Driver anti-sleepiness seat based on biomechanical awakening and control method

Abstract

The invention provides a driver anti-sleepiness seat based on biomechanical awakening and a control method.The seat comprises a cushion, a backrest is arranged at the rear end of the cushion, a headrest is arranged at the upper end of the backrest, the seat further comprises a sensing module, an execution module and a control module, and the sensing module comprises a body pressure distribution monitoring unit; the body pressure distribution monitoring unit is a flexible pressure sensor array embedded between a foaming layer and a face cover of a cushion and in a backrest, the execution module comprises an infrasonic frequency micro-vibration unit, a bionic pulse air cushion unit and a dynamic side bag slapping unit, the infrasonic frequency micro-vibration unit is a linear vibration motor fixed on a framework below the cushion, and the bionic pulse air cushion unit is a bionic pulse air cushion unit. The bionic pulse air cushion unit comprises a long-strip-shaped thigh supporting air bag arranged at the front end of the cushion and left and right waist air bags arranged in the backrest, the dynamic side bag slapping unit comprises left and right waist side bags and left and right shoulder side bags arranged on the two sides of the backrest, and the control module is electrically connected with the sensing module and the execution module. The fatigue doze of the driver can be actively prevented and intervened.

Description

Technical Field

[0001] This invention relates to the field of automotive seat and driver status monitoring technology, specifically to a driver anti-drowsiness seat and control method based on biomechanical wake-up. Background Technology

[0002] Currently, early warning and intervention devices for driver fatigue are mainly classified into two categories:

[0003] 1) Monitoring and alarm systems: These systems use cameras to monitor the driver's facial features (blinking frequency, yawning) or the vehicle's trajectory (lane departure) to make judgments. When fatigue is detected, a loud alarm is sounded or the steering wheel / seat vibrates violently. However, these methods are mostly reactive, intervening only when the driver has entered a state of semi-sleep or the vehicle is in a dangerous condition. This results in a delay, and the violent alarm can easily startle the driver, leading to misoperation.

[0004] 2) Regular massage seats: These seats have multi-point massage functions that can be manually activated by the driver. However, these massage functions are not related to the driver's fatigue state and cannot achieve intelligent and automated active intervention; moreover, the large amplitude and strong regularity of conventional massage can easily cause the driver to adapt and become drowsy, making it impossible to maintain sustained alertness.

[0005] Therefore, there is an urgent need for a preventative anti-drowsiness solution that can intervene gently, continuously, and non-invasively before the driver enters a state of critical fatigue. Summary of the Invention

[0006] To address the technical problems of existing driver fatigue warning and intervention technologies, such as delayed intervention, drastic wake-up methods, and inability to maintain sustained alertness, this invention provides a driver anti-drowsiness seat and control method based on biomechanical wake-up.

[0007] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0008] On one hand, this invention provides a driver anti-drowsiness seat based on biomechanical wake-up, including a seat cushion, a backrest at the rear end of the seat cushion, and a headrest at the upper end of the backrest. The seat also includes a sensing module, an execution module, and a control module. The sensing module includes a body pressure distribution monitoring unit, which is a flexible pressure sensor array embedded between the foam layer and the cover of the seat cushion and inside the backrest. The execution module includes a subsonic micro-vibration unit, a biomimetic pulse air cushion unit, and a dynamic side-bag impact unit. The subsonic micro-vibration unit is a linear vibration motor fixedly mounted on the frame under the seat cushion and adapted to generate subsonic vibration. The biomimetic pulse air cushion unit includes a long strip-shaped thigh support airbag located at the front end of the seat cushion. The backrest includes a left and right lumbar airbag located inside the backrest and corresponding to the sides of the waist. The thigh support airbag, left lumbar airbag, and right lumbar airbag are connected to a micro air pump via a solenoid valve hidden at the bottom of the seat. The dynamic side sac impact unit includes a left lumbar side sac, a right lumbar side sac, a left shoulder side sac, and a right shoulder side sac supported on both sides of the backrest. The left lumbar side sac, right lumbar side sac, left shoulder side sac, and right shoulder side sac are each equipped with a drive mechanism to control the side sac to retract inward or expand outward. The drive mechanism includes a high-speed solenoid valve and a high-speed air pump. The high-speed air pump is connected to the corresponding side sac via the high-speed solenoid valve. The control module is electrically connected to a flexible pressure sensor array, a linear vibration motor, a solenoid valve, a micro air pump, a high-speed solenoid valve, and a high-speed air pump.

