority.

[0043] In step 102, for each motor, a speed trajectory is planned for the motor based on the target position and the current position of the motor, and the movement time of the motor is determined.

[0044] In some embodiments, based on the target position and the current position of the motor, a speed trajectory is planned for the motor, and the movement time of the motor is determined, including: determining the target moving distance of the motor based on the target position and the current position of the motor; planning a speed trajectory for the motor based on the target moving distance; and determining the movement time of the motor based on the target moving distance and the speed trajectory of the motor.

[0045] For example, in one possible implementation, for a given motor, if the current position is 0 degrees and the target position is 30 degrees, a speed curve is generated for the motor, accelerating from 0 degrees to its maximum speed and then decelerating back to 0. Throughout the entire motion, the motor's acceleration and deceleration are precisely controlled to achieve a smooth adjustment effect. Simultaneously, the time required to complete the motion from 0 degrees to maximum speed and then decelerating back to 0 is calculated based on the speed curve; that is, the motor's motion time.

[0046] In some embodiments, planning a speed trajectory for the motor based on the target position and the current position of the motor includes: planning a multi-segment speed trajectory for the motor based on the target position and the current position; wherein the multi-segment speed trajectory includes: an S-shaped speed trajectory or a seven-segment speed trajectory.

[0047] It is understood that in the vehicle seat control method provided in this application embodiment, for each motor, based on the corresponding target position and current position, the planned speed trajectory for that motor is a multi-segment speed trajectory. This facilitates smooth motor movement, ensuring that the motor in the vehicle seat maintains a low rate of acceleration change during start-up and stop. This avoids overly abrupt movements, reduces vibration, impact, and noise during movement, thereby improving user comfort, reducing mechanical wear, and extending the motor's lifespan.

[0048] It should be understood that, in the embodiments of this application, the multi-segment speed trajectory is not limited. A multi-segment speed trajectory refers to dividing the process of each motor in the vehicle seat moving from its current position to the target position into multiple speed curves, so that each motor can move more smoothly and controllably.

[0049] In some embodiments, the S-shaped velocity trajectory includes: an acceleration phase, a uniform acceleration phase, a deceleration phase, a constant speed phase, and a deceleration phase (the reverse process of the symmetrical acceleration phase, where acceleration linearly decreases from 0 to a negative maximum value, and then linearly increases back to 0). A smooth transition is achieved between each phase through changes in acceleration. Furthermore, in some embodiments, the S-shaped velocity trajectory is used in scenarios where human comfort is highly critical, such as seat backrest adjustment and leg rest adjustment. The advantages of the S-shaped velocity trajectory are its smooth curve, ease of implementation, and effective reduction of mechanical wear and noise.

[0050] In some embodiments, the seven-segment speed trajectory includes: an acceleration phase, a uniform acceleration phase, a deceleration phase, a constant speed phase, an acceleration / deceleration phase, a uniform deceleration phase, and a uniform deceleration phase. Compared to the S-shaped speed trajectory, the seven-segment speed trajectory further subdivides the acceleration and deceleration processes. While the seven-segment speed trajectory structure is more complex, it allows for finer time-scale control of the seat motor behavior, making it suitable for seat axial adjustment tasks with long travel distances and high precision requirements.

[0051] In some embodiments, planning a speed trajectory for the motor based on the target position and the current position of the motor includes: planning a polynomial curve-type speed trajectory for the motor based on the target position and the current position.

[0052] It should be understood that, in the embodiments of this application, an S-shaped speed trajectory and a seven-segment speed trajectory can be flexibly selected according to the application scenario. Although the S-shaped speed trajectory and the seven-segment speed trajectory differ in complexity, a suitable choice can be made based on actual needs in specific applications. For example, an S-shaped speed trajectory can be selected when rapid response is required but comfort requirements are not high; while a seven-segment speed trajectory is used when high-precision control and long-term stable operation are required.

[0053] In step 103, based on the longest motion time, the speed trajectories of the other motors are replanned so that the motion times of the motors are the same.

[0054] It should be understood that, in this embodiment, since the current position and target position of different motors are different, the time required for each motor to move from its corresponding current position to the target position is also different. In order to make the movement time of each motor the same, the longest movement time among all motors is selected as the reference time, and then the speed trajectory of the other motors is replanned based on the longest movement time. In this way, the synchronous adjustment of each motor in the vehicle seat can be achieved.

[0055] In some embodiments, based on the longest motion time, the speed trajectory of other motors is replanned, including: for each other motor, scaling the multi-segment speed trajectory of the motor proportionally according to the longest motion time and the motor's motion time to obtain the replanned multi-segment speed trajectory.

