Seat air bag control method and electronic equipment
By acquiring support adjustment parameters and using a predictive model to adjust the seat airbag pressure, the problem of passenger discomfort caused by the height difference between the seat back and the seat cushion was solved, achieving a more fitting and uniform pressure distribution and improving passenger comfort.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-01-26
- Publication Date
- 2026-04-21
Smart Images
Figure CN121893852A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicle-related technologies, and in particular to a method for controlling seat airbags, electronic devices, storage media, and computer program products. Background Technology
[0002] In existing technology, multiple parts of the seat are equipped with controllable airbags, such as the seat back and seat cushion.
[0003] However, as Figure 1 As shown, when the occupant adjusts the backrest to lie flat, there is a height difference between the lower end of the backrest 1' and the seat cushion 2', and the occupant's waist is partially pushed up by the lower end of the backrest, affecting the occupant's comfort. Summary of the Invention
[0004] Therefore, it is necessary to provide a seat airbag control method, electronic device, storage medium, and computer program product to address the technical problem of the occupant's lower back being pushed up by the lower end of the backrest in existing technologies.
[0005] This invention provides a method for controlling seat airbags, comprising: Obtain multiple support adjustment parameters; The support adjustment parameters are input into the prediction model to obtain the target pressure values for the waist and hips output by the prediction model. Adjust the pressure of the lumbar airbag in the seat until the lumbar body pressure reaches the target lumbar pressure value, and adjust the pressure of the hip airbag in the seat until the hip body pressure reaches the target hip pressure value.
[0006] Furthermore, before acquiring the multiple support adjustment parameters, the process further includes: Monitor whether the adjustment trigger conditions are met. When the adjustment trigger conditions are met, execute the acquisition of multiple supporting adjustment parameters.
[0007] Furthermore, the adjustment trigger condition is: the current backrest angle is greater than a preset first angle threshold.
[0008] Furthermore, the adjustment trigger condition is: the current backrest angle is greater than a preset first angle threshold, and the single adjustment range of the backrest is greater than a preset second angle threshold.
[0009] Furthermore, the acquisition of multiple support adjustment parameters includes: Get the backrest angle; Get the seat height; Obtain passenger height; Obtain the waist-hip pressure ratio; Get the current time and determine the current time period; The backrest angle, seat height, occupant height, lumbar-hip pressure ratio, and current time period are used as support adjustment parameters.
[0010] Furthermore, obtaining the waist-hip pressure ratio includes: Obtain the current lumbar body pressure and the current hip body pressure, and determine the lumbar-hip pressure ratio based on the current lumbar body pressure and the current hip body pressure.
[0011] Furthermore, obtaining the waist-hip pressure ratio includes: Determine the corresponding waist-hip pressure ratio based on the occupant's height.
[0012] This invention provides an electronic device, comprising: At least one processor; and, A memory communicatively connected to at least one of the processors; wherein, The memory stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the seat airbag control method as described above.
[0013] The present invention provides a storage medium that stores computer instructions, which, when executed by a computer, are used to perform all the steps of the seat airbag control method as described above.
[0014] The present invention provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the seat airbag control method as described above.