[0009] Furthermore, the sensing module also includes a physiological signal monitoring unit electrically connected to the control module. The physiological signal monitoring unit is an optical fiber sensor or a piezoelectric film sensor embedded in the seat cushion, suitable for non-contact extraction of the driver's heart rate and respiratory rate data.

[0010] Furthermore, the sensing module also includes a vehicle status interface unit that is electrically connected to the control module and integrates a CAN bus communication module. The vehicle status interface unit is used to communicate with the vehicle CAN bus to obtain steering wheel angle and lane keeping status data.

[0011] On the other hand, the present invention provides a driver anti-drowsiness seat control method based on biomechanical arousal, wherein the method employs the aforementioned driver anti-drowsiness seat based on biomechanical arousal, and the method includes:

[0012] When the driver starts the vehicle, the control module activates the linear vibration motor to continuously generate infrasonic vibrations with a frequency of 15-20Hz and an amplitude of 0.1-0.5mm.

[0013] The control module receives pressure distribution data of the seat cushion and backrest monitored by the flexible pressure sensor array in real time. After a set driving time, if the control module detects that the seat cushion pressure distribution data corresponding to the driver's sitting posture remains unchanged within a preset time, or if the center of gravity corresponding to the head posture reflected by the backrest pressure distribution data suddenly shifts and quickly returns to the center, then it is determined that the driver has entered a critical state of fatigue.

[0014] When the driver is determined to be in a state of fatigue, the control module controls the micro air pump to start and controls the solenoid valve to open randomly, causing the thigh support airbag, left waist airbag and right waist airbag to inflate and deflate irregularly, forcing the driver's thighs and waist to make unpredictable small displacements, breaking the static sitting posture and providing mild intervention.

[0015] If, after a predetermined period of mild intervention, the control module still detects no significant change in the seat pressure distribution data corresponding to the driver's posture, or if the frequency of sudden shifts in the center of gravity corresponding to the head posture reflected by the backrest pressure distribution data and rapid return to center increases, the control module will then activate the high-speed air pumps corresponding to the left lumbar side bladder, right lumbar side bladder, left shoulder side bladder, and right shoulder side bladder and open the high-speed solenoid valves. This causes the left lumbar side bladder, left shoulder side bladder, right lumbar side bladder, and right shoulder side bladder to inflate and deflate in the corresponding directions, thereby providing rapid, gentle, left-right tapping to deeply intervene in the driver's waist and shoulders, interrupting sleep inertia and waking them from a drowsy state.

[0016] Furthermore, the volume changes of the thigh support airbag, left lumbar airbag, and right lumbar airbag during irregular micro-inflation and deflation range from 3% to 5%, with a period of random change between 3 and 8 seconds; the volume changes of the left lumbar side airbag, left shoulder side airbag, right lumbar side airbag, and right shoulder side airbag during inflation and deflation range from 1% to 10%, with a period of rapid change between 1 and 1.5 seconds.