[0056] It is understood that in the vehicle seat control method provided in this application embodiment, for motors whose movement time is not the longest, the multi-segment speed trajectory of the motor is proportionally scaled according to the longest movement time and the movement time of the motor, resulting in a re-planned multi-segment speed trajectory, thereby making the movement time of each motor the same. This helps to ensure that each motor starts and stops synchronously, avoiding the unnatural feeling caused by asynchronous motors, thus achieving coordinated control of multiple motors; and it can also ensure that the re-planned speed trajectory is smoother, thereby reducing vibration and impact during movement by avoiding overly abrupt movements, which in turn helps to improve user comfort, reduce mechanical wear, and extend the service life of the motor.

[0057] It should be understood that, in the embodiments of this application, scaling the multi-segment speed trajectory of the motor proportionally means unifying the multi-segment speed trajectories with different motion times onto the same time base (i.e., the longest motion time). In some embodiments, scaling the multi-segment speed trajectory of the motor proportionally based on the longest motion time and the motor's motion time to obtain a replanned multi-segment speed trajectory includes: determining the ratio of the longest motion time to the motion time corresponding to the multi-segment speed trajectory, and scaling the time axis corresponding to the multi-segment speed trajectory proportionally according to the ratio to obtain the replanned multi-segment speed trajectory.

[0058] For example, in one possible implementation, assuming the original movement times of the three motors are 2 seconds, 1 second, and 1.5 seconds, then 2 seconds is the longest movement time. For the motor with a movement time of 1 second, its speed trajectory is slowed down by half; for the motor with a movement time of 1.5 seconds, its speed trajectory is slowed down by approximately 1.33 times. In this way, each motor can complete its adjustment action within 2 seconds, thereby achieving synchronous movement.

[0059] In step 104, the control motors move according to their respective speed trajectories to achieve the target control request for the vehicle seat.

[0060] In some embodiments, controlling the motors to move according to their respective speed trajectories includes: sending the speed trajectory and target position of each motor to the body controller, so that the body controller controls the operation of each motor through a pulse width modulation (PWM) signal based on the speed trajectory and target position of each motor, so that each motor moves to its respective target position according to its respective speed trajectory.

[0061] In some embodiments, Figure 2 A schematic diagram of the implementation process of a vehicle seat control method provided in this application embodiment. Figure 2 ,like Figure 2 As shown, the method further includes the following steps 201 to 204: Step 201: During the process of controlling the motors to move according to their respective speed trajectories, the real-time position of the motors is obtained; Step 202: Convert the real-time position of the motor into the real-time coordinates of the vehicle seat; Step 203: Based on real-time coordinate points, the cockpit model of the vehicle seat, and a preset interference rule library, collision prediction is performed using a hierarchical bounding box to obtain the prediction result. Step 204: If the prediction result indicates a potential collision, control the corresponding motor to stop moving or adjust the movement trajectory of the corresponding motor to avoid collision between the vehicle seat and other equipment in the cabin.

[0062] It is understood that in the vehicle seat control method provided in this application embodiment, during the process of controlling the motors to move at their respective corresponding speeds, the real-time position of the motors is monitored and converted into real-time coordinate points of the vehicle seat. Then, based on these real-time coordinate points, the cabin model of the cabin where the vehicle seat is located, and a preset interference rule library, collision prediction is performed through a hierarchical bounding box to obtain the prediction result. When a potential collision is predicted, avoidance measures are taken, i.e., the corresponding motor is controlled to stop moving or the movement trajectory of the corresponding motor is adjusted. This helps to avoid collisions between the vehicle seat and other equipment in the cabin, prevent mechanical damage or user discomfort, and improve the safety of the vehicle seat during movement.

[0063] Furthermore, in some embodiments, acquiring the real-time position of the motors includes receiving the real-time position of each motor sent by the vehicle body controller. It should be understood that, in the embodiments of this application, the real-time position data of each motor may come from a position sensor built into the motor (such as a Hall sensor, encoder, etc.), used to reflect the actual position of each adjustment component of the vehicle seat. The acquisition frequency of the real-time position depends on the response requirements, typically refreshed at the millisecond level, to ensure accuracy and stability during movement.

[0064] In some embodiments, converting the real-time position of the motor into the real-time coordinates of the vehicle seat includes: mapping the real-time position of the motor onto the three-dimensional model of the cabin based on the cabin 3D model or kinematic model where the vehicle seat is located, to obtain the real-time coordinates of the vehicle seat.

[0065] It should be understood that, in this embodiment, after obtaining the real-time coordinates of the vehicle seat, a collision prediction is performed on the motion path of the vehicle seat using a preset 3D cockpit model and interference rule library, combined with a Bounding Volume Hierarchy (BVH) algorithm. A BVH is an efficient spatial structure that represents objects within the cockpit (such as the steering wheel, center console, carpet, etc.) using a series of nested geometric shapes (such as directed bounding boxes, axis-aligned bounding boxes, etc.) and establishes a tree structure to accelerate collision detection calculations. Based on the current coordinates of the vehicle seat and its motion trajectory, the distance or angle between the vehicle seat and surrounding obstacles is dynamically calculated, and it is determined whether a preset safety threshold is met. If a potential collision is predicted, an avoidance mechanism is triggered.

