A vehicle seat control method, system, device, and medium

Abstract

This invention discloses a vehicle seat control method, system, device, and medium. The method includes the following steps: acquiring driving state data during vehicle operation, including longitudinal acceleration; when the longitudinal acceleration is between a first longitudinal acceleration threshold and a second longitudinal acceleration threshold, controlling the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate to a first side wing inflation amount, and the leg airbags to inflate to a first leg inflation amount; when the longitudinal acceleration is between a second longitudinal acceleration threshold and a third longitudinal acceleration threshold, controlling the backrest side wing airbags and seat cushion side wing airbags to inflate to a second side wing inflation amount, and the leg airbags to inflate to a second leg inflation amount; when the longitudinal acceleration exceeds a third longitudinal acceleration threshold, controlling the backrest side wing airbags and seat cushion side wing airbags to inflate to a third side wing inflation amount, and the leg airbags to inflate to a third leg inflation amount. Through a multi-level dynamic response mechanism, active stabilization of the occupant's posture is achieved.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle seat control method, system, device and medium. Background Technology

[0002] With the increasing demand for intelligent and comfortable vehicles, the adjustment function of car seats is gradually upgrading from basic position adjustment to personalized comfort adjustment. In the existing technology, the pneumatic adjustment system of car seats mainly focuses on static or semi-static comfort adjustment. Its core logic is to collect the pressure value of the occupant by placing sensors in the waist, side wings, legs and other parts, calculate the comfort value of the occupant based on the pressure value, and then adjust the support position and force of the lumbar support and side wings accordingly.

[0003] However, existing technologies have significant drawbacks: the aforementioned seat adjustment systems only respond to changes in the occupant's own pressure distribution, completely ignoring the impact of the vehicle's dynamic driving conditions on the occupant's posture and support needs. During actual driving, in dynamic situations such as emergency braking and rapid steering, occupants will lean forward significantly due to inertia. Traditional comfort adjustment systems cannot respond effectively in these situations, leading to occupant slippage and postural instability. This deficiency not only reduces ride comfort but also affects the driver's stability due to occupant posture swaying, increasing potential safety risks. Furthermore, it fails to meet the precise seat support requirements of users during aggressive driving scenarios. Summary of the Invention

[0004] This invention provides a vehicle seat control method, system, device, and medium to solve the problems of delayed seat support response and inaccurate adaptation under dynamic driving conditions of a vehicle.

[0005] In a first aspect, this application provides a vehicle seat control method, comprising the steps of: acquiring driving state data during vehicle operation, the driving state data including longitudinal acceleration in the direction opposite to the current driving direction of the vehicle; when the longitudinal acceleration is between a first longitudinal acceleration threshold and a second longitudinal acceleration threshold, determining that the current driving condition of the vehicle is a first braking condition, and controlling the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate to a first side wing inflation amount, and the leg airbags to inflate to a first leg inflation amount; when the longitudinal acceleration is between a second longitudinal acceleration threshold and a third longitudinal acceleration threshold, determining that the current driving condition of the vehicle is a second braking condition, and controlling the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate to a second braking condition. The airbags are inflated to the second side wing inflation level, and the leg airbags are inflated to the second leg inflation level. When the longitudinal acceleration exceeds the third longitudinal acceleration threshold, the current driving condition of the vehicle is determined to be the third braking condition, and the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat are controlled to inflate to the third side wing inflation level, and the leg airbags are inflated to the third leg inflation level. Wherein, the first longitudinal acceleration threshold is less than the second longitudinal acceleration threshold, the second longitudinal acceleration threshold is less than the third longitudinal acceleration threshold; the first side wing inflation level is less than the second side wing inflation level, the second side wing inflation level is less than the third side wing inflation level; the first leg inflation level is less than the second leg inflation level, and the second leg inflation level is less than the third leg inflation level.

[0006] Secondly, this application provides a vehicle seat control system, comprising: a data acquisition module for acquiring driving state data during vehicle operation, the driving state data including longitudinal acceleration in the direction opposite to the current driving direction of the vehicle; a first adjustment module for determining that the current driving condition of the vehicle is a first braking condition when the longitudinal acceleration is between a first longitudinal acceleration threshold and a second longitudinal acceleration threshold, and controlling the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate to a first side wing inflation amount, and the leg airbags to inflate to a first leg inflation amount; and a second adjustment module for determining that the current driving condition of the vehicle is a second braking condition when the longitudinal acceleration is between a second longitudinal acceleration threshold and a third longitudinal acceleration threshold, and controlling the backrest side wing airbags on the vehicle seat to inflate to a first leg inflation amount. The airbags and seat cushion side wing airbags are inflated to the second side wing inflation amount, and the leg airbags are inflated to the second leg inflation amount; a third adjustment module is used to determine that the current driving condition of the vehicle is a third braking condition when the longitudinal acceleration exceeds the third longitudinal acceleration threshold, and to control the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate to the third side wing inflation amount, and the leg airbags to inflate to the third leg inflation amount; wherein, the first longitudinal acceleration threshold is less than the second longitudinal acceleration threshold, the second longitudinal acceleration threshold is less than the third longitudinal acceleration threshold; the first side wing inflation amount is less than the second side wing inflation amount, the second side wing inflation amount is less than the third side wing inflation amount; the first leg inflation amount is less than the second leg inflation amount, and the second leg inflation amount is less than the third leg inflation amount.

[0007] Thirdly, this application provides a computer device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the above-described vehicle seat control method.

[0008] Fourthly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vehicle seat control method.

[0009] In the aforementioned technical solutions for vehicle seat control methods, systems, computer equipment, and storage media, the vehicle seat control method includes the following steps: acquiring driving state data during vehicle operation, the driving state data including longitudinal acceleration in the direction opposite to the vehicle's current driving direction; when the longitudinal acceleration is between a first longitudinal acceleration threshold and a second longitudinal acceleration threshold, determining the vehicle's current driving condition as a first braking condition, and controlling the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate to the first side wing inflation amount, and the leg airbags to inflate to the first leg inflation amount; when the longitudinal acceleration is between a second longitudinal acceleration threshold and a third longitudinal acceleration threshold, determining the vehicle's current driving condition as a second braking condition, and controlling the vehicle... The backrest and seat cushion side wing airbags on the vehicle seats are inflated to the second side wing inflation volume, and the leg airbags are inflated to the second leg inflation volume. When the longitudinal acceleration exceeds a third longitudinal acceleration threshold, the current driving condition of the vehicle is determined to be the third braking condition, and the backrest and seat cushion side wing airbags on the vehicle seats are controlled to inflate to the third side wing inflation volume, and the leg airbags are inflated to the third leg inflation volume. Specifically, the first longitudinal acceleration threshold is less than the second longitudinal acceleration threshold, and the second longitudinal acceleration threshold is less than the third longitudinal acceleration threshold; the first side wing inflation volume is less than the second side wing inflation volume, and the second side wing inflation volume is less than the third side wing inflation volume; the first leg inflation volume is less than the second leg inflation volume, and the second leg inflation volume is less than the third leg inflation volume. This method, through a multi-level dynamic response mechanism, accurately matches the braking intensity with the human body posture change pattern, achieving active occupant posture stabilization, improving driving safety, comfort, and driver confidence. Attached Figure Description

[0010] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a flowchart of a vehicle seat control method according to an embodiment of the present invention;

[0012] Figure 2 This is a detailed flowchart of step S20 in a vehicle seat control method according to an embodiment of the present invention;

[0013] Figure 3 This is a flowchart of a vehicle seat control method in another embodiment of the present invention;

[0014] Figure 4 This is a detailed flowchart of step S30 in a vehicle seat control method according to another embodiment of the present invention;

[0015] Figure 5 This is a detailed flowchart of step S31 in the vehicle seat control method in another embodiment of the present invention;

[0016] Figure 6 This is a detailed flowchart of step S32 in the vehicle seat control method in another embodiment of the present invention;

[0017] Figure 7 This is a detailed flowchart of step S33 in the vehicle seat control method in another embodiment of the present invention;

[0018] Figure 8 This is a flowchart illustrating a specific process for addressing collision risks in a vehicle seat control method according to another embodiment of the present invention;

[0019] Figure 9 This is a schematic diagram of a vehicle seat control system according to one embodiment of the present invention;

[0020] Figure 10 This is a schematic diagram of a computer device according to an embodiment of the present invention. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below 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.