[0017] Compared with existing technologies, the driver anti-drowsiness seat and control method based on biomechanical wake-up provided by this invention have the following beneficial effects: 1) Prevention first, continuous protection: By continuously working throughout the driving process through the infrasonic micro-vibration unit, a leap from "passive alarm" to "active maintenance of wakefulness" is achieved, delaying the onset of drowsiness from the source. 2) Gradual intervention, avoiding fright: A gradual intervention logic is established from "maintaining infrasonic vibration" to "mild intervention to break the static state", and then to "deep intervention with gentle left and right taps", avoiding the abruptness and fright risk brought by traditional alarms. 3) User-friendly experience, imperceptible protection: All intervention methods (infrasonic vibration, micro-displacement, gentle taps) are designed to approximate natural sensations, and drivers are not likely to experience boredom or discomfort even after long-term use. Attached Figure Description

[0018] Figure 1This is a schematic diagram of the driver anti-drowsiness seat structure based on biomechanical wake-up provided by the present invention.

[0019] Figure 2 This is a schematic diagram of the driver anti-drowsiness seat control principle based on biomechanical wake-up provided by the present invention.

[0020] In the diagram, 1. Seat cushion; 11. Foam layer; 12. Frame; 2. Backrest; 3. Headrest; 4. Sensing module; 41. Body pressure distribution monitoring unit; 42. Physiological signal monitoring unit; 43. Vehicle status interface unit; 5. Execution module; 51. Infrasound micro-vibration unit; 52. Bionic pulse air cushion unit; 521. Thigh support airbag; 522. Left lumbar airbag; 523. Right lumbar airbag; 53. Dynamic side airbag impact unit; 531. Left lumbar side airbag; 532. Right lumbar side airbag; 533. Left shoulder side airbag; 534. Right shoulder side airbag; 6. Control module. Detailed Implementation

[0021] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below with reference to specific illustrations.

[0022] In the description of this invention, it should be understood that the terms "longitudinal," "radial," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0023] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0024] As one specific embodiment, please refer to Figure 1 and Figure 2As shown, this invention provides a driver anti-drowsiness seat based on biomechanical wake-up, including a seat cushion 1, a backrest 2 at the rear end of the seat cushion 1, and a headrest 3 at the upper end of the backrest 2. The seat also includes a sensing module 4, an execution module 5, and a control module 6. The sensing module 4 includes a body pressure distribution monitoring unit 41, which is a flexible pressure sensor array embedded between the foam layer 11 and the cover of the seat cushion 1 and inside the backrest. The flexible pressure sensor array is used to collect pressure distribution data of the driver and the seat contact surface in real time, and analyze the driver's sitting posture characteristics and sitting posture maintenance time accordingly. The specific analysis includes first establishing a baseline: a pressure distribution template of a normal awake sitting posture, including the pressure peak position, left and right pressure symmetry, and pressure center coordinates; fatigue sitting posture data change characteristics: a large shift in the pressure center coordinates, a significant increase in left and right pressure asymmetry, and a change in the pressure peak position, that is, confirming a continuous tilt to one side (left tilt / right tilt / forward tilt / backward tilt). The execution module 5 includes a subsonic micro-vibration unit 51, a bionic pulse air cushion unit 52, and a dynamic side sac impact unit 53. The subsonic micro-vibration unit 51 is a linear vibration motor fixedly installed on the frame 12 below the seat cushion 1, suitable for generating subsonic vibration. Four linear vibration motors can be provided. This unit is configured to continuously generate subsonic vibration with a frequency of 15-20Hz and an amplitude of 0.1-0.5mm after the vehicle is started. The bionic pulse air cushion unit 52 includes a long strip-shaped thigh support airbag 521 located at the front end of the seat cushion 1, and a left lumbar airbag 522 and a right lumbar airbag 523 located inside the backrest 2 corresponding to the sides of the waist. 23 are connected to a miniature air pump via a solenoid valve hidden at the bottom of the seat; the dynamic side sac percussion unit 53 includes a left lumbar side sac 531, a right lumbar side sac 532, a left shoulder side sac 533, and a right shoulder side sac 534 supported on both sides of the backrest 2. The left lumbar side sac 531, the right lumbar side sac 532, the left shoulder side sac 533, and the right shoulder side sac 534 are respectively provided with a drive mechanism to control the side sacs to retract inward or expand outward. The drive mechanism includes a high-speed solenoid valve and a high-speed air pump. The high-speed air pump is connected to the corresponding side sac through the high-speed solenoid valve. The inward retraction and outward expansion of each side sac are used to achieve a gentle and rapid percussion, so that when the driver is determined to be drowsy, the left and right lumbar side sacs and shoulder side sacs move alternately to simulate a person's "gentle push reminder". The control module 6 is electrically connected to the flexible pressure sensor array, the linear vibration motor, the solenoid valve, the micro air pump, the high-speed solenoid valve, and the high-speed air pump, respectively. It is used to analyze the pressure distribution data collected by the flexible pressure sensor array and to control the start and stop of the motor and the valve pump.The control module 6 can be an automotive-grade 32-bit MCU (microcontroller unit), specifically an NXP LPC series, an Infineon AURIX series, or a Renesas RH850 series. This type of controller is the mainstream choice for automotive ECUs and is fully compatible with the control requirements of this technical solution.