[0066] It is understood that, in the embodiments of this application, collision prediction using hierarchical bounding boxes can significantly reduce computational complexity and improve prediction accuracy, thereby achieving efficient dynamic avoidance and preventing physical interference between the vehicle seat and other equipment in the vehicle during the adjustment process.

[0067] It should be understood that the preset interference rule base is not limited in the embodiments of this application. In some embodiments, the preset interference rule base is obtained based on the three-dimensional model of the cockpit through static collision detection.

[0068] For example, in one possible implementation, if the leg rest motor is about to collide with the front footrest during adjustment, the movement of the leg rest motor is paused, or the movement path of the leg rest motor is replanned so that the leg rest motor can avoid the obstacle. In this process, the priority of different requests also needs to be considered, and it must be ensured that high-priority actions (such as safety-related operations) are not interfered with.

[0069] In some embodiments, the method further includes: monitoring the Hall rate of the motors while controlling the motors to move according to their respective corresponding speed trajectories; controlling the corresponding motors to stop moving or adjusting the movement trajectory of the corresponding motors in the event of an abnormal Hall rate, so as to avoid collision between the vehicle seat and other equipment in the cabin where the vehicle seat is located; and / or monitoring the operating current of the motors while controlling the motors to move according to their respective corresponding speed trajectories; controlling the corresponding motors to stop moving or adjusting the movement trajectory of the corresponding motors in the event of an abnormal operating current, so as to avoid collision between the vehicle seat and other equipment in the cabin where the vehicle seat is located.

[0070] It is understood that in the vehicle seat control method provided in this application embodiment, during the process of controlling the motor to move at its respective speed, the Hall effect rate and / or operating current of the motor are monitored. If the Hall effect rate and / or operating current are abnormal, it is assumed that the corresponding motor is about to collide or has already collided; avoidance measures are then taken, i.e., the corresponding motor is controlled to stop moving or its trajectory is adjusted. This is beneficial in preventing the vehicle seat from colliding with other equipment in the cabin in the event of an impending collision, preventing mechanical damage or user discomfort, and improving the safety of the vehicle seat during movement; and in the event of a collision, preventing further damage.

[0071] It should be understood that, in the embodiments of this application, the Hall rate of the motor, i.e., the motor speed, refers to the number of revolutions per minute of the motor rotor. It is determined by capturing the frequency of changes in the rotor's magnetic field using a Hall sensor, converting the timing signal of the magnetic field changes into quantifiable speed data. In some embodiments, the Hall rate of the motor can be determined by acquiring the rising edge of the Hall waveform. In other embodiments, the Hall rate of the motor can be determined by acquiring the falling edge of the Hall waveform. In still other embodiments, the Hall rate of the motor can be determined by acquiring both the rising and falling edges of the Hall waveform.

[0072] In the embodiments of this application, under normal operating conditions, the Hall speed should fluctuate within a set range, while an abnormal Hall speed may indicate that the motor may be overloaded, stalled, or blocked by an external object.

[0073] In some embodiments, Hall rate anomalies include, but are not limited to, at least one of the following: the Hall rate is less than or equal to a rate threshold. It should be understood that the rate threshold is not limited in the embodiments of this application, and the rate threshold can be set based on empirical values. For example, in one possible implementation, the Hall rate is less than or equal to 40 revolutions per second.

[0074] For example, in one possible implementation, if an abnormal Hall rate is detected during the adjustment of the vehicle seat backrest, it may mean that the backrest is about to make contact with the rear passenger. In this case, the motor corresponding to the backrest is controlled in time to decelerate or reverse the adjustment to ensure passenger safety.

[0075] It should be understood that, in the embodiments of this application, the operating current refers to the current value flowing through the motor drive circuit, and the operating current reflects the motor load state and operating efficiency. Under normal operating conditions, the operating current should fluctuate within a set range, while abnormal operating current may indicate that the motor may be overloaded, stalled, short-circuited, or blocked by external objects. In some embodiments, the operating current is the sampled current.

[0076] In some embodiments, abnormal operating current includes: the operating current exceeding a first current threshold within a time threshold, the operating current being less than a second current threshold within a time threshold, abnormal operating current fluctuation frequency or amplitude, and the three-phase current phase difference deviating from 120° (if the motor is a three-phase motor); wherein, the first current threshold is greater than the second current threshold.

[0077] For example, in one possible implementation, when the operating current of the leg rest motor suddenly rises and exceeds a threshold, it may mean that the leg area is blocked. At this time, the leg rest motor is controlled to stop moving or the movement path of the leg rest motor is adjusted in time to prevent injury to the occupant or damage to the vehicle seat structure.

[0078] It should be understood that, in the embodiments of this application, combining Hall effect rate and operating current allows for a more comprehensive assessment of the safety of motor operation. For example, if the Hall effect rate is normal but the operating current is abnormal, it may indicate an overload; conversely, if the operating current is normal but the Hall effect rate is abnormal, it may indicate an internal mechanical problem within the motor. Therefore, simultaneously monitoring the Hall effect rate and operating current helps improve the accuracy of fault identification.

