Seat vibration reminding system based on sound system

Abstract

The invention discloses a seat vibration reminding system based on a sound system, and relates to the technical field of automotive electronics and intelligent driving assistance, and the seat vibration reminding system comprises a sensing acquisition side module, a decision control side module and an execution side module; the sensing acquisition side module acquires the environment outside the vehicle, the driver state and the vehicle state information; the HAD intelligent driving system generates a vibration reminding request instruction based on the acquired information, and the vibration reminding request instruction is converted into a control instruction by the PDC power supply and the vehicle body domain controller after parameter correction is carried out by combining the CSC central speed controller with the longitudinal speed of the vehicle; and the power amplifier of the execution side module analyzes the control instruction on the CAN bus and drives the seat oscillator. According to the invention, the power amplifier of the execution side module is configured to be connected with the A2B bus for transmitting the audio signal and the CAN bus for transmitting the control instruction at the same time, and the same group of seat oscillators are utilized to respond to the audio signal of the vehicle machine and the control instruction of the intelligent driving system, so that the hardware cost is saved, and the arrangement space in the cabin is optimized.

Description

Technical Field

[0001] This application relates to the fields of automotive electronics and intelligent driving assistance technology, and in particular to a seat vibration reminder system based on an audio system. Background Technology

[0002] With the popularization of intelligent connected vehicle technology, autonomous driving systems play a crucial role in ensuring vehicle safety. In autonomous driving mode, vehicles need to monitor the internal and external environment through sensors and issue warnings when potential risks are detected or when driver intervention is required. Traditional warning methods mainly rely on visual signals such as dashboard lights and auditory signals such as buzzers. However, when the driver's attention is distracted or the ambient noise is high, simple audio-visual warnings risk reduced information transmission efficiency. Tactile feedback, as a sensory method that directly affects the driver's body, has the characteristics of short transmission paths and strong anti-interference capabilities. Therefore, tactile reminders such as steering wheel vibration, seat belt tightening, and seat vibration are gradually being applied to high-level autonomous driving assistance systems. Among them, seat vibration has advantages in warning effect due to its large contact area and ability to cover various working conditions.

[0003] However, existing seat vibration alert systems typically exist as independent functional modules, requiring dedicated vibration motors and corresponding seat controllers. Meanwhile, in the smart cockpit field, to enhance the immersive experience of music playback and audio-visual interaction, some vehicles are equipped with 4D audio systems that include seat oscillators. In current vehicle architecture designs, vibration systems for safety alerts and audio vibration systems for entertainment are often independent, resulting in two sets of functionally similar but physically isolated actuators and control units within the vehicle. This hardware architecture leads to redundancy in vehicle components, increases overall material costs and assembly complexity, and also occupies limited interior space.

[0004] Furthermore, the independent system architecture makes it difficult for the safety alert function to fully utilize the digital signal processing capabilities of the audio system. This can lead to signal interference when entertainment audio and safety alarms are activated simultaneously, and it is also difficult to adaptively adjust the vibration intensity based on the vehicle's real-time dynamic parameters. Therefore, how to reuse the existing resources of the smart cockpit audio system to implement the seat vibration alert function in intelligent driving mode without adding extra hardware, in order to achieve system integration and cost optimization, is a problem that needs to be solved in this field. Summary of the Invention

[0005] The purpose of this invention is to provide a seat vibration reminder system based on an audio system, which at least solves a technical problem in the prior art where the vibration system used for safety reminders and the audio vibration system used for entertainment are independent of each other, resulting in hardware redundancy and space occupation in the vehicle.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0007] This invention provides a seat vibration reminder system based on an audio system, employing the following technical solution:

[0008] A seat vibration alert system based on an audio system includes a sensing and acquisition module, a decision control module, and an execution module.

[0009] The perception and acquisition module includes a sound pickup module, a radar sensing module, an image acquisition module, and an intelligent driving front-end module, and is configured to collect information on the external environment, driver status, and vehicle status.

[0010] The decision control side module includes the HAD intelligent driving system, VDC vehicle domain controller, CSC central speed controller, PDC power and body domain controller, and vehicle infotainment system.

[0011] The HAD intelligent driving system is configured to generate a vibration alert request command based on the collected external environment, driver status and vehicle status information, and transmit the vibration alert request command to the CSC central speed controller via the VDC vehicle domain controller.

[0012] The CSC central speed controller is configured to verify and correct the vibration alert request command in conjunction with the vehicle's current longitudinal speed, and send the corrected signal to the PDC power supply and body domain controller.

[0013] The PDC power supply and body domain controller is configured to convert the modified signal into control commands and send them via the CAN bus.

[0014] The vehicle infotainment system is configured to transmit audio signals via an A2B bus.

[0015] The execution-side module includes a power amplifier and a seat oscillator; the power amplifier is connected to the PDC power supply and the CAN bus interface of the body domain controller and the A2B bus interface of the vehicle unit, respectively.

[0016] The power amplifier is configured to parse the control commands on the CAN bus and drive the seat oscillator installed inside the driver's seat.

[0017] By adopting the above technical solution, the system constructs a signal transmission link from the sensing end to the execution end. The HAD intelligent driving system integrates multi-source information to generate commands, and the CSC central speed controller dynamically adjusts the commands in the transmission link based on vehicle dynamics parameters. The power amplifier on the execution side adopts a dual-bus architecture with parallel CAN bus control and A2B audio transmission, physically and logically separating the transmission of safety warning signals from the transmission of entertainment audio, so that the execution of safety commands does not depend on the operating status of the entertainment system, thus improving the system's reliability.

[0018] Furthermore, the specific configuration of the perception and acquisition module is as follows: the sound pickup module adopts a directional microphone array; the radar sensing module adopts a 360-degree omnidirectional millimeter-wave radar; the image acquisition module includes an external camera located on the exterior of the vehicle body and a driver monitoring system camera located in the driver's cab.