[0022] In one embodiment, such as Figure 1 As shown, a vehicle seat control method is provided, including the following steps:

[0023] Step S10: Obtain driving status data during vehicle operation. The driving status data includes the longitudinal acceleration in the direction opposite to the current driving direction of the vehicle.

[0024] It should be noted that the vehicle seats include at least backrest side wing airbags on the left and right sides of the seat back, seat cushion side wing airbags on the left and right sides of the seat cushion, and anti-forward-leaning support airbags (i.e., leg airbags) located at the front of the seat cushion / under the thighs. Lumbar support airbags and hip airbags can be added as needed to improve support and fit. The vehicle's CAN bus (Controller Area Network) is the core communication network of the vehicle's electronic control system. It can collect and transmit data from various vehicle sensors in real time, ensuring the acquisition of driving status data and feedback signals from the seat adjustment actuators during vehicle operation, thereby achieving precise dynamic control of the vehicle seats. Longitudinal acceleration directly represents the intensity of vehicle deceleration; the higher the value, the more urgent the braking, and the higher the risk of occupant leaning forward.

[0025] In this embodiment, the vehicle's braking pressure signal is collected in real time via the vehicle's CAN bus. Based on the braking pressure signal, the longitudinal acceleration in the opposite direction of the vehicle's current driving direction is obtained, providing data support for accurately determining the vehicle's current driving condition.

[0026] Step S20: Adjust the support status of the vehicle seat in stages according to the magnitude of the longitudinal acceleration.

[0027] It should be noted that the support status of the vehicle seat is achieved by adjusting the inflation level of each airbag on the vehicle seat. A single-stage adjustment is based on a multi-level response strategy with a longitudinal acceleration threshold setting. According to the comparison between the longitudinal acceleration and the preset threshold, corresponding differentiated inflation control is applied to each airbag on the vehicle seat.

[0028] In this embodiment, a single graded adjustment includes three levels of adjustment, each level corresponding to a different longitudinal acceleration range, so as to apply the corresponding inflation pressure to different air bags.

[0029] like Figure 2 As shown, specifically, step S20 includes the following sub-steps:

[0030] Step S21: When the longitudinal acceleration is between the first longitudinal acceleration threshold and the second longitudinal acceleration threshold, the current driving condition of the vehicle is determined to be the first braking condition, and the backrest side wing airbag and seat cushion side wing airbag on the vehicle seat are inflated to the first side wing inflation amount, and the leg airbag is inflated to the first leg inflation amount.

[0031] It should be noted that the first longitudinal acceleration threshold is a preset moderate braking trigger threshold, and the second longitudinal acceleration threshold is a stronger braking trigger threshold. The first longitudinal acceleration threshold is smaller than the second longitudinal acceleration threshold, and the two constitute a dynamic response range. Within this range, the inflation volume of each airbag balances occupant comfort and lateral support needs, avoiding overinflation that could cause discomfort. The first braking condition is a moderate braking condition, where the occupant's body tends to lean forward significantly but has not yet reached an emergency state. The side airbags provide moderate coverage to suppress lateral swaying, while the leg airbags work together to support the upper thighs and prevent slippage. The first side airbag inflation volume and the first leg airbag inflation volume are the optimal relative inflation ratios of the corresponding airbags under the first braking condition, verified through calibration. These are the percentage values ​​of the target inflation pressure of the corresponding airbag relative to its total inflation pressure, corresponding to the dynamic response benchmarks of the side airbags and leg airbags under moderate braking, respectively.

[0032] In this embodiment, when the longitudinal acceleration is between the first longitudinal acceleration threshold A1 and the second longitudinal acceleration threshold A2, it is determined to be the first braking condition. Within the first longitudinal time threshold T1, the backrest side wing airbag and the seat cushion side wing airbag on the vehicle seat are controlled to be inflated simultaneously to the first side wing inflation amount α1 at the first side wing inflation rate v1, and the leg airbag is inflated to the first leg inflation amount β1 at the first leg inflation rate r1.

[0033] The first longitudinal acceleration threshold A1 is 0.3g, and the second longitudinal acceleration threshold A2 is 0.5g. Together, they define the applicable boundary of the first braking condition, ensuring that this range covers common deceleration scenarios on urban roads, such as slow-moving vehicles ahead and anticipatory braking at intersections.

[0034] Furthermore, the first longitudinal time threshold T1 is between 1.5 and 2.5 seconds to ensure that the response of each airbag is faster than the forward inertial reaction of the human body. The specific values ​​of the first side wing inflation rate v1 and the first leg inflation rate r1 need to be determined based on the current inflation volume of the corresponding side wing airbag and leg airbag (the percentage of the current inflation pressure of the corresponding airbag relative to the total inflation pressure of the airbag) and the target inflation volume (i.e., the first side wing inflation volume α1 and the first leg inflation volume β1), as well as the first longitudinal time threshold T1, to ensure that each airbag reaches the target inflation volume synchronously within the first longitudinal time threshold T1. That is, within the first longitudinal time threshold T1, the corresponding backrest side wing airbag and seat cushion side wing airbag are simultaneously inflated to the first side wing inflation volume α1, and the leg airbag is inflated to the first leg inflation volume β1. This avoids response lag that leads to support lag, and ensures that the airbag response is both rapid and smooth, preventing excessive inflation from causing the occupant to be startled.

[0035] Furthermore, the inflation volume α1 of the first side wing is between 50% and 70%, and the inflation volume β1 of the first leg is between 30% and 50%, ensuring that the side wing airbags provide adequate coverage to stabilize the torso posture, while the leg airbags precisely support the upper thighs, working together to suppress the tendency of the lower limbs to slide forward during braking and prevent the driver and passengers from tilting or sliding forward.

[0036] Step S22: When the longitudinal acceleration is between the second longitudinal acceleration threshold and the third longitudinal acceleration threshold, determine that the current driving condition of the vehicle is the second braking condition, and control the backrest side wing airbag and seat cushion side wing airbag on the vehicle seat to inflate to the second side wing inflation amount, and the leg airbag to inflate to the second leg inflation amount.

[0037] It should be noted that the third longitudinal acceleration threshold is the emergency braking trigger threshold, and the second longitudinal acceleration threshold is lower than the third longitudinal acceleration threshold. The second and third longitudinal acceleration thresholds together constitute a high deceleration transition range. Within this range, the inflation strategy of each airbag must balance instantaneous protection and dynamic adaptability. The second braking condition is a relatively strong braking condition, in which the occupant's tendency to lean forward is significantly enhanced. The second side wing inflation volume and the second leg inflation volume are the optimal relative inflation ratios of the corresponding airbags, calibrated and verified, under the second braking condition. That is, the percentage value of the target inflation pressure of the corresponding airbag relative to the total inflation pressure of the airbag, respectively corresponding to the dynamic response benchmarks of the side wing airbags and leg airbags under moderate braking. Furthermore, the first side wing inflation volume is lower than the second side wing inflation volume, and the first leg inflation volume is lower than the second leg inflation volume, to enhance the lateral restraint of the torso and the support force of the lower limbs in a gradient-increasing manner, ensuring that the occupant maintains a stable sitting posture during relatively strong braking.

[0038] In this embodiment, when the longitudinal acceleration is between the second longitudinal acceleration threshold A2 and the third longitudinal acceleration threshold A3, the current driving condition of the vehicle is determined to be the second braking condition. Within the second longitudinal time threshold T2, the backrest side wing airbag and the seat cushion side wing airbag on the vehicle seat are controlled to inflate simultaneously to the second side wing inflation amount α2 at the second side wing inflation rate v2, and the leg airbag is inflated to the second leg inflation amount β2 at the second leg inflation rate r2.

[0039] Among them, the second longitudinal acceleration threshold A2 is 0.5g and the third longitudinal acceleration threshold A3 is 0.7g. Together, they define the applicable boundary of the second braking condition, ensuring that the boundary is neither a buffer zone of hysteresis response nor an indiscriminate extreme pressure zone.