[0079] In some embodiments, if the prediction result indicates a potential collision, a prompt message is sent via HMI to alert the user that the corresponding motor is obstructed.

[0080] In some embodiments, in the event of abnormal operating current and / or abnormal Hall rate, a prompt message is sent via HMI to alert the user that the corresponding motor is obstructed.

[0081] Furthermore, in some embodiments, the prompting information is voice information.

[0082] The following describes an exemplary application of the embodiments of this application in a real-world application scenario.

[0083] This application provides a method and system for multi-motor cooperative control, conflict detection and interference avoidance of seats based on a cockpit domain controller (i.e., an example of a vehicle seat control method) (hereinafter referred to as a vehicle seat control system), which can centrally and intelligently solve the technical defects of distributed architecture in terms of motion coordination, safety avoidance and system upgrade.

[0084] This application provides a multi-axis cooperative servo control method for seats based on a cockpit domain controller (i.e., an example of a vehicle seat control method) and a system (hereinafter referred to as a vehicle seat control system). This method moves the complex control logic to the powerful cockpit domain controller, utilizing the global information perception capability and high-performance computing capability of the cockpit domain controller to achieve comfortable multi-axis cooperative motion, intelligent arbitration of multi-source requests, and real-time dynamic interference avoidance.

[0085] In some embodiments, the cockpit domain controller (CDC) serves as the core of a system for multi-motor cooperative control of seats, conflict detection, and interference avoidance based on the cockpit domain controller. Its software architecture includes the following functional modules: Human-Machine Interface (HMI) module, global state perception module, conflict arbitration module, motion planning and cooperative control module, real-time interference detection and avoidance module, and command issuance and monitoring module.

[0086] In some embodiments, Figure 3This is a schematic diagram of a vehicle seat control system provided in an embodiment of this application, as shown below. Figure 3 As shown, the vehicle seat control system includes: (1) Human-Machine Interface (HMI) module 301: used to receive seat (i.e., a type of vehicle seat) adjustment commands (i.e., a type of control request) from different channels such as physical buttons 11, touch screen 12, voice assistant 13, and mobile application (APP) 14.

[0087] (2) Global Status Perception Module (Global Status Receiving Module) 302: Used to obtain vehicle status information through the vehicle network 15 (such as controller local area network, flexible data rate controller local area network, Ethernet). The vehicle status information includes, but is not limited to, door status, seat belt status, real-time position of seat motor, vehicle speed, and driver ID; used to receive request signals from intelligent driving domain 16, other sensors 17, and other domains (such as vehicle domain controller).

[0088] (3) Conflict Arbitration Module 303: Includes call priority strategy. When multiple simultaneous or nearly simultaneous adjustment requests (an example of control requests) are received, this module performs real-time arbitration based on the request source (e.g., safety-related > hard switch > comfort entry and exit > scene card, etc.) and the current vehicle status (e.g., certain adjustments are prohibited while driving) to decide which one or more requests to execute, or to generate a new coordinated motion target (i.e., an example of target control request).

[0089] (4) Motion planning and collaborative control module 304 (core algorithm module): used to parse the user's abstract instructions (such as nap mode, camping mode, movie viewing mode, etc.) into specific multi-axis target positions, and generate a synchronous target trajectory with speed and acceleration planning (i.e. an example of a speed trajectory) for each motor axis based on comfort curves (such as S-curve, polynomial curve).

[0090] (5) Real-time Interference Detection and Avoidance Module 305: Built-in three-dimensional digital model (or kinematic model) and interference rule library of the vehicle seat. Static collision detection is performed during the motion planning stage, and the position data of each motor provided by the seat motor drive module 20 (i.e., the body controller) is monitored in real time during the motion to perform dynamic collision prediction. Once a potential interference is predicted (such as the front seat back falling down and pressing on the second row of passengers, the seat headrest being too close to the roof, the risk of stalling when the motor is about to reach its travel limit, etc.), the avoidance strategy is immediately triggered (such as automatically adjusting the motion trajectory, pausing the motion of low-priority axes, and prompting the user that there is a risk in calling the group of positions).

[0091] (6) Command issuance and monitoring module 306: It is used to issue the planned motion commands (such as target position and speed trajectory) of each axis motor to the seat motor drive module 20 via Ethernet (ETH) or Controller Area Network (CAN) so that the seat motor drive module 20 controls one or more of the following motors: motor 21, motor 22, motor 23, motor 24, motor 25, and motor 26; and monitor the feedback status of each motor in real time (such as real-time position, running current, Hall rate, etc.) to form a closed-loop control; wherein, motor 21 is the motor that controls the front and rear of the vehicle seat, motor 22 is the motor that controls the lifting of the vehicle seat, motor 23 is the motor that controls the backrest of the vehicle seat, motor 24 is the motor that controls the leg rest of the vehicle seat, motor 25 is the motor that controls the lumbar support of the vehicle seat, and motor 26 is the motor that controls the side wings of the vehicle seat.