[0019] By employing the above technical solution, a directional microphone array is used to capture the location of the sound source. Combined with millimeter-wave radar and a camera, this enables comprehensive perception of sound, physical obstacles, and image information. This configuration can cover obstacles around the vehicle and monitor the acoustic signature of special vehicles and the driver's internal state, providing a data foundation for subsequent decision-making.

[0020] Furthermore, the HAD intelligent driving system executes collision risk assessment logic: acquiring the relative distance and relative approach speed of obstacles collected by the radar sensing module; calculating the collision time using the relative distance and relative approach speed; the system has preset warning thresholds and emergency thresholds. When the calculated collision time is less than or equal to the warning threshold and greater than the emergency threshold, a level one vibration warning request command is generated; when the calculated collision time is less than or equal to the emergency threshold, a level two vibration warning request command is generated.

[0021] By adopting the above technical solution, the system uses collision time as a risk quantification indicator and distinguishes between potential risks and emergency risks through a two-level threshold setting. This hierarchical processing mechanism enables the system to output vibration requests of corresponding levels for different urgency conditions, thereby providing tactile feedback with differentiated intensity.

[0022] Furthermore, the system executes special vehicle identification and determination logic: extracting voiceprint features from the sound signals collected by the directional microphone array, and calculating the spectral matching confidence of the voiceprint features with the pre-stored special vehicle siren soundprints; at the same time, the system detects the sound intensity of the collected sound signals; if and only if the spectral matching confidence is greater than a preset confidence threshold, and the sound intensity is greater than a preset intensity threshold, the system determines that there is a special vehicle outside the vehicle, and generates a vibration alert request command corresponding to the avoidance warning.

[0023] By employing the above technical solution, combined with a dual verification mechanism of spectrum matching degree and sound intensity, interference from environmental background noise and horns from non-special vehicles is filtered out. This logic can identify the approach of special vehicles such as ambulances or police cars even when visual perception is limited, and alert the driver through a tactile channel.

[0024] Furthermore, the vibration alert request command includes vibration intensity parameters; the logic for the CSC central speed controller to correct the vibration alert request command parameters is as follows: read the vehicle's current longitudinal speed in real time; when the vehicle's current longitudinal speed is greater than the preset high-speed judgment threshold, the CSC central speed controller increases the vibration intensity parameters according to the preset gain coefficient to generate the corrected vibration intensity; when the vehicle's current longitudinal speed is not greater than the high-speed judgment threshold, the original vibration intensity parameters are maintained.

[0025] By adopting the above technical solution, the system achieves speed-based gain compensation. When the vehicle is traveling at high speed, CSC automatically increases the vibration intensity to compensate for the masking effect of road noise and the inherent vibration of the vehicle body on the tactile feedback of the seat, ensuring that the driver can perceive the alarm signal under high-speed conditions.

[0026] Furthermore, the power amplifier integrates digital signal processing logic and non-volatile memory; the non-volatile memory pre-stores several preset alarm waveform files; the power amplifier is configured to directly call the corresponding alarm waveform file from the non-volatile memory to drive the seat oscillator based on the vibration mode ID in the control command on the CAN bus.

[0027] By adopting the above technical solution and using a local storage-based drive mode, the generation of alarm waveforms does not depend on the audio stream transmission from the vehicle's infotainment system or the A2B bus. In the event of a vehicle infotainment system malfunction or audio line interruption, the power amplifier can still independently trigger alarm vibrations via CAN bus commands, ensuring the functional availability of the safety system.

[0028] Furthermore, the power amplifier's digital signal processing logic is also configured to perform audio conflict arbitration: when the power amplifier detects a valid control command, it cuts off or attenuates the drive link from the A2B bus to the seat oscillator; if the vehicle is currently in a mode where the seat oscillator follows the music rhythm, the power amplifier immediately terminates the operation of the mode when it detects a control command.

[0029] By adopting the above technical solution, a priority logic for safety signals is established. When entertainment and safety functions conflict in terms of resources, the system interrupts music playback and entertainment audio output to reduce background noise interference with warning signals, prevent drivers from mistaking alarm vibrations for music rhythms, and ensure the accuracy of information transmission.

[0030] Furthermore, the seat oscillators are installed using a distributed rigid connection structure; there are four seat oscillators, which are respectively located below the left wing plate of the driver's seat cushion, below the right wing plate of the seat cushion, on the left side of the backrest lumbar support structure, and on the right side of the backrest lumbar support structure; each seat oscillator is rigidly locked and fixed to the metal frame inside the driver's seat through a metal adapter bracket and fastening bolts.

[0031] By adopting the above technical solution and using a metal frame as the vibration transmission medium, the energy attenuation of high-frequency vibrations during transmission is reduced, and the trailing effect caused by soft materials is minimized. The four-point distribution covers the contact area of ​​the buttocks and back, providing a hardware foundation for achieving regional tactile feedback.

[0032] Furthermore, the vibration alert request command and control command include azimuth parameters; the system executes spatial mapping drive logic based on the risk source's orientation: the HAD intelligent driving system identifies the azimuth angle of the risk source relative to the vehicle's longitudinal axis and includes the azimuth parameters in the generated vibration alert request command; the power amplifier analyzes the azimuth parameters: if the azimuth parameters indicate that the risk originates from the left side of the vehicle, the power amplifier only drives the seat oscillators located below the left wing panel and on the left side of the backrest lumbar support structure; if the azimuth parameters indicate that the risk originates from the right side of the vehicle, the power amplifier only drives the seat oscillators located below the right wing panel and on the right side of the backrest lumbar support structure; if the azimuth parameters indicate that the risk originates from directly behind the vehicle, the power amplifier drives the seat oscillators on both the left and right sides simultaneously.