[0025] In a preferred embodiment, please refer to Figure 2 As shown, the sensing module 4 also includes a physiological signal monitoring unit 42 electrically connected to the control module 6. The physiological signal monitoring unit 42 is an optical fiber sensor or piezoelectric film sensor embedded in the seat cushion 1, suitable for non-contact extraction of the driver's heart rate and respiratory rate data. The specific structure of the optical fiber sensor or piezoelectric film sensor is well known to those skilled in the art. The piezoelectric film sensor converts mechanical micro-vibrations into voltage signals based on the positive piezoelectric effect; the optical fiber sensor converts mechanical micro-vibrations into optical signal changes based on the light intensity / wavelength modulation principle. After preprocessing such as amplification, filtering, and power frequency notch filtering, the respiratory component (0.15-0.5Hz) and heart rate component (0.8-3Hz) are extracted using a frequency band separation algorithm, providing physiological basis for fatigue judgment. Specifically, the heart rate and respiratory rate data extracted by the physiological signal monitoring unit 42 are transmitted to the control module 6 in real time. The control module 6 has a built-in existing fatigue judgment algorithm to analyze and process the physiological data, and combines it with body pressure distribution data to achieve precise control of the seat. The specific linkage logic is as follows:

[0026] Heart rate data linkage: The control module 6 compares the driver's current heart rate with the baseline heart rate in the conscious state in real time. When it detects that the heart rate is consistently low or the heart rate fluctuation amplitude is reduced (typical fatigue characteristics), it immediately triggers mild intervention, activates the bionic pulse air cushion unit 52 to perform irregular micro-inflation and deflation, breaks the static sitting posture and activates muscle tension. If the heart rate is continuously abnormal and accompanied by body pressure deviation, the intervention intensity is upgraded, and the dynamic side bag patting unit 53 is controlled to perform rapid left and right gentle patting. At the same time, the infrasonic micro-vibration unit 51 is activated to output low-frequency micro-motion to achieve gentle wake-up.

[0027] Respiratory rate linkage: The control module 6 monitors changes in respiratory rate. When it detects a slowdown in respiratory rate (below 30% of the wakefulness baseline) or an irregular respiratory rhythm, it determines that the driver is in a critical state of fatigue. It then controls the bionic pulse air cushion unit 52 to adjust the inflation and deflation amplitude and rhythm to specifically stimulate the muscles of the waist and thighs. If the respiratory rate remains abnormal, it confirms the drowsy state by combining body pressure data. It then controls the dynamic side bag patting unit 53 and the infrasonic micro-vibration unit 51 to work together to achieve biomechanical awakening through a combination of gentle left and right patting and low-frequency micro-movements, thus preventing the driver from falling into deep drowsiness.

