Cabin seat adjustment control methods, systems, equipment, media and products

Abstract

This application provides a method, system, device, medium, and product for controlling the adjustment of a cockpit seat. The method includes: acquiring the physiological parameters of the target user when a target user enters the seat; correcting a pre-generated theoretical human force distribution map based on the physiological parameters to obtain a target force distribution map for the target user; acquiring the actual force distribution map of the target user in the seat through a seat sensing system; calculating the pressure difference between the actual and target force distribution maps; if the pressure difference exceeds a preset threshold, adjusting the seat through a seat execution system and re-acquiring the actual force distribution map to calculate a new pressure difference, until the adjusted pressure difference is below the preset threshold. This application can improve the comfort and health of the user's force distribution when using the cockpit seat, thereby improving the purposefulness and accuracy of cockpit seat adjustment.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a cockpit seat adjustment control method, system, device, medium, and product. Background Technology

[0002] With the development of vehicle technology, the adjustment function of cabin seats is gradually showing a trend of intelligent development.

[0003] Currently, traditional related technologies primarily rely on users manually adjusting and setting a memory position. When the user re-enters the cabin, the seat automatically adjusts to the memory position, providing intelligent seat adjustment functionality. However, this method fails to provide users with the most ergonomic sitting posture, resulting in insufficient comfort and health in terms of the force distribution on the user's seat. In other words, existing intelligent seat adjustments suffer from problems of blindness and inaccuracy. Summary of the Invention

[0004] In view of this, this application aims to provide a cabin seat adjustment control method, system, device, medium and product to solve the problems of insufficient comfort and health of user force distribution on the seat in traditional related technologies, which leads to blind and inaccurate intelligent adjustment of cabin seats.

[0005] The first aspect of this application provides a cockpit seat adjustment control method, including: When a target user is detected entering a seat, the physiological parameters of the target user are acquired; The pre-generated theoretical force distribution map of the human body is corrected based on the physiological parameters to obtain the target force distribution map of the target user; The actual force distribution map of the target user in the seat is collected by the seat sensing system, wherein the seat sensing system includes a flexible pressure sensor matrix distributed throughout the seat. Based on the actual force distribution map and the target force distribution map, the pressure difference between the maps is calculated. If the pressure difference in the spectrum is greater than a preset threshold, the seat is adjusted by the seat execution system and the actual force distribution spectrum is re-acquired and a new pressure difference in the spectrum is calculated until the pressure difference in the adjusted spectrum is lower than the preset threshold.

[0006] In one possible implementation of this application, the step of calculating the pressure difference degree based on the actual force distribution map and the target force distribution map includes: obtaining the actual pressure value of each seat position point in the actual force distribution map; obtaining the theoretical pressure value of each seat position point in the target force distribution map; obtaining the risk weight factor of each seat position point; and calculating the pressure difference degree based on the actual pressure value, theoretical pressure value, and risk weight factor of each seat position point.

[0007] In one possible implementation of this application, the step of calculating the pressure difference of the spectrum based on the actual pressure value, theoretical pressure value, and risk weighting factor of each seat position point includes: subtracting the actual pressure value from the theoretical pressure value at each seat position point to obtain the pressure difference value at each seat position point; squaring the pressure difference value and multiplying it by the risk weighting factor to obtain the pressure difference of each seat position point; and summing the pressure difference values ​​of all seat position points to obtain the pressure difference of the spectrum.

[0008] In one possible implementation of this application, the method further includes: upon receiving an adjustment instruction input by the target user, adjusting the seat through the seat execution system and re-collecting the actual force distribution spectrum and calculating a new spectrum pressure difference, so that the adjusted spectrum pressure difference is lower than a preset threshold.

[0009] In one possible implementation of this application, the step of adjusting the seat through the seat execution system and re-acquiring the actual force distribution map and calculating a new map pressure difference to make the adjusted map pressure difference lower than a preset threshold includes: determining the execution action sequence of the seat execution system based on a gradient descent strategy that minimizes the map pressure difference; controlling each actuator of the seat execution system according to each execution action in the execution action sequence, and re-acquiring the actual force distribution map and calculating a new map pressure difference after each execution action; if the new map pressure difference is smaller than the map pressure difference calculated by the previous execution action, then continuing to execute the next execution action; if the new map pressure difference is larger than the map pressure difference calculated by the previous execution action, then reverting to the executed action and trying a new adjustment direction; continuously adjusting the seat according to the execution action sequence until the map pressure difference is lower than the preset threshold.