[0033] By adopting the above technical solution, a mapping relationship between the physical vibration location and the direction of the risk source was established. Drivers can judge the direction of danger by the vibration perceived by their bodies, which helps them to take evasive action.

[0034] Furthermore, the vibration alert request and control commands include information types; the system executes part-function partitioning drive logic based on information type: when the information type is related to road driving trajectory and lateral control, the system prioritizes driving the seat oscillators installed under the left and right wing panels of the seat cushion; when the information type is related to vehicle longitudinal collision risk and personal safety status, the system prioritizes driving the seat oscillators installed on the left and right sides of the backrest lumbar support structure.

[0035] By adopting the above technical solution, functional zoning is achieved by utilizing the differences in tactile information perception among different parts of the human body. The seat cushion area is associated with road surface feedback to convey lateral control information; the backrest area has a large contact area and is close to the spine to convey longitudinal high-risk information such as collision warnings and fatigue alerts, thus enhancing the readability of tactile cues.

[0036] The above solution achieves the following beneficial technical effects:

[0037] This application configures the power amplifier of the execution side module to simultaneously connect to the A2B bus for transmitting audio signals and the CAN bus for transmitting control commands. By utilizing the same set of seat oscillators to respond to both the audio signals from the vehicle's infotainment system and the control commands from the intelligent driving system, the application achieves cross-system safety reminder function reuse using the audio system hardware without the need for an additional independent seat controller and dedicated vibration hardware. This saves hardware costs and optimizes the interior layout of the cabin.

[0038] This application integrates a non-volatile memory inside the power amplifier to pre-store preset alarm waveform files and configures the power amplifier to execute audio conflict arbitration logic. When a valid control command is detected, the drive link from the A2B bus to the seat oscillator is cut off or attenuated. This ensures that the execution of the safety reminder function does not depend on the operating status of the vehicle system or the audio stream transmission of the A2B bus. This ensures that when entertainment and safety functions share the same execution side module, the safety reminder signal has absolute execution priority and transmission independence, thus guaranteeing the accuracy of information transmission.

[0039] This application uses the CSC central speed controller to verify and correct the vibration alert request command in conjunction with the vehicle's current longitudinal speed. When the vehicle's current longitudinal speed is greater than the preset high speed judgment threshold, the vibration intensity parameter is increased according to the preset gain coefficient. This dynamically compensates for the masking effect of road noise and the vehicle's inherent vibration on the seat's tactile feedback based on the vehicle's real-time dynamic parameters, ensuring that the driver can effectively perceive the alarm signals from the intelligent driving system under different vehicle speed conditions. Attached Figure Description

[0040] Figure 1 This is a logic diagram of a seat vibration reminder system based on an audio system according to an embodiment of the present invention;

[0041] Figure 2 This is a flowchart of a seat vibration reminder system based on an audio system, according to an embodiment of the present invention. Detailed Implementation

[0042] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0043] See attached document Figure 1 and attached Figure 2 The present invention provides a seat vibration reminder system based on an audio system. The system relies on the vehicle's electronic and electrical architecture and audio system hardware, and includes multiple functional modules on the sensing and acquisition side, the decision control side, and the execution side.

[0044] As attached Figure 2 As shown, the seat vibration reminder system based on the audio system includes a sound pickup module, a radar sensing module, an image acquisition module, and an intelligent driving front-end module on the sensing and acquisition side.

[0045] The sound pickup module uses a directional microphone array to collect sound signals from the external environment, including sirens of special vehicles, vehicle horns, human voices, and ambient background noise.

[0046] The radar sensing module uses a 360-degree omnidirectional millimeter-wave radar to detect the distance, orientation, and relative speed of obstacles around the vehicle.

[0047] The image acquisition module includes an exterior camera for monitoring the external environment of the vehicle and a driver monitoring system camera for monitoring the driver's condition.

[0048] The intelligent driving front-end module is used to identify the vehicle's current driving mode in real time and output a recognition signal indicating whether the vehicle is in an autonomous driving state.

[0049] The seat vibration alert system based on the audio system includes the HAD intelligent driving system, VDC vehicle domain controller, CSC central speed controller, PDC power and body domain controller, and vehicle infotainment system on the decision control side.

[0050] The HAD (Hyper-Driver Alert) system, as the core decision-making unit, connects to various modules on the perception and acquisition side. It receives perception information, assesses driving risks, and generates vibration alert request commands. The VDC (Vehicle Domain Controller) connects to the HAD system via an in-vehicle Ethernet network to forward command signals from the HAD system.

[0051] The CSC (Central Speed ​​Controller) connects to the VDC (Vehicle Domain Controller) via an in-vehicle Ethernet network. The CSC verifies the received vibration request signal in conjunction with the vehicle's current longitudinal speed strategy and sends the processed signal to the next-level controller.

[0052] The PDC power supply and body domain controller act as gateway nodes, receiving signals from the CSC central speed controller and sending specific control commands downstream via the CAN bus. The vehicle infotainment system connects to the VDC vehicle domain controller via in-vehicle Ethernet for managing multimedia audio streams. The system connects to the power amplifier via the A2B bus to transmit audio signals and is configured to send mute commands to the power amplifier via the CAN bus.

[0053] The seat vibration alert system based on the audio system includes an amplifier and a seat oscillator on the execution side. The amplifier is connected to the PDC power supply, the CAN bus interface of the body domain controller, and the A2B bus interface of the vehicle's infotainment system. The amplifier integrates digital signal processing logic to receive and parse CAN control commands to drive the load. The seat oscillator, as the end actuator of the system, is installed inside the driver's seat and is driven by the amplifier to generate vibrations.