[0092] In some embodiments, this application provides an algorithm and strategy for multi-axis cooperative trajectory planning and interference detection avoidance, including the following steps 31 to 35: Step 31, Curve velocity planning (seven-segment), where the position function is determined by the following formula (1): (1) Among them, normalized time , The total exercise time, For the current time, The initial position, For the total displacement, Let be the position at time t. This is the normalized S-curve function.

[0093] Step 32, plan the seven-segment speed curve: Phase 1 is the acceleration phase: ;in, ; Phase 2 is the uniform acceleration phase: ;in, ; Phase 3 is the deceleration / acceleration phase: ;in, ; Phase 4 is the uniform velocity phase: ;in, ; Phase 5 is the acceleration / deceleration phase: ;in, ; Stage 6 is the uniform deceleration stage: ;in, ; Phase 7 is the deceleration phase: ;in, ; in, For maximum jerk, The absolute value of the maximum acceleration. It represents acceleration.

[0094] Step 33, calculate the time for each stage: Calculate the time for each stage using the following formulas (2) to (8): (2) (3) (4) (5) (6) (7) (8) in, The absolute value of the maximum speed. The initial velocity, To accelerate segment displacement, For the displacement during the deceleration phase, This indicates the time required for the acceleration phase. This represents the time required for the uniform acceleration phase. This indicates the time required for the deceleration / acceleration phase. This represents the time required for the uniform velocity phase. This indicates the time required for the acceleration / deceleration phase. This represents the time required for the uniform deceleration phase. This indicates the time required for the deceleration phase.

[0095] Step 34, Multi-axis time synchronization calculation: Calculate the longest motion time of each motor using the following formula (9), where A, B, ..., N represent different motors: (9) For each motor =A, B, ..., N, calculate the scaling factor using the following formula (10). : (10) For each motor =A, B, ..., N, the scaled position function is represented by the following formula (11), The position at time t after scaling: (11) For each motor =A, B, ..., N, the scaled position function is represented by the following formula (12), The velocity at time t after scaling: (12) For each motor =A, B, ..., N, the scaled position function is represented by the following formula (13), The acceleration at time t after scaling: (13) Because multiple motors have different strokes, the time it takes them to reach their respective target positions is also different, so the time required for individual movement is also different. In order to coordinate the movement, the axis with the longest movement time is selected as the synchronization time, and then the movement time of other axes is scaled proportionally so that all axis motors start and finish their movements at approximately the same moment.

[0096] For example, in one possible implementation, =2.0 seconds (second, s), =1.0s, =1.5s. The longest motion time among them is... For the scaling factor of motor A: No scaling is required; for motor B, the scaling factor is: It needs to be slowed down by a factor of 2; for the scaling factor of motor C: It needs to be slowed down by 1.333 times.

[0097] Step 35, Real-time Interference Detection and Avoidance Strategy: The CDC converts the real-time positions of each motor in the seat into real-time coordinates of the vehicle seat. It calculates the real-time distance to obstacles (such as the driver's seat back and steering wheel, the passenger's leg rest and the center console storage box, the leg rest telescopic shaft and carpet, the seat headrest and the headliner) using the built-in cabin model (i.e., the cabin model of the vehicle seat cabin). Collision detection is performed based on the tree-structured Bounding Volume Hierarchy (BVH).

[0098] Bounding box OBB = {center points cx, cy, cz, axial unit vectors u1, u2, u3, semi-lengths (distances to each face) h1, h2, h3} The dynamic safety distance model is expressed by the following formula (14): (14) in, Indicates static safety distance; Indicates the velocity coefficient; and Indicates time At that time, the relative velocity and relative acceleration between the seat motor and the obstacle; This represents the acceleration coefficient.

[0099] In some implementations, the body controller (seat motor drive module) is used to directly drive the motors in the vehicle seats, or it can be understood as a separate ECU control unit for each seat. The body controller receives high-level instructions from the CDC, executes precise motor drives (such as PWM dynamic control), and feeds back the real-time status of the motors to the CDC.

[0100] For example, in one possible implementation, Figure 4 This is a schematic diagram of a multi-motor cooperative control provided in an embodiment of this application, as shown below. Figure 4 As shown, all motors start moving simultaneously, that is, they start moving at T=0 milliseconds (ms). The motors move in coordination, but different motors are in different stages of motion at the same time. For example, motor 41 is in the smooth acceleration stage, motor 42 is in the constant speed stage, and motor 43 is in the smooth deceleration stage. All motors reach the target position synchronously, that is, they reach their respective target positions at T=1500ms.