[0010] A second aspect of this application provides a cabin seat adjustment system, comprising: a seat sensing system, a seat execution system, and a control device, wherein the control device is used to execute a cabin seat adjustment control method as described in the first aspect and possible implementations thereof.

[0011] A third aspect of this application provides a control device, comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to cause the at least one processor to perform a cockpit seat adjustment control method as described in the first aspect and possible implementations thereof.

[0012] The fourth aspect of this application provides a computer storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement a cockpit seat adjustment control method as described in the first aspect and possible implementations thereof.

[0013] The fifth aspect of this application provides a computer program product comprising: a computer program that, when executed by a processor, implements a cockpit seat adjustment control method as described in the first aspect and possible implementations thereof.

[0014] The cockpit seat adjustment control method, system, device, medium, and product provided in this application involve acquiring the physiological parameters of a target user when the target user enters the cockpit; correcting a pre-generated theoretical human force distribution map based on the physiological parameters to obtain a target force distribution map for the target user; collecting the actual force distribution map of the target user in the seat through a flexible pressure sensor matrix distributed throughout the seat, and calculating the difference between the actual force distribution map and the target force distribution map to obtain the map pressure difference degree; if the map pressure difference degree is greater than a preset threshold, controlling the seat execution system to adjust the seat until the map pressure difference degree is lower than the preset threshold and then stopping the seat adjustment. This embodiment can improve the comfort and health of the user's use of the cockpit seat force distribution, thereby improving the purposefulness and accuracy of cockpit seat adjustment. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the specific embodiments or related technologies of this application, the drawings used in the description of the specific embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram illustrating an application scenario for cockpit seat adjustment control provided in an embodiment of this application.

[0017] Figure 2 A flowchart illustrating the cockpit seat adjustment control method provided in this application embodiment. Figure 1 .

[0018] Figure 3 A flowchart illustrating the cockpit seat adjustment control method provided in this application embodiment. Figure 2 .

[0019] Figure 4 A schematic diagram of the cockpit seat adjustment control device provided in the embodiments of this application.

[0020] Figure 5 This is a schematic diagram of the hardware structure of the control device provided in an embodiment of this application. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] It should be noted that the user information (including but not limited to device information, user personal information, physiological parameters, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0023] With the development of intelligent seat adjustment functions in vehicle cabins, existing intelligent seat adjustment methods include: One method involves the user manually adjusting and setting a memory position, which is then automatically adjusted to the memory position upon re-entering the cabin, providing intelligent seat adjustment. Another method involves determining user fatigue levels through pressure monitoring of a single part of the seat and adjusting the seat posture accordingly. However, both of these technologies lack dynamic analysis of the overall force distribution on the seat, failing to provide the most ergonomic sitting posture. This results in insufficient comfort and health benefits from the force distribution on the user (and in severe cases, even spinal and lumbar health problems). In other words, existing intelligent seat adjustments suffer from inaccuracies and a lack of precision.

[0024] To address the issues of blindness and inaccuracy in intelligent seat adjustment in traditional related technologies, this application provides the following technical concept: First, when a target user enters the cabin, the target user's physiological parameters are acquired. Based on these physiological parameters, a pre-generated theoretical force distribution map of the human body is corrected to obtain the target force distribution map corresponding to the target user. Then, a flexible pressure sensor matrix distributed throughout the seat collects the actual force distribution map of the target user in the seat, and the difference between the actual force distribution map and the target force distribution map is calculated to obtain the map pressure difference degree. If the map pressure difference degree is large, the seat execution system is automatically controlled to adjust the seat until the map pressure difference degree is lower than a preset threshold, at which point the seat adjustment stops. This improves the comfort and health of the user's use of the cabin seat's force distribution, thereby enhancing the purposefulness and accuracy of cabin seat adjustment.