[0040] Furthermore, the second longitudinal time threshold T2 is between 1 and 2 seconds and is less than the first longitudinal time threshold T1, reflecting the step compression of the braking response from mild to strong, in order to balance the inflation response speed and the occupant's physiological tolerance. The second wing inflation rate v2 is slightly higher than the first wing inflation rate v1 to improve the lateral restraint establishment speed; the second leg inflation rate r2 is slightly higher than the first leg inflation rate r1 to enhance the timeliness and stability of lower limb support. The specific values ​​of the second side wing inflation rate v2 and the second leg inflation rate r2 need to be determined based on the current inflation volume of the corresponding side wing airbag and the leg airbag (the percentage of the current inflation pressure of the corresponding airbag relative to the total inflation pressure of the airbag) and the target inflation volume (i.e., the second side wing inflation volume α2 and the second leg inflation volume β2), as well as the second longitudinal time threshold T2. This ensures that each airbag reaches the target inflation volume synchronously within the second longitudinal time threshold T2. That is, within the second longitudinal time threshold T2, the corresponding backrest side wing airbag and seat cushion side wing airbag are simultaneously inflated to the second side wing inflation volume α2, and the leg airbag is inflated to the second leg inflation volume β2, forming a collaborative support closed loop.

[0041] Furthermore, the inflation volume α2 of the second side wing is between 70% and 85%, and the inflation volume β2 of the second leg is between 50% and 70%, ensuring that the side wing and leg support form a dynamically matched mechanical closed loop under moderate braking. The numerical ratio of α2 and β2 has been repeatedly calibrated through ergonomic simulation and real vehicle testing to ensure that the restraining force of the side wing on the ribcage and the supporting force of the leg on the pelvis are in the golden ratio, which both inhibits the forward slippage of the trunk and prevents muscle compensation caused by excessive flexion of the knee joint.

[0042] Step S23: When the longitudinal acceleration exceeds the third longitudinal acceleration threshold, determine that the current driving condition of the vehicle is the third braking condition, and control the backrest side wing airbag and seat cushion side wing airbag on the vehicle seat to inflate to the third side wing inflation amount, and the leg airbag to inflate to the third leg inflation amount.

[0043] It should be noted that the third braking condition corresponds to emergency braking, in which the risk of forward tilting for occupants increases sharply, easily leading to double injuries from neck hyperextension and chest impact. The third side wing inflation volume and the third leg inflation volume are the optimal relative inflation ratios of the corresponding airbags under the third braking condition, verified through calibration. That is, the percentage value of the target inflation pressure of the corresponding airbag relative to the total inflation pressure of that airbag, respectively corresponding to the dynamic response benchmarks of the side wing airbags and leg airbags under emergency braking. Furthermore, the second side wing inflation volume is less than the third side wing inflation volume; the second leg inflation volume is less than the third leg inflation volume, reflecting the gradient enhancement logic of airbag response with increasing braking intensity.

[0044] In this embodiment, when the longitudinal acceleration exceeds the third longitudinal acceleration threshold A3, the current driving condition of the vehicle is determined to be the third braking condition. Within the third longitudinal time threshold T3, the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat are controlled to inflate simultaneously to the third side wing inflation amount α3 at the third side wing inflation rate v3, and the leg airbags are inflated to the third leg inflation amount β3 at the third leg inflation rate r3.

[0045] Among them, the third longitudinal acceleration threshold A3 is 0.7g, which corresponds to typical high-risk scenarios such as sudden obstacles on urban expressways or sudden braking on highway ramps.

[0046] Furthermore, the third longitudinal time threshold T3 is between 0.5 and 1.5 seconds, and is less than the second longitudinal time threshold T2, to match the physiological response window of the human spine under instantaneous load in emergency situations. The specific values ​​of the third wing inflation rate v3 and the third leg inflation rate r3 need to be determined based on the current inflation volume of the corresponding wing airbag and leg airbag (the percentage of the current inflation pressure of the corresponding airbag relative to the total inflation pressure of the airbag) and the target inflation volume (i.e., the third wing inflation volume α3 and the third leg inflation volume β3), as well as the third longitudinal time threshold T3, to ensure that each airbag synchronously reaches the target inflation volume within the third longitudinal time threshold T3. That is, within the third longitudinal time threshold T3, the corresponding backrest wing airbag and seat cushion wing airbag are simultaneously inflated to the third wing inflation volume α3, and the leg airbag is inflated to the third leg inflation volume β3, ensuring that lateral chest restraint and anterior pelvic support are established synchronously in milliseconds.

[0047] Furthermore, the inflation volume α3 of the third flank is between 85% and 100%, and the inflation volume β3 of the third leg is between 70% and 100%. The range setting of the inflation volume α3 of the third flank and the inflation volume β3 of the third leg takes into account the ultimate pressure bearing capacity of the air bag and the tolerance threshold of human soft tissue, ensuring coordinated restraint of the thoracic cavity and pelvis, while avoiding excessive local pressure due to overinflation.

[0048] Furthermore, if there is gas in the buttock airbag at this time, the gas is quickly deflated at the buttock inflation rate; simultaneously, the lumbar support airbag is slightly inflated at the lumbar support inflation rate to the lumbar support inflation volume, adapting to the forward leaning tendency of the driver and passengers, further restricting body displacement. The specific value of the buttock deflation rate needs to be determined based on the current inflation volume of the buttock airbag (the percentage of the current inflation pressure of the buttock airbag relative to the total inflation pressure of the buttock airbag), the target inflation volume (i.e., 0), and the third longitudinal time threshold T3, ensuring complete deflation within the third longitudinal time threshold T3; the lumbar support inflation volume is controlled between 15% and 25%, and the specific value of the lumbar support inflation rate needs to be determined based on the current inflation volume of the lumbar support airbag (the percentage of the current inflation pressure of the lumbar support airbag relative to the total inflation pressure of the lumbar support airbag), the target inflation volume (i.e., the lumbar support inflation volume), and the third longitudinal time threshold T3, to flexibly support the lumbar lordosis, and work in conjunction with the side airbags and leg airbags to construct a three-dimensional dynamic constraint body.

[0049] In other embodiments, parameters such as the first longitudinal acceleration threshold A1, the second longitudinal acceleration threshold A2, the first longitudinal time threshold T1, the first side wing inflation rate v1, the first leg inflation rate r1, the first side wing inflation volume α1, and the first leg inflation volume β1 can be adaptively calibrated based on different vehicle models, seat structures, and occupant body size data. This allows for a high degree of coupling between the airbag response characteristics and the overall vehicle braking performance and occupant biomechanical response curves. For example, for sports seats, the upper limit of the first side wing inflation volume α1 can be increased to 75% to enhance lateral support stiffness; while for elderly users' preferences, the first side wing inflation rate v1 can be lowered and the lower limit of the first leg inflation volume β1 can be increased to 35%, balancing a gentle response with reliable leg support.

[0050] It should be noted that when the longitudinal acceleration is lower than the first longitudinal acceleration threshold, the vehicle is determined to be in normal driving or light braking conditions. Normal driving includes low dynamic change scenarios such as constant speed cruising, slow acceleration, and slight steering. At this time, the occupant's body posture is stable, and there is no need for additional airbag intervention to the vehicle seat. Light braking refers to the gradual deceleration process where the longitudinal acceleration does not reach the first longitudinal acceleration threshold. The vehicle seat maintains basic fit and support, and there is no need to adjust the support status of the vehicle seat to ensure that the driving and riding comfort is consistent with the natural sitting posture.

[0051] like Figure 3 As shown, in another embodiment, the driving state data also includes the lateral acceleration in the direction of the vehicle's steering centrifugal force. The corresponding vehicle seat control method includes:

[0052] Step S10: Obtain driving status data during vehicle operation, including lateral acceleration in the direction of centrifugal force during vehicle steering.

[0053] It should be noted that the direction of the centrifugal force during steering is the direction of the inertial force that causes the vehicle to deviate outwards due to steering in a curve.

[0054] In this embodiment, based on the foregoing, the vehicle's steering wheel angle and steering wheel angular velocity are collected in real time via the vehicle's CAN bus. Then, based on the steering wheel angle and steering wheel angular velocity, the lateral acceleration in the direction of the vehicle's steering centrifugal force is obtained. This lateral acceleration characterizes the magnitude and direction of the lateral inertial force generated by the vehicle's steering in a curve. The larger the value, the more significant the vehicle's tilting tendency, and the easier it is for the occupants' bodies to slide to the outside of the curve.

