Car seat control methods and cars

Abstract

This application provides a method for controlling a car seat and a car, comprising: in response to an activation command of a pregnant woman-specific mode, collecting state data corresponding to a target pregnant occupant; determining a seat adjustment strategy for the target pregnant occupant based on the state data; and adjusting at least one of the support state, restraint state, and temperature control state of the vehicle seat according to the seat adjustment strategy. In this method, by collecting state data corresponding to the target pregnant occupant and determining a seat adjustment strategy based on the state data, at least one of the support state, restraint state, and temperature control state of the vehicle seat can be specifically adjusted, thereby achieving adaptive seat control for pregnant occupants and improving the comfort and safety of pregnant occupants during riding.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a method for controlling an automotive seat and an automotive vehicle. Background Technology

[0002] With the development of intelligent cockpit technology in automobiles, car seats have gradually acquired functions such as electric adjustment, heating, and ventilation. For pregnant passengers, due to significant differences in body shape, sitting posture, physiological state, and temperature sensitivity at different stages of pregnancy, traditional seats designed for ordinary passengers can no longer meet the special needs of pregnant passengers in terms of comfort and safety.

[0003] In existing technologies, car seats typically employ fixed-mode adjustment, manual adjustment, or partial adjustment based on a single signal, such as adjusting only the seat angle, lumbar support, heating, or ventilation functions. Existing technologies struggle to integrate real-time data on the pregnant occupant's condition to coordinate and adaptively adjust the seat's support, restraint, and temperature control states. Furthermore, they are ill-suited for timely adjustments to seat control strategies in response to changes in vehicle operating conditions or abnormal physiological states of the pregnant occupant.

[0004] In summary, existing car seats cannot intelligently and specifically adjust their support, restraint, and temperature control based on real-time data of pregnant occupants, resulting in an inability to effectively guarantee the comfort and safety of pregnant women during car rides. Summary of the Invention

[0005] In view of this, the purpose of this application is to provide a car seat control method and a car, which collects the state data corresponding to the target pregnant passenger and determines the seat adjustment strategy based on the state data. It can make targeted adjustments to at least one of the support state, restraint state and temperature control state of the vehicle seat, thereby realizing adaptive control of the seat for pregnant passengers and improving the comfort and safety of pregnant passengers during the riding process.

[0006] In a first aspect, the present invention provides a method for controlling an automobile seat, comprising: In response to the activation command of the pregnant woman-specific mode, the system collects the status data of the target pregnant passenger.

[0007] Determine seat adjustment strategies for target pregnant occupants based on state data.

[0008] The vehicle seat is adjusted according to at least one of the following: support status, restraint status, and temperature control status, based on the seat adjustment strategy.

[0009] In an optional implementation, the step of determining the seat adjustment strategy for the target pregnant occupant based on state data includes: Feature parameters corresponding to the current riding status of the target pregnant passenger are extracted based on the status data.

[0010] Determine at least one of the support adjustment parameters, constraint adjustment parameters, and temperature control adjustment parameters based on the characteristic parameters.

[0011] A seat adjustment strategy is generated based on at least one of the support adjustment parameters, constraint adjustment parameters, and temperature control adjustment parameters.

[0012] In an optional implementation, the state data includes seat pressure distribution data; the step of determining the support adjustment parameters based on the characteristic parameters includes: The pressure concentration area corresponding to the target pregnant occupant is determined based on seat pressure distribution data.

[0013] Based on the location and intensity of the pressure concentration area, determine at least one of the following: lumbar support adjustment, side wing support adjustment, and seat cushion support adjustment.

[0014] Use at least one of the determined lumbar support adjustment amount, side wing support adjustment amount, and seat cushion support adjustment amount as the support adjustment parameter.

[0015] In an optional implementation, the state data includes physiological monitoring data; the step of determining the constraint adjustment parameters based on the characteristic parameters includes: The target physiological state of the target pregnant passenger is determined based on the physiological parameters corresponding to the physiological monitoring data.

[0016] The target constraint level is determined based on the target's physiological state.

[0017] The seat belt height position and seat belt restraint force are determined based on the target constraint level.

[0018] The determined seat belt height position and / or seat belt restraint force are used as restraint adjustment parameters.

[0019] In an optional implementation, the state data includes body surface temperature data; the step of determining the temperature control adjustment parameters based on the characteristic parameters includes: Determine the seat area that requires temperature control based on body surface temperature data.

[0020] Determine the target temperature control parameters based on the seating area.

[0021] Use the target temperature control parameter as the temperature control adjustment parameter.

[0022] In an optional implementation, the step of adjusting at least one of the support state, restraint state, and temperature control state of the vehicle seat according to the seat adjustment strategy includes: The support actuator is controlled according to the seat adjustment strategy to adjust the support state of the vehicle seat; the support state includes at least one of lumbar support state, side wing support state and seat cushion support state.

[0023] The constraint actuator is controlled according to the seat adjustment strategy to adjust the constraint state of the vehicle seat; the constraint state includes at least one of seat belt height position and seat belt restraint force.

[0024] The temperature control actuator is controlled according to the seat adjustment strategy to adjust the temperature control status of the vehicle seat; the temperature control status includes at least one corresponding heating or ventilation status of the seat cushion and backrest of the vehicle seat.

[0025] In an optional implementation, the support state includes a flank support state; the method further includes: Collect vehicle operation data and determine whether the vehicle is turning based on the data.

[0026] When it is determined that the vehicle is turning, the control support actuator increases the side wing support of the vehicle seat.

[0027] Once it is determined that the vehicle has exited the turning state, the control support actuator lowers the side support state or restores it to the support state before adjustment.

[0028] In an optional implementation, the status data includes physiological monitoring data; the method further includes: The health risk status of the target pregnant passenger is determined based on the signal characteristics corresponding to the physiological monitoring data.

[0029] When the health risk status meets the preset warning conditions, the corresponding risk warning information is output.

[0030] Adjust the support of the vehicle seats according to the health risk status.

[0031] In an optional implementation, the method further includes: Record historical status data and historical adjustment data of the target pregnant passengers during the use of the pregnant woman-specific mode.

[0032] The seat adjustment strategy is updated based on historical status data and historical adjustment data.

[0033] When responding to the command to activate the pregnant woman-only mode again, at least one of the vehicle seat's support, restraint, and temperature control states is adjusted based on the updated seat adjustment strategy.

[0034] In a second aspect, the present invention provides an automobile, including a controller and an automobile seat connected in communication; the controller is used to execute the automobile seat control method of any of the foregoing embodiments.

[0035] The car seat includes at least one of a physiological monitoring unit, a pressure acquisition unit, and a temperature acquisition unit.

[0036] This application provides a car seat control method and a car. By responding to an activation command for a pregnant woman-specific mode, it collects state data corresponding to the target pregnant passenger and determines a seat adjustment strategy based on the state data. This allows for the adjustment of at least one of the support, restraint, and temperature control states of the vehicle seat. This enables adaptive control of the seat for pregnant passengers, freeing the seat adjustment process from being limited to fixed modes or single-function adjustments. Instead, it allows for targeted matching based on the actual state of the pregnant passenger, thereby improving the accuracy and personalization of seat adjustment. Simultaneously, it enables coordinated adjustment between support, restraint, and temperature control, achieving a better balance between comfort and safety in the car seat, thus improving the comfort, stability, and safety of pregnant passengers during travel.

[0037] Other features and advantages of this application will be set forth in the following description and will be apparent in part from the description or may be learned by practicing the application. The objectives and other advantages of this application are realized and obtained through the structures particularly pointed out in the description, claims and drawings.

[0038] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0040] Figure 1 A flowchart of a car seat control method provided in an embodiment of this application; Figure 2 A flowchart illustrating the seat adjustment strategy determination method provided in this application embodiment; Figure 3 A flowchart illustrating the method for determining support adjustment parameters provided in this application embodiment; Figure 4 A flowchart of the constraint adjustment parameter determination method provided in the embodiments of this application; Figure 5 Flowchart of the method for determining temperature control adjustment parameters provided in the embodiments of this application; Figure 6 This is a flowchart of a vehicle seat adjustment method provided in an embodiment of this application; Figure 7 This is a schematic diagram of a car structure provided for an embodiment of this application.

[0041] Icons: 1-Controller; 2-Car seat; 21-Physiological monitoring unit; 22-Pressure acquisition unit; 23-Temperature acquisition unit. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions 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, 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.

[0043] To help those skilled in the art better understand this application, a brief introduction to its application scenarios and design concepts is provided.

[0044] In existing technologies, the adjustment functions of car seats are mostly designed for ordinary passengers, typically offering only single functions such as seat angle adjustment, lumbar support adjustment, heating, and ventilation, or using preset gears for fixed mode control. There is a lack of dedicated adjustment mechanisms for pregnant passengers. Because pregnant women experience significant changes in body shape, posture, abdominal pressure sensitivity, increased temperature sensitivity, and fluctuating physiological states at different stages of pregnancy, existing technologies struggle to coordinate and adaptively adjust seat support, safety restraint, and temperature control based on the real-time status of pregnant passengers. This can easily lead to problems such as mismatched seat support, concentrated localized pressure, inadequate seatbelt restraint, and inaccurate localized temperature control. Furthermore, existing technologies often fail to incorporate changes in vehicle operating conditions and physiological monitoring results of pregnant passengers into the seat control process, making it difficult to respond promptly to dynamic driving scenarios such as cornering and changes in health risks. This limits improvements in the comfort, safety, and personalized experience of car seats.

[0045] Based on this, this application provides a car seat control method and a car. By collecting state data corresponding to a target pregnant passenger, a seat adjustment strategy is determined based on the state data, and at least one of the support state, restraint state, and temperature control state of the vehicle seat is adjusted, thereby achieving adaptive control of the seat according to the actual state of the pregnant passenger. This solution allows seat adjustment to move beyond fixed modes and instead be tailored to the pregnant passenger's sitting state, physiological state, and temperature control needs, achieving coordinated adjustment of support, restraint, and temperature control, thus improving the accuracy and personalization of seat adjustment. Furthermore, it can dynamically adjust seat control based on vehicle operating status and health risk status, thereby improving the comfort, stability, and safety of the pregnant passenger during the riding process.

[0046] To facilitate understanding of this embodiment, the embodiments of this application will be described in detail below.

[0047] This application provides a method for controlling a car seat, applicable to vehicles equipped with a special mode for pregnant women. The vehicle can be a passenger car, a new energy vehicle, a smart connected vehicle, or other vehicles with intelligent seat adjustment capabilities. The car seat can be the front passenger seat, the rear seat, or other seats in the vehicle designed for pregnant passengers.

[0048] Reference Figure 1 The vehicle seat control method provided in this application includes the following steps S101-S103.