[0101] In some embodiments, Figure 5 A schematic diagram of the implementation process of a vehicle seat control method provided in this application embodiment. Figure 3 ,like Figure 5 As shown, the vehicle seat can be controlled via the following steps 501 to 506: Step 501, Receive instruction: Rest mode (i.e., nap mode); Step 502, target location mapping; Step 503: Plan the S-curve velocity trajectory; Among them, the planned S-curve velocity trajectory (i.e., an example of an S-shaped velocity trajectory) meets the preset acceleration limit; Step 504, Time Synchronization Optimization; Among them, multi-axis collaborative control is achieved through steps 503 and 504, that is, S-curve speed trajectory planning and multi-axis synchronous coordination are realized, resulting in a smoother final speed trajectory. Step 505: Generate and send motion commands for each motor to motors 51, 52, 53 and 54; Among them, motor 51 is used to control the forward and backward movement of the vehicle seat; motor 52 is used to control the backrest angle of the vehicle seat; motor 53 is used to control the extension of the leg rest of the vehicle seat; and motor 54 is used to control the seat height of the vehicle seat. Step 506: All motors move in coordination.

[0102] In some implementations, Figure 6 This is a schematic diagram illustrating the implementation process of interference avoidance according to an embodiment of this application. Interference avoidance can be achieved through the following steps 601 to 605: Step 601, Interference detection; Step 602, Risk Assessment; Step 603, Avoidance decision; Step 604, trajectory replanning; Step 605: Perform the avoidance maneuver.

[0103] In some implementations, Figure 7 This is a schematic diagram of an interference avoidance scenario provided in an embodiment of this application, as shown below. Figure 7 As shown, each motor is controlled to move along the original path from the starting point; during the movement, it is predicted or detected whether the corresponding motor will interfere (or whether it is about to encounter an obstacle or has already encountered an obstacle); if interference is predicted or detected, the motor is controlled to move along the planned detour path and travel to a safe area to finally reach the target point (e.g., when the seat moves backward, interference with the object behind is predicted, and the trajectory is automatically adjusted); if no interference is predicted or detected, the motor is controlled to continue moving along the original path and travel to the target point.

[0104] It is understood that the following technical effects can be achieved in the embodiments of this application: (1) Central intelligence, experience upgrade: By utilizing the high computing power of the cockpit domain controller, complex motion planning and real-time calculation that traditional distributed ECUs cannot complete are realized, providing a smoother, more comfortable and more intelligent seat adjustment experience. (2) Global collaboration, avoid conflict: With a global view, it can intelligently arbitrate requests from different sources, avoiding system behavior chaos or functional failure caused by command conflicts. (3) Active safety, dynamic avoidance: It realizes the leap from "emergency stop after collision" to "prediction and avoidance before collision", significantly improving safety and user experience, and avoiding mechanical damage and personnel discomfort. (4) Optimized architecture, easy to upgrade: Moving the core algorithm up reduces the complexity and cost of the underlying hardware (motor drive module). If the body domain controller is installed, the load of the controller's central processor can be reduced. At the same time, software function updates and additions (such as new seat modes and new avoidance rules) can be upgraded via OTA through the cockpit domain controller without modifying the hardware, with a long life cycle and strong flexibility. (5) Synchronized multi-axis motion, smooth and comfortable motion process: By calculating the scaling factor, the motion at the beginning and end of the multi-axis motion is kept smooth and the motion feeling is coordinated.

[0105] For example, in one possible implementation, the user activates a "rest mode" that aims to move the seat back as a whole, recline the backrest, and raise the leg rest. This can be achieved by activating the vehicle seat's "rest mode" through the following steps 61 to 69: Step 61, Command Input: The user controls "Nap Mode" via the central control screen by clicking or using voice; the HMI interface module receives the command. Step 62, Status Acquisition: The global status perception module confirms that the vehicle is in P gear, the vehicle speed is 0, and the doors are closed. The corresponding second row of people is detected as unoccupied, and the execution of this mode is allowed. Step 63, Target Mapping: The CDC retrieves the preset position coordinates (front and rear axis a%, height axis b%, seat cushion tilt axis c%, leg rest rotation d%, etc.) of the user identifier (ID) from local storage.

[0106] Step 64, Conflict Arbitration: If there are no other higher priority requests at this time (such as seat belt pretensioning trigger, door opening trigger for easy exit), the arbitration will pass in response to the nap mode command; Step 65, Trajectory Planning: The motion planning module generates a time-synchronized S-shaped velocity curve trajectory for each motor axis based on the current position and target coordinates (i.e., an example of the target position), ensuring that the start and stop of the motor movements of all axes are smooth, and that the lifting of the leg rest and the reclining of the backrest are coordinated, avoiding the slippage of the human body and the physical discomfort during the adjustment process. Step 66, Pre-detection: Based on the real-time position data of the current seat motor and the collision detection algorithm of the hierarchical bounding box of the tree structure, determine whether the seat leg rest will interfere with the front floor mat on the motion trajectory, or whether the leg rest will pinch the person's leg when the horizontal axis is forward. Assume that the detection passes. Step 67, Execution and Monitoring: The body controller (seat motor drive module) receives the ETH / CAN call for the target position of each axis motor and the PWM speed control requirement. According to the PWM requirement, it controls the seat motor to rotate forward / reverse. The controller synchronously monitors the Hall speed and operating current of the motor. If it finds that the feedback current of the leg rest motor increases sharply (indicating that an obstacle may be encountered). Step 68, Dynamic Avoidance: The interference avoidance module is immediately triggered, commanding the leg rest motor to pause its movement, while other axes (seat retraction, backrest recline) continue to move. Simultaneously, the body control system feeds back the anti-pinch / lock status to the CDC, sending a prompt / voice alert via the HMI: "Leg rest adjustment is obstructed, please check." Step 69, Complete: After other axial movements are completed, update the status to "Rest Mode (Partially Completed)".