[0025] Figure 1 This is a schematic diagram illustrating an application scenario for cockpit seat adjustment control provided in an embodiment of this application. (Reference) Figure 1 The scenario includes: a cockpit seat 10, which includes: a seat sensing system 101, a seat execution system 102, and a controller 103.

[0026] The seat sensing system 101 includes a flexible pressure sensor matrix 11 and a biosensor 12 distributed throughout the seat.

[0027] The flexible pressure sensor matrix 11 employs high-sensitivity piezoresistive or capacitive material sensors, densely integrated in a matrix form within the seat cushion, backrest, and headrest. The distributed acquisition resolution of the flexible pressure sensor matrix enables the acquisition of the user's force distribution within the seat, depicting the pressure gradient and force distribution profile, thus obtaining the user's actual force distribution map.

[0028] The biosensor 12 can be a non-contact biosensor installed in the cabin armrest, seat, or seatbelt to collect static physiological parameters such as the user's height and weight. The non-contact biosensor includes, but is not limited to, one or more of millimeter-wave radar sensors, optical sensors, capacitive sensors, barometric pressure sensors, and bioimpedance sensors.

[0029] The seat actuator system 102 is used to perform multi-dimensional, high-precision micro-adjustments to the seat. The seat actuator system 102 specifically includes multiple actuators, including: lumbar support adjustment actuator 21, seat cushion adjustment actuator 22, backrest adjustment actuator 23, and headrest adjustment actuator 24.

[0030] Among them, the lumbar support adjustment actuator 21 includes multiple independently controlled airbags and a variable geometry structure, which realizes the partitioning and non-uniform support of different areas of the waist (upper waist, lower waist, and side wings), and the forward and backward movement of non-single plane, belonging to a multi-segment pneumatic lumbar support system.

[0031] Among them, the seat cushion adjustment actuator 22 includes a seat cushion depth and tilt angle adjustment motor, which is used to adjust the seat cushion length and fore-aft tilt angle to adjust the contact area of ​​the buttocks and thighs and distribute the pressure of the ischial tuberosities.

[0032] Among them, the backrest adjustment actuator 23 includes a backrest side wing support motor, which is used to adjust the degree of wrapping of the backrest side wing to ensure that the torso can remain stable when turning and to prevent uneven lateral force.

[0033] The headrest adjustment actuator 24 includes a headrest height and pitch angle motor, which guides the driver's head to the correct and safe fit position to ensure balanced force on the head and neck.

[0034] The controller 103 can be a seat controller or a vehicle controller (such as the vehicle's electronic control unit ECU).

[0035] Exemplary methods Figure 2 A flowchart illustrating the cockpit seat adjustment control method provided in this application embodiment. Figure 1 The execution entity in this embodiment can be... Figure 1 The controller in the illustrated embodiment. (As shown) Figure 2 As shown, the method includes: S201: When a target user is detected entering the seat, the physiological parameters of the target user are acquired.

[0036] In one embodiment of this application, when the vehicle's seat sensing system detects that the seat pressure exceeds a pressure threshold, it determines that a target user has entered the seat.

[0037] In another embodiment of this application, when the vehicle's onboard camera captures a target user at the seat position, it is determined that a target user has entered the seat.

[0038] In the embodiments of this application, physiological parameters of the target user are collected through biosensors inside the vehicle. These physiological parameters include, but are not limited to, static physiological parameters such as the user's height and weight.

[0039] S202: Correct the pre-generated theoretical force distribution map of the human body based on physiological parameters to obtain the target force distribution map of the target user.

[0040] In the embodiments of this application, the theoretical human body force distribution map is generated based on a large amount of human body force distribution data and is a pre-established general human body theoretical optimal force model. This theoretical human body force distribution map includes the optimal theoretical pressure values ​​for each seat position point. The optimal theoretical pressure values ​​for each seat position point in the theoretical human body force distribution map have the following characteristics: the pressure is evenly distributed, and the pressure at high-risk areas approaches zero. The preset high-risk areas include, but are not limited to, the seat position point corresponding to the coccyx, the seat position point corresponding to the cervical spine, or the seat position point corresponding to the ischial tuberosity.

[0041] In the embodiments of this application, the theoretical force distribution map of the human body is mapped and scaled in a personalized manner according to the physiological parameters of the target user to obtain the target force distribution map of the target user.