[0049] Step S101: In response to the activation command of the pregnant woman exclusive mode, collect the status data corresponding to the target pregnant passenger.

[0050] Here, the activation command for the pregnant woman-only mode can come from the vehicle's infotainment system interface, physical buttons, voice interaction, remote control via mobile device, automatic triggering from a preset user profile, or automatic triggering from seat detection logic. Vehicle interface operation includes, for example, the user clicking the pregnant woman-only mode entry on the central control screen. Physical button operation includes, for example, the user activating the pregnant woman-only mode via the buttons on the side of the seat or the control buttons on the armrest. Voice interaction includes, for example, the user issuing voice commands such as "activate pregnant woman mode" or "start adjusting the pregnant woman seat." Remote control via mobile device includes, for example, the user pre-setting the use of the pregnant woman-only mode for this trip via a mobile application. Automatic triggering from a preset user profile occurs when the vehicle recognizes that the current occupant's account is pre-linked with the pregnant occupant's identity information. Automatic triggering from seat detection logic occurs when the system automatically recommends or automatically activates the pregnant woman-only mode based on the occupant's historical usage records, current seat occupancy status, and Bluetooth device pairing results.

[0051] In one embodiment, the target pregnant passenger can be determined through one or more methods. The vehicle can determine the target pregnant passenger based on user account information, owner preset information, mobile terminal binding information, manually entered gestational age information, or passenger identification results. Alternatively, the vehicle can make a joint judgment based on pressure distribution characteristics, seating area location, historical adjustment preferences, and terminal authentication results to determine that the occupant currently in the seat is the target pregnant passenger. The target pregnant passenger can be located in the front passenger seat, the rear right seat, or other preset suitable seating positions.

[0052] In one embodiment, status data is used to characterize the current status information of the target pregnant passenger related to seat adjustment. Status data may include one type of data or a combination of multiple types. Status data may include at least one of seat pressure distribution data, physiological monitoring data, and body surface temperature data. In addition to the above data, status data may also include information on the target pregnant passenger's pregnancy stage, body type, historical adjustment data, historical physiological data, user manual adjustment records, ambient temperature data, frequency of posture changes, or other data that can reflect the target pregnant passenger's current seating status.

[0053] In one embodiment, seat pressure distribution data is used to reflect the force state of the target pregnant occupant in the contact area with the car seat. A pressure acquisition unit can be installed inside the car seat. This unit may include a flexible pressure array, a piezoresistive pressure sensor, a capacitive pressure sensor, a piezoelectric pressure sensor, or other pressure detection structures suitable for placement in the seat cushion and backrest. The pressure acquisition unit can be located inside the seat cushion, inside the backrest, below the seat cushion surface, below the backrest surface, or inside the leg rest area. The pressure acquisition unit can collect pressure values ​​corresponding to multiple sampling points and form a two-dimensional or three-dimensional pressure distribution matrix. Based on the pressure distribution matrix, the pressure magnitude and contact distribution of the target pregnant occupant in different areas such as the left hip area, right hip area, front thigh area, waist area, and back area can be obtained. Furthermore, the system can extract data such as center of gravity position, pressure peak, contact area, average pressure, pressure gradient, pressure concentration area, pressure migration direction, and posture stability parameters from the pressure distribution matrix for subsequent strategy generation.

[0054] In one embodiment, physiological monitoring data is used to reflect the current physiological activity or health-related status of the target pregnant passenger. The physiological monitoring data can be collected by a physiological monitoring unit. This unit may include millimeter-wave radar, a vital signs detection module, a micro-motion detection module, a respiration detection module, a heart rate detection module, or other devices suitable for non-contact or contact monitoring. The millimeter-wave radar can be positioned behind the seat, on the side of the seat, in the center console area, or at other locations within the vehicle facing the abdomen of the target pregnant passenger to collect micro-motion information in the abdominal region. The physiological monitoring data may include respiration-related data, heart rate-related data, fetal heart rate-related data, uterine contraction-related data, rhythm fluctuation data, or other physiological parameters calculated from the raw micro-motion signals. In one embodiment, the raw composite signal can be acquired first, and then processed through methods such as filtering, frequency band separation, time-frequency analysis, feature enhancement, blind source separation, correlation analysis, or machine learning recognition to extract physiological parameters characterizing the current physiological state of the target pregnant passenger. Physiological parameters may include respiratory rate, heart rate, fetal heart rate, uterine contraction frequency, uterine contraction intensity, heart rate variability, fetal movement frequency, or other data that can reflect the current physical condition of the target pregnant occupant.

[0055] In one embodiment, body surface temperature data is used to reflect the current temperature distribution in different areas of the target pregnant passenger's body. The temperature acquisition unit may include an infrared thermal imager, an infrared temperature sensor, a distributed temperature detection film, a thermocouple sensor, or other non-contact or contact temperature detection devices. The temperature acquisition unit may be located on the side of the seat, under the seat, inside the door, in the center console area, or other locations capable of detecting the temperature distribution of the target pregnant passenger's lower limbs, back, buttocks, or legs. Body surface temperature data may include thigh temperature, calf temperature, lower back temperature, left-right temperature difference, front-back temperature difference, temperature change trends, or other data reflecting local thermal status. The system can determine whether the target pregnant passenger has localized low temperature, insufficient local heat dissipation, abnormal left-right temperature differences, or other temperature-related conditions based on the body surface temperature data.

[0056] In one embodiment, vehicle operation data is used to reflect the current driving status of the vehicle. Vehicle operation data can be provided by a vehicle bus system, inertial sensors, acceleration sensors, steering wheel angle sensors, vehicle speed sensors, stability systems, or other onboard detection modules. Vehicle operation data may include vehicle speed, lateral acceleration, longitudinal acceleration, vehicle turning status, braking status, acceleration status, road gradient, road vibration level, or other data related to vehicle dynamic conditions.

[0057] In one embodiment, after real-time acquisition of status data, the process may further include preprocessing the status data. Preprocessing methods may include noise reduction, normalization, feature enhancement, outlier removal, temporal alignment, data fusion, or missing data compensation.

[0058] Step S102: Determine the seat adjustment strategy for the target pregnant passenger based on the status data.

[0059] Here, seat adjustment strategies are used to characterize the adjustment scheme generated for the current state of the target pregnant occupant. Seat adjustment strategies may include one of the following: support adjustment strategy, restraint adjustment strategy, and temperature control adjustment strategy, or a combination of two or three of these strategies. Support adjustment strategies can be used to adjust the lumbar support state, side wing support state, seat cushion support state, backrest tilt state, leg support state, or other states related to seating support. Restraint adjustment strategies can be used to adjust the seat belt height position, seat belt restraint force, seat belt fit position, or other states related to safety restraint. Temperature control adjustment strategies can be used to adjust the heating state, ventilation state, heating intensity, ventilation intensity, and adjustment duration of the seat cushion area, backrest area, leg rest area, or other localized areas.

[0060] In one implementation, feature parameters corresponding to the current seating state of the target pregnant passenger are first extracted based on state data. For seat pressure distribution data, parameters such as pressure concentration area, local pressure peak, contact area, left-right pressure difference, front-back pressure difference, center of gravity shift, posture stability, or fatigue risk parameters can be extracted. For physiological monitoring data, parameters such as heart rate, respiration, fetal heart rate, uterine contraction, trend fluctuation, or risk features obtained from a combination of multiple physiological parameters can be extracted. For body surface temperature data, parameters such as temperature difference, local overheating, local undercooling, regional heat distribution center, heat distribution change trend, or blood circulation-related parameters can be extracted.

[0061] In some implementations, a rule-matching approach can be used to determine the seat adjustment strategy. This rule-matching approach may include: increasing lumbar support adjustment when the pressure concentration area is located in the lumbar region and the peak pressure exceeds a preset value; strengthening side wing support on one or both sides when the pressure is uneven between the left and right sides; activating heating in the corresponding area when body surface temperature data indicates that the lower limb area temperature is low; and adjusting the seat belt height and restraint force when physiological monitoring data indicates that the target pregnant occupant's current physiological state corresponds to a higher restraint requirement.

[0062] In one implementation, a model-based calculation method can be used to determine the seat adjustment strategy. The model can be a linear model, a nonlinear model, a machine learning model, a deep learning model, an optimization model, or a multi-objective decision model. The model input can be feature parameters corresponding to multiple state data points, and the model output can be parameters such as lumbar support adjustment amount, side wing support adjustment amount, seat cushion support adjustment amount, seat belt height position, seat belt restraint force, target temperature control zone, target temperature control intensity, and adjustment duration. The model can be trained using historical samples or continuously updated through online learning.

[0063] In one embodiment, the support adjustment parameters can be generated based on the pressure concentration areas of the target pregnant occupant. At least one of the following—lumbar support adjustment, side support adjustment, and seat cushion support adjustment—can be determined based on the location and intensity of the pressure concentration areas. For example, when the target pregnant occupant experiences significant pressure concentration in the lumbosacral region, the lumbar support adjustment can be increased to distribute the pressure on the lower back area. When the pressure on one side of the target pregnant occupant's torso is higher than on the other side, the side support adjustment on the corresponding side or both sides can be increased to improve support and stability. When the pressure on the front of the target pregnant occupant's thighs is too high or the pressure is concentrated at the front edge of the seat cushion, the seat cushion support adjustment, seat cushion length, or leg rest height can be adjusted to improve support comfort in the thigh area.

[0064] In one embodiment, the constraint adjustment parameters can be generated based on the physiological parameters corresponding to the physiological monitoring data. The target physiological state of the pregnant passenger can be determined based on the physiological parameters corresponding to the physiological monitoring data. The target physiological state can be a normal state, a sensitive state, a risk-enhanced state, a fatigued state, or other state levels defined according to business needs. The target constraint level can be further determined based on the target physiological state. The target constraint level can be used to characterize the target intensity or target position of the current seatbelt adjustment. For example, when the pregnant passenger's abdominal sensitivity is high, posture changes are significant, or physiological parameters indicate a need to reduce abdominal pressure, the seatbelt height can be raised and the seatbelt constraint force reduced; when the vehicle operation risk is high or the pregnant passenger's stability requirements are high, the seatbelt fit and constraint level can be appropriately increased while ensuring comfort. The target constraint level can be determined not only by physiological monitoring data alone, but also by a combination of physiological monitoring data and vehicle operation data.