[0028] In a preferred embodiment, please refer to Figure 2As shown, the sensing module 4 also includes a vehicle status interface unit 43 electrically connected to the control module 6 and integrating a CAN bus communication module. The vehicle status interface unit 43 connects to an existing standard vehicle status interface located below the vehicle steering wheel. It communicates with the vehicle's CAN bus to acquire vehicle driving data such as steering wheel angle and lane keeping status, and transmits the data to the control module 6 as an auxiliary basis for seat control decisions. This compensates for the limitations of relying solely on human body monitoring data, improving the rationality and safety of seat control. The specific linkage logic is as follows:

[0029] (1) Steering wheel angle data linkage: When the control module 6 detects a decrease in steering wheel angle frequency and abnormal steering amplitude (such as not turning for a long time or slow steering), and determines that the driver is in a state of fatigue based on body pressure distribution and physiological data, it immediately initiates mild intervention and controls the bionic pulse air cushion unit 52 to make random micro movements in the driver's waist and thigh area to remind the driver to concentrate; if a violent fluctuation in steering wheel angle is detected (which may be due to the driver being drowsy and unconsciously turning), the intervention is immediately upgraded, and the dynamic side bag impact unit 53 is controlled to quickly and gently impact left and right, and the infrasonic micro-vibration unit 51 is increased in vibration amplitude. At the same time, it is linked with the existing vehicle warning system to achieve emergency wake-up and avoid danger.

[0030] (2) Lane keeping status data linkage: When the control module 6 receives the signal that the lane keeping system has been activated and the vehicle has frequently deviated from the lane, it indicates that the driver has become inattentive or slightly drowsy. The control module combines physiological signals (heart rate, breathing) and body pressure distribution data to confirm the fatigue level and then controls the seat to perform corresponding intervention actions: When the driver is slightly fatigued, the bionic pulse air cushion 52 and the infrasonic micro-vibration unit 51 are activated to work together; when the driver is moderately or severely fatigued, the dynamic side bag impact unit 53 is controlled to correct the sitting posture and simultaneously increase the intensity of micro-movement and disturbance until the driver is fully awake and driving safety is ensured.

[0031] As another specific embodiment, please refer to Figure 1 and Figure 2 As shown, this invention provides a driver anti-drowsiness seat control method based on biomechanical arousal, wherein the method employs the aforementioned driver anti-drowsiness seat based on biomechanical arousal, and the method includes:

[0032] When the driver starts the vehicle, the control module 6 activates the linear vibration motor to continuously generate infrasonic vibrations with a frequency of 15-20Hz and an amplitude of 0.1-0.5mm. It is preferred to start working at a frequency of 18Hz and an amplitude of 0.3mm. This vibration is intended to maintain the alert baseline of the driver's brain reticular activating system through somatosensory stimulation, which is a preventive measure.

[0033] The control module 6 receives pressure distribution data of the seat cushion and backrest monitored by the flexible pressure sensor array in real time. After a set driving time, such as 30 minutes, if the control module 6 detects that the pressure distribution data of the seat cushion corresponding to the driver's sitting posture remains unchanged within a preset time, such as 3 minutes (without any fine-tuning), or if the center of gravity corresponding to the head posture reflected by the backrest pressure distribution data suddenly shifts and quickly returns to the center (nodding action characteristic), then it is determined that the driver has entered a critical state of fatigue.

[0034] When the driver is determined to be in a state of fatigue, the control module 6 controls the micro air pump to start and controls the solenoid valve to open randomly, so that the thigh support airbag 521, the left waist airbag 522 and the right waist airbag 523 perform irregular micro-inflation and deflation, forcing the driver's thighs and waist to produce unpredictable micro-displacements, breaking the static sitting posture to perform mild intervention, so as to activate the mild tension of the muscle groups.