[0015] This invention obtains multiple support adjustment parameters and predicts these parameters based on a prediction model to obtain target pressure values for the lumbar region and hips. The lumbar airbags of the seat are adjusted to achieve the target lumbar pressure value, and the hip airbags are adjusted to achieve the target hip pressure value. During the adjustment process, the height difference between the hip and lumbar surfaces of the seat is reduced to decrease the discomfort caused by the lumbar region being unsupported. This allows the seat to provide more conformal and even pressure distribution support to the human body, thereby improving passenger comfort. Attached Figure Description
[0016] Figure 1 This is a schematic diagram of existing seat support technology; Figure 2 This is a flowchart illustrating a method for controlling a seat airbag according to an embodiment of the present invention. Figure 3 This is a flowchart illustrating a seat airbag control method according to another embodiment of the present invention. Figure 4 This is a schematic diagram of the backrest angle as an example of the present invention; Figure 5 This is a schematic diagram of the backrest angle comfort curve as an example of the present invention; Figure 6 This is a schematic diagram illustrating the height of the sitz bath in one example of the present invention; Figure 7 This is a schematic diagram of the comfort curve of the sitz bath height, as an example of the present invention. Figure 8 This is a schematic diagram of the passenger height in an example of the present invention; Figure 9 This is a schematic diagram of the passenger height comfort curve as an example of the present invention; Figure 10 This is a schematic diagram illustrating the waist-hip pressure ratio as an example of the present invention; Figure 11 This is a schematic diagram of the lumbar-hip pressure ratio comfort curve as an example of the present invention; Figure 12 This is a schematic diagram of the current time period as an example of the present invention; Figure 13 This is a schematic diagram of the prediction model of the preferred embodiment of the present invention; Figure 14 A flowchart illustrating a preferred embodiment of a seat airbag control method of the present invention; Figure 15 This is a schematic diagram of the hardware structure of an electronic device according to the present invention. Detailed Implementation
[0017] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings. Identical components are indicated by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "up," and "down" used in the following description refer to directions in the accompanying drawings, while the terms "inner" and "outer" refer to directions toward or away from the geometric center of a specific component, respectively.
[0018] like Figure 2 The diagram shown is a flowchart of a seat airbag control method according to an embodiment of the present invention, including: Step S201: Obtain multiple support adjustment parameters; Step S202: Input the support adjustment parameters into the prediction model to obtain the target pressure values for the waist and hips output by the prediction model; Step S203: Adjust the pressure of the lumbar airbag of the seat until the lumbar body pressure reaches the target lumbar pressure value, and adjust the pressure of the hip airbag of the seat until the hip body pressure reaches the target hip pressure value.
[0019] Specifically, this invention can be applied to electronic devices with processing capabilities, such as vehicle controllers. For example, a vehicle's Electronic Control Unit (ECU). The controller can be a vehicle-wide controller or a controller that independently controls the seat airbags.
[0020] First, execute step S201 to obtain multiple support adjustment parameters.
[0021] Specifically, the support adjustment parameters are used as dependent variables and input into the prediction model. There are two or more dependent variables, so there are two or more support adjustment parameters.
[0022] Then, step S202 is executed, in which the support adjustment parameters are input into the prediction model to obtain the target pressure values for the waist and hips output by the prediction model.
[0023] Specifically, the prediction model is a neural network model.
[0024] As an example, the prediction model consists of two layers of neural networks. To ensure the reliability of the model, more than 500 human sample data need to be input into the system before it is put into use, and it is trained using existing neural network training methods.
[0025] The number of neurons in the second layer of this model is generally less than the number of input values in the first layer, and needs to be selected based on experience. When using it in a specific project, you can prepare models with different neurons, train them separately, and then put them into prediction. After a certain number of prediction samples, select the best model for use.
[0026] The model outputs target pressure values for the lower back and hips.
[0027] Finally, step S203 is executed, adjusting the pressure of the lumbar airbag of the seat until the lumbar body pressure reaches the target lumbar pressure value, and adjusting the pressure of the hip airbag of the seat until the hip body pressure reaches the target hip pressure value.
[0028] Specifically, the inflation and deflation of the lumbar and hip airbags are controlled using existing airbag control methods. Simultaneously, the lumbar pressure detected by the lumbar pressure sensor and the hip pressure detected by the hip pressure sensor are acquired. The pressure of the lumbar airbags is adjusted until the lumbar pressure reaches the target lumbar pressure value, and the pressure of the hip airbags is adjusted until the hip pressure reaches the target hip pressure value. A fluctuation threshold range can be set for the target values. Because the pressure values are transmitted via the communication bus, there are frame periods and gaps, making it impossible to obtain a precise value. Therefore, a threshold is needed to define a target range. The pressure value is proportional to the inflation time.
[0029] Specifically, In some embodiments, the lumbar body pressure is the target mean of the effective point body pressure in the lumbar region, and the hip body pressure is the target mean of the effective point body pressure in the hip region.