[0065] In one embodiment, the temperature control parameters can be generated based on body surface temperature data. The seat area requiring temperature control can be determined based on the body surface temperature data. The seat area requiring temperature control can be the seat cushion area, backrest area, front seat cushion area, lower backrest area, or other locations corresponding to specific body surface areas of the target pregnant occupant. Target temperature control parameters can be further determined based on the seat area. Target temperature control parameters may include heating or ventilation mode, target temperature level, target airflow level, temperature control activation duration, heating or cooling rate, or other parameters related to local thermal comfort. For example, when the body surface temperature of the target pregnant occupant's lower limb area is low or there is a large temperature difference between the left and right sides, the corresponding seat cushion area or backrest area can be set as the seat area requiring temperature control, and the corresponding local heating parameters can be determined. As another example, when the target pregnant occupant's back area has a high heat dissipation requirement, the backrest area ventilation can be activated and the ventilation level increased.

[0066] In one embodiment, the seat adjustment strategy can also be modified based on the pregnant occupant's pregnancy stage and body type information. Pregnancy stage information can be early pregnancy, mid-pregnancy, and late pregnancy. Body type information can be abdominal circumference, sitting height, weight range, hip-to-leg ratio, or other information used to differentiate between individuals. In early pregnancy, a relatively light lumbar support and standard seatbelt restraint strategy can be used. In mid-pregnancy, lumbar support can be increased and seatbelt height optimized. In late pregnancy, lumbar support and side wing support can be further increased, and the restraint intensity corresponding to the abdomen can be reduced. Body type and pregnancy stage information can be obtained through manual input, historical data retrieval, image recognition, pressure distribution estimation, or other methods. By incorporating pregnancy stage and body type information, the seat adjustment strategy can be made more suitable for the individual characteristics of the pregnant occupant.

[0067] In one embodiment, the process may further include evaluating and screening multiple candidate adjustment strategies. These strategies can be scored based on comfort, safety, stability, energy consumption, or user preference indicators. The highest-scoring adjustment strategy can be output as the final seat adjustment strategy. Candidate adjustment strategies can be generated using heuristic search, optimization algorithms, or fast matching methods based on historical experience. Evaluating multiple candidate adjustment strategies can improve the rationality and adaptability of the adjustment results.

[0068] Step S103: Adjust at least one of the support state, restraint state, and temperature control state of the vehicle seat according to the seat adjustment strategy.

[0069] Here, the adjustment of the support state can be accomplished by a support actuator. The support actuator may include an airbag inflation / deflation mechanism, an electric push rod mechanism, a motor drive mechanism, an electromagnetic actuation mechanism, an elastic support adjustment mechanism, or other actuators capable of changing the seat support shape. The support actuator can be located on the backrest, seat cushion, side wings, leg rest, or other support parts. Depending on the seat adjustment strategy, the support actuator can adjust at least one of the lumbar support state, side wing support state, and seat cushion support state. Adjustment of the lumbar support state can manifest as increasing the lumbar support bulge, decreasing the lumbar support retraction, or adjusting the support angle. Adjustment of the side wing support state can manifest as increasing or decreasing the side wing coverage. Adjustment of the seat cushion support state can manifest as increasing local support of the seat cushion, adjusting the front edge height, adjusting the seat cushion length, or changing the leg support state. By adjusting the support state, the local force distribution of the target pregnant occupant can be improved, enhancing seating stability and comfort.

[0070] In one embodiment, the adjustment of the restraint state can be accomplished by a restraint actuator. The restraint actuator may include a seatbelt height adjustment mechanism, a seatbelt tension adjustment mechanism, a retractor control mechanism, a guide ring position adjustment mechanism, or other structures related to seatbelt position and tension control. Depending on the seat adjustment strategy, the restraint actuator can adjust at least one of the seatbelt height position and seatbelt restraint force. Adjustment of the seatbelt height position can manifest as adjustment of the anchor point position on the seatbelt, adjustment of the shoulder strap fit position, or adjustment of the guide point position. Adjustment of the seatbelt restraint force can manifest as an increase in tension, a decrease in tension, or progressive tension control at different stages. By adjusting the restraint state, while ensuring safe restraint capabilities, uncomfortable pressure on the abdominal area of ​​the target pregnant passenger can be reduced, improving the balance between riding safety and comfort.

[0071] In one embodiment, the temperature control state can be adjusted by a temperature control actuator. The temperature control actuator may include a heating film, a graphene heating component, a ventilation fan, an air duct adjustment structure, a heat exchange module, or other components related to thermal management. Depending on the seat adjustment strategy, the temperature control actuator can adjust the heating or ventilation state of at least one corresponding area in the seat cushion and backrest. Adjusting the temperature control state can manifest as activating local heating, deactivating local heating, activating local ventilation, adjusting heating power, adjusting airflow level, or adjusting the temperature control duration. By independently controlling different seat areas, the differentiated local thermal comfort needs of the target pregnant passenger can be met.

[0072] In one implementation, the adjustment may include only the support state, only the restraint state, or only the temperature control state, or it may include simultaneously adjusting two or three of the support, restraint, and temperature control states. The specific combination of adjustments can be determined based on the current state data and strategy evaluation results. For example, when the target pregnant passenger mainly exhibits concentrated pressure in the lower back area, the support state can be adjusted as the main focus; when the target pregnant passenger mainly exhibits localized temperature abnormalities, the temperature control state can be adjusted as the main focus; when the target pregnant passenger simultaneously exhibits postural instability and abdominal sensitivity, both the support and restraint states can be adjusted simultaneously.

[0073] In one embodiment, the support status may be dynamically adjusted based on vehicle operating data. When the vehicle is turning, the support actuator can be controlled to increase the lateral support of the vehicle seat to improve the wrapping and stability of the pregnant occupant's torso. When the vehicle exits the turning state, the support actuator can be controlled to decrease the lateral support or return to the original support status. The determination of whether the vehicle is turning can be based on lateral acceleration, steering wheel angle, vehicle posture, or other vehicle operating data. By adjusting the support status in real time under dynamic vehicle conditions, the swaying sensation and lateral displacement experienced by the pregnant occupant during lateral vehicle movement can be reduced.

[0074] In some implementations, the support status may be further adjusted based on the health risk status. The health risk status of the target pregnant passenger can be determined based on the signal characteristics corresponding to physiological monitoring data, and a corresponding risk warning message can be output when the health risk status meets preset warning conditions. The health risk status can be normal, suspicious, abnormal, or other levels. The risk warning message can be output to a central control screen, mobile terminal, voice broadcast module, warning light module, or other information interaction terminal. Simultaneously with outputting the risk warning message, the support status of the vehicle seat can be adjusted. For example, the backrest angle, seat cushion angle, leg support height, side wing coverage, or other support-related settings can be adjusted to reduce discomfort for the target pregnant passenger and improve riding safety.

[0075] In some implementations, historical state data and historical adjustment data corresponding to the current adjustment process can also be recorded. Historical state data may include changes in pressure distribution, physiological parameters, body surface temperature, and vehicle operating conditions during the current ride. Historical adjustment data may include the current seat adjustment strategy, changes in support status, restraint status, temperature control status, and records of manual corrections by the user. Subsequent adjustment strategies can be updated based on historical state data and historical adjustment data to create a control scheme that better meets the individual needs of the target pregnant passenger.

[0076] In an optional implementation, refer to Figure 2 Step S102 includes the following steps S201-S203.

[0077] Step S201: Extract feature parameters corresponding to the current riding status of the target pregnant passenger based on the status data.

[0078] Here, status data can include one or more of the following: seat pressure distribution data, physiological monitoring data, body surface temperature data, pregnancy stage information, body shape information, historical status data, historical adjustment data, and user feedback data. Different types of status data are used to characterize different dimensions of the target pregnant passenger's state related to vehicle seat control during the current riding process.

[0079] For seat pressure distribution data, the raw pressure matrix can be obtained from the pressure acquisition unit. The pressure acquisition unit can be a flexible pressure array arranged inside the seat cushion and backrest. The flexible pressure array can be a 16×16 matrix, or it can use other numbers and arrangements of pressure sampling points. The raw data output by the pressure acquisition unit can undergo analog-to-digital conversion, noise reduction filtering, outlier removal, and normalization to form pressure distribution data that can be used for analysis. Based on the pressure distribution data, feature parameters such as center of gravity coordinates, peak pressure, contact area, local average pressure, regional pressure difference, pressure gradient, pressure distribution uniformity, pressure concentration areas, contact contour parameters, and dynamic change trends can be extracted. Furthermore, based on the pressure distribution in the hip, waist, back, thigh, and side contact areas, feature parameters related to sitting posture recognition can be extracted to identify forward-leaning postures, side-sitting postures, leg-crossing postures, eccentric postures, and other sitting postures that may affect comfort and safety. Additionally, based on the peak pressure in the sacral region, the degree of force concentration in the pelvic region, and the difference in force between the left and right sides, special sitting postures commonly seen in pregnant women during pregnancy can be identified.

[0080] For physiological monitoring data, physiological activity information from the abdominal, chest, or other relevant areas of the target pregnant passenger can be collected through a physiological monitoring unit. The physiological monitoring unit may include millimeter-wave radar, a vital signs detection module, a micro-motion detection module, or other contact or non-contact physiological detection devices. The millimeter-wave radar can be positioned above the back of the front passenger seat, near the right rear seat, in the center console area, or in other locations facing the abdomen of the target pregnant passenger. The millimeter-wave radar emits low-power, high-frequency electromagnetic waves to collect reflected signals generated by micro-motions in the abdomen of the target pregnant passenger. These reflected signals may contain respiratory, heart rate, fetal heart rate, and uterine contraction components. The physiological monitoring data can be processed using frequency band separation, bandpass filtering, wavelet transform, independent component analysis, cross-correlation analysis, trend analysis, or other methods to extract characteristic parameters such as respiratory rate, heart rate, fetal heart rate, uterine contraction frequency, contraction duration, heart rate variability, fetal movement frequency, waveform stability, and rhythmic change trends. The processing of physiological monitoring data is not limited to directly extracting parameters from the raw micro-motion signals. Alternatively, physiological parameters can be determined first, and then target feature parameters reflecting the current physical state can be calculated from the physiological parameters.

[0081] For body surface temperature data, the thermal distribution of different areas on the body surface of the target pregnant passenger can be collected using a temperature acquisition unit. This unit can include an infrared thermal imager, an infrared temperature sensor, a temperature detection membrane, or other devices suitable for detecting human surface temperature. The temperature acquisition unit can detect the posterior thigh, the back of the knee, the front of the calf, the buttocks, the lower back, or other areas of interest. Based on the collected data, characteristic parameters such as regional temperature values, regional temperature differences, left-right temperature differences, front-back temperature differences, thermal distribution center, thermal distribution offset, rate of temperature rise, rate of temperature fall, and temperature change trends can be extracted. Furthermore, body surface temperature data can be used to identify risks of abnormal lower limb blood circulation, low local temperature, insufficient local heat dissipation, or other conditions affecting temperature regulation. For example, the blood flow status of the lower limbs can be determined based on the temperature difference between the thigh and calf areas.