[0042] In another embodiment of this application, the fatigue state of the target user can be collected by a biosensor, and the theoretical force distribution diagram of the human body can be further corrected based on the fatigue state.

[0043] S203: Collect the actual force distribution map of the target user in the seat through the seat sensing system, wherein the seat sensing system includes a flexible pressure sensor matrix distributed throughout the seat.

[0044] Each pressure sensor in the flexible pressure sensor matrix collects the actual pressure value at a corresponding seat position point.

[0045] In the embodiments of this application, the actual pressure values ​​of all seat position points in the entire seat are collected by a flexible pressure sensor matrix distributed throughout the seat, and the actual force distribution map of the seat is constructed by combining the actual pressure values ​​of all seat position points with the three-dimensional model of the seat.

[0046] S204: Based on the actual force distribution map and the target force distribution map, the pressure difference of the map is calculated.

[0047] In one embodiment of this application, based on the actual force distribution map Force distribution map of the target The pressure difference in the graph was calculated. Specifically, it includes: S241: Obtain the actual pressure value at each seat location point in the actual force distribution map.

[0048] In this embodiment, the actual pressure value at each seat position point is acquired by a flexible pressure sensor matrix.

[0049] In this embodiment, the seat position point is denoted as The actual pressure value at the corresponding seat position point is recorded as follows: .

[0050] S242: Obtain the theoretical pressure value at each seat position point in the target force distribution map.

[0051] In this embodiment, the theoretical pressure value at each seat position point is denoted as... .

[0052] S243: Obtain the risk weight factor for each seat position point.

[0053] In this embodiment, the risk weight factor for each seat position is denoted as... .

[0054] Wherein, the risk weighting factor is denoted as This can be determined based on the corresponding body parts. For example, risk weighting factors can be set for the seat position points corresponding to the coccyx, cervical vertebrae, or ischial tuberosities. As the first weight value, set the risk weight factor for the corresponding seat position point of the back muscle area. The second weight value is where the first weight value is greater than the second weight value.

[0055] S244: The pressure difference of the spectrum is calculated based on the actual pressure value, theoretical pressure value and risk weight factor of each seat position point.

[0056] In one embodiment of this application, the pressure difference of the map is calculated based on the actual pressure value, theoretical pressure value, and risk weighting factor at each seat position point, specifically including: Sa, the actual pressure value at each seat position point is subtracted from the theoretical pressure value to obtain the pressure difference value at each seat position point.

[0057] In this embodiment, the pressure difference at the seat position point = - Sb: The pressure difference is squared and then multiplied by the risk weighting factor to obtain the pressure difference at each seat position.

[0058] In this embodiment, the pressure difference at the seat position point = Sc. Sum the pressure differences at all seat positions to obtain the pressure difference graph.

[0059] In this embodiment, the formula for calculating the pressure difference in the spectral data is as follows: In the formula, For the pressure difference in the spectrum; The seat position point; This refers to the seat position points across the entire seating area; Risk weighting factor for seat position points; This represents the actual pressure value at the seat position point; This represents the theoretical pressure value at the seat location.

[0060] S205: If the pressure difference in the spectrum is greater than the preset threshold, the seat is adjusted through the seat execution system and the actual force distribution spectrum is re-acquired and a new pressure difference in the spectrum is calculated until the pressure difference in the adjusted spectrum is lower than the preset threshold.

[0061] In this embodiment, the preset threshold can be set according to requirements.

[0062] Specifically, a strategy for minimizing the spectral pressure difference is output by a large artificial intelligence model. The execution action sequence of the seat execution system is extracted from the strategy for minimizing the spectral pressure difference. Based on the execution action sequence, multiple actuators of the seat execution system are controlled to adjust the seat so as to reduce the spectral pressure difference to less than a preset threshold.

[0063] As described above, by acquiring the physiological parameters of the target user when the target user enters the cabin, and correcting the pre-generated theoretical force distribution map of the human body based on the physiological parameters, a target force distribution map of the target user is obtained; the actual force distribution map of the target user in the seat is collected by a flexible pressure sensor matrix distributed throughout the seat, and the difference between the actual force distribution map and the target force distribution map is calculated to obtain the map pressure difference degree; if the map pressure difference degree is greater than a preset threshold, the seat execution system is controlled to adjust the seat until the map pressure difference degree is lower than the preset threshold and then the seat adjustment is stopped. This embodiment can improve the comfort and health of the user's use of the cabin seat force distribution, thereby improving the purposefulness and accuracy of cabin seat adjustment.