[0030] Specifically, the target mean of effective body pressure at the lumbar region is the average reading of the effective sensors in the lumbar body pressure sensor array. The target mean of effective body pressure at the hip region is the average reading of the effective sensors in the hip body pressure sensor array. The lumbar body pressure sensor is a pressure sensor installed on the backrest to detect the pressure on the human lumbar region. The hip body pressure sensor is a pressure sensor installed on the seat cushion to detect the pressure on the human hips. Effective sensors are those whose readings are too low or significantly higher than most other points; the remaining sensors are considered effective points in the calculation.
[0031] This invention obtains multiple support adjustment parameters and predicts these parameters based on a predictive model to obtain target pressure values for the lumbar region and hips. The lumbar airbags are then adjusted to achieve the target lumbar pressure value, and the hip airbags are adjusted to achieve the target hip pressure value. Through these adjustments, the seat provides overall support for the human body. During the adjustment process, the height difference between the hip and lumbar surfaces of the seat is reduced to minimize discomfort caused by lumbar slack. This results in a more conforming and evenly distributed support, improving passenger comfort.
[0032] like Figure 3 The diagram shown is a flowchart of a seat airbag control method according to another embodiment of the present invention, including: Step S301: Monitor whether the adjustment trigger condition is met. If the adjustment trigger condition is met, execute the acquisition of multiple support adjustment parameters, including: Get the backrest angle; Get the seat height; Obtain passenger height; Obtain the waist-hip pressure ratio; Get the current time and determine the current time period; The backrest angle, seat height, occupant height, lumbar-hip pressure ratio, and current time period are used as support adjustment parameters.
[0033] Step S302: Input the support adjustment parameters into the prediction model to obtain the target pressure values for the waist and hips output by the prediction model.
[0034] Step S303: Adjust the pressure of the lumbar airbag of the seat until the lumbar body pressure reaches the target lumbar pressure value, and adjust the pressure of the hip airbag of the seat until the hip body pressure reaches the target hip pressure value.
[0035] Specifically, first, step S301 is executed to monitor whether the adjustment trigger condition is met. If the adjustment trigger condition is met, multiple support adjustment parameters are acquired. The acquisition of multiple support adjustment parameters includes: Get the backrest angle; Get the seat height; Obtain passenger height; Obtain the waist-hip pressure ratio; Get the current time and determine the current time period; The backrest angle, seat height, occupant height, lumbar-hip pressure ratio, and current time period are used as support adjustment parameters.
[0036] Specifically, the system monitors whether the adjustment trigger conditions are met. When the adjustment trigger conditions are met, the system will trigger the acquisition of multiple support adjustment parameters and execute subsequent steps S302 and S303 to start the airbag control function.
[0037] In one embodiment, the adjustment trigger condition is: the current backrest angle is greater than a preset first angle threshold.
[0038] Specifically, in this embodiment, the adjustment trigger condition is: the current backrest angle is greater than a preset first angle threshold. Therefore, the seat backrest angle is monitored, and when the current backrest angle is greater than the preset first angle threshold, the acquisition of multiple support adjustment parameters is triggered, and subsequent steps S302 and S303 are executed. If the adjustment trigger condition is not met, the acquisition of multiple support adjustment parameters is not triggered, and subsequent steps S302 and S303 are not executed.
[0039] Since occupants will only experience significant discomfort when the backrest angle exceeds the first angle threshold, this embodiment only triggers subsequent steps and activates the airbag control function when the backrest angle exceeds the first angle threshold, thus avoiding excessive execution.
[0040] In one embodiment, the adjustment trigger condition is: the current backrest angle is greater than a preset first angle threshold, and the single adjustment range of the backrest is greater than a preset second angle threshold.
[0041] Specifically, in this embodiment, the adjustment trigger condition is: the current backrest angle is greater than a preset first angle threshold, and the single adjustment range of the backrest is greater than a preset second angle threshold. Therefore, the seat backrest angle is monitored. When the single adjustment range of the backrest is greater than the preset second angle threshold, the current backrest angle is also detected. If the current backrest angle is also greater than the preset first angle threshold, then the acquisition of multiple support adjustment parameters is triggered, and subsequent steps S302 and S303 are executed. If the adjustment trigger condition is not met, the acquisition of multiple support adjustment parameters is not triggered, and subsequent steps S302 and S303 are not executed.