[0082] Information on pregnancy stage and body type can be obtained through user input, historical account information retrieval, image recognition, seat pressure distribution inference, or other methods. Pregnancy stage information can include early pregnancy, mid-pregnancy, and late pregnancy. Body type information can include abdominal circumference, sitting height, weight range, waist-to-hip ratio, and thigh length. Pregnancy category parameters, body type grade parameters, abdominal sensitivity parameters, and individual difference parameters can be extracted based on pregnancy stage and body type information. Pregnancy stage information can be correlated with preset modes: early pregnancy corresponds to the first preset mode, mid-pregnancy corresponds to the second preset mode, and late pregnancy corresponds to the third preset mode. Different preset modes correspond to different basic support strength, basic restraint level, and basic temperature control strategies.

[0083] Historical state data and historical regulation data can also be used for feature extraction. Historical state data can include changes in pressure distribution, physiological parameters, and body surface temperature during each trip. Historical regulation data can include support regulation results, constraint regulation results, temperature control regulation results, and user manual correction records during each trip. The system can extract user preference features, comfort preference features, stability preference features, and historical optimal parameter ranges from historical state data and historical regulation data. Furthermore, it can update the weights of these feature parameters based on feedback after each trip, thereby gradually forming a strategy foundation that meets the individual needs of the target pregnant passenger.

[0084] Step S202: Determine at least one of the support adjustment parameter, constraint adjustment parameter, and temperature control adjustment parameter based on the characteristic parameters.

[0085] Here, support adjustment parameters are used to characterize the target parameters required to adjust the support state of a car seat. Support adjustment parameters may include lumbar support adjustment, side wing support adjustment, seat cushion support adjustment, seat cushion length adjustment, leg support height adjustment, backrest tilt angle adjustment, overall seat tilt angle, or other parameters that can change the seating support state. Support adjustment parameters can be determined based on pressure distribution characteristics. For example, when there is pressure concentration and a high pressure peak in the lumbosacral region, the lumbar support adjustment can be increased; when the left and right pressure distribution is uneven and the torso provides insufficient support, the side wing support adjustment can be increased; when there is concentrated pressure on the front of the thighs or significant pressure from the front edge of the seat cushion, the seat cushion support adjustment, seat cushion length, or leg rest height can be adjusted to improve thigh and lower limb support. Support adjustment parameters can also be jointly corrected based on pressure distribution uniformity, contact area variation trends, and center of gravity shift.

[0086] Restraint adjustment parameters are used to characterize the target parameters required to adjust the seat belt restraint status. These parameters may include seat belt height position, seat belt restraint force, seat belt tension, guide point position, shoulder strap fit position, or other safety restraint-related parameters. The target physiological state of the pregnant occupant can be determined based on the physiological parameters corresponding to physiological monitoring data. The target physiological state can be categorized as normal, sensitive, fatigued, risk-enhanced, or other levels suitable for control logic judgment. The target restraint level can be determined based on the target physiological state. The target restraint level reflects whether the current seat belt adjustment should prioritize comfort or stability. For example, if the pregnant occupant has high abdominal sensitivity, significant posture fluctuations, or needs to reduce abdominal pressure, the seat belt restraint force can be reduced or the seat belt height position adjusted to better suit the current body state; if the pregnant occupant has high stability requirements, the restraint level can be appropriately increased while ensuring comfort.

[0087] Temperature control parameters are used to characterize the target parameters required when adjusting the temperature control status of car seats. These parameters may include the seat area requiring temperature control, the target temperature level, the target heating power, the target ventilation volume, the duration of temperature control, the heating rate, the cooling rate, or other parameters that reflect local thermal management methods. The seat area requiring temperature control can be determined based on body surface temperature data. This area can be the seat cushion area, the backrest area, the front of the seat cushion, the lower part of the backrest, or other local seat areas corresponding to areas with abnormal body surface temperatures. Target temperature control parameters can be further determined based on the seat area. For example, if the body surface temperature in the lower limb area is low or the temperature difference between the thigh and calf exceeds a preset range, the seat cushion area and the lower part of the backrest area can be designated as the seat areas requiring temperature control, and local heating parameters can be determined accordingly. Similarly, if there is significant heat accumulation in the back area or a high demand for heat dissipation, the backrest area can be designated as the seat area requiring temperature control, and ventilation parameters can be determined accordingly.

[0088] Support, constraint, and temperature control parameters can be determined simultaneously, or only one or two of them can be determined. The specific type of parameter to be determined can be based on the type of current data, the significance of the characteristic parameters, and user preferences. For example, when pressure distribution is significantly abnormal while temperature and physiological state are relatively stable, support parameters can be prioritized; when body surface temperature fluctuates greatly while other states are relatively normal, temperature control parameters can be prioritized; when the target pregnant passenger exhibits both postural instability and abdominal sensitivity, both support and constraint parameters can be determined simultaneously.

[0089] The adjustment parameters can be determined using a rule-based mapping method. This method pre-establishes a correspondence table between characteristic parameters and adjustment parameters. For example, when the peak pressure exceeds a first threshold, the lumbar support adjustment is increased; when the body surface temperature is below a second threshold, local heating is activated; when the uterine contraction frequency exceeds a third threshold, the seatbelt restraint is reduced and a health risk assessment is triggered.

[0090] The adjustment parameters can be determined using model prediction. The model can be a support vector machine, random forest, neural network, reinforcement learning, or multi-objective optimization model. The model input can be multiple feature parameters, and the model output can be multiple adjustment parameters. The improved particle swarm optimization algorithm, Q-learning algorithm, and multimodal fusion recognition method mentioned in the briefing can all be specific implementations of the model prediction or parameter optimization methods. Through model prediction, the coupling relationship between different feature parameters can be established, more comprehensively reflecting the impact of the target pregnant occupant's current state on seat control. For example, while ensuring that comfort scores, safety risk coefficients, and local force uniformity all meet the requirements, the optimal combination of support adjustment parameters, constraint adjustment parameters, and temperature control adjustment parameters can be output.

[0091] Step S203: Generate a seat adjustment strategy based on at least one of the support adjustment parameters, constraint adjustment parameters, and temperature control adjustment parameters.

[0092] Here, the seat adjustment strategy is used to characterize the specific control scheme to be implemented in the subsequent execution phase. The seat adjustment strategy can be composed of a single adjustment parameter or a combination of multiple adjustment parameters. The seat adjustment strategy can include adjustments only for the support state, adjustments for the constraint state and the temperature control state, or combined adjustments for the support state, constraint state, and temperature control state.

[0093] When only the support adjustment parameters are determined, a support adjustment strategy can be generated based on these parameters. This strategy can include lumbar support enhancement, lateral support enhancement, seat cushion support correction, leg support enhancement, overall tilt adjustment, or a combination of multiple strategies. The support adjustment strategy can include not only the final target value but also execution information such as adjustment sequence, adjustment rate, adjustment duration, and hold time. For example, the lumbar support can be increased first, followed by adjustments to the lateral support, thereby reducing the abrupt changes during adjustment.

[0094] Once the constraint adjustment parameters are determined, constraint adjustment strategies can be generated based on these parameters. These strategies can include seatbelt elevation strategies, seatbelt decompression strategies, seatbelt fit correction strategies, or other strategies related to constraint state control. The constraint adjustment strategies can limit the target range of seatbelt height position, the magnitude and rhythm of seatbelt restraint force changes, to balance safety and comfort.

[0095] Once the temperature control parameters are determined, a temperature control strategy can be generated based on these parameters. This strategy can include localized seat cushion heating, localized backrest heating, backrest ventilation, combined temperature control strategies, or other thermal management strategies. The temperature control strategy can define the temperature control priority, heating or ventilation level, activation timing, and duration for different seating areas to avoid causing discomfort to the target pregnant occupant.

[0096] When support adjustment parameters, constraint adjustment parameters, and temperature control adjustment parameters are determined simultaneously, multiple adjustment parameters can be merged to generate a comprehensive seat adjustment strategy. This comprehensive seat adjustment strategy can be scheduled according to preset priorities, or generated based on different objectives such as prioritizing comfort, safety, localized pressure reduction, or risk control. For example, when there is significant pressure concentration in certain areas and the body surface temperature is low, lumbar support correction and localized heating can be prioritized; when the target pregnant occupant is in a state of increased health risk, strategies related to support adjustment can be prioritized.

[0097] The process of generating seat adjustment strategies can also include strategy selection and optimization. Multiple candidate adjustment strategies can be scored based on factors such as comfort, pressure uniformity, localized pressure risk, health risk, energy consumption, and user preference matching. The candidate adjustment strategy with the highest score can be selected as the final output seat adjustment strategy. Furthermore, the current seat adjustment strategy can be revised by combining historical state data and historical adjustment data to better align with the long-term preferences and habits of the target pregnant passenger.

[0098] Seat adjustment strategies can also be correlated with pregnancy stage information. Early pregnancy, mid-pregnancy, and late pregnancy adjustment modes can be pre-established. The early pregnancy mode focuses on mild lumbar support and standard restraint adjustments. The mid-pregnancy mode enhances lumbar support and optimizes seatbelt height and position. The late pregnancy mode further increases support intensity and emphasizes reducing abdominal pressure and improving localized temperature control comfort. When generating seat adjustment strategies, a basic mode can be selected based on pregnancy stage information, and then the basic mode can be adjusted in real-time based on current status data and characteristic parameters. This approach balances stage-specific universality with real-time individual adaptation.

[0099] Seat adjustment strategies can also be generated and corrected using interactive feedback. After a user manually adjusts the support, restraint, and temperature control settings during a ride, the corresponding corrections can be recorded and converted into feedback information for the current seat adjustment strategy. This feedback can be used to adjust the current adjustment parameters or written into historical adjustment data for generating more personalized seat adjustment strategies in subsequent trips.

[0100] The seat adjustment strategy for the target pregnant passenger is determined based on status data. This strategy is not limited to executing once after the pregnant passenger-specific mode is activated; it can also be executed periodically during the ride or triggered when a change in status is detected. Periodic execution can be performed at preset time intervals, such as updating every few seconds. Execution triggered by status changes can be automatically recalculated when the target pregnant passenger's posture changes, physiological monitoring parameters change, or body surface temperature changes. By continuously updating the seat adjustment strategy, the car seat can always maintain adaptive control around the current state of the target pregnant passenger.

[0101] In an optional implementation, the status data includes seat pressure distribution data.