[0055] Step S30: Adjust the support status of the vehicle seat in a secondary grade according to the magnitude of the lateral acceleration.

[0056] It should be noted that the secondary graded adjustment at this time is a multi-level response strategy based on the lateral acceleration threshold setting. According to the comparison result between the lateral acceleration and the preset threshold, the inflation control of each airbag on the vehicle seat is carried out accordingly.

[0057] In this embodiment, the secondary graded adjustment is similar to the primary graded adjustment, and also includes three grades of adjustment. Each grade of adjustment corresponds to a different lateral acceleration range, so as to apply the corresponding inflation pressure to different air bags.

[0058] like Figure 4 As shown, specifically, step S30 includes the following sub-steps:

[0059] Step S31: When the lateral acceleration is between the first lateral acceleration threshold and the second lateral acceleration threshold, the current driving condition of the vehicle is determined to be the first steering condition, and the backrest side wing airbag and seat cushion side wing airbag on the side of the steering centrifugal force direction of the vehicle seat are inflated to the first outer inflation amount.

[0060] It should be noted that, on the side of the centrifugal force direction during steering, i.e., the outer side of the curve, moderate inflation of the outer backrest side wing airbags and seat cushion side wing airbags can provide adequate lateral support when the occupant's body leans outward, suppressing the tendency for the occupant's body to shift outward. The first lateral acceleration threshold is the critical value at which the vehicle begins to enter a gentle curve, while the second lateral acceleration threshold corresponds to the lower limit of lateral force in a moderate curvature curve. The first lateral acceleration threshold is less than the second lateral acceleration threshold, and the two together define the applicable range of the first steering condition, ensuring that the support response is both timely and not excessive. The first steering condition corresponds to low-speed cornering conditions, where lateral acceleration is small, the risk of occupant lateral displacement is low, and only basic lateral constraints are required. The first outer inflation amount is the optimal relative inflation ratio of the corresponding airbag under the first steering condition, verified by calibration. That is, the percentage value of the target inflation pressure of the corresponding airbag relative to the total inflation pressure of the airbag. This corresponds to the dynamic response benchmark of the backrest side wing airbag and seat cushion side wing airbag under low-speed cornering. This ratio provides effective support without excessive compression that affects ride comfort.

[0061] In this embodiment, when the lateral acceleration is between the first lateral acceleration threshold B1 and the second lateral acceleration threshold B2, the current driving condition of the vehicle is determined to be the first steering condition. Within the first lateral time threshold t1, the backrest side wing airbag and the seat cushion side wing airbag on the steering centrifugal force direction side of the vehicle seat are controlled to be synchronously inflated to the first outer inflation amount γ1 at the first outer inflation rate s1.

[0062] The first lateral acceleration threshold B1 is 0.2g, and the second lateral acceleration threshold B2 is 0.3g. Together, they define the acceleration response range of low-speed curves, ensuring that this range accurately covers common curve conditions on urban roads.

[0063] Furthermore, the first lateral time threshold t1 is between 2 and 3 seconds to balance responsiveness and ride comfort. The specific value of the first outer inflation rate s1 needs to be determined based on the current inflation volume of the corresponding side wing airbag (the percentage of the current inflation pressure of the corresponding side wing airbag relative to the total inflation pressure of the side wing airbag), the target inflation volume (i.e., the first outer inflation volume γ1), and the first lateral time threshold t1, to ensure that the corresponding side wing airbag is smoothly inflated to the first outer inflation volume γ1 within the first lateral time threshold t1, avoiding abrupt support that could cause discomfort to the occupants.

[0064] Furthermore, the first outer inflation volume γ1 is between 50% and 70%, ensuring that this inflation ratio, while guaranteeing the effectiveness of lateral restraint, leaves sufficient ergonomic margin for the occupants, which aligns with the essential requirements of ergonomics for dynamic adaptability. This ensures that the vehicle seat does not restrict the human body, but rather gently lifts it in sync with the rhythm of body movement.

[0065] Step S32: When the lateral acceleration is between the second lateral acceleration threshold and the third lateral acceleration threshold, determine that the current driving condition of the vehicle is the second steering condition, and control the backrest side wing airbag and seat cushion side wing airbag on the side of the steering centrifugal force direction of the vehicle seat to inflate to the second outer inflation amount.

[0066] It should be noted that the third lateral acceleration threshold is the critical value for the vehicle to enter a medium-speed curve, and the second lateral acceleration threshold is lower than the third lateral acceleration threshold. Together, they define the applicable boundary of the second steering condition. The second steering condition corresponds to medium-speed cornering, where lateral acceleration increases, and the risk of occupant lateral displacement increases significantly, requiring enhanced dynamic support and posture stability. The second outer inflation volume is the optimal relative inflation ratio of the corresponding airbag under the second steering condition, verified through calibration. That is, it is the percentage value of the target inflation pressure of the corresponding airbag relative to the total inflation pressure of the airbag. It corresponds to the dynamic response benchmark of the backrest side wing airbag and the seat cushion side wing airbag under medium-speed cornering, which improves lateral constraint stiffness to suppress torso sway, while preventing excessive stiffness from limiting spinal fine adjustment. Furthermore, the first outer inflation volume is lower than the second outer inflation volume, reflecting the linear evolution logic of the inflation strategy with the increase of cornering speed gradient, ensuring that the support strength is strictly matched with the growth trend of lateral acceleration.

[0067] In this embodiment, when the lateral acceleration is between the second lateral acceleration threshold B2 and the third lateral acceleration threshold B3, the current driving condition of the vehicle is determined to be the second steering condition. Within the second lateral time threshold t2, the backrest side wing airbag and the seat cushion side wing airbag on the steering centrifugal force direction side of the vehicle seat are controlled to be synchronously inflated to the second outer inflation amount γ2 at the second outer inflation rate s2.

[0068] Among them, the second lateral acceleration threshold B2 is 0.3g and the third lateral acceleration threshold B3 is 0.5g. Together, they define the acceleration response range of medium-speed curves, accurately matching the typical curve characteristics of urban expressways and suburban roads.

[0069] Furthermore, the second lateral time threshold t2 is between 1 and 2 seconds to balance responsiveness and ride comfort. The specific value of the second outer inflation rate s2 needs to be determined based on the current inflation amount of the corresponding side wing airbag (the percentage of the current inflation pressure of the corresponding side wing airbag relative to the total inflation pressure of the side wing airbag) and the target inflation amount (i.e., the second outer inflation amount γ2), as well as the second lateral time threshold t2, to ensure that the corresponding side wing airbag is gradually inflated to the second outer inflation amount γ2 within the second lateral time threshold t2, avoiding sudden changes in support force that could interfere with the occupant's natural posture adjustment.

[0070] Furthermore, the second outer inflation volume γ2 is between 70% and 90%, ensuring that this inflation ratio, while improving lateral support stiffness, still maintains the adjustable space of the spine's physiological curvature. This allows the occupant to obtain a stable and supportive feeling during medium-speed cornering without sacrificing the freedom of breathing rhythm and micro-posture correction, truly achieving a human-chair coordinated response that is both supportive and responsive.

[0071] Step S33: When the lateral acceleration exceeds the third lateral acceleration threshold, determine that the current driving condition of the vehicle is the third steering condition, and control the backrest side wing airbag and seat cushion side wing airbag on the side of the steering centrifugal force direction of the vehicle seat to inflate to the third outer inflation amount.

[0072] It should be noted that the third steering condition corresponds to high-speed cornering, where lateral acceleration and centrifugal force are significantly amplified, and the tendency for the occupant's torso to swing outwards increases sharply, requiring higher stiffness lateral restraints to suppress large displacements. The third outer inflation volume is the optimal relative inflation ratio of the corresponding airbag under the third steering condition, verified through calibration. That is, it is the percentage value of the target inflation pressure of the corresponding airbag relative to the total inflation pressure of the airbag. It corresponds to the dynamic response benchmark of the backrest side wing airbag and the seat cushion side wing airbag under high-speed cornering. Furthermore, the second outer inflation volume is less than the third outer inflation volume, reflecting the nonlinear enhancement characteristic of support strength increasing with vehicle speed.