[0042] The first angle threshold is preferably 45°, and the second angle threshold is preferably 5°.
[0043] Since significant discomfort only occurs when the backrest angle exceeds a first angle threshold, and this indicates the occupant feels uncomfortable and will adjust the backrest angle substantially, a significant adjustment is triggered when the current backrest angle exceeds the preset first angle threshold and the single adjustment exceeds a preset second angle threshold. This indicates the occupant is experiencing significant discomfort and actively adjusting the backrest. The subsequent steps are then executed, activating the airbag control function to quickly adjust the airbags and improve occupant comfort. The single backrest adjustment is an absolute value, calculated as the absolute difference between the original backrest angle and the current backrest angle. Both increasing and decreasing the backrest angle indicate the occupant is dissatisfied with the current backrest angle.
[0044] The support adjustment parameters include: backrest angle, seat height, occupant height, lumbar-hip pressure ratio, and current time period.
[0045] The backrest angle can be obtained using an angle sensor. The backrest angle is a primary influencing factor; different backrest angles result in different differences in sitting / reclining height. Figure 4 As shown, since the backrest's pivot point is mostly not at the angle between the seat cushion 41 and the backrest 42, the more the backrest 42 is reclined, the greater the height difference (h) between the lower back and hips (hereinafter referred to as the lumbar-hip height difference), and the stronger the discomfort. The main purpose of hip adjustment is to offset the portion of the height difference that causes discomfort as much as possible. Therefore, the backrest angle is used as one of the support adjustment parameters. Figure 5 The figure shows the backrest angle comfort curves 51 for different samples 1, 2, ..., n, corresponding to different backrest angles x1.
[0046] The seat height can be the vertical distance between the seat cushion and the passenger compartment floor. More preferably, the seat height is the vertical distance between the seat cushion's seat area and the passenger compartment floor. The seat height affects the angle between the thigh and calf; the smaller the angle, i.e., the greater the degree of flexion, the more likely the passenger will feel uncomfortable if they raise their buttocks due to the muscle pull on the abdomen. Figure 6As shown, the seat height z1 affects the angle between the thigh and calf by α1, and the seat height z2 affects the angle by α2. The muscle pull on the abdomen caused by angle α1 is F1, and the muscle pull on the abdomen caused by angle α2 is F2. The smaller the angle, the greater the degree of flexion. At this time, because the lower leg moves downward relative to the knee, it will exert a pull on the upper thigh muscles. The thigh muscles will then transmit this force to the abdomen, causing the abdomen to be pulled. Because the muscle pull on the abdomen is greater, raising the buttocks at this time may cause discomfort to the passenger. Therefore, seat height is used as one of the support adjustment parameters. Figure 7 The figure shows the comfort curves of different seat heights x2 for different samples 1, 2, ..., n.
[0047] Passenger height differences will result in different positions at the discontinuity point. This discontinuity point is the junction between the seat cushion and the backrest. The initial stress points of the seat surface are generally designed based on a 50% dummy human body shape. Figure 8 As shown, if the body size of person 82 is small, the stress point on the surface deviates from the standard stress point, causing discomfort due to pressure on the stomach. Considering the discontinuity is close to the waist and the gap is large, a larger hip airbag height is needed to compensate. If the body size of person 81 is large, considering the discontinuity is close to the tailbone or buttocks and there is a difference in height due to the filling of the buttock muscles, a relatively smaller hip airbag height is needed to compensate. Therefore, the occupant height is used as one of the support adjustment parameters. The occupant height can be obtained through pre-input by the occupant or by capturing the occupant's sitting height through in-vehicle video and determining it based on the sitting height. In addition, the in-vehicle driver monitoring system (MS) or passenger monitoring system (OMS) camera can provide the center of gravity coordinates, and the occupant height can be calculated based on the center of gravity coordinates. The vehicle-pedestrian detection camera outside the vehicle used for welcome or sentry mode can also directly calculate the human height. Figure 9 The figure shows the height comfort curves for comfort level a for different passenger heights x3 (91).