[0102] Here, seat pressure distribution data can be acquired by a pressure acquisition unit. This unit can be located inside the seat cushion, backrest, leg rest area, or beneath the seat surface. The pressure acquisition unit can employ a flexible pressure array, piezoresistive pressure sensor, capacitive pressure sensor, piezoelectric pressure sensor, or other sensing structures suitable for detecting the force distribution between the occupant and the seat. As a feasible implementation, the pressure acquisition unit can be a 16×16 flexible pressure array embedded within the seat cushion and backrest. This 16×16 array can form 256 independent pressure sensing units. Each unit can be wired in a row-column matrix and outputs an electrical signal corresponding to the local pressure. The controller can perform analog-to-digital conversion and pressure mapping on the electrical signals output by each independent pressure sensing unit to form the original pressure matrix. Besides a 16×16 flexible pressure array, the pressure acquisition unit can also use other matrix sizes or arrangements, as long as they can reflect the force distribution of the target pregnant occupant on the car seat.

[0103] In one embodiment, after obtaining the original pressure matrix, it can be preprocessed. The preprocessing process may include denoising, outlier removal, zero-point drift compensation, normalization, coordinate calibration, dynamic filtering, and temporal smoothing. The preprocessed pressure matrix can more accurately reflect the actual force distribution between the target pregnant occupant and the various contact areas of the car seat at the current moment.

[0104] Reference Figure 3 In step S201, the step of determining the support adjustment parameters based on the characteristic parameters includes the following steps S301-S303.

[0105] Step S301: Determine the pressure concentration area corresponding to the target pregnant occupant based on the seat pressure distribution data.

[0106] Here, a pressure concentration area refers to a region where the pressure level is significantly higher than the surrounding area and there is a persistent localized concentration of force. Based on the pressure value distribution of each sampling point in the seat pressure distribution data, regions with high pressure peaks, regions with small contact areas but high pressure values, regions with significant pressure gradient changes, or regions where the pressure is consistently higher than a preset threshold can be identified as candidate regions for pressure concentration areas.

[0107] Pressure concentration areas can be determined through threshold comparison. The pressure values ​​at each sampling point in the pressure matrix are compared to a preset pressure threshold. When the pressure values ​​at multiple adjacent sampling points within a local area are all higher than the preset pressure threshold, and the area of ​​this local area meets a preset area condition, this local area is identified as a pressure concentration area. Alternatively, a relative threshold method can be used, comparing the average pressure value of a local area with the global average pressure value or the average pressure value of adjacent areas. When the average pressure value of a local area is significantly higher than the comparison benchmark, this local area is identified as a pressure concentration area.

[0108] Pressure concentration areas can also be identified through pattern recognition. Features such as centroid coordinates, peak pressure, contact area, left-right force difference, front-back force difference, pressure gradient, contact contour, and pressure distribution uniformity can be extracted based on the pressure matrix. These features, combined with a pre-trained model, can then be used to identify localized pressure anomalies corresponding to the current pressure distribution pattern. The pre-trained model can be a support vector machine, random forest, neural network, or other models suitable for identifying pressure distribution patterns. Through pattern recognition, not only can general localized pressure concentration areas be identified, but also specific pressure concentration areas formed by pregnant passengers in particular sitting postures.

[0109] Pressure concentration areas can be located in the lumbar region, back region, hip region, thigh region, side wing contact area, or other areas in contact with the car seat. These pressure concentration areas can be mapped to the actual structural areas of the car seat based on their coordinates in a pressure matrix. For example, a pressure concentration area in the lower middle part of the backrest can correspond to the lumbar support area, pressure concentration areas on the left and right sides of the backrest can correspond to the side wing contact areas, pressure concentration areas in the middle and rear of the seat cushion can correspond to the hip support area, and pressure concentration areas in the front of the seat cushion can correspond to the thigh support area.

[0110] The system can also identify pressure concentration areas by combining the seating posture recognition results of the target pregnant passenger. Based on the pressure matrix, it can identify whether the target pregnant passenger is currently in a forward-leaning, backward-leaning, left-leaning, right-leaning, leg-crossing, or other seating postures. When a specific posture is identified, priority can be given to analyzing local pressure areas highly correlated with that posture. For example, in a forward-leaning posture, the focus is on analyzing the stress on the front of the seat cushion and the thigh area; in an unbalanced posture, the focus is on analyzing the stress differences between the left and right hip areas and the left and right flank areas; and in a posture of lower back fatigue, the focus is on analyzing the stress concentration in the lumbosacral region of the backrest.

[0111] It is also possible to identify key decompression areas related to pregnant passengers based on the local pressure peaks in the pelvic, sacral, and lumbosacral regions. When pressure concentration is identified in the pelvic region, it can be designated as a key adjustment area. As a feasible approach, the pressure in the pelvic region can be reduced to a preset target range to improve the stress distribution in the pelvic and lumbar regions.

[0112] Step S302: Determine at least one of the following adjustments based on the location and pressure intensity of the pressure concentration area: lumbar support adjustment, side wing support adjustment, and seat cushion support adjustment.

[0113] Here, the location of the pressure concentration area is used to characterize which part of the car seat experiences localized stress concentration, and the pressure intensity is used to characterize the degree of localized stress concentration. Based on the location and pressure intensity of the pressure concentration area, different pressure concentration conditions are mapped to different support adjustment requirements, thereby determining at least one of the following: lumbar support adjustment, side wing support adjustment, and seat cushion support adjustment.

[0114] When the pressure concentration area is located in the lumbar or lumbosacral region of the backrest, it indicates that the lumbar support needs adjustment. The controller can determine the lumbar support adjustment amount based on the size of the pressure concentration area, the peak pressure, the average pressure, and the pressure difference with adjacent areas. The lumbar support adjustment amount characterizes the forward displacement of the lumbar support structure, the amount of airbag inflation, the support strength level, or the duration of support maintenance. Generally, the higher the pressure concentration in the lumbar region, the greater the determined lumbar support adjustment amount. By increasing the lumbar support adjustment amount, the fit to the lumbar region can be improved, the localized pressure on the lower back can be distributed, and the lower back fatigue of pregnant passengers during long periods of sitting can be reduced.

[0115] When the pressure concentration area is located on the left and right sides of the backrest, the torso contact edge, or an area related to the lateral support of the pregnant occupant, it is determined that the side wing support needs adjustment. The adjustment amount of the side wing support is determined based on the location of the pressure concentration area on the left, right, or both sides, as well as the corresponding pressure intensity, left-right pressure difference, and torso offset. The side wing support adjustment amount can characterize the amount of displacement that one or both side wings should tighten inward, the support strength level, the airbag inflation volume, the electromagnetic clamping degree, and the pneumatic support strength or clamping force level. Generally, when there is significant lateral offset of the pregnant occupant's torso or localized pressure concentration in the lateral contact area, the adjustment amount of the side wing support on the corresponding side or both sides is increased. By adjusting the side wing support, the torso support of the pregnant occupant can be improved, thus enhancing postural stability.

[0116] When the pressure concentration area is located in the middle-rear part of the seat cushion, the front part of the seat cushion, the thigh support area, or the buttock support area, it indicates that the seat cushion support needs adjustment. The adjustment direction is determined based on the specific location of the pressure concentration area. For example, when the pressure concentration area is in the middle-rear part of the seat cushion and the buttocks are under excessive pressure, increase the support strength of the buttocks perimeter or adjust the local support distribution; when the pressure concentration area is in the front part of the seat cushion and the front of the thighs is under significant pressure, adjust the height of the front edge of the seat cushion, the seat length, the height of the leg support, or the local support strength to reduce pressure on the front of the thighs. The seat cushion support adjustment amount can characterize the seat cushion lift, support strength level, local airbag inflation volume, or support duration.

[0117] One type of support adjustment can be determined, or multiple support adjustments can be determined simultaneously. Specifically, it can be determined based on the number, distribution, and pressure intensity of pressure concentration areas. For example, when the pressure concentration area is only located in the corresponding area of ​​the waist, only the waist support adjustment is determined; when the pressure concentration area is located in both the waist area and the front area of ​​the seat cushion, both the waist support adjustment and the seat cushion adjustment are determined; when the target pregnant occupant has both trunk offset and high pressure on the front of the thighs, both the side support adjustment and the seat cushion adjustment are determined.

[0118] In some implementations, the adjustment amounts of various support systems can be modified by incorporating information on the target pregnant passenger's pregnancy stage, body type, and historical adjustment preferences. For pregnant passengers in early pregnancy, a relatively small lumbar support adjustment and a standard seat cushion support adjustment are used. For pregnant passengers in mid-pregnancy, the lumbar support adjustment is increased, and local support stability is enhanced. For pregnant passengers in late pregnancy, the lumbar support adjustment is further increased, the support distribution in the pelvic region is improved, and the lateral support adjustment is appropriately increased to better adapt to changes in body type and posture. As a feasible implementation method, a first preset mode corresponding to early pregnancy, a second preset mode corresponding to mid-pregnancy, and a third preset mode corresponding to late pregnancy can be pre-established. Different preset modes can correspond to different basic support strengths and support parameter ranges.

[0119] The amount of support adjustment can be determined using a rule-based mapping method. For example, when the peak pressure in the corresponding area of ​​the waist is higher than the first threshold, the waist support adjustment is set to the first adjustment level; when the pressure difference between the left and right sides is higher than the second threshold, the side support adjustment is set to the second adjustment level; and when the average pressure at the front of the seat is higher than the third threshold, the seat support adjustment is set to the third adjustment level.

[0120] In some implementations, an optimization method can be used to determine the support adjustment amount. The controller can establish a parameter optimization model with pressure distribution uniformity, local pressure relief effect, comfort score, and stability score as objectives, and solve for the target lumbar support adjustment amount, target side wing support adjustment amount, and target seat cushion support adjustment amount. As a feasible implementation method, an improved particle swarm optimization algorithm can be used for optimization. Each particle can correspond to a set of support adjustment parameter combinations, and the particle state can be continuously updated according to the fitness function to ultimately determine a support adjustment amount combination that is more suitable for the current state of the target pregnant occupant. The fitness function can comprehensively consider factors such as pressure uniformity index, comfort score, and safety risk coefficient.

[0121] Step S303: Use at least one of the determined lumbar support adjustment amount, side wing support adjustment amount, and seat cushion support adjustment amount as the support adjustment parameter.

[0122] Here, the supporting adjustment parameter can be a single parameter or a combination of multiple parameters. The supporting adjustment parameter can include not only the adjustment amount itself, but also additional control information such as the corresponding adjustment sequence, adjustment rate, adjustment duration, target hold time, and recovery conditions.

[0123] When only one primary support need is identified, the corresponding support adjustment amount is used as the support adjustment parameter. For example, if the target pregnant occupant only has a problem with concentrated lumbar stress, only the lumbar support adjustment amount is used as the support adjustment parameter. When multiple support needs are identified simultaneously, the multiple support adjustments are combined into a combined support adjustment parameter. For example, the lumbar support adjustment amount can be combined with the side support adjustment amount to simultaneously improve lumbar and back stress and trunk stability; the side support adjustment amount can also be combined with the seat cushion support adjustment amount to simultaneously improve wrapping and thigh support.