[0064] In one embodiment of this application, before step S205 described above, the following step is further included: When the adjustment command is received from the target user, the seat is adjusted through the seat execution system and the actual force distribution spectrum is re-acquired and the new spectrum pressure difference is calculated so that the adjusted spectrum pressure difference is lower than the preset threshold.

[0065] In this embodiment, receiving the adjustment instruction input by the target user can be receiving the adjustment instruction input by the target user via voice.

[0066] For example, a voice input adjustment command could be "Please adjust my seat posture to the healthiest setting".

[0067] As can be seen from the above description, users can actively trigger the adjustment of the cabin seat based on the pressure difference of the graph, which can improve the user's seat adjustment experience.

[0068] Figure 3 A flowchart illustrating the cockpit seat adjustment control method provided in this application embodiment. Figure 2 In this embodiment, in step S205 above, the seat is adjusted by the seat execution system, and the actual force distribution spectrum is re-acquired and a new spectrum pressure difference is calculated until the adjusted spectrum pressure difference is lower than a preset threshold. Specifically, this includes: S251: Based on the gradient descent strategy that minimizes the difference in map pressure, the sequence of actions to be performed by the seat execution system is determined.

[0069] In this embodiment, the actual force distribution map and the target force distribution map are analyzed by an artificial intelligence large model to obtain a gradient descent strategy that minimizes the difference in pressure between the maps. The gradient descent strategy includes the execution action sequence of the seat execution system.

[0070] The sequence of actions performed by the seat actuator system is a sequence of actions performed on each actuator (support adjustment actuator, seat cushion adjustment actuator, backrest adjustment actuator, and headrest adjustment actuator).

[0071] In this embodiment, the actions performed include, but are not limited to, actuator displacement actions. The actuator displacement actions may include displacement magnitude and / or displacement direction.

[0072] S252: Control each actuator of the seat execution system according to each execution action in the execution action sequence, and re-collect the actual force distribution spectrum after each execution action and calculate the new spectrum pressure difference.

[0073] In this embodiment, the actuators among the support adjustment actuator, seat cushion adjustment actuator, backrest adjustment actuator, and headrest adjustment actuator will be controlled to execute the actions in the action sequence in sequence.

[0074] In this embodiment, following the specific steps of steps S203 and S204 above, the steps of collecting the actual force distribution map and calculating the new map pressure difference are re-executed.

[0075] S253: If the new graph pressure difference is smaller than the graph pressure difference calculated by the previous execution action, then continue to execute the next execution action.

[0076] S254: If the new graph pressure difference is larger than the graph pressure difference calculated by the previous execution action, then revert to the execution action and try a new adjustment direction.

[0077] In this embodiment, a new spectrum pressure difference is obtained after any execution action is completed; if the new spectrum pressure difference is smaller than the spectrum pressure difference calculated by the previous execution action, the next execution action is executed; if the new spectrum pressure difference is larger than the spectrum pressure difference calculated by the previous execution action, the execution action is reversed and a new adjustment direction is tried.

[0078] Among them, trying a new adjustment direction refers to adjusting the displacement magnitude and / or displacement direction of the actuator corresponding to the action.

[0079] S255: Continuously adjust the seat according to the sequence of actions until the pressure difference in the graph is lower than the preset threshold.

[0080] In one embodiment of this application, steps S253 and S254 are repeated until the seat adjustment is stopped when the differential pressure of the graph is lower than a preset threshold.

[0081] In another embodiment of this application, steps S253 and S254 are repeated until the seat adjustment is stopped when the differential pressure in the graph approaches the minimum value.

[0082] In another embodiment of this application, steps S253 and S254 are repeated until the seat adjustment is stopped when the target user intervenes. The target user's intervention can be triggered by the target user manually adjusting the seat.