[0073] In this embodiment, when the lateral acceleration exceeds the third lateral acceleration threshold B3, the current driving condition of the vehicle is determined to be the third steering condition. Within the third lateral time threshold t3, the backrest side wing airbag and the seat cushion side wing airbag on the steering centrifugal force direction side of the vehicle seat are controlled to be synchronously inflated to the third outer inflation amount γ3 at the third outer inflation rate s3.

[0074] The third lateral time threshold t3 is between 0 and 1 second to balance responsiveness and ride comfort. The specific value of the third outer inflation rate s3 needs to be determined based on the current inflation volume of the corresponding side wing airbag (the percentage of the current inflation pressure of the corresponding side wing airbag relative to the total inflation pressure of the side wing airbag), the target inflation volume (i.e., the third outer inflation volume γ3), and the third lateral time threshold t3, to ensure that the corresponding side wing airbag is smoothly inflated to the third outer inflation volume γ3 within the third lateral time threshold t3, avoiding abrupt support that may cause discomfort to the occupants.

[0075] Furthermore, the third lateral inflation volume γ3 is between 90% and 100%, corresponding to the critical point of full pressure support of the airbag. This not only inhibits the large outward displacement of the torso during high-speed cornering, but also preserves the spinal fine-tuning redundancy, preventing the rigid constraint from inducing compensatory tension in the shoulders and neck, and ensuring that the occupant can still maintain a natural breathing rhythm and core stability during extreme cornering.

[0076] Furthermore, the gas in the lumbar support airbag and the hip airbag is completely released at the same time (this action is not performed if there is no gas in the airbag originally), so as to maximize the support strength and support area to stabilize the occupant's posture.

[0077] In other embodiments, the first lateral acceleration threshold B1, the second lateral acceleration threshold B2, and the third lateral acceleration threshold B3 can be dynamically calibrated based on different vehicle models, seat structures, and occupant body shape data to match the vehicle's center of gravity height, roll stiffness, and tire side slip characteristics. Similarly, the first lateral time threshold t1, the second lateral time threshold t2, and the third lateral time threshold t3, along with the first outer inflation rate s1, the second outer inflation rate s2, and the third outer inflation rate s3, can also be dynamically optimized based on real-time onboard perception data to ensure that the airbag response curve forms a closed-loop coupling with the vehicle's transient roll rate and the occupant's center of gravity displacement. The first outer inflation volume γ1, the second outer inflation volume γ2, and the third outer inflation volume γ3 are also adaptively fine-tuned according to the occupant's sitting posture recognition results, so that the support strength always conforms to the individual's biomechanical characteristics. The aforementioned dynamic calibration mechanism relies on real-time fusion perception of the vehicle-mounted IMU, seat pressure array, and visual posture recognition system. Through the edge computing module, it completes parameter iteration updates within milliseconds, ensuring millisecond-level response accuracy of the support strategy under all operating conditions.

[0078] In some embodiments, step S30 is executed after step S20, that is, the identification of the corresponding steering condition and the corresponding secondary adjustment are triggered only after the first grade adjustment under the braking condition is completed.

[0079] like Figure 5As shown, after determining that the current driving condition of the vehicle is the first braking condition, and controlling the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate simultaneously to the first side wing inflation amount, i.e. after step S21, the vehicle seat control method further includes:

[0080] Step S311: When the lateral acceleration is between the first lateral acceleration threshold and the second lateral acceleration threshold, the current driving condition of the vehicle is determined to be the first steering condition.

[0081] Step S312: Determine whether the inflation volume of the first side wing is less than the preset inflation volume of the first outer wing.

[0082] Step S313: If the inflation volume of the first side wing is less than the inflation volume of the first outer side wing, the backrest side wing air bag and the seat cushion side wing air bag on the side of the vehicle seat's steering centrifugal force direction are simultaneously inflated to the inflation volume of the first outer side wing.

[0083] It should be noted that the first outer inflation volume is the target inflation volume required for the backrest side wing airbag and seat cushion side wing airbag on the side of the steering centrifugal force direction under the first steering condition. The specific value range is as mentioned above, and will not be repeated here.

[0084] In this application, after performing a first-level adjustment corresponding to the first braking condition, i.e., executing step S21, controlling the backrest side wing airbag and the seat cushion side wing airbag on the vehicle seat to inflate simultaneously to the first side wing inflation amount α1, a second-level response logic for the steering condition is embedded. First, the first steering condition is determined based on the lateral acceleration range, and then precise air replenishment is triggered by combining real-time inflation amount comparison. Within the first replenishment time threshold M1, the backrest side wing airbag and the seat cushion side wing airbag on the side of the vehicle seat in the direction of steering centrifugal force are inflated from the first side wing inflation amount α1 to the first outer inflation amount γ1 at the first superimposed inflation rate w1, forming a braking-steering composite support closed loop.

[0085] Among them, the first side wing inflation amount α1 serves as the benchmark value for braking response. Its setting needs to suppress longitudinal inertial impact and reserve dynamic redundancy for steering conditions. The first outer wing inflation amount γ1 serves as the steering superposition target. It injects lateral load compensation on the basis of the first side wing inflation amount α1. The difference between the two, the first superposition inflation amount δ1=γ1-α1, is actually the physical mapping of the vehicle motion state evolving from pure braking to braking-steering coupling.

[0086] Furthermore, the first supplementary time threshold M1 is less than the difference between the first lateral time threshold t1 and the first longitudinal time threshold T1, ensuring that the steering air replenishment action is precisely embedded within the redundant time window after the braking response is completed, avoiding timing conflicts; the first superimposed inflation rate w1 strictly matches the physiological threshold of the human body's lateral support response, ensuring that the first superimposed inflation volume δ1 is replenished within the first supplementary time threshold M1 without causing overload or discomfort to the occupant's torso; the entire compound adjustment process is as natural and smooth as breathing, faithful to the essence of vehicle dynamics, and full of deep understanding of the vital signs of the driver and passengers.

[0087] like Figure 6 As shown, after determining that the current driving condition of the vehicle is the second braking condition, and controlling the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate simultaneously to the second side wing inflation amount, i.e. after step S22, the vehicle seat control method further includes:

[0088] Step S321: When the lateral acceleration is between the second lateral acceleration threshold and the third lateral acceleration threshold, the current driving condition of the vehicle is determined to be the second steering condition.

[0089] Step S322: Determine whether the inflation volume of the second wing is less than the preset inflation volume of the second outer wing.

[0090] Step S323: If the inflation volume of the second side wing is less than the inflation volume of the second outer side wing, the backrest side wing air bag and the seat cushion side wing air bag on the side of the vehicle seat's steering centrifugal force direction are simultaneously inflated to the inflation volume of the second outer side wing.

[0091] It should be noted that the second outer inflation volume is the target inflation volume required for the backrest side wing airbag and seat cushion side wing airbag on the side of the steering centrifugal force direction under the second steering condition. The specific value range is as mentioned above, and will not be repeated here.

[0092] In this application, after performing a graded adjustment corresponding to the second braking condition, i.e., executing step S22, controlling the backrest side wing airbag and the seat cushion side wing airbag on the vehicle seat to simultaneously inflate to the second side wing inflation amount α2, a secondary graded response logic for the steering condition is embedded. First, the second steering condition is determined based on the lateral acceleration range, and then precise air replenishment is triggered by combining real-time inflation amount comparison. Within the second replenishment time threshold M2, the backrest side wing airbag and the seat cushion side wing airbag on the side of the vehicle seat in the direction of steering centrifugal force are inflated from the second side wing inflation amount α2 to the second outer inflation amount γ2 at the second superimposed inflation rate w2, forming a braking-steering composite support closed loop.

[0093] Among them, the second side wing inflation volume α2 serves as the benchmark value for braking response. Its setting needs to suppress longitudinal inertial impact and reserve dynamic redundancy for steering conditions. The second outer side inflation volume γ2 serves as the steering superposition target. It injects lateral load compensation on the basis of the second side wing inflation volume α2. The difference between the two, the second superposition inflation volume δ2=γ2-α2, is actually the physical mapping of the vehicle motion state evolving from pure braking to braking-steering coupling.