[0054] As attached Figure 1 As shown, based on the above system architecture, the operating logic of the system of the present invention includes an intelligent recognition step for autonomous driving status, an information collection step, an information recognition and extraction step, and an intelligent seat vibration reminder step.

[0055] In the intelligent recognition step of autonomous driving status, the intelligent driving front-end module identifies in real time whether the vehicle is in an autonomous driving state. The system is set with logical judgment conditions. If the intelligent driving front-end module recognizes that the vehicle is currently in an autonomous driving scenario, the system runs the next module; if it recognizes that the vehicle is in a non-autonomous driving state, the system remains in standby.

[0056] In the information collection step, the system collects information from inside and outside the vehicle and stores the collected information in the corresponding intelligent module storage repository. The information from inside and outside the vehicle includes: sound signals collected by the sound pickup module; vehicle gap and obstacle information collected by the radar sensing module; image information of pedestrians and vehicles outside the vehicle collected by the image acquisition module; and physiological signs and facial status information of the driver inside the vehicle collected by the image acquisition module.

[0057] In the information identification and extraction step, the system extracts information collected from the intelligent module repository and compares this information with the use case intelligent modules in the basic information database. Based on the comparison results, the system intelligently identifies the current state. When the system detects that the current state meets preset trigger conditions that require the activation of the intelligent seat vibration system, it sends a vibration reminder command to the next-level functional implementation module. Trigger conditions include, but are not limited to, a collision time detected by radar being less than a preset threshold, a voiceprint matching a special vehicle siren, or an abnormal driver status display.

[0058] In the intelligent seat vibration alert step, the system receives a vibration alert command from upstream and activates the intelligent seat vibration alert module. During this process, the power amplifier receives CAN commands from the PDC power supply and the vehicle domain controller. Based on the vibration location, intensity, and mode parameters contained in the commands, it drives the corresponding seat oscillator to vibrate, providing a tactile alert to the driver. Simultaneously, the power amplifier processes the multimedia audio signals sent from the vehicle's infotainment system according to the command priority logic, ensuring the safety alert function is executed with priority.

[0059] See attached document Figure 2 The figure illustrates a schematic diagram of the hardware architecture connection relationship of a seat vibration alert system based on an audio system according to an embodiment of the present invention. The system is built upon the vehicle's electronic and electrical architecture, and achieves communication and coordination among various functional modules through in-vehicle Ethernet, CAN bus, and A2B audio bus.

[0060] As the end-effector of the system's tactile feedback, the mounting structure of the seat oscillator is directly related to the efficiency of vibration transmission and the sense of orientation. In this embodiment, the seat oscillator adopts a distributed rigid connection structure, with a total of four independent vibration units. In terms of layout, the four vibration units are located below the left wing plate of the driver's seat cushion, below the right wing plate of the seat cushion, on the left side of the backrest lumbar support structure, and on the right side of the backrest lumbar support structure, respectively. This four-point distribution constructs a tactile coordinate system covering the human buttocks and back.

[0061] In terms of mechanical connection, the seat oscillators are not glued or embedded into the seat's foam layer, but rather use a rigid coupling method. Specifically, the oscillator housing is designed with rigid mounting holes, and the oscillators are directly locked and fixed to the metal frame inside the seat using metal adapter brackets and fastening bolts. This installation structure utilizes the seat's metal frame as a high-rigidity vibration transmission medium. Compared to soft foam materials, the metal frame has a low absorption rate of high-frequency vibration energy, allowing the mechanical waves generated by the oscillator to be transmitted to the seat surface and the human body with lower loss. It also eliminates the vibration tailing phenomenon caused by soft media, ensuring that the system can achieve transient start-stop effects with a response time of less than 50 milliseconds. The selected oscillator types are wide-frequency linear motors or high-power exciters to support a wide frequency range output from low-frequency pulses to high-frequency continuous waves.

[0062] See attached document Figure 1 This diagram illustrates the information identification, extraction, and instruction generation process within the system's operational logic. In the information identification and extraction step, the system executes parallelized discrimination logic based on multi-source sensor data. This step presupposes that the intelligent driving front-end module confirms the vehicle is in autonomous driving mode. If the vehicle is in this mode, the system retrieves real-time data from the storage repository and processes the radar sensing information, sound pickup information, and driver status information according to preset quantization logic.

[0063] The specific information discrimination logic and trigger threshold settings are as follows:

[0064] First, the system performs a collision risk classification assessment based on radar sensing data. The system processes obstacle distance and relative velocity data acquired by millimeter-wave radar, introducing Time-of-Collision (TTC) as the core risk quantification indicator. The filtering and target tracking processing of the raw radar data are standard techniques in radar signal processing and will not be elaborated upon here. The system calculates the current collision time in real time according to the following formula. :

[0065] ;

[0066] In the formula, Indicates the relative distance between the vehicle and the obstacle; This indicates the relative approach speed between the vehicle and the obstacle. The system has two preset critical time thresholds, one for alerting the vehicle and the other for providing a warning. and emergency threshold In this embodiment, the following is set: =3.0s, =2.0s. The system will calculate the result. The risk level is determined by comparing the results with the aforementioned thresholds. :

[0067] If the conditions are met The system determines that the current operating condition is a potential risk state, such as a vehicle cutting into the adjacent lane or a slight lane departure, and generates a Level 1 vibration request command. If the conditions are met... The system determines that the current operating condition is an emergency risk state, such as the vehicle in front braking suddenly or an unavoidable collision is about to occur, and at this time generates a level 2 vibration request command.

[0068] Secondly, the system performs special vehicle identification based on sound spectrum characteristics. The system performs frequency domain conversion on the external environmental audio signals collected by the directional microphone array, extracts their voiceprint features, and matches these features with pre-stored special vehicle (such as police cars, ambulances, and fire truck) siren voiceprint data in the basic information database. The system sets the judgment logic. as follows:

[0069] ;

[0070] In the formula, This represents the confidence level of the spectral matching between the real-time acquired signal and the pre-stored voiceprint, with a value ranging from 0 to 1; This indicates the preset confidence threshold. Indicates the sound intensity (sound pressure level) of the acquired signal; This indicates the preset intensity threshold.