[0048] like Figure 10 As shown, the lumbar-hip pressure ratio is the ratio of lumbar pressure (FL) to hip pressure (FH). Compared to the sample, higher lumbar pressure and lower hip pressure indicate a lower hip position and excessive interference between the lower backrest and the lower back, requiring the hips to be raised to compensate for the height difference. When the lumbar-hip pressure ratio is low, it indicates excessive hip pressure and excessive hip elevation, resulting in a feeling of being taller than one's head. Conversely, high lumbar-hip pressure indicates excessive stress on the lower back and a large lumbar-hip height difference, creating a feeling of unsupported movement at the lumbar-hip junction. Therefore, the lumbar-hip pressure ratio is used as one of the support adjustment parameters.
[0049] In one embodiment, obtaining the waist-hip pressure ratio includes: Obtain the current lumbar body pressure and the current hip body pressure, and determine the lumbar-hip pressure ratio based on the current lumbar body pressure and the current hip body pressure.
[0050] Specifically, such as Figure 10 As shown, the current lumbar pressure can be obtained by acquiring the value of a pressure sensor in a preset lumbar region near the connection between the seat cushion 1002 and the backrest 1001 on the backrest 1001, and the current hip pressure can be obtained by acquiring the value of a pressure sensor in the sitz region of the seat cushion 1002. Then, the lumbar-hip pressure ratio is determined based on the current lumbar pressure and the current hip pressure.
[0051] In some embodiments, the waist-to-hip pressure ratio is calculated as b = FL / FH, where b is the waist-to-hip pressure ratio, FL is the lumbar body pressure, and FH is the hip body pressure. The lumbar body pressure is the effective point among the body pressure sensors in the lumbar region after removing interference terms with excessively low or high readings; the average of the effective points is the lumbar body pressure. Similarly, the hip body pressure is the effective point among the body pressure sensors in the hip region after removing interference terms with excessively low or high readings; the average of the effective points is the hip body pressure.
[0052] In one embodiment, obtaining the waist-hip pressure ratio includes: Determine the corresponding waist-hip pressure ratio based on the occupant's height.
[0053] Specifically, the waist-to-hip pressure ratio corresponding to each height is pre-defined. The calibration method is as follows: Using testers as a sample, the samples were divided into different groups according to different height ranges for calibration, with grouping intervals ranging from 10cm to 20cm. During calibration for each group, the lumbar-hip pressure ratio of each tester's initial profile was recorded. The initial profile is the profile of the tester when seated; the lumbar and hip pressures at this point were obtained, and the ratio of lumbar to hip pressure was calculated as the lumbar-hip pressure ratio for that tester's initial profile. The inflation time of the airbag during the tester's adjustment from the initial profile to their target profile was recorded, and comfort was determined based on the inflation time. Inflation time can be used as a measure of comfort; a longer time indicates higher customer demand and lower initial profile comfort. Inflation time is inversely proportional to comfort. The reciprocal of the inflation time can be used as the comfort level. To avoid a denominator of zero, the inflation time was set to a very small value when it was zero.
[0054] After obtaining the initial waist-to-hip pressure ratio and corresponding comfort level for multiple testers in each test group, a fitted curve was established using the initial waist-to-hip pressure ratio as the x-axis and the corresponding comfort level as the y-axis. This curve serves as the waist-to-hip pressure ratio comfort curve for the corresponding height range in each test group. Figure 11The figure shown is a waist-to-hip pressure ratio comfort curve 1101 for one height range. The optimal waist-to-hip pressure ratio corresponding to the maximum comfort level is selected from the waist-to-hip pressure ratio comfort curve as the waist-to-hip pressure ratio for that height range. Alternatively, the waist-to-hip pressure ratio corresponding to the maximum comfort level can be selected as the center, and the average of a preset number of waist-to-hip pressure ratios near the center can be calculated as the waist-to-hip pressure ratio for that height range. The curve shapes differ for different height ranges; therefore, through the above calibration, waist-to-hip pressure ratios for multiple height ranges can be obtained.