[0124] Multiple candidate support adjustment parameter combinations can be compared and selected. The controller can score multiple candidate combinations based on local decompression effect, support balance, riding stability, energy consumption level, and historical user preferences. The candidate combination with the higher score can be selected as the final support adjustment parameter. In this way, the controller can avoid simply pursuing local decompression and causing discomfort in other areas, and can also make the support adjustment results more in line with the long-term usage preferences of the target pregnant passengers.

[0125] Support adjustment parameters can also be combined with an intelligent memory mechanism. The controller can associate and store the support adjustment parameters formed during the current trip with current pressure distribution data, current physiological state, and current temperature. It can also record the manual adjustments made by the target pregnant passenger to the support status during the current trip. When a similar situation occurs again, the controller will prioritize the use of support adjustment parameters that are more in line with the target pregnant passenger's preferences in the past, thereby improving strategy generation efficiency and individual fit. As a feasible implementation method, parameter weights can be continuously optimized by combining user feedback and historical usage data, so that the support adjustment results at different stages gradually become more personalized.

[0126] The process of determining support adjustment parameters based on seat pressure distribution data can be performed periodically or triggered when a significant change in pressure distribution is detected. For example, the pressure distribution analysis results can be continuously updated at preset time intervals, and the pressure concentration areas and support adjustment parameters can be redefined. The controller can also automatically recalculate the support adjustment parameters when the target pregnant passenger experiences a significant change in posture, prolonged sitting, a sustained increase in local pressure, or when the system detects a decrease in comfort. By dynamically updating the support adjustment parameters, the car seat can more promptly adapt to changes in the posture and support needs of the target pregnant passenger during the journey.

[0127] The process of determining support adjustment parameters based on seat pressure distribution data is applicable not only to static riding scenarios but also to dynamic riding scenarios. For example, when the vehicle is in a normal straight-line driving state, basic support adjustment parameters are determined based on the static pressure concentration area; when the vehicle's operating state changes or the posture of the target pregnant passenger changes, the current support state is further adjusted based on the basic support adjustment parameters. By combining static support analysis with dynamic support correction, car seats can maintain good support adaptability in different riding scenarios.

[0128] In an optional implementation, the status data includes physiological monitoring data.

[0129] Here, physiological monitoring data is collected by a physiological monitoring unit. This unit may include millimeter-wave radar, or a vital signs detection module, an abdominal micro-movement detection module, a respiration detection module, a heart rate detection module, or other detection devices suitable for acquiring physiological activity information of the target pregnant occupant. As a feasible implementation, the millimeter-wave radar can be positioned above the back of the front passenger seat, near the right rear seat, in the center console area, or in other locations within the vehicle facing the abdomen of the target pregnant occupant. The millimeter-wave radar acquires micro-movement information in the abdominal area of ​​the target pregnant occupant under physiological activities such as breathing, heartbeat, fetal heart rate, and uterine contractions by emitting low-power, high-frequency electromagnetic waves and receiving reflected signals.

[0130] Physiological monitoring data can include raw composite signals, as well as intermediate or final data obtained from processing the raw composite signals. The raw composite signal may simultaneously contain respiratory, maternal heart rate, fetal heart rate, and uterine contraction components. To obtain physiological parameters suitable for constraint regulation, the controller can preprocess the raw composite signal. Preprocessing may include denoising, bandpass filtering, frequency band separation, wavelet transform, independent component analysis, cross-correlation analysis, trend analysis, and time-series smoothing. Through preprocessing, the controller can separate more suitable individual signals or characteristic waveforms from the composite signal for analysis.

[0131] Physiological parameters such as respiratory rate, respiratory amplitude, heart rate, fetal heart rate, heart rate variability, uterine contraction frequency, contraction duration, uterine contraction rhythm variation, fetal movement frequency, and waveform stability are extracted based on physiological monitoring data. Respiratory rate reflects the stability of the target pregnant woman's breathing. Heart rate and heart rate variability reflect the target pregnant woman's current physical workload and stress level. Fetal heart rate reflects the current physiological state of the fetus. Uterine contraction frequency, contraction duration, and uterine contraction rhythm variation reflect the current uterine activity of the target pregnant woman. Fetal movement frequency and waveform stability help determine the trend of changes in the current physiological state.

[0132] Reference Figure 4 In step S201, the step of determining the constraint adjustment parameters based on the characteristic parameters includes the following steps S401-S404.

[0133] Step S401: Determine the current target physiological state of the target pregnant passenger based on the physiological parameters corresponding to the physiological monitoring data.

[0134] Here, the target physiological state is used to characterize the appropriate constraint method for the pregnant passenger at the current travel time. The target physiological state can be classified using a discrete state classification method or a continuous scoring method. A discrete state classification method could divide the target physiological state into, for example, a normal state, a sensitive state, a fatigued state, a risk-enhanced state, an abnormal state, or other predefined state levels. A continuous scoring method could map multiple physiological parameters to a physiological state score, and then determine the target physiological state based on the score range.

[0135] Threshold-based judgments can be used to determine the target physiological state. For example, when respiratory rate, heart rate, and fetal heart rate are all within a preset normal range, and the frequency of uterine contractions does not exceed a preset threshold, the current state of the target pregnant passenger is determined to be normal. When the frequency of uterine contractions increases, fetal heart rate fluctuations increase, respiratory rhythm becomes abnormal, or multiple physiological parameters simultaneously approach warning boundaries, the current state of the target pregnant passenger is determined to be sensitive or risk-enhanced. When the fetal heart rate remains abnormal, uterine contractions show a regular increasing trend, or multiple key parameters simultaneously exceed preset upper limits, the current state of the target pregnant passenger is determined to be abnormal.

[0136] Alternatively, a rule-based fusion approach can be used to determine the target physiological state. The controller can pre-establish multi-parameter judgment rules, mapping the value range, trend, and combination relationship of different physiological parameters to different target physiological states. For example, when the frequency of uterine contractions reaches more than a preset number and the fluctuation amplitude of fetal heart rate continues to increase, the target physiological state is determined to be an enhanced risk state; when the fetal heart rate returns to stability and the respiratory rate is stable, the target physiological state is adjusted to a normal state.

[0137] The target physiological state can also be determined using a model-based discrimination approach. The model can be a classification model, a risk scoring model, or other predictive models suitable for outputting a state level based on multiple physiological parameters. Model inputs can include respiratory rate, heart rate, fetal heart rate, uterine contraction frequency, uterine contraction rhythm parameters, and fetal movement parameters, etc., and the model output can be a target physiological state category or a physiological state score.

[0138] The target physiological state can reflect not only the presence of current physiological abnormalities, but also the body's current need for adaptation to the seat belt restraint method. For example, when a pregnant passenger is in a state of abdominal sensitivity, fatigue, or mild discomfort, even if the health risk warning conditions have not yet been met, the target physiological state can be determined as a state where abdominal pressure needs to be reduced.

[0139] Step S402: Determine the target constraint level based on the target's physiological state.

[0140] Here, the target constraint level is used to characterize the adjustment level, target strength, or target strategy type of the seat belt restraint method. The target constraint level can be represented by a hierarchical classification, such as first constraint level, second constraint level, third constraint level, etc., or by high, medium, low, etc. Different target constraint levels can correspond to different seat belt height positions, different seat belt restraint forces, or different combinations of adjustment schemes.

[0141] A correspondence can be established between the target physiological state and the target restraint level. When the target physiological state is normal, a standard target restraint level is determined to maintain the normal seat belt position and restraint force. When the target physiological state is sensitive or fatigued, a comfort-first target restraint level is determined to reduce pressure on the abdominal area and improve wearing comfort. When the target physiological state is in an increased-risk or abnormal state, a protective or pressure-reducing target restraint level is determined according to a preset strategy.

[0142] The target restraint level can be determined directly based on the category of the target's physiological state, or it can be determined comprehensively based on the severity, duration, and trend of the target's physiological state. For example, when the target's physiological state briefly enters a sensitive state, the target restraint level is adjusted by one level; when the target's physiological state remains in an increased risk state, the restraint intensity in the abdominal area is further reduced or the seat belt path is adjusted to reduce continuous pressure.

[0143] The target constraint level can also be adjusted based on the gestational stage information of the target pregnant passenger. The target constraint level for early pregnancy can prioritize conventional stability. For mid-pregnancy, the target constraint level can appropriately increase the weight of comfort while maintaining safety. For late pregnancy, the target constraint level can place greater emphasis on abdominal decompression and upward path adjustment. By incorporating gestational stage information, the target constraint level can be made more aligned with the physical characteristics of the target pregnant passenger at different stages.

[0144] The target restraint level can also be refined by incorporating the historical preferences of the target pregnant occupants. Historical state and adjustment data are used to determine the preferred seatbelt adjustment methods for target pregnant occupants under similar physiological conditions. For example, some target pregnant occupants tend to reduce seatbelt restraint in sensitive states, while others prefer to prioritize adjusting seatbelt height. Refining the target restraint level based on historical preferences ensures that subsequent restraint adjustments better align with individual usage habits.

[0145] Step S403: Determine at least one of the seat belt height position and seat belt restraint force based on the target constraint level.

[0146] Here, seatbelt height position is used to characterize the path position of the seatbelt relative to the shoulders, chest, and abdomen of the target pregnant occupant. The seatbelt height position can be changed through anchor point adjustment mechanisms, guide point adjustment mechanisms, shoulder strap path adjustment mechanisms, or other related components on the seatbelt. Seatbelt restraint force is used to characterize the tension or compression of the seatbelt when it conforms to the body of the target pregnant occupant. Seatbelt restraint force can be changed through retractor control mechanisms, tension adjustment mechanisms, or other components that can adjust the seatbelt tension.

[0147] When the target restraint level corresponds to the comfort-first mode, the adjustment direction of the seat belt height position is determined first. For example, the seat belt height position can be moved upward, making the seat belt path closer to the shoulder and upper chest area, thereby reducing pressure on the abdominal area. Simultaneously, the seat belt restraint force can be appropriately reduced, allowing the seat belt to maintain a close fit while reducing pressure. This method is suitable for scenarios with high abdominal sensitivity, significant symptoms in late pregnancy, or where localized discomfort needs to be alleviated.

[0148] When the target restraint level corresponds to the stability-first mode, the seatbelt restraint force can be appropriately increased while ensuring safety, thereby enhancing the restraint stability of the pregnant occupant during the ride. The seatbelt height and position can also be fine-tuned based on body fit to make the shoulder strap path more reasonable and prevent the seatbelt from deviating from the target position. This method is suitable for scenarios where the pregnant occupant's posture fluctuates significantly or where increased trunk stability is required.