[0083] As can be seen from the above description, by using a gradient descent strategy that minimizes the difference in spectral pressure, the sequence of actions of the seat actuator system is determined, and each actuator of the seat actuator system is controlled according to the control method that minimizes the difference in spectral pressure based on the sequence of actions, thus achieving precise control of closed-loop feedback that minimizes the difference in spectral pressure.

[0084] In one embodiment of this application, after step S204 described above, the following may also be included: S301: Generate a force distribution heat map based on the actual force distribution pattern of the target user in the seat.

[0085] In this embodiment, based on the actual force distribution map, the area where the target user experiences excessive force in the seat is displayed in a first color, the area requiring support is displayed in a second color, and the area with normal force is displayed in a third color, so as to generate a force distribution heat map.

[0086] For example, in the stress distribution heatmap, areas with excessive stress are shown in red, areas requiring support are shown in blue, and areas with normal stress are shown in green.

[0087] S302: Display the stress distribution heat map and the pressure difference in the graph on the vehicle's display screen.

[0088] In this embodiment, the stress distribution heat map and the pressure difference graph are transmitted to the vehicle's infotainment system, which then displays them on the vehicle's display screen. The vehicle's display screen can be the central control screen or another display screen within the vehicle.

[0089] As described above, by displaying the stress distribution heat map and the pressure difference in the graph on the vehicle's display screen, users can use it as a guide when making manual adjustments, thus improving the user experience of seat adjustment.

[0090] In one embodiment of this application, after step S302 described above, the method further includes: S303: In the stress distribution heat map, display a preset prompt for areas of excessive pressure or areas requiring support for the target user.

[0091] In this embodiment, areas with excessive pressure or requiring support can be indicated using colored overlay outlines or dynamic arrows.

[0092] As can be seen from the above description, by highlighting areas with excessive pressure or areas requiring support in the stress distribution heat map, users can be intuitively and visually guided to make manual fine adjustments to the seat.

[0093] In one embodiment of this application, in step S205 above, when adjusting the seat through the seat actuator system, the adjustment parameters of each seat actuator system are controlled to meet preset safety constraints.

[0094] In this embodiment, the adjustment parameters of each seat actuator system meeting the preset safety constraints mean that the adjustment parameters of multiple actuators (lumbar support adjustment actuator, seat cushion adjustment actuator, backrest adjustment actuator, and headrest adjustment actuator) cannot exceed preset parameter thresholds. These adjustment parameters include, but are not limited to, adjustment frequency and adjustment amplitude. The preset parameter thresholds are set based on the principle of not affecting the user's safety control of the vehicle.

[0095] As can be seen from the above description, by controlling the adjustment parameters of each seat actuator to meet preset safety constraints, it is ensured that the user's driving safety will not be affected during seat adjustment.

[0096] Exemplary device Figure 4 This is a schematic diagram of the cockpit seat adjustment control device provided in an embodiment of this application. Figure 4As shown, the cockpit seat adjustment control device, applied to the controller, includes: a first acquisition module 401, a correction module 402, a data acquisition module 403, a calculation module 404, and an adjustment module 405.

[0097] The first acquisition module 401 is used to acquire the physiological parameters of the target user when the target user is detected to have entered the seat.

[0098] The correction module 402 is used to correct the pre-generated theoretical force distribution map of the human body according to the physiological parameters, so as to obtain the target force distribution map of the target user.

[0099] The acquisition module 403 is used to acquire the actual force distribution map of the target user in the seat through the seat sensing system, wherein the seat sensing system includes a flexible pressure sensor matrix distributed throughout the seat.

[0100] The calculation module 404 is used to calculate the pressure difference of the force distribution map based on the actual force distribution map and the target force distribution map.

[0101] The adjustment module 405 is used to adjust the seat through the seat execution system and re-acquire the actual force distribution map and calculate the new map pressure difference if the pressure difference of the map is greater than a preset threshold, until the adjusted map pressure difference is lower than the preset threshold.

[0102] In one or more embodiments of this application, the calculation module 404 is specifically used to: obtain the actual pressure value of each seat position point in the actual force distribution map; obtain the theoretical pressure value of each seat position point in the target force distribution map; obtain the risk weight factor of each seat position point; and calculate the map pressure difference degree based on the actual pressure value, theoretical pressure value and risk weight factor of each seat position point.