[0055] After obtaining the passenger's height, determine the height range in which the passenger's height falls, and use the waist-hip pressure ratio of the height range as the waist-hip pressure ratio for that passenger's height.
[0056] This embodiment uses the passenger's height to obtain a more accurate waist-hip pressure ratio.
[0057] The current time period involves dividing the 24 hours into multiple time periods, and then determining the time period within which the current time falls after obtaining the current time. As an example, based on most people's daily routines, the 24 hours are divided into three fixed time periods x. 51 x 52 x 53 .like Figure 12 As shown, x in different time periods 51 x 52 x 53 Different body shapes require different physiques, and the demand on the buttocks tends to increase monotonically. Therefore, the current time period is used as one of the support adjustment parameters.
[0058] After obtaining multiple support adjustment parameters, step S302 is executed, in which the support adjustment parameters are input into the prediction model to obtain the target pressure values for the waist and hips output by the prediction model.
[0059] like Figure 13 The diagram shows a prediction model of the preferred embodiment of the present invention. The prediction model is a neural network model, including five input nodes 1301, 1302, 1303, 1304, and 1305, which respectively input five support adjustment parameters x1, x2, x3, x4, and x5. The neural network is a two-layer neural network; the first layer is a hidden layer, including four nodes 1311, 1312, 1313, and 1314; the second layer is an output layer, including two nodes 1321 and 1322. The calculated output is: ,in, As output vectors, output the target pressure values z1 for the waist and z2 for the hips, respectively. The weight matrix from the input layer to the hidden layer is a 4×5 dimensional matrix. Let be the weight matrix from the hidden layer to the output layer, which is a 2×4 dimensional matrix.
[0060] Finally, step S303 is executed, adjusting the pressure of the lumbar airbag of the seat until the lumbar body pressure reaches the target lumbar pressure value, and adjusting the pressure of the hip airbag of the seat until the hip body pressure reaches the target hip pressure value.
[0061] This invention adds adjustment trigger conditions to reduce invalid calculations. Simultaneously, it obtains backrest angle, seat height, occupant height, lumbar-hip pressure ratio, and the current time period as support adjustment parameters. Based on a prediction model, it predicts the target lumbar and hip pressure values, and adjusts the lumbar airbags to achieve the target lumbar pressure value and the hip airbags to achieve the target hip pressure value. Through the adjustment of the lumbar and hip airbags, the seat provides overall support for the human body, improving occupant comfort.
[0062] like Figure 14 The diagram shown is a flowchart of a preferred embodiment of a seat airbag control method of the present invention, comprising: Step S1401: When the backrest angle is >45° and the single adjustment range of the backrest is >5°, proceed with the subsequent steps. Step S1402, Input value: ① Backrest angle; ②Sink height; ③ Passenger height; ④ Adjust the initial body pressure; ⑤ Current time zone time; Step S1403, System: z=f(x1,x2,…,x5) Step S1404, Output value: ① Target body pressure value; The target body pressure values include the target pressure values for the lower back and the target pressure values for the buttocks. Step S1405: The airbag is adjusted to the target value.
[0063] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.
[0064] like Figure 15 The diagram shown is a hardware structure schematic of an electronic device according to the present invention, comprising: At least one processor 1501; and, A memory 1502 is communicatively connected to at least one of the processors 1501; wherein, The memory 1502 stores instructions that can be executed by at least one of the processors to enable the at least one of the processors to perform the seat airbag control method as described above.
[0065] Figure 15 Take a processor 1501 as an example.
[0066] The electronic device may also include an input device 1503 and a display device 1504.
[0067] The processor 1501, memory 1502, input device 1503 and display device 1504 can be connected by a bus or other means. The figure shows an example of connection by bus.
[0068] The memory 1502, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as the program instructions / modules corresponding to the seat airbag control method in the embodiments of this application, for example, Figure 2 , Figure 3 The method flow is shown. The processor 1501 executes various functional applications and data processing by running non-volatile software programs, instructions, and modules stored in the memory 1502, thereby realizing the seat airbag control method in the above embodiments.