[0149] When the target constraint level corresponds to the comprehensive balance mode, both the seatbelt height and seatbelt restraint force can be adjusted simultaneously. First, determine the parameter to be adjusted first based on the target constraint level, and then determine the correction amount for the other parameter. For example, you can first move the seatbelt height upwards, and then reset the seatbelt restraint force based on the new path; alternatively, you can first reduce the restraint force, and then determine whether further adjustments to the seatbelt height are needed.

[0150] Seatbelt height and restraint strength can be determined through rule mapping. For example, when the target restraint level is Level 1, the seatbelt height remains at the default position and the restraint strength remains at the standard level; when the target restraint level is Level 2, the seatbelt height moves up one level and the restraint strength decreases one level; when the target restraint level is Level 3, the seatbelt height moves up further and the restraint strength decreases further. The specific adjustment values ​​corresponding to different levels can be preset according to vehicle model configuration, seat structure, and seatbelt structure.

[0151] The seatbelt height and restraint strength can also be determined using parametric calculations. Based on the pregnant occupant's stage of pregnancy, body type, posture, and current restraint level, a more suitable seatbelt path position and tension parameters can be calculated. For example, abdominal circumference, chest and shoulder height, and the current restraint level can be input into the calculation model to output the target value for the seatbelt height; similarly, the target physiological state score and comfort preference coefficient can be input into the tension control model to output the target value for the seatbelt restraint strength.

[0152] Seatbelt height and restraint strength do not necessarily need to be adjusted simultaneously. In some scenarios, adjusting only the seatbelt height is sufficient; in others, adjusting only the restraint strength is sufficient; and in still others, adjusting both simultaneously yields better results. Therefore, at least one of the seatbelt height and restraint strength should be determined based on the target restraint level.

[0153] Different basic restraint adjustment methods can be used for different stages of pregnancy. In early pregnancy, a slight adjustment can be used to maintain the seatbelt's normal path and restraint intensity. In mid-pregnancy, the seatbelt height can be appropriately increased, and the pressure on the abdominal area can be reduced. In late pregnancy, the seatbelt height can be further increased, and the restraint intensity on the abdominal area can be adjusted to a lower level to improve comfort. By adjusting in stages, the restraint method can be made more suitable for the changing body shape of the pregnant occupant.

[0154] Step S404: Use the determined seat belt height position and / or seat belt restraint force as restraint adjustment parameters.

[0155] Here, the constraint adjustment parameter can be a single parameter or a combination of multiple parameters. The constraint adjustment parameter can include not only the target value itself, but also additional control information such as adjustment sequence, adjustment speed, hold time, recovery conditions, and priority.

[0156] When only the seatbelt height position needs adjustment, the target seatbelt height position is used as the constraint adjustment parameter. When only the seatbelt restraint force needs adjustment, the target seatbelt restraint force is used as the constraint adjustment parameter. When both the seatbelt height position and seatbelt restraint force need adjustment, they are combined into a joint constraint adjustment parameter. The joint constraint adjustment parameter can further include the execution order between the two parameters. For example, adjust the seatbelt height position first, then adjust the seatbelt restraint force; or first reduce the seatbelt restraint force, then fine-tune the seatbelt height position.

[0157] Multiple candidate constraint adjustment parameter combinations can be compared and selected. Based on comfort indicators, abdominal decompression effect, safety constraint effectiveness, user preference matching, and historical usage results, multiple candidate combinations are scored. Candidate combinations with higher scores can be used as the final constraint adjustment parameters. This method avoids excessive decompression leading to a decrease in constraint effectiveness, and also avoids causing significant discomfort by simply increasing constraint stability.

[0158] Constraint adjustment parameters can also be combined with intelligent memory mechanisms. The constraint adjustment parameters generated during the current trip can be associated and stored with current physiological parameters, the current target physiological state, and the current pregnancy stage. Manual adjustments to seatbelt position and tension made by the target pregnant passenger during the current trip can also be recorded. When a similar physiological state recurs, constraint adjustment parameters that better suit the target pregnant passenger's preferences in the past can be prioritized, thereby improving strategy generation efficiency and individual fit.

[0159] The process of determining restraint adjustment parameters based on physiological monitoring data can be executed once after the pregnant woman's special mode is activated, or it can be executed periodically during the ride, or triggered when changes in physiological state are detected. For example, physiological parameters such as respiratory rate, fetal heart rate, and uterine contraction frequency are updated at preset time intervals, and the target physiological state, target restraint level, and restraint adjustment parameters are redefined; the restraint adjustment parameters can also be automatically recalculated when increased respiratory fluctuations, abnormal fetal heart rate changes, increased uterine contraction frequency, or other key parameter changes are detected. By dynamically updating the restraint adjustment parameters, the seat belt-related restraint methods can more promptly adapt to changes in the current physical state of the target pregnant occupant.

[0160] The process of determining restraint adjustment parameters based on physiological monitoring data can also be linked to a risk warning mechanism. When physiological monitoring data indicates an increasing trend of health risk for a pregnant passenger, risk warning information can be output, and restraint adjustment parameters can be adjusted simultaneously. For example, the seatbelt restraint force can be further reduced, the seatbelt height position can be readjusted, or a preset risk response mode can be switched to alleviate local pressure and improve comfort in the current riding position.

[0161] In an optional implementation, the status data includes body surface temperature data.

[0162] Here, body surface temperature data can be acquired by a temperature acquisition unit. This unit may include an infrared thermal imager, an infrared temperature sensor, a flexible temperature detection film, a thermistor array, or other detection devices suitable for detecting the temperature distribution on the human body surface. The temperature acquisition unit can be positioned on the side of a car seat, under the car seat, near the door trim, in the center console area, or other locations that allow it to be positioned facing the pregnant occupant for detection. As a feasible implementation, the temperature acquisition unit can use an infrared thermal imager, which can be directed towards the lower limb area of ​​the pregnant occupant to obtain the thermal distribution in the thigh, calf, and knee areas. In addition to the lower limb areas, the temperature acquisition unit can also detect the buttocks, lower back, backrest contact area, or other body areas related to temperature control.

[0163] Body surface temperature data can include information such as absolute temperature values ​​of different detection areas, regional average temperature values, local hot spot temperature values, local cold spot temperature values, left-right temperature differences, front-back temperature differences, temperature gradient, heat distribution center, temperature rise rate, temperature fall rate, and temperature change trend. The raw detection data output by the temperature acquisition unit undergoes image segmentation, region mapping, noise suppression, outlier removal, dynamic filtering, and temporal smoothing to improve the accuracy and stability of the body surface temperature data.

[0164] Body surface temperature data can be mapped to corresponding body regions of the target pregnant passenger. Based on a preset human body region template, the heat distribution areas detected by the temperature acquisition unit are mapped to regions such as the thigh, calf, knee, buttocks, lower back, and shoulders. Through region mapping, the seat adjustment position corresponding to different abnormal body surface temperatures can be clearly identified.

[0165] It can also determine whether the target pregnant passenger has a localized low temperature, insufficient local heat dissipation, abnormal regional temperature differences, or abnormal blood circulation based on body surface temperature data. For example, when the temperature in the thigh area is significantly higher than that in the calf area, and the temperature difference is within a preset normal range, it is determined that the current blood flow in the lower limbs is relatively stable; when the temperature difference between the thigh and calf areas deviates significantly from the preset range, or when the temperature difference trend is continuously abnormal, it is determined that there is a risk tendency that requires temperature control.

[0166] Reference Figure 5 In step S201, the step of determining the temperature control adjustment parameters based on the characteristic parameters includes the following steps S501-S503.

[0167] Step S501: Determine the seat area that requires temperature control adjustment based on body surface temperature data.

[0168] Here, the seat area requiring temperature control is a localized area of ​​the car seat corresponding to the target pregnant occupant's current abnormal body temperature area, temperature-sensitive area, or comfort requirement area. One seat area can be determined based on body temperature data, or multiple seat areas can be defined. Seat areas requiring temperature control can include the seat cushion area, backrest area, front seat cushion area, middle and rear seat cushion area, lower backrest area, middle backrest area, or other areas that can be independently temperature-controlled.

[0169] The controller determines the seat area requiring temperature control by using a temperature threshold method. The temperature values ​​corresponding to different body surface areas are compared with preset temperature thresholds. When the temperature of the target body surface area is below the preset lower limit, the corresponding car seat area is identified as requiring heating adjustment. When the temperature of the target body surface area is above the preset upper limit, the corresponding car seat area is identified as requiring ventilation adjustment. Through this threshold method, the controller can quickly identify whether temperature control intervention is needed for a specific area.

[0170] The need for temperature control in seat areas can be determined by analyzing regional temperature differences. For example, when the temperature difference between the thigh and calf areas exceeds a preset range, the corresponding seat cushion area and lower backrest area are identified as areas requiring temperature control. Similarly, when the temperature difference between the lumbar and hip areas is abnormal, the lower middle backrest area or the middle rear seat cushion area are identified as areas requiring temperature control. Regional temperature difference analysis not only allows for monitoring of individual temperature anomalies but also reflects local blood circulation and overall thermal comfort.

[0171] Temperature trends can also be used to identify seat areas requiring temperature control. When the temperature of a certain area of ​​the body continues to drop or rise, and the rate of change exceeds a preset threshold, the corresponding seat area is identified as requiring temperature control in advance. Through trend analysis, temperature control intervention can be implemented before the target pregnant passenger experiences noticeable discomfort.

[0172] The system can also determine which seat areas require temperature control by combining information on the target pregnant passenger's pregnancy stage, current travel duration, and historical temperature control preferences. For pregnant passengers in their second and third trimesters, increased attention should be paid to the temperature of the lower limbs, back, and hip areas. For long-term travel, priority should be given to determining whether the seat cushion and backrest areas require temperature control. Areas that have been manually activated locally for heating or ventilation multiple times in the past can also be prioritized as areas requiring temperature control under similar conditions.

[0173] Seat areas requiring temperature control can be either a single area or multiple interconnected areas. For example, if the lower limbs of a pregnant occupant are cold, both the seat cushion and the lower backrest can be designated as areas requiring temperature control to create a coordinated heating effect. If significant heat buildup occurs in the back area, the backrest can be designated as a separate area requiring temperature control for localized ventilation. If a pregnant occupant experiences both a cold lower back and abnormal blood flow in the lower limbs, the seat cushion, the lower backrest, and the corresponding lower back area can all be designated as areas requiring temperature control.

[0174] Step S502: Determine the target temperature control parameters based on the seat area.