[0103] In one or more embodiments of this application, the calculation module 404 is specifically used to: subtract the actual pressure value from the theoretical pressure value at each seat position point to obtain the pressure difference value at each seat position point; square the pressure difference value and multiply it by the risk weight factor to obtain the pressure difference degree at each seat position point; sum the pressure difference degrees at all seat position points to obtain the spectrum pressure difference degree.

[0104] In one or more embodiments of this application, the adjustment module 405 is further configured to: when receiving an adjustment instruction input by a target user, adjust the seat through the seat execution system and re-acquire the actual force distribution spectrum and calculate a new spectrum pressure difference, so that the adjusted spectrum pressure difference is lower than a preset threshold.

[0105] In one or more embodiments of this application, the adjustment module 405 is specifically configured to: determine the sequence of execution actions of the seat execution system based on a gradient descent strategy that minimizes the pressure difference in the spectrum; control each actuator of the seat execution system according to each execution action in the sequence of execution actions, and re-acquire the actual force distribution spectrum after each execution action and calculate a new spectrum pressure difference; if the new spectrum pressure difference is smaller than the spectrum pressure difference calculated in the previous execution action, then continue to execute the next execution action; if the new spectrum pressure difference is larger than the spectrum pressure difference calculated in the previous execution action, then revert to the executed execution action and try a new adjustment direction; continuously adjust the seat according to the sequence of execution actions until the spectrum pressure difference is lower than a preset threshold.

[0106] In one or more embodiments of this application, the device further includes: a display module, configured to generate a force distribution heat map based on the actual force distribution pattern of the target user in the seat; and to display the force distribution heat map and the pressure difference of the pattern on a display screen of the vehicle.

[0107] In one or more embodiments of this application, the display module is further configured to: display a preset prompt in the stress distribution heat map for areas of excessive pressure or areas requiring support for the target user.

[0108] In one or more embodiments of this application, the adjustment module 405 is further configured to: control the adjustment parameters of each seat execution system to meet preset safety constraints when adjusting the seat through the seat execution system.

[0109] The apparatus provided in this application embodiment can be used to execute the technical solutions of the above method embodiments. Its implementation principle and technical effect are similar, and will not be repeated here.

[0110] Exemplary devices and vehicles Figure 5 This is a schematic diagram of the hardware structure of the control device provided in an embodiment of this application. Figure 5 As shown, the control device in this embodiment includes a processor 501 and a memory 502.

[0111] The memory 502 stores computer-executed instructions; the processor 501 executes the computer-executed instructions stored in the memory to implement the various steps performed by the control device in the above embodiments. For details, please refer to the relevant descriptions in the foregoing method embodiments.

[0112] Alternatively, the memory 502 can be either standalone or integrated with the processor 501.

[0113] When the memory 502 is set up independently, the control device also includes a bus 503 for connecting the memory 502 and the processor 501.

[0114] This application also provides a vehicle, which includes a vehicle body and a cabin seat, wherein the controller of the cabin seat is used to execute the above-described cabin seat adjustment control method.

[0115] Exemplary media and products This application embodiment also provides a computer storage medium storing computer execution instructions. When the processor executes the computer execution instructions, the above-described cockpit seat adjustment control method is implemented.

[0116] This application also provides a computer program product, including a computer program, which, when executed by a processor, implements the above-described cockpit seat adjustment control method.

[0117] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0118] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to implement the solution of this embodiment according to actual needs.

[0119] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing unit, or each module can exist physically separately, or two or more modules can be integrated into one unit. The unit composed of the above modules can be implemented in hardware or in the form of hardware plus software functional units.

[0120] The integrated modules described above, implemented as software functional modules, can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods of the various embodiments of this application.

[0121] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly manifested as execution by a hardware processor, or execution by a combination of hardware and software modules within the processor.

[0122] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage device, and may also be a USB flash drive, external hard drive, read-only memory, disk or optical disc, etc.

[0123] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0124] The aforementioned storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0125] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. The processor and storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and storage medium can exist as discrete components in a control device or host device.