[0069] The memory 1502 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and application programs required for at least one function; the data storage area may store data created based on the use of the seat airbag control method, etc. Furthermore, the memory 1502 may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, the memory 1502 may optionally include memory remotely located relative to the processor 1501, and these remote memories may be connected via a network to the apparatus performing the seat airbag control method. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.
[0070] The input device 1503 can receive occupant clicks and generate signal inputs related to occupant settings and function control of the seat airbag control method. The display device 1504 may include a display screen or other display equipment.
[0071] When one or more modules are stored in the memory 1502 and are run by one or more processors 1501, the seat airbag control method in any of the above method embodiments is executed.
[0072] This invention obtains multiple support adjustment parameters and predicts these parameters based on a predictive model to obtain target pressure values for the lumbar region and hips. The lumbar airbags are then adjusted to achieve the target lumbar pressure value, and the hip airbags are adjusted to achieve the target hip pressure value. Through these adjustments, the seat provides overall support for the human body. During the adjustment process, the height difference between the hip and lumbar surfaces of the seat is reduced to minimize discomfort caused by lumbar slack. This results in a more conforming and evenly distributed support, improving passenger comfort.
[0073] One embodiment of the present invention provides a storage medium that stores computer instructions, which, when executed by a computer, are used to perform all the steps of the seat airbag control method described above.
[0074] In the context of this disclosure, a storage medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. The storage medium can be a machine-readable signal medium or a machine-readable storage medium. Optionally, the storage medium can be a non-transitory computer-readable storage medium, such as a ROM, random access memory (RAM), compact disc ROM (CD-ROM), magnetic tape, floppy disk, and optical data storage device.
[0075] One embodiment of the present invention provides a computer program product, including a computer program / instructions, which, when executed by a processor, implements the seat airbag control method as described above.
[0076] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.
Claims
1. A method for controlling seat airbags, characterized in that, include: Obtain multiple support adjustment parameters; The support adjustment parameters are input into the prediction model to obtain the target pressure values for the waist and hips output by the prediction model. Adjust the pressure of the lumbar airbag in the seat until the lumbar body pressure reaches the target lumbar pressure value, and adjust the pressure of the hip airbag in the seat until the hip body pressure reaches the target hip pressure value.
2. The seat airbag control method according to claim 1, characterized in that, Before obtaining multiple support adjustment parameters, the method further includes: Monitor whether the adjustment trigger conditions are met. When the adjustment trigger conditions are met, execute the acquisition of multiple supporting adjustment parameters.
3. The seat airbag control method according to claim 2, characterized in that, The adjustment trigger condition is: the current backrest angle is greater than the preset first angle threshold.
4. The seat airbag control method according to claim 2, characterized in that, The adjustment triggering condition is: the current backrest angle is greater than the preset first angle threshold, and the single adjustment range of the backrest is greater than the preset second angle threshold.
5. The seat airbag control method according to claim 1, characterized in that, The acquisition of multiple support adjustment parameters includes: Get the backrest angle; Obtain the seat height; Obtain passenger height; Obtain the waist-hip pressure ratio; Get the current time and determine the current time period; The backrest angle, seat height, occupant height, lumbar-hip pressure ratio, and current time period are used as support adjustment parameters.
6. The seat airbag control method according to claim 5, characterized in that, The process of obtaining the waist-hip pressure ratio includes: Obtain the current lumbar body pressure and the current hip body pressure, and determine the lumbar-hip pressure ratio based on the current lumbar body pressure and the current hip body pressure.
7. The seat airbag control method according to claim 5, characterized in that, The process of obtaining the waist-hip pressure ratio includes: Determine the corresponding waist-hip pressure ratio based on the occupant's height.
8. An electronic device, characterized in that, include: At least one processor; as well as, A memory communicatively connected to at least one of the processors; wherein, The memory stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the seat airbag control method as described in any one of claims 1 to 7.
9. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by a computer, are used to perform all the steps of the seat airbag control method as described in any one of claims 1 to 7.
10. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the seat airbag control method as described in any one of claims 1 to 7.