[0071] In this embodiment, the following is set =0.9 (i.e., 90% confidence level). =70dB. The decision logic is made if and only if the spectral matching confidence is greater than 0.9 and the sound intensity is greater than 70dB. Once established, the system confirms the presence of an emergency vehicle approaching from outside the vehicle and generates a yield warning command. This logic effectively filters out ambient background noise and interference from non-emergency vehicle horns.

[0072] In addition, the system performs anomaly detection based on data from the driver monitoring system. The system analyzes facial features and physiological data captured by the in-vehicle cameras, focusing on monitoring the driver's ability to take over during autonomous driving. The system is configured with anomaly detection logic. :

[0073] ;

[0074] In the formula, This indicates the duration of the driver's eyes being closed as monitored; This represents the threshold for the time it takes to close the eyes; in this embodiment, it is set to 1.5 seconds. An index indicating the deviation of a driver's head posture or facial features from a normal baseline; This indicates the corresponding deviation threshold.

[0075] When the monitoring data meets If the deviation index exceeds 1.5 seconds or the deviation index exceeds the threshold, the system determines that the driver is in a state of fatigue, sleep, or incapacitation. (State). Given that the vehicle is currently in autonomous driving mode, this state is defined as the highest risk level, and the system generates a wake-up vibration request command with the highest priority.

[0076] When any of the above triggering conditions are met, the system immediately generates a control command containing vibration type, intensity level and vibration orientation parameters, and sends the command to the subsequent modules of the decision control layer for transmission and execution.

[0077] See attached document Figure 2 This diagram illustrates the complete signal transmission link of the system and the logical control relationship for audio conflict management. When the intelligent driving system generates a vibration alert request, the system enters the signal transmission and control strategy execution phase. To ensure that commands are accurately executed and receive the highest priority safety response within the complex vehicle network, the specific process of this phase is as follows:

[0078] The system first performs cross-domain transmission of commands and speed strategy verification. The Intelligent Driving System (HAD) will then generate the original vibration request command. The signal is transmitted via vehicular Ethernet to the Vehicle Domain Controller (VDC). After protocol encapsulation, the VDC forwards the signal to the Central Speed ​​Controller (CSC). In this step, the CSC does not simply act as a transparent transmission node, but is configured to execute parameter correction logic based on vehicle speed. The CSC reads the vehicle's current longitudinal speed in real time. And according to the preset velocity vibration gain function Vibration intensity parameters in the original command Dynamic adjustments are made to generate corrected vibration intensity. Its correction logic can be expressed as:

[0079] ;

[0080] In the formula, Indicates the gain coefficient; This indicates the high-speed threshold (e.g., 80 km / h). This is an indicator function, taking a value of 1 when the condition is met, and 0 otherwise. The physical meaning of this logic is: when the vehicle is traveling at high speed, road noise and the inherent vibration amplitude of the vehicle body increase. The system automatically increases the intensity of the seat vibration output to ensure the signal-to-noise ratio of tactile feedback and prevent warning signals from being masked by environmental vibrations. The central speed controller will include... The correction command is sent to the power and body domain controller (PDC).

[0081] Next, the system executes gateway conversion and distribution of commands. The power supply and body domain controller, acting as the gateway node, receives the Ethernet signal from the central speed controller and parses it into a CAN bus control message suitable for the actuators. This CAN message contains specific control bits indicating the vibration mode ID, the corrected intensity level, the duration, and the vibration orientation channel to be activated (left / right, seat cushion / backrest). The power supply and body domain controller then sends this CAN message to the control interface of the power amplifier.

[0082] Simultaneously, the system executes multimedia mute linkage control. While generating a vibration request, the intelligent driving system sends a multimedia mute request to the in-vehicle infotainment system (V2X) via the vehicle domain controller. In response to this request, the V2X immediately performs digital attenuation or mute operation on the currently output entertainment audio stream via the A2B bus to reduce interference from the in-vehicle acoustic environment and create a focused perceptual environment for the driver to receive tactile alerts.

[0083] The digital signal processor (DSP) inside the power amplifier (AMP) runs the audio arbitration logic. This logic is used to process safety vibration command inputs from the CAN bus. With entertainment audio input from the A2B bus Resource competition between them. The specific arbitration and driving logic is as follows:

[0084] When the power amplifier detects a valid safety vibration command (i.e., the safety flag bit is set in the CAN message), the DSP logic enforces an absolute priority strategy for the safety channel. Even if there is still audio data transmission on the A2B bus, the DSP will cut off or attenuate (ducking, attenuation greater than 20dB) the A2B signal's drive link to the seat oscillator.

[0085] Meanwhile, the power amplifier does not rely on the A2B bus to transmit alarm sound data, but instead operates through an index-based retrieval mechanism. The power amplifier integrates non-volatile memory (NVM), which pre-stores several specific alarm waveform files, such as square waves, sawtooth waves, or pulse waves with specific envelopes. The DSP uses the vibration mode ID in the CAN message as an index to directly retrieve the corresponding waveform data from the internal memory and then determines the appropriate waveform based on the vibration intensity. The gain is amplified to ultimately drive the seat oscillator.

[0086] In addition, if the vehicle is currently in 4D music-following mode (i.e., the seat oscillator is vibrating in sync with the low-frequency rhythm of the music), once a safety vibration command is triggered, the DSP logic immediately terminates the operation of the music-following algorithm and completely transfers control of the oscillator to the safety warning channel.