[0094] Furthermore, the second supplementary time threshold M2 is less than the difference between the second lateral time threshold t2 and the second longitudinal time threshold T2, ensuring that the steering air replenishment action is precisely embedded within the redundant time window after the braking response is completed, avoiding timing conflicts; the second superimposed inflation rate w2 strictly matches the physiological threshold of the human body's lateral support response, ensuring that the second superimposed inflation amount δ2 is replenished within the second supplementary time threshold M2 without causing occupant discomfort or support lag, taking into account both safety redundancy and comfort boundaries.

[0095] like Figure 7 As shown, after determining that the current driving condition of the vehicle is the third braking condition, and controlling the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate simultaneously to the third side wing inflation amount, i.e. after step S23, the vehicle seat control method further includes:

[0096] Step S331: When the lateral acceleration exceeds the third lateral acceleration threshold, the current driving condition of the vehicle is determined to be the third steering condition.

[0097] Step S332: Determine whether the inflation volume of the third wing is less than the preset inflation volume of the third outer wing.

[0098] Step S333: If the inflation volume of the third side wing is less than the inflation volume of the third outer wing, then the backrest side wing airbag and the seat cushion side wing airbag on the side of the vehicle seat's steering centrifugal force direction are simultaneously inflated to the inflation volume of the third outer wing.

[0099] It should be noted that the third outer inflation volume is the target inflation volume required for the backrest side wing airbag and seat cushion side wing airbag on the side of the steering centrifugal force direction under the third steering condition. The specific value range is as mentioned above, and will not be repeated here.

[0100] In this application, after performing a first-level adjustment corresponding to the third braking condition, i.e., executing step S23, controlling the backrest side wing airbag and the seat cushion side wing airbag on the vehicle seat to simultaneously inflate to the third side wing inflation amount α3, a second-level response logic for the steering condition is embedded. First, the third steering condition is determined based on the lateral acceleration range, and then precise air replenishment is triggered by combining real-time inflation amount comparison. Within the third replenishment time threshold M3, the backrest side wing airbag and the seat cushion side wing airbag on the side of the vehicle seat in the direction of steering centrifugal force are inflated from the third side wing inflation amount α3 to the third outer inflation amount γ3 at the third superimposed inflation rate w3, forming a braking-steering composite support closed loop.

[0101] Among them, the third side wing inflation volume α3 serves as the benchmark value for braking response. Its setting needs to suppress longitudinal inertial impact and reserve dynamic redundancy for steering conditions. The third outer side inflation volume γ3 serves as the steering superposition target. It injects lateral load compensation on the basis of the third side wing inflation volume α3. The difference between the two, the third superposition inflation volume δ3=γ3-α3, is actually a physical mapping of the evolution of vehicle motion state from pure braking to braking-steering coupling.

[0102] Furthermore, the third supplementary time threshold M3 is less than the difference between the third lateral time threshold t3 and the third longitudinal time threshold T3, ensuring that the steering inflation action is precisely embedded within the redundant time window after the braking response is completed, avoiding timing conflicts. The third superimposed inflation rate w3 strictly matches the physiological threshold of the human body's lateral support response, ensuring that the third superimposed inflation amount δ3 is completed within the third supplementary time threshold M3 without causing occupant discomfort or support delay. Within the range of lateral acceleration changes that the human vestibular system can perceive, the constraint force vector of the seat side wings on the torso remains dynamically consistent with the vehicle's lateral acceleration vector, thereby improving steering stability and occupant posture control accuracy.

[0103] In some embodiments, such as Figure 8 As shown, the vehicle seat control method also includes:

[0104] Step S41: Identify whether there is a collision risk to the vehicle.

[0105] It should be noted that in step S10, the driving status data also includes a forward collision warning signal. Therefore, before proceeding to steps S20 and / or S30, it is necessary to identify whether the vehicle is at risk of collision based on whether the forward collision warning signal is activated.

[0106] If the forward collision warning signal is activated, the vehicle is at risk of collision, and the process proceeds to step S43. If the forward collision warning signal is not activated, the process proceeds to step S42.

[0107] Step S42: If there is no collision risk to the vehicle, perform a condition analysis on the vehicle based on the driving status data to obtain the current driving condition of the vehicle.

[0108] Specifically, by executing the corresponding parts of steps S20 and / or S30, the vehicle's operating condition is analyzed based on driving status data to obtain the vehicle's current driving condition, which includes braking and / or steering conditions. Then, based on the current driving condition, the support state of the vehicle seat is adjusted in stages according to steps S20 and / or S30 to achieve precise adaptation of the vehicle seat support state under the corresponding operating condition.

[0109] In some embodiments, when the condition is determined to be a combination of braking and steering conditions, roll compensation logic can be executed first, and braking support reinforcement can be superimposed to achieve precise attitude constraint under braking-steering coupled conditions.

[0110] Step S43: If there is a collision risk to the vehicle, inflate the backrest side wing airbags and seat cushion side wing airbags on the vehicle seats to the fourth side wing inflation volume, and inflate the leg airbags to the fourth leg inflation volume.

[0111] It should be noted that the inflation volume of the fourth wing is greater than or equal to that of the third outer wing, and the inflation volume of the fourth leg is greater than or equal to that of the third leg. This balances occupant comfort with active safety redundancy, providing a golden response window for emergency avoidance and a millimeter-level buffer to protect the natural curvature of the spine.

[0112] If there is a collision risk to the vehicle, then within the fourth time threshold T4, the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat are simultaneously inflated to the fourth side wing inflation amount α4 at the fourth side wing inflation rate v4, and the leg airbags are inflated to the fourth leg inflation amount β4 at the fourth leg inflation rate r4.

[0113] Furthermore, the fourth time threshold T4 is between 0 and 1 second and is less than or equal to the third longitudinal time threshold T3, ensuring that attitude pretensioning is completed before the collision. The specific values ​​of the fourth side wing inflation rate v4 and the fourth leg inflation rate r4 need to be determined based on the current inflation volume of the corresponding side wing airbag and leg airbag (the percentage of the current inflation pressure of the corresponding airbag relative to the total inflation pressure of the airbag) and the target inflation volume (i.e., the fourth side wing inflation volume α4 and the fourth leg inflation volume β4), as well as the fourth time threshold T4, to ensure that each airbag synchronously reaches the target inflation volume within the fourth time threshold T4. That is, within the fourth time threshold T4, the corresponding backrest side wing airbag and seat cushion side wing airbag are simultaneously inflated to the fourth side wing inflation volume α4, and the leg airbag is inflated to the fourth leg inflation volume β4, ensuring a rapid response to achieve coordinated restraint of the occupant's torso and pelvis.

[0114] Furthermore, the inflation volume α4 of the fourth side wing is between 95% and 100%, and the inflation volume β4 of the fourth leg is between 90% and 100%, ensuring that the occupants receive maximum restraint effectiveness at the moment of collision, while avoiding the risk of secondary injury caused by over-inflated airbags.

[0115] In this application, pre-collision protection is achieved by identifying collision risks. While significantly improving lateral restraint, it does not trigger the support intervention of the vehicle seat under emergency braking conditions, thereby providing millisecond-level active protection for occupants, taking into account both comfort and safety.

[0116] In some embodiments, after performing inflation control on the backrest side wing airbags, seat cushion side wing airbags, and leg airbags on the vehicle seat, the method further includes:

[0117] Based on driving status data, determine whether the vehicle's current driving condition is normal.

[0118] It should be noted that normal driving conditions refer to the state in which the vehicle is not under the above-mentioned abnormal driving conditions such as braking, steering, or collision risk. At this time, the airbags on the vehicle seats only need to maintain basic support.

[0119] Specifically, when the lateral acceleration is less than or equal to the first lateral acceleration threshold, the longitudinal acceleration is less than or equal to the first longitudinal acceleration threshold, and the vehicle does not detect a collision risk, the vehicle's current driving condition is determined to be a normal driving condition.

[0120] Furthermore, if the current driving condition is an abnormal driving condition, the inflation status of each air bag is maintained, and the process returns to step S10 to continuously acquire driving status data during vehicle driving, repeat the judgment logic closed loop, and ensure that the air bag status is always dynamically matched with the real-time driving condition.

[0121] Furthermore, if the current driving condition is normal driving condition, the corresponding air bag is deflated to its initial state.