[0126] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0127] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A cockpit seat adjustment control method, characterized in that, include: When a target user is detected entering a seat, the physiological parameters of the target user are acquired; The pre-generated theoretical force distribution map of the human body is corrected based on the physiological parameters to obtain the target force distribution map of the target user; The actual force distribution map of the target user in the seat is collected by the seat sensing system, wherein the seat sensing system includes a flexible pressure sensor matrix distributed throughout the seat. Based on the actual force distribution map and the target force distribution map, the pressure difference between the maps is calculated. If the pressure difference in the spectrum is greater than a preset threshold, the seat is adjusted by the seat execution system and the actual force distribution spectrum is re-acquired and a new pressure difference in the spectrum is calculated until the pressure difference in the adjusted spectrum is lower than the preset threshold.

2. The method according to claim 1, characterized in that, The calculation of the pressure difference based on the actual force distribution map and the target force distribution map includes: Obtain the actual pressure value at each seat location point in the actual force distribution map; Obtain the theoretical pressure value at each seat position point in the target force distribution map; Obtain the risk weight factor for each seat position point; The pressure difference in the map is calculated based on the actual pressure value, theoretical pressure value, and risk weighting factor at each seat position.

3. The method according to claim 2, characterized in that, The pressure difference in the graph is calculated based on the actual pressure value, theoretical pressure value, and risk weighting factor at each seat position point, including: The pressure difference at each seat position is obtained by subtracting the actual pressure value from the theoretical pressure value. The pressure difference is squared and then multiplied by the risk weighting factor to obtain the pressure difference at each seat position point. The pressure difference at all seat positions is summed to obtain the pressure difference in the graph.

4. The method according to claim 1, characterized in that, Also includes: When the adjustment command is received from the target user, the seat is adjusted through the seat execution system and the actual force distribution spectrum is re-acquired and the new spectrum pressure difference is calculated so that the adjusted spectrum pressure difference is lower than the preset threshold.

5. The method according to claim 1, characterized in that, The step of adjusting the seat through the seat execution system, re-collecting the actual force distribution spectrum, and calculating the new spectrum pressure difference to ensure that the adjusted spectrum pressure difference is lower than a preset threshold includes: The sequence of actions of the seat execution system is determined based on a gradient descent strategy that minimizes the difference in map pressure. Control each actuator of the seat execution system according to each execution action in the execution action sequence, and re-collect the actual force distribution spectrum after each execution action and calculate the new spectrum pressure difference degree; If the new spectrum pressure difference is smaller than the spectrum pressure difference calculated in the previous execution action, then the next execution action continues. If the new spectrum pressure difference is larger than the spectrum pressure difference calculated by the previous execution action, then the execution action is reversed and a new adjustment direction is tried. The seat is continuously adjusted according to the sequence of actions until the pressure difference in the graph is lower than a preset threshold.

6. The method according to any one of claims 1 to 5, characterized in that, After calculating the pressure difference based on the actual force distribution map and the target force distribution map, the method further includes: Based on the actual force distribution pattern of the target user in the seat, a force distribution heat map is generated; The stress distribution heat map and the pressure difference of the graph are displayed on the vehicle's screen.

7. The method according to claim 6, characterized in that, After displaying the stress distribution thermogram and the pressure difference in the graph on the vehicle's display screen, the method further includes: The stress distribution heat map displays a preset message indicating areas of excessive pressure or areas requiring support for the target user.

8. The method according to any one of claims 1 to 5, characterized in that, When adjusting the seat via the seat actuator system, the adjustment parameters of each seat actuator system are controlled to meet preset safety constraints.

9. The method according to any one of claims 1 to 5, characterized in that, The seat sensing system also includes biosensors; Accordingly, obtaining the physiological parameters of the target user includes: The physiological parameters of the target user are collected using biosensors inside the vehicle.

10. A cockpit seat adjustment system, characterized in that, include: A seat sensing system, a seat execution system, and a control device, wherein the control device is used to execute the cabin seat adjustment control method according to any one of claims 1 to 9.

11. A control device, characterized in that, include: At least one processor; The system also includes a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to cause the at least one processor to perform the cabin seat adjustment control method according to any one of claims 1 to 9.

12. A computer storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the cockpit seat adjustment control method as described in any one of claims 1 to 9.

13. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the cockpit seat adjustment control method as described in any one of claims 1 to 9.

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