[0087] The aforementioned driver method based on internal memory access ensures that even in extreme conditions such as a crash, restart, or physical circuit failure of the A2B audio bus, the safety alert function can still be independently and reliably triggered and executed via the CAN bus, meeting functional safety design requirements.

[0088] See attached document Figure 1 This demonstrates the specific process of implementing a differentiated vibration strategy in the intelligent seat vibration alert procedure. When the power amplifier receives a valid control command after audio arbitration, the system enters the vibration execution phase. To ensure that the driver can intuitively and accurately obtain the type and location of risk information through tactile feedback, the system executes differentiated driving through the following logic:

[0089] The system parses the orientation parameters contained in the control commands, which are based on the orientation angle of the risk source relative to the vehicle's longitudinal axis as identified by the perception layer. Generate. In this embodiment, the front of the vehicle is defined as... Clockwise is positive. The system executes the orientation mapping logic. Select the active oscillator channel:

[0090] ;

[0091] In the formula, This refers to the combination of oscillators located on the left side of the seat cushion wing and the left side of the backrest. This refers to the combination of vibrators located on the right side of the seat cushion wing and the right side of the backrest.

[0092] If the control command indicates that the risk originates from the left side of the vehicle (e.g., a vehicle approaching from the left rear blind spot or the vehicle veering to the left), the power amplifier only applies drive voltage to the output channel connected to the left oscillator, while the right channel remains silent. Conversely, if the risk originates from the right, the right oscillator is activated. For risks originating directly behind (θ≈180∘), the system activates both the left and right oscillators simultaneously. This logic leverages the human body's bilateral tactile perception, allowing users to construct spatial location awareness based on the direction of vibrations perceived by their bodies without needing to observe the dashboard.

[0093] The system calls different preset frequencies based on the risk level parameters in the control commands. Amplitude intensity and waveform envelope pattern. For Level 1 alerts, i.e., the potential risk status determined in the aforementioned steps (such as...) The system is configured to output parameters in low-frequency pulse mode. Specifically, the drive frequency is set to a first frequency value (e.g., The amplitude is set to the first intensity value (low intensity), and the waveform pattern is short, discrete pulses. This mode is designed to provide cues and tactile feedback to draw the driver's attention without causing panic.

[0094] For Level 2 alerts, which are the emergency risk states determined in the aforementioned steps (such as...) (or when the driver is awake, the system is configured to output parameters in high-frequency continuous mode. Specifically, the drive frequency is set to a second frequency range (e.g., ...) The amplitude is set to the second intensity value (maximum intensity), and the waveform mode is a continuous output with a linearly increasing envelope amplitude. This mode utilizes the strong stimulation of human skin receptors by high-frequency vibration and the high conduction efficiency of the rigid connection structure to form high-intensity tactile feedback, so as to quickly alert or wake up the driver in an emergency.

[0095] The system further analyzes the information type labels in the control commands and selects to activate either the seat cushion oscillator or the backrest oscillator, or both simultaneously. For information related to road surface trajectory and lateral control (such as lane departure or lane-crossing), the system is configured to prioritize driving the oscillator mounted under the seat cushion flaps. This is because the seat cushion contacts the driver's buttocks and thighs, areas that have a higher associative sensitivity to road surface feedback, aligning with the driver's intuitive perception.

[0096] For information related to longitudinal collision risks and personal safety (such as rear collision warning and driver fatigue alert), the system is configured to prioritize driving the oscillators installed on both sides of the lumbar support structure of the backrest. This is because the backrest has a large contact area with the human back, and the spinal region of the back is highly sensitive to high-intensity vibrations, providing stronger tactile intrusion and ensuring effective information transmission and status interruption in emergency situations or when the driver is in a state of confusion (such as microsleep).

[0097] In the autonomous driving emergency avoidance application scenario of this embodiment, the vehicle is initially in autonomous driving mode and cruising on a highway. Under this normal driving state, the seat vibrator is in a default non-working standby mode (its 4D entertainment sound function is only available when the vehicle is stationary and is disabled while driving to avoid interfering with driving), and the system only plays music through the speakers. At this time, the in-vehicle entertainment system is transmitting music audio streams to the power amplifier via the A2B bus, the power amplifier drives the in-vehicle speakers to play music, and no safety vibrations are triggered.

[0098] The specific execution flow for this scenario is as follows:

[0099] First, the perception layer detects environmental anomalies and potential risks. Due to blurred or reflective lane markings, the intelligent driving front-end module slightly deviates from the vehicle's lateral position, causing the vehicle to gradually drift away from the left lane. Simultaneously, the radar sensing module detects a rapidly approaching external vehicle in the vehicle's left rear blind spot. The radar sensing module then collects real-time distance data between the external vehicle and the vehicle. and relative approach speed The data is then uploaded to the intelligent driving system.

[0100] Subsequently, the decision-making level performs risk quantification and command generation. The intelligent driving system then applies the aforementioned collision time formula. Real-time calculations are performed. In this embodiment, the current collision time is calculated to be 1.8 seconds. The system compares this value with a preset threshold. Since 1.8s < 2.0s (emergency threshold), ... The intelligent driving system determines that the current operating condition is a level two emergency risk, and the source of the risk is on the left. Based on this, the intelligent driving system generates a vibration request command containing parameters such as "left-side orientation," "level two intensity," and "emergency avoidance mode," and sends it via the vehicle's Ethernet.

[0101] Next, the transport layer performs speed policy verification and signal distribution. The instruction is forwarded to the central speed controller via the vehicle domain controller. At this time, the central speed controller reads the vehicle speed signal on the vehicle chassis CAN bus and confirms that the current vehicle speed is 100km / h, which is a high-speed driving state.