[0035] If, after a predetermined time (e.g., 2 minutes) following a mild intervention, the control module 6 still detects no significant change in the seat cushion pressure distribution data corresponding to the driver's posture, or if the frequency of sudden shifts in the center of gravity corresponding to the head posture reflected by the backrest pressure distribution data and rapid return to center (nodding motion characteristics) increases (e.g., two suspected nodding motions are detected), the control module 6 then controls the high-speed air pumps corresponding to the left lumbar side bladder 531, right lumbar side bladder 532, left shoulder side bladder 533, and right shoulder side bladder 534 to start and controls the high-speed solenoid valves to open, causing the left lumbar side bladder 531 and left shoulder side bladder 533, and the right lumbar side bladder 532 and right shoulder side bladder 534 to open. 4. The inflation and deflation correspond to inward contraction and outward expansion. Specifically, when the left lumbar side bladder 531 and left shoulder side bladder 533 on the left side inflate and contract inward to achieve a gentle tapping, the right lumbar side bladder 532 and right shoulder side bladder 534 on the right side deflate and expand outward. Conversely, when the left lumbar side bladder 531 and left shoulder side bladder 533 on the left side deflate and expand outward, the right lumbar side bladder 532 and right shoulder side bladder 534 on the right side inflate and contract inward to achieve a gentle tapping. This alternating action is used to quickly and gently tap the driver's waist and shoulders to achieve a deep intervention stage, simulating a person's "gentle nudge reminder", thereby interrupting the sleep inertia and waking the driver from a drowsy state, and physically waking them up.

[0036] In a preferred embodiment, the volume changes of the thigh support airbag 521, left lumbar airbag 522, and right lumbar airbag 523 during irregular micro-inflation and deflation range 3%-5%, with a period of random variation between 3 and 8 seconds; the volume changes of the left lumbar side airbag 531, left shoulder side airbag 533, right lumbar side airbag 532, and right shoulder side airbag 534 during inflation and deflation range 1%-10%, with a period of rapid variation between 1 and 1.5 seconds. This means that the magnitude and frequency of the deep intervention phase are greater than those of the mild intervention phase, allowing the driver to feel a greater thrust and instantly awaken from a drowsy state. After the driver awakens, their body resumes natural micro-movements, pressure distribution data begins to change, control module 6 detects the recovery, commands the air pump to stop and the solenoid valve to close, and the system returns to the normal maintenance phase.

[0037] Compared with existing technologies, the driver anti-drowsiness seat and control method based on biomechanical wake-up provided by this invention have the following beneficial effects: 1) Prevention first, continuous protection: By continuously working throughout the driving process through the infrasonic micro-vibration unit, a leap from "passive alarm" to "active maintenance of wakefulness" is achieved, delaying the onset of drowsiness from the source. 2) Gradual intervention, avoiding fright: A gradual intervention logic is established from "maintaining infrasonic vibration" to "mild intervention to break the static state", and then to "deep intervention with gentle left and right taps", avoiding the abruptness and fright risk brought by traditional alarms. 3) User-friendly experience, imperceptible protection: All intervention methods (infrasonic vibration, micro-displacement, gentle taps) are designed to approximate natural sensations, and drivers are not likely to experience boredom or discomfort even after long-term use.

[0038] Finally, it should be noted that the above 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 preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A driver anti-drowsiness seat based on biomechanical wake-up, comprising a seat cushion, a backrest provided at the rear end of the seat cushion, and a headrest provided at the upper end of the backrest, characterized in that, The seat also includes a sensing module, an execution module, and a control module. The sensing module includes a body pressure distribution monitoring unit, which is a flexible pressure sensor array embedded between the foam layer and the cover of the seat cushion and inside the backrest. The execution module includes a subsonic micro-vibration unit, a bionic pulse air cushion unit, and a dynamic side sac impact unit. The subsonic micro-vibration unit is a linear vibration motor fixedly installed on the frame under the seat cushion and adapted to generate subsonic vibration. The bionic pulse air cushion unit includes a long strip-shaped thigh support airbag located at the front end of the seat cushion, and left and right lumbar airbags located inside the backrest corresponding to the sides of the waist. The thigh support airbag, left lumbar airbag, and right lumbar airbag are connected to a miniature air pump via solenoid valves hidden at the bottom of the seat. The dynamic side airbag impact unit includes a left lumbar side airbag, a right lumbar side airbag, a left shoulder side airbag, and a right shoulder side airbag supported on both sides of the backrest. The left lumbar side airbag, right lumbar side airbag, left shoulder side airbag, and right shoulder side airbag are respectively provided with a drive mechanism to control the side airbag to retract inward or expand outward. The drive mechanism includes a high-speed solenoid valve and a high-speed air pump. The high-speed air pump is connected to the corresponding side airbag via the high-speed solenoid valve. The control module is electrically connected to a flexible pressure sensor array, a linear vibration motor, a solenoid valve, a miniature air pump, a high-speed solenoid valve, and a high-speed air pump.