[0122] Specifically, for the first braking condition, the second braking condition, the third braking condition, and the collision risk condition, all inflated airbags are controlled to gradually deflate to their initial state at a preset slow deflation rate, and the deflation process of each airbag is started and completed simultaneously. This strategy ensures that the occupant's spinal curvature naturally rebounds after the risk is eliminated, and also prevents the concentration of torsional stress caused by asynchronous deflation.

[0123] Furthermore, the slow deflation rate can be set to a uniform range. For example, the slow deflation rate can be controlled between 0.3-0.6 kPa / s, corresponding to a deflation time of no less than 8 seconds, to ensure that the load gradient drop of the spine and pelvis conforms to the biomechanical response characteristics of the human body, ensuring a smooth transition and avoiding abrupt sensations for the occupants.

[0124] In some embodiments, the specific value of the slow deflation rate can be set in the same way as the specific value of the inflation rate, that is, it is set in reverse according to the inflation rate of each air bag under the corresponding working condition. However, the specific value of the slow deflation rate is much smaller than the specific value of the corresponding inflation rate, which will not be elaborated here.

[0125] Furthermore, for the first and second steering conditions, only the backrest side wing airbags and seat cushion side wing airbags are controlled to deflate synchronously at a slow deflation rate, while the leg airbags remain inflated until the steering is completed and the lateral acceleration stabilizes below 0.2g for 1.5 seconds before synchronous deflation is initiated. This approach aligns with the physiological rhythm of the human body in a curve, where the pelvis needs to continuously resist lateral slippage while the torso can gradually return to center, thus decoupling the release of constraints from the movement posture.

[0126] Furthermore, in the third steering condition, after the vehicle completes the avoidance maneuver, if the steering wheel angle remains less than ±2° and the lateral acceleration drops to within 0.15g for 500ms, the third steering condition is considered to have ended, and the deflation procedure is initiated. At this time, the backrest side wing airbags and seat cushion side wing airbags deflate slowly at a slow rate to the initial comfort value, while the lumbar support airbags and hip airbags inflate simultaneously at a slow rate to restore the comfort of the driver and passengers during prolonged sitting, while ensuring continuous and uninterrupted support for the lumbar spine and pelvis. This deflation and re-inflation process is completed in coordination within 2 seconds to avoid sudden changes in support force that could cause physical discomfort.

[0127] The setting of the slow inflation rate is similar to that of the slow deflation rate. It can be set to a uniform range or set in reverse according to the inflation rate determined under the corresponding working conditions, ensuring that the slow inflation rate is less than the inflation rate determined under the corresponding working conditions. This will not be elaborated further here.

[0128] In some embodiments, the vehicle's condition can be determined directly based on information such as steering wheel angle, braking pressure, and vehicle speed signals. For example, when the steering wheel angle returns to zero, the braking pressure is zero, and the vehicle does not detect any obstacles ahead, it is determined to be a normal driving condition, thereby triggering the deflation process of the airbag.

[0129] In this application, the aforementioned closed-loop control logic relies on real-time fusion of multi-source sensors and millisecond-level condition discrimination to achieve full-cycle adaptive adjustment from risk identification and attitude warning to state recovery, so that the airbag system always maintains the optimal constraint boundary in complex dynamic environments.

[0130] In summary, the vehicle seat control method of this application acquires real-time driving status data during vehicle operation, accurately identifies the current operating condition based on the data, and matches differentiated airbag response strategies for different operating conditions. By controlling the inflation volume of the corresponding airbags, it achieves graded adjustment of the vehicle seat's support status to adapt to the dynamic needs of different driving scenarios. During aggressive driving or emergency situations, it can proactively and in advance provide lateral support or full-body wrapping for occupants, stabilizing their posture and reducing body tilting and sliding, thereby improving comfort while enhancing driving safety and control confidence. This invention fully utilizes existing vehicle sensor networks and seat pneumatic platforms. Its core innovation lies in the optimization of the control algorithm, requiring no large-scale hardware modifications, resulting in low hardware modification costs, strong compatibility, and easy rapid deployment and application in existing vehicle models, thus possessing high industrialization value.

[0131] 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.

[0132] In one embodiment, a vehicle seat control system is provided, which corresponds one-to-one with the vehicle seat control methods described in the above embodiments. For example... Figure 9 As shown, the vehicle seat control system includes a data acquisition module 101, a first adjustment module 102, a second adjustment module 103, and a third adjustment module 104. Detailed descriptions of each functional module are as follows:

[0133] The data acquisition module 101 is used to acquire driving status data during the vehicle's driving process. The driving status data includes the longitudinal acceleration in the direction opposite to the vehicle's current driving direction.

[0134] The first adjustment module 102 is used to determine the current driving condition of the vehicle as the first braking condition when the longitudinal acceleration is between the first longitudinal acceleration threshold and the second longitudinal acceleration threshold, and to control the backrest side wing airbag and the seat cushion side wing airbag on the vehicle seat to inflate to the first side wing inflation amount, and the leg airbag to inflate to the first leg inflation amount.

[0135] The second adjustment module 103 is used to determine the current driving condition of the vehicle as the second braking condition when the longitudinal acceleration is between the second longitudinal acceleration threshold and the third longitudinal acceleration threshold, and to control the backrest side wing airbag and seat cushion side wing airbag on the vehicle seat to inflate to the second side wing inflation amount, and the leg airbag to inflate to the second leg inflation amount.

[0136] The third adjustment module 104 is used to determine the current driving condition of the vehicle as the third braking condition when the longitudinal acceleration exceeds the third longitudinal acceleration threshold, and to control the backrest side wing airbag and seat cushion side wing airbag on the vehicle seat to inflate to the third side wing inflation amount, and the leg airbag to inflate to the third leg inflation amount.

[0137] Among them, the first longitudinal acceleration threshold is less than the second longitudinal acceleration threshold, the second longitudinal acceleration threshold is less than the third longitudinal acceleration threshold; the first wing inflation volume is less than the second wing inflation volume, the second wing inflation volume is less than the third wing inflation volume; the first leg inflation volume is less than the second leg inflation volume, the second leg inflation volume is less than the third leg inflation volume.

[0138] Furthermore, the system also includes an air tank module and a pneumatic actuator module. The air tank module, serving as a rapid inflation unit, is connected to the pneumatic actuator module via an air pipe. It incorporates a pressure sensor and the air tank body, storing compressed air and responding in real-time to inflation commands from various adjustment modules. This ensures that when the air tank body is under sufficient pressure, it directly supplies air to the air bag groups in the pneumatic actuator module, achieving millisecond-level rapid inflation. When the pressure within the air tank body falls below a preset lower limit (e.g., 60 kPa), it triggers the air pump to replenish pressure, ensuring stable pressure within the air tank body. The pneumatic actuator module, serving as the supporting adjustment unit, includes an air pump, a solenoid valve array, and multiple air bag groups distributed in different parts of the seat. The air pump is used to pressurize the air tank module and provide basic inflation power for the air bag assembly. The solenoid valve array is used to precisely control the inflation, deflation and pressure maintenance of each air bag, ensuring that each air bag responds independently according to instructions. The air bag assembly includes at least backrest side wing air bags located on the left and right sides of the seat back, seat cushion side wing air bags located on the left and right sides of the seat cushion, and anti-forward wrap air bags (i.e., leg air bags) located at the front of the seat cushion / under the thighs. Lumbar support air bags and hip air bags can be added as needed to improve support and adaptability.

[0139] For specific limitations regarding the vehicle seat control system, please refer to the limitations on the vehicle seat control method above, which will not be repeated here. Each module in the aforementioned vehicle seat control system can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0140] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 10As shown, the computer device includes a processor, memory, network interface, and database connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and database. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The network interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements a vehicle seat control method.

[0141] In one embodiment, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the vehicle seat control method described in the above embodiment, for example... Figure 1 S1-S4, as shown, will not be described again here to avoid repetition. Alternatively, when the processor executes the computer program, it implements the functions of each module / unit in this embodiment of the vehicle seat control system, for example... Figure 9 The functions of the data acquisition module 101, the first adjustment module 102, the second adjustment module 103, and the third adjustment module 104 shown are not described again here to avoid repetition.