[0102] Based on the speed strategy logic, the central speed controller detects significant road noise and vehicle vibration at high speeds. It then corrects the received commands by locking the vibration intensity parameter at the maximum gain value to ensure the penetration of the tactile feedback. The corrected commands are sent to the power and body domain controller, which converts them into CAN bus control messages and sends them to the power amplifier.

[0103] Then, the execution layer performs audio conflict arbitration and channel switching. The in-vehicle entertainment system receives a linkage request from the intelligent driving system and performs a mute (MUTE) operation, stopping the output of music signals. At the same time, the power amplifier receives CAN messages from the power supply and body domain controller. The DSP logic inside the power amplifier detects that the safety flag bit is active and immediately executes the audio arbitration strategy: forcibly cutting off the music signal input channel corresponding to the A2B bus, ensuring that the speakers no longer output entertainment audio regardless of whether the in-vehicle entertainment system has completed mute. Subsequently, the DSP logic retrieves the high-frequency alarm waveform file from internal memory according to the mode index in the CAN message.

[0104] Finally, the execution layer drives the seat oscillators to output differentiated tactile warnings. Based on the orientation parameters in the command, the power amplifier activates only the output channel connected to the left side of the driver's seat, driving the oscillators located under the left seat cushion wing and the left lumbar support. Simultaneously, according to the Level 2 emergency risk level in the command, the power amplifier controls the output waveform frequency to be in the high-frequency range of 50Hz to 80Hz and applies a drive voltage with maximum gain.

[0105] Driven by this, the driver simultaneously experiences high-intensity, continuous, and high-frequency vibrations on the outer side of their left thigh and left lower back. This tactile feedback directly corresponds to the physical location of the risk source, allowing the driver to perceive an imminent danger on the left without needing to check the dashboard warning icons. The driver then takes control of the steering wheel or coordinates with the automatic driving system's emergency correction maneuvers to return the vehicle to the center of its original lane, thus completing the emergency avoidance maneuver.

[0106] In the driver takeover alert application scenario of this embodiment, the vehicle is in autonomous driving mode. At this time, the vehicle travels to a complex road section with road construction or traffic control ahead. This road condition exceeds the design operating domain (ODD) of the autonomous driving system (HAD), and the system determines that it must request the driver to immediately take over control of the vehicle.

[0107] The specific execution flow for this scenario is as follows:

[0108] First, multimodal perception and anomaly detection are implemented. The perception layer hardware simultaneously captures external environmental data and internal driver state data. The intelligent driving system identifies a road construction obstacle ahead based on radar and camera data, determining that the autonomous driving function cannot continue. Simultaneously, the Driver Monitoring System (DMS) camera monitors the driver's facial features in real time. In this embodiment, the Driver Monitoring System detects that the driver's eyes are closed, and the duration of this closure is... It reached 2.0 seconds.

[0109] Subsequently, the decision-making layer executes the wake-up logic and generates instructions. The intelligent driving system receives monitoring data from the driver monitoring system and, based on the aforementioned decision logic... The system performs calculations. Since the monitored value of 2.0s exceeds the preset eye-closing time threshold of 1.5s, and a takeover request is received, the intelligent driving system determines that the current situation is the highest level of danger, indicating that the driver is in a state of deep fatigue or sleep-induced incapacitation. Based on this determination, the intelligent driving system generates a vibration request command with the highest priority. This command includes parameters for "omnidirectional (bilateral)," "wake-up mode," and "maximum intensity," and is transmitted via the vehicle's Ethernet network.

[0110] Next, the transport layer performs command forwarding and parameter verification. The vibration request command is forwarded to the central speed controller via the vehicle domain controller. In this condition, although the vehicle will decelerate due to an obstacle ahead, the central speed controller recognizes the command type as "wake-up mode". Based on a safety-first strategy, the central speed controller bypasses the speed-based gain attenuation logic, forcibly maintaining the maximum intensity parameter in the command to ensure the absolute intensity of the haptic feedback. The processed signal is sent to the power and body domain controllers and converted into CAN bus control messages for distribution.

[0111] Then, the execution layer performs the mute linkage and waveform recall. Responding to the emergency request from the intelligent driving system, the in-vehicle entertainment system immediately stops all entertainment audio output, silencing the vehicle's interior. The power amplifier receives a CAN control message, and its internal digital signal processor (DSP) recognizes that the instruction corresponds to the wake-up mode. The DSP logic first confirms the disconnection of the A2B audio channel, then recalls a specific wake-up waveform file from internal memory. This waveform file differs from conventional continuous vibration; it is configured as a high-frequency pulse sequence with a specific on / off duty cycle, its rhythmic characteristic being rapid, intermittent impacts.

[0112] Finally, the execution layer drives the seat oscillators to perform the wake-up action. The power amplifier parses the location parameters in the command. For the wake-up function, the system is configured to prioritize driving the two oscillators installed on the left and right sides of the lumbar support structure of the driver's seat back, and simultaneously drive the oscillator under the seat cushion. The power amplifier applies the maximum gain voltage to the aforementioned oscillators. Utilizing the large contact area between the seat back and the spine region of the human back, and the efficient transfer of vibrational energy through the rigid connection structure, the seat outputs high-intensity pulsed vibrations to the driver's back.

[0113] Under the combined effect of a quiet environment and high-intensity back tactile impact, this physical stimulation can interrupt the driver's sleep or drowsy state, restore their consciousness and make them perceive the takeover prompt, thereby grasping the steering wheel to take control of the vehicle and completing a safe switch from autonomous driving to manual driving.