[0107] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this application without departing from the spirit and scope of the technical solutions of this application, and all such modifications or substitutions should be covered within the protection scope of this application.

[0108] It should be noted that although the steps of the method in this application are described in a specific order in the accompanying drawings, this does not require or imply that these steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps; or steps from different embodiments may be combined into a new technical solution. Based on the foregoing embodiments, this application provides an apparatus comprising the included modules and the units included in each module, which can be implemented by a processor; of course, it can also be implemented by specific logic circuits; in implementation, the processor can be an AI acceleration engine (such as an NPU), a graphics processing unit (GPU), a central processing unit (CPU), a microprocessor (MPU), a digital signal processor (DSP), or a field-programmable gate array (FPGA), etc.

[0109] Figure 8 This is a schematic diagram of a vehicle seat control device provided in an embodiment of this application, as shown below. Figure 8 As shown, the vehicle seat control device 80 includes: a generation module 801, a planning module 802, a replanning module 803, and a control module 804; wherein, The generation module 801 is configured to generate the target positions corresponding to each of the multiple motors in the vehicle seat based on the determined target control request for the vehicle seat. The planning module 802 is configured to plan a speed trajectory for each motor based on the target position and the current position of the motor, and determine the movement time of the motor. The replanning module 803 is configured to replan the speed trajectories for other motors based on the longest motion time, so that the motion time of the motors is the same. The control module 804 is configured to control the motors to move according to their respective speed trajectories in order to fulfill the target control request of the vehicle seat.

[0110] In some embodiments, the control module 804 is further configured to acquire the real-time position of the motors while controlling the motors to move according to their respective speed trajectories; convert the real-time position of the motors into real-time coordinate points of the vehicle seat; perform collision prediction through hierarchical bounding boxes based on the real-time coordinate points, the cabin model of the cabin where the vehicle seat is located, and a preset interference rule library to obtain a prediction result; and, if the prediction result indicates that a potential collision has been predicted, control the corresponding motors to stop moving or adjust the movement trajectory of the corresponding motors to avoid collisions between the vehicle seat and other equipment in the cabin.

[0111] In some embodiments, the control module 804 is further configured to monitor the Hall rate of the motors while controlling the motors to move according to their respective speed trajectories; if the Hall rate is abnormal, control the corresponding motors to stop moving or adjust the movement trajectory of the corresponding motors to avoid collisions between the vehicle seats and other equipment in the cabin where the vehicle seats are located; and / or, while controlling the motors to move according to their respective speed trajectories, monitor the operating current of the motors; if the operating current is abnormal, control the corresponding motors to stop moving or adjust the movement trajectory of the corresponding motors to avoid collisions between the vehicle seats and other equipment in the cabin where the vehicle seats are located.

[0112] In some embodiments, the planning module 802 is configured to plan a multi-segment speed trajectory for the motor based on the target position and the current position; wherein the multi-segment speed trajectory includes: an S-shaped speed trajectory or a seven-segment speed trajectory.

[0113] In some embodiments, the replanning module 803 is configured to scale the multi-segment speed trajectory of the motor proportionally based on the longest motion time and the motor's motion time for each other motor, thereby obtaining a replanned multi-segment speed trajectory.

[0114] In some embodiments, the vehicle seat control device 80 further includes a determination module; wherein the determination module is configured to determine the source of each control request when multiple control requests for the vehicle seat are received; and to determine the target control request from the multiple control requests based on the source of the control request and the vehicle status of the vehicle to which the vehicle seat belongs, through a preset priority strategy.

[0115] The descriptions of the above device embodiments are similar to those of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0116] It should be noted that the module division in the embodiments of this application is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, exist as separate physical units, or have two or more units integrated into one unit. The integrated units can be implemented in hardware, as software functional units, or a combination of software and hardware.

[0117] It should be noted that, in the embodiments of this application, if the above methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause the cockpit domain controller / vehicle to execute all or part of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware and software combination.