2. The driver anti-drowsiness seat based on biomechanical wake-up as described in claim 1, characterized in that, The sensing module also includes a physiological signal monitoring unit electrically connected to the control module. The physiological signal monitoring unit is an optical fiber sensor or a piezoelectric film sensor embedded in the seat cushion, suitable for non-contact extraction of the driver's heart rate and respiratory rate data.

3. The driver anti-drowsiness seat based on biomechanical wake-up as described in claim 1, characterized in that, The sensing module also includes a vehicle status interface unit that is electrically connected to the control module and integrates a CAN bus communication module. The vehicle status interface unit is used to communicate with the vehicle CAN bus to obtain steering wheel angle and lane keeping status data.

4. A driver anti-drowsiness seat control method based on biomechanical arousal, characterized in that, The method employs a driver anti-drowsiness seat based on biomechanical wake-up as described in claim 1, and the method includes: When the driver starts the vehicle, the control module activates the linear vibration motor to continuously generate infrasonic vibrations with a frequency of 15-20Hz and an amplitude of 0.1-0.5mm. The control module receives pressure distribution data of the seat cushion and backrest monitored by the flexible pressure sensor array in real time. After a set driving time, if the control module detects that the seat cushion pressure distribution data corresponding to the driver's sitting posture remains unchanged within a preset time, or if the center of gravity corresponding to the head posture reflected by the backrest pressure distribution data suddenly shifts and quickly returns to the center, then it is determined that the driver has entered a critical state of fatigue. When the driver is determined to be in a state of fatigue, the control module controls the micro air pump to start and controls the solenoid valve to open randomly, causing the thigh support airbag, left waist airbag and right waist airbag to inflate and deflate irregularly, forcing the driver's thighs and waist to make unpredictable small displacements, breaking the static sitting posture and providing mild intervention. If, after a predetermined period of mild intervention, the control module still detects no significant change in the seat pressure distribution data corresponding to the driver's posture, or if the frequency of sudden shifts in the center of gravity corresponding to the head posture reflected by the backrest pressure distribution data and rapid return to center increases, the control module will then activate the high-speed air pumps corresponding to the left lumbar side bladder, right lumbar side bladder, left shoulder side bladder, and right shoulder side bladder and open the high-speed solenoid valves. This causes the left lumbar side bladder, left shoulder side bladder, right lumbar side bladder, and right shoulder side bladder to inflate and deflate in the corresponding directions, thereby providing rapid, gentle, left-right tapping to deeply intervene in the driver's waist and shoulders, interrupting sleep inertia and waking them from a drowsy state.

5. The driver anti-drowsiness seat control method based on biomechanical wake-up as described in claim 4, characterized in that, The volume changes of the thigh support airbag, left waist airbag, and right waist airbag during irregular, minute inflation and deflation range from 3% to 5%, with a period of random change between 3 and 8 seconds; the volume changes of the left waist side airbag, left shoulder side airbag, right waist side airbag, and right shoulder side airbag during inflation and deflation range from 1% to 10%, with a period of rapid change between 1 and 1.5 seconds.

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