[0114] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A seat vibration alert system based on an audio system, characterized in that, It includes a perception and acquisition module, a decision and control module, and an execution module; The perception and acquisition side module includes a sound pickup module, a radar sensing module, an image acquisition module, and an intelligent driving front-end module. The perception and acquisition side module is configured to collect information on the external environment, driver status, and vehicle status. The decision control side module includes the HAD intelligent driving system, VDC vehicle domain controller, CSC central speed controller, PDC power and body domain controller, and vehicle infotainment system. The HAD intelligent driving system is configured to generate a vibration alert request command based on the collected external environment, driver status and vehicle status information, and transmit the vibration alert request command to the CSC central speed controller via the VDC vehicle domain controller. The CSC central speed controller is configured to verify and correct the vibration alert request command in conjunction with the vehicle's current longitudinal speed, and send the corrected signal to the PDC power supply and body domain controller. The PDC power supply and body domain controller is configured to convert the modified signal into control commands and send them via the CAN bus. The vehicle infotainment system is configured to transmit audio signals via an A2B bus. The execution-side module includes a power amplifier and a seat oscillator; the power amplifier is connected to the PDC power supply and the CAN bus interface of the body domain controller and the A2B bus interface of the vehicle unit, respectively. The power amplifier is configured to parse the control commands on the CAN bus and drive the seat oscillator installed inside the driver's seat.

2. The seat vibration reminder system based on an audio system according to claim 1, characterized in that, The specific configuration of the sensing and acquisition module is as follows: The sound pickup module uses a directional microphone array; The radar sensing module adopts a 360-degree omnidirectional millimeter-wave radar. The image acquisition module includes an exterior camera located on the exterior of the vehicle body and a driver monitoring system camera located inside the driver's cab.

3. A seat vibration alert system based on an audio system according to claim 1, characterized in that, The HAD intelligent driving system executes the collision risk assessment logic: The HAD intelligent driving system acquires the relative distance and relative approach speed of obstacles collected by the radar sensing module; The HAD intelligent driving system calculates the collision time using the relative distance and the relative approach speed. The system has preset warning thresholds and emergency thresholds. When the calculated collision time is less than or equal to the warning threshold and greater than the emergency threshold, a level one vibration warning request instruction is generated; when the calculated collision time is less than or equal to the emergency threshold, a level two vibration warning request instruction is generated.

4. A seat vibration alert system based on an audio system according to claim 2, characterized in that, The system executes special vehicle identification and determination logic: The system extracts voiceprint features from the sound signals collected by the directional microphone array and calculates the confidence level of the spectral matching between the voiceprint features and the pre-stored special vehicle siren voiceprints. Simultaneously, the system detects the sound intensity of the collected sound signal; The system determines that a special vehicle exists outside the vehicle and generates a vibration alert request command corresponding to the avoidance alert if and only if the spectrum matching confidence is greater than a preset confidence threshold and the sound intensity is greater than a preset intensity threshold.

5. A seat vibration reminder system based on an audio system according to claim 1, characterized in that, The vibration alert request command includes vibration intensity parameters; the logic for the CSC central speed controller to correct the parameters of the vibration alert request command is as follows: The CSC central speed controller reads the vehicle's current longitudinal speed in real time; When the current longitudinal speed of the vehicle is greater than the preset high speed determination threshold, the CSC central speed controller increases the vibration intensity parameter according to the preset gain coefficient to generate the corrected vibration intensity. When the current longitudinal speed of the vehicle is not greater than the high-speed determination threshold, the original vibration intensity parameters are maintained.

6. A seat vibration reminder system based on an audio system according to claim 1, characterized in that, The power amplifier integrates digital signal processing logic and non-volatile memory. The non-volatile memory pre-stores several preset alarm waveform files; The power amplifier is configured to directly retrieve the corresponding alarm waveform file from the non-volatile memory to drive the seat oscillator based on the vibration mode ID in the control command on the CAN bus.

7. A seat vibration alert system based on an audio system according to claim 6, characterized in that, The power amplifier's digital signal processing logic is also configured to perform audio conflict arbitration: When the power amplifier detects a valid control command, it cuts off or attenuates the drive link from the A2B bus to the seat oscillator. If the vehicle is currently in the mode where the seat oscillator moves in sync with the music, the amplifier will immediately terminate the operation of the mode when it detects the control command.

8. A seat vibration alert system based on an audio system according to claim 1, characterized in that, The seat oscillator is installed using a distributed rigid connection structure; There are four seat vibrators, which are respectively located below the left wing plate of the driver's seat cushion, below the right wing plate of the seat cushion, on the left side of the backrest lumbar support structure, and on the right side of the backrest lumbar support structure. Each of the seat vibrators is rigidly locked to the metal frame inside the driver's seat via a metal adapter bracket and fastening bolts.

9. A seat vibration alert system based on an audio system according to claim 8, characterized in that, The vibration alert request command and the control command include azimuth parameters; the system executes spatial mapping driving logic based on the risk source's azimuth: The HAD intelligent driving system identifies the azimuth angle of the risk source relative to the vehicle's longitudinal axis and includes the azimuth parameter in the generated vibration alert request command. The power amplifier parses the azimuth parameter. If the orientation parameters indicate that the risk originates from the left side of the vehicle, the amplifier will only drive the seat oscillator located below the left wing and on the left side of the backrest lumbar support structure. If the orientation parameters indicate that the risk originates from the right side of the vehicle, the amplifier will only drive the seat oscillator located below the right wing and on the right side of the backrest lumbar support structure. If the orientation parameters indicate that the risk originates directly behind the vehicle, the power amplifier simultaneously drives the seat oscillators on both the left and right sides.

10. A seat vibration alert system based on an audio system according to claim 8, characterized in that, The vibration alert request command and the control command contain information types; the system executes part-function partitioning driving logic based on the information type: When the information type is related to road driving trajectory and lateral control, the system preferentially drives the seat oscillator installed under the left and right wing plates of the seat cushion; When the information type is related to the risk of longitudinal collision with the vehicle and the status of personal safety, the system preferentially drives the seat oscillators installed on the left and right sides of the backrest lumbar support structure.

Images