[0118] This application provides a cockpit domain controller. Figure 9 This is a schematic diagram of the structure of a cockpit domain controller provided in an embodiment of this application, as shown below. Figure 9 As shown, the cockpit domain controller 90 includes a memory 901 and a processor 902. The memory 901 stores a computer program that can run on the processor 902. When the processor 902 executes the program, it implements the steps in the method provided in the above embodiments.

[0119] It should be noted that the memory 901 is configured to store instructions and applications executable by the processor 902, and can also cache data to be processed or already processed (e.g., image data, audio data, voice communication data and video communication data) in the various modules of the processor 902 and the cockpit domain controller 90. It can be implemented by flash memory or random access memory (RAM).

[0120] This application provides a vehicle, Figure 10 This application provides a schematic diagram of the structure of a vehicle, as shown in the embodiment of the present application. Figure 10 As shown, vehicle 100 includes a cockpit domain controller 90 and vehicle seat 1001, vehicle seat 1001 including multiple motors ( Figure 10(Two motors are shown in the diagram). The cockpit domain controller 90 is used to implement the steps in the method provided in the above embodiments.

[0121] In some embodiments, the vehicle 100 also includes a body controller.

[0122] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, and improvements made within the spirit and scope of this application are included within the scope of protection of this application.

Claims

1. A control method of a vehicle seat, characterized by, The method comprises: Based on the determined target control request for the vehicle seat, a target position corresponding to each of a plurality of motors in the vehicle seat is respectively generated; For each motor, a speed trajectory is planned for the motor based on the target position and the current position of the motor, and the movement time of the motor is determined; Based on the longest movement time, the speed trajectory is re-planned for other motors so that the movement time of the motors is the same; The motors are controlled to move according to the corresponding speed trajectory to achieve the target control request for the vehicle seat.

2. The control method of a vehicle seat according to claim 1, characterized by The method further comprises: During the process of controlling the motors to move according to the corresponding speed trajectory, the real-time position of the motor is obtained; The real-time position of the motor is converted into a real-time coordinate point of the vehicle seat; Based on the real-time coordinate point, the cabin model of the cabin where the vehicle seat is located, and the pre-set interference rule library, collision prediction is performed through hierarchical bounding box to obtain a prediction result; In the case that the prediction result is a potential collision, the corresponding motor is controlled to stop moving or adjust the movement trajectory of the corresponding motor to avoid collision between the vehicle seat and other equipment in the cabin.

3. The control method of a vehicle seat according to claim 1 or 2, characterized by, The method further comprises: During the process of controlling the motors to move according to the corresponding speed trajectory, the Hall rate of the motor is monitored; in the case that the Hall rate is abnormal, the corresponding motor is controlled to stop moving or adjust the movement trajectory of the corresponding motor to avoid collision between the vehicle seat and other equipment in the cabin where the vehicle seat is located; and / or, During the process of controlling the motors to move according to the corresponding speed trajectory, the running current of the motor is monitored; in the case that the running current is abnormal, the corresponding motor is controlled to stop moving or adjust the movement trajectory of the corresponding motor to avoid collision between the vehicle seat and other equipment in the cabin where the vehicle seat is located.

4. The control method of a vehicle seat according to claim 1, characterized by The method further comprises: Based on the target position and the current position of the motor, a multi-segment speed trajectory is planned for the motor; wherein the multi-segment speed trajectory comprises an S-shaped speed trajectory or a seven-segment speed trajectory.

5. The control method of a vehicle seat according to claim 4, characterized by The method further comprises: For each other motor, the multi-segment speed trajectory of the motor is scaled in proportion according to the longest movement time and the movement time of the motor to obtain a re-planned multi-segment speed trajectory.

6. The control method of a vehicle seat according to claim 1, 2, 4 or 5, characterized by, The method further comprises: In the case that a plurality of control requests for the vehicle seat are received, the source of each control request is determined; Based on the source of the control request and the vehicle state of the vehicle to which the vehicle seat belongs, a pre-set priority strategy is used to determine the target control request from the plurality of control requests.

7. A control device of a vehicle seat characterized by comprising: The device comprises: The generating module is configured to generate a target position corresponding to each of the plurality of motors of the vehicle seat based on the determined target control request of the vehicle seat; The planning module is configured to plan a speed trajectory for each of the plurality of motors based on the target position and a current position of the motor, and determine a motion time of the motor; The re-planning module is configured to re-plan the speed trajectory for other of the plurality of motors based on the longest motion time so as to make the motion times of the plurality of motors the same; The control module is configured to control the plurality of motors to move according to the corresponding speed trajectories so as to achieve the target control request of the vehicle seat.

8. A cockpit domain controller, characterized in that, The cabin domain controller comprises a memory and a controller; the memory stores a computer program capable of running on a processor; the processor implements the method of any one of claims 1 to 6 when executing the program.

9. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the method of any one of claims 1 to 6.

10. A vehicle characterized by comprising: The vehicle comprises a cabin domain controller and a vehicle seat, the vehicle seat comprises a plurality of motors, and the cabin domain controller is configured to implement the method of any one of claims 1 to 6.

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