[0142] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When executed by a processor, the computer program implements the vehicle seat control method described in the above embodiment, for example... Figure 1 S1-S4, as shown, will not be repeated here to avoid repetition. Alternatively, when this computer program is executed by the processor, it implements the functions of each module / unit in this embodiment of the vehicle seat control system, for example... Figure 9 The functions of the data acquisition module 101, the first adjustment module 102, the second adjustment module 103, and the third adjustment module 104 shown are not described again here to avoid repetition. The computer-readable storage medium can be non-volatile or volatile.

[0143] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0144] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the system can be divided into different functional units or modules to complete all or part of the functions described above.

[0145] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. 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 of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A vehicle seat control method, characterized in that, Including the following steps: Acquire driving status data during vehicle operation, including longitudinal acceleration in the direction opposite to the vehicle's current driving direction; When the longitudinal acceleration is between the first longitudinal acceleration threshold and the second longitudinal acceleration threshold, the current driving condition of the vehicle is determined to be the first braking condition, and the backrest side wing airbag and seat cushion side wing airbag on the vehicle seat are controlled to inflate to the first side wing inflation amount, and the leg airbag is inflated to the first leg inflation amount. When the longitudinal acceleration is between the second longitudinal acceleration threshold and the third longitudinal acceleration threshold, the current driving condition of the vehicle is determined to be the second braking condition, and the backrest side wing airbag and seat cushion side wing airbag on the vehicle seat are controlled to inflate to the second side wing inflation amount, and the leg airbag is inflated to the second leg inflation amount. When the longitudinal acceleration exceeds the third longitudinal acceleration threshold, the current driving condition of the vehicle is determined to be the third braking condition, and the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat are inflated to the third side wing inflation amount, and the leg airbags are inflated to the third leg inflation amount. Wherein, the first longitudinal acceleration threshold is less than the second longitudinal acceleration threshold, and the second longitudinal acceleration threshold is less than the third longitudinal acceleration threshold; the first side wing inflation volume is less than the second side wing inflation volume, and the second side wing inflation volume is less than the third side wing inflation volume; the first leg inflation volume is less than the second leg inflation volume, and the second leg inflation volume is less than the third leg inflation volume.

2. The vehicle seat control method according to claim 1, characterized in that, The driving status data also includes the lateral acceleration in the direction of the vehicle's steering centrifugal force, and the vehicle seat control method further includes: When the lateral acceleration is between the first lateral acceleration threshold and the second lateral acceleration threshold, the current driving condition of the vehicle is determined to be the first steering condition, and the backrest side wing airbag and seat cushion side wing airbag on the side of the steering centrifugal force direction of the vehicle seat are controlled to inflate to the first outer inflation amount. When the lateral acceleration is between the second lateral acceleration threshold and the third lateral acceleration threshold, the current driving condition of the vehicle is determined to be the second steering condition, and the backrest side wing airbag and seat cushion side wing airbag on the steering centrifugal force direction side of the vehicle seat are controlled to inflate to the second outer inflation amount. When the lateral acceleration exceeds the third lateral acceleration threshold, the current driving condition of the vehicle is determined to be the third steering condition, and the backrest side wing airbag and seat cushion side wing airbag on the steering centrifugal force side of the vehicle seat are controlled to inflate to the third outer inflation amount. Wherein, the first lateral acceleration threshold is less than the second lateral acceleration threshold, and the second lateral acceleration threshold is less than the third lateral acceleration threshold; the first outer inflation volume is less than the second outer inflation volume, and the second outer inflation volume is less than the third outer inflation volume.

3. The vehicle seat control method according to claim 2, characterized in that, The driving status data also includes the lateral acceleration in the direction of the vehicle's steering centrifugal force. After determining that the vehicle's current driving condition is the first braking condition, and controlling the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate to the first side wing inflation amount, the vehicle seat control method further includes: When the lateral acceleration is between a first lateral acceleration threshold and a second lateral acceleration threshold, the current driving condition of the vehicle is determined to be a first steering condition. Determine whether the inflation volume of the first side wing is less than the preset inflation volume of the first outer wing; If the inflation volume of the first side wing is less than the inflation volume of the first outer side wing, then the backrest side wing airbag and the seat cushion side wing airbag on the side of the vehicle seat in the direction of the centrifugal force of the steering are controlled to inflate to the inflation volume of the first outer side wing.

4. The vehicle seat control method according to claim 2, characterized in that, The driving status data also includes the lateral acceleration in the direction of the vehicle's steering centrifugal force. After determining that the vehicle's current driving condition is the second braking condition, and controlling the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate to the second side wing inflation amount, the vehicle seat control method further includes: When the lateral acceleration is between the second lateral acceleration threshold and the third lateral acceleration threshold, the current driving condition of the vehicle is determined to be the second steering condition. Determine whether the inflation volume of the second wing is less than the preset inflation volume of the second outer wing; If the inflation amount of the second side wing is less than the inflation amount of the second outer side wing, then the backrest side wing air bag and the seat cushion side wing air bag on the side of the vehicle seat's steering centrifugal force direction are simultaneously inflated to the inflation amount of the second outer side wing.

5. The vehicle seat control method according to claim 2, characterized in that, The driving status data also includes the lateral acceleration in the direction of the vehicle's steering centrifugal force. After determining that the vehicle's current driving condition is the third braking condition, and controlling the backrest side wing airbags and seat cushion side wing airbags on the vehicle seat to inflate to the third side wing inflation amount, the vehicle seat control method further includes: When the lateral acceleration exceeds the third lateral acceleration threshold, the current driving condition of the vehicle is determined to be the third steering condition. Determine whether the inflation volume of the third wing is less than the inflation volume of the third outer wing; If the inflation volume of the third side wing is less than the inflation volume of the third outer side wing, then the backrest side wing airbag and the seat cushion side wing airbag on the side of the vehicle seat's steering centrifugal force direction are simultaneously inflated to the inflation volume of the third outer side wing.

6. The vehicle seat control method according to any one of claims 2-5, characterized in that, The vehicle seat control method also includes: Identify whether the vehicle poses a collision risk; If the vehicle does not pose a collision risk, then the vehicle's operating condition is analyzed based on the driving status data to obtain the vehicle's current driving condition.

7. The vehicle seat control method according to claim 6, characterized in that, After identifying whether the vehicle poses a collision risk, the process also includes: If the vehicle is at risk of collision, the backrest side wing airbags and seat cushion side wing airbags on the vehicle seats are inflated to the fourth side wing inflation level, and the leg airbags are inflated to the fourth leg inflation level. Wherein, the inflation volume of the fourth wing is greater than or equal to the inflation volume of the third outer wing, and the inflation volume of the fourth leg is greater than or equal to the inflation volume of the third leg.

8. A vehicle seat control system, characterized in that, include: The data acquisition module is used to acquire driving status data during vehicle operation, including longitudinal acceleration in the direction opposite to the current driving direction of the vehicle. The first adjustment module is used to determine that the current driving condition of the vehicle is the first braking condition when the longitudinal acceleration is between the first longitudinal acceleration threshold and the second longitudinal acceleration threshold, and to control the backrest side wing airbag and the seat cushion side wing airbag on the vehicle seat to inflate to the first side wing inflation amount, and the leg airbag to inflate to the first leg inflation amount. The second adjustment module is used to determine that the current driving condition of the vehicle is the second braking condition when the longitudinal acceleration is between the second longitudinal acceleration threshold and the third longitudinal acceleration threshold, and to control the backrest side wing airbag and seat cushion side wing airbag on the vehicle seat to inflate to the second side wing inflation amount, and the leg airbag to inflate to the second leg inflation amount. The third adjustment module is used to determine that the current driving condition of the vehicle is the third braking condition when the longitudinal acceleration exceeds the third longitudinal acceleration threshold, and to control the backrest side wing airbag and seat cushion side wing airbag on the vehicle seat to inflate to the third side wing inflation amount, and the leg airbag to inflate to the third leg inflation amount. Wherein, the first longitudinal acceleration threshold is less than the second longitudinal acceleration threshold, and the second longitudinal acceleration threshold is less than the third longitudinal acceleration threshold; the first side wing inflation volume is less than the second side wing inflation volume, and the second side wing inflation volume is less than the third side wing inflation volume; the first leg inflation volume is less than the second leg inflation volume, and the second leg inflation volume is less than the third leg inflation volume.

9. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle seat control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the vehicle seat control method as described in any one of claims 1 to 7.

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