[0175] Here, the target temperature control parameters are used to characterize the target control information used when adjusting the temperature of a defined seating area. Target temperature control parameters may include one or more of the following: temperature control mode, target temperature level, heating power, ventilation volume, temperature control duration, heating rate, cooling rate, zone priority, zone linkage relationship, and temperature control activation timing. Temperature control modes may include heating mode, ventilation mode, or a combination of heating and ventilation.

[0176] When the area of ​​the seat requiring temperature control is determined to be a cold area, the target temperature control parameters related to heating are determined. For example, based on the degree of low temperature, the degree of temperature difference abnormality, and the duration of seating, the corresponding heating level, heating power, and heating duration are determined. For slightly cold conditions, low-level heating parameters are used; for significantly cold conditions, medium-level or high-level heating parameters are used.

[0177] When the seat area requiring temperature control is determined to be either an area with insufficient heat dissipation or an area with localized overheating, target temperature control parameters related to ventilation should be determined. For example, based on the degree of temperature elevation in the back or hip area, the corresponding ventilation level, airflow parameters, and ventilation duration should be determined. For slight heat accumulation, low airflow parameters should be used; for significant heat accumulation, higher ventilation levels should be used.

[0178] Different temperature control parameters can be determined for different areas of the seat based on their location. For example, for the seat cushion area, the focus is on slow, large-area heating and even support; for the backrest area, the focus is on localized temperature control precision and comfort; and for the lower backrest area, the focus is on auxiliary heating effects related to lower limb circulation. By controlling these different areas, the specificity of temperature regulation can be improved.

[0179] The target temperature control parameters can also be adjusted based on the pregnancy stage and individual preferences of the target pregnant passengers. For passengers in early pregnancy, a relatively mild base temperature control parameter is used. For passengers in mid- and late-pregnancy, more emphasis is placed on localized comfort in the lower limbs and back areas, and the target temperature control parameters are adjusted according to changes in body shape and temperature sensitivity. Furthermore, heating levels, ventilation levels, and durations can be adjusted based on historical temperature control preference records to better suit individual habits.

[0180] Target temperature control parameters can be determined using a rule-based mapping method. For example, when the temperature in the thigh area is below the first threshold, the heating level of the seat cushion area is set to the first level; when the temperature difference between the thigh area and the calf area exceeds the second threshold, the heating level of the seat cushion area and the lower backrest area is set to the second level; when the temperature in the back area is above the third threshold, the ventilation level of the backrest area is set to the first level.

[0181] Target temperature control parameters can also be determined using model prediction. Model inputs can include regional temperature values, regional temperature differences, temperature change trends, travel duration, pregnancy stage information, and historical temperature control preferences. Model outputs can include heating level, ventilation level, duration, or other target temperature control parameters. The model can be a classification model, regression model, reinforcement learning model, or other models suitable for predicting local temperature control parameters. Model prediction allows for a more comprehensive consideration of the impact of various factors on temperature control requirements.

[0182] Car seats can employ a zoned temperature control structure. As a feasible implementation, car seats can have independent temperature control components for the seat cushion and backrest areas, allowing for independent adjustment of these areas. The temperature control components can include heating films, graphene heating elements, ventilation fans, air duct structures, or other thermal management components. Graphene heating elements can be used to achieve rapid localized heating and flexible heating, while ventilation fans and air duct structures can be used to achieve localized heat dissipation and airflow. Through a zoned temperature control structure, target temperature control parameters can be set separately for different seat areas.

[0183] Step S503: Use the target temperature control parameter as the temperature control adjustment parameter.

[0184] Here, the temperature control adjustment parameter can be a single parameter or a combination of multiple parameters. The temperature control adjustment parameter can include not only the target temperature control mode, target level, and target duration, but also additional control information such as adjustment sequence, zone priority, start conditions, stop conditions, and hold conditions.

[0185] When only one seating area requires temperature control adjustment, the target temperature control parameter corresponding to that area is used as the single temperature control parameter. For example, when only the backrest area requires ventilation adjustment, the ventilation level and duration of the backrest area are used as temperature control parameters. When multiple seating areas require temperature control adjustment, the target temperature control parameters corresponding to multiple areas are combined into a joint temperature control parameter. For example, the heating parameters of the seat cushion area and the ventilation parameters of the backrest area are combined into a joint temperature control parameter to simultaneously achieve localized heating and localized heat dissipation.

[0186] Multiple candidate combinations of temperature control parameters can be compared and selected. These combinations are scored based on thermal comfort ratings, energy consumption levels, temperature uniformity, historical user preferences, and ride stability. The candidate combinations with higher scores can be used as the final temperature control parameters. This method helps avoid localized overheating, localized overcooling, or unnecessary increases in energy consumption.

[0187] Temperature control parameters can also be combined with an intelligent memory mechanism. The temperature control parameters generated during the current trip are linked and stored with current body surface temperature data, current pregnancy stage information, and current travel duration. It can also record manual adjustments made by the target pregnant passenger to heating and ventilation settings during the current trip. When similar body surface temperature conditions recur, historically relevant temperature control parameters that better suit the target pregnant passenger's preferences can be prioritized, thereby improving strategy generation efficiency and individual fit. By continuously accumulating historical status and adjustment data, the generated temperature control parameters can be gradually optimized.

[0188] The process of determining temperature control parameters based on body surface temperature data can be executed once after the pregnant woman's special mode is activated, or it can be executed periodically during the ride, or triggered when a change in body surface temperature is detected. For example, the body surface temperature and temperature difference values ​​of different areas can be updated at preset time intervals, and the seat areas requiring temperature control and the temperature control parameters can be redefined. Alternatively, the temperature control parameters can be automatically recalculated when it is detected that the pregnant woman has been sitting for a long time, the temperature in a local area is consistently low, there is significant local heat accumulation, or there are abnormal temperature differences. By dynamically updating the temperature control parameters, the car seat can more promptly adapt to the changing temperature and comfort needs of the pregnant woman during the ride.

[0189] The process of determining temperature control parameters based on body surface temperature data can also be executed in conjunction with other adjustment processes. For example, when both concentrated pressure in the pelvic region and low temperature in the lower limb region are detected simultaneously, support adjustment parameters and temperature control adjustment parameters can be generated at the same time, enabling the car seat to improve local support while enhancing local thermal comfort. When both physiological changes and increased back heat dissipation needs are detected simultaneously, constraint adjustment parameters and temperature control adjustment parameters can also be adjusted concurrently to form a more comprehensive seat adjustment scheme.

[0190] In an optional implementation, refer to Figure 6 Step S103 includes the following steps S601-S603.

[0191] Step S601: Control the support actuator according to the seat adjustment strategy to adjust the support state of the vehicle seat; the support state includes at least one of lumbar support state, side wing support state and seat cushion support state.

[0192] Here, the support actuator is used to change the shape, position, support intensity, or degree of wrapping of different support areas of the car seat according to the support adjustment strategy output by the controller. The support actuator may include an airbag inflation / deflation mechanism, an electric push rod mechanism, a motor drive mechanism, an electromagnetic actuation mechanism, an elastic support adjustment mechanism, a mechanical linkage mechanism, a leg rest lifting mechanism, or other actuators capable of changing the state of the seat's local support structure. The support actuator can be located inside the backrest, inside the seat cushion, in the side wing area, in the leg rest area, or in other locations requiring support adjustment.

[0193] Lumbar support status characterizes the support pattern and strength of the corresponding area of ​​the lumbar region in a car seat backrest. The lumbar support system is adjusted by controlling the relevant actuators according to the seat adjustment strategy. Adjustments to lumbar support can manifest as the lumbar support protruding forward, retracting, changing the angle of the lumbar support, increasing the intensity of localized support, or adjusting the duration of support. One feasible method is to control the inflation or deflation of an airbag structure inside the backrest, altering the degree of bulging in the corresponding lumbar region, thereby adjusting the lumbar support status. Alternatively, an electric actuator can be used to move the support plate forward or backward, changing the position and amount of lumbar support. Adjusting the lumbar support status improves the fit to the lumbar region, distributes localized pressure on the lower back, and reduces fatigue for pregnant women during long journeys.

[0194] The lateral support status characterizes the degree of wrapping and support strength of the left and right sides of the car seat back for the torso of a pregnant occupant. The lateral support status is adjusted by controlling the relevant actuators according to the seat adjustment strategy. Adjustment of the lateral support status can manifest as tightening one lateral wing inward, simultaneously enhancing the wrapping of both lateral wings, localized inflation of the lateral wing area, changes in the clamping force of the lateral wing, or changes in the duration of lateral support maintenance. One feasible approach is to inflate the lateral wing airbags using a pneumatic support module to improve the lateral support status; alternatively, an electromagnetic clamping device can alter the wrapping force of the lateral wing area. Adjusting the lateral support status can improve the lateral stability of the pregnant occupant's torso during vehicle movement, reducing the swaying sensation caused by lateral vehicle movement.

[0195] Seat cushion support status characterizes the support provided by the car seat cushion area to the buttocks, thighs, and lower limbs. Adjustments to the seat cushion support status are achieved by controlling the relevant actuators of the seat cushion according to the seat adjustment strategy. These adjustments can manifest as partial seat cushion lift, changes in the height of the front edge of the seat cushion, changes in seat cushion length, changes in localized support intensity, lifting of the leg support area, or pressure relief adjustment in the buttocks area. As a feasible method, adjusting the inflation and deflation of the airbags inside the seat cushion can create different support distributions in the pelvic area, the front of the thighs, and the leg rest area. Alternatively, the seat cushion length and leg support height can be changed via electric slide rails or lifting mechanisms to improve thigh support and lower limb comfort.

[0196] You can adjust only one support setting or adjust multiple support settings simultaneously. For example, when the target pregnant passenger experiences concentrated pressure in the lumbosacral region, the lumbar support setting can be adjusted first; when the target pregnant passenger experiences torso misalignment and insufficient support, the side support setting can be adjusted first; when the target pregnant passenger experiences pressure on the front of the thighs or concentrated pressure in the pelvic region, the seat cushion support setting can be adjusted first. When multiple support issues exist simultaneously, the lumbar support setting, side support setting, and seat cushion support setting can be adjusted together to achieve a comprehensive support effect.

[0197] The control of the support mechanism can be performed in a preset sequence. The lumbar support can be adjusted first, followed by the side wing support, and finally the seat support; alternatively, the seat support can be adjusted first, followed by the lumbar support. The specific sequence can be determined based on riding comfort, smoothness of movement, and structural linkages. Different adjustment rates and holding times can also be set for different support states to avoid causing discomfort to the target pregnant passenger due to excessively rapid adjustments.

[0198] The adjustment of support can also be linked to information about the stage of pregnancy. For pregnant women in the first trimester, a gentler lumbar support adjustment and standard seat cushion support adjustment are used. For pregnant women in the second trimester, the adjustment range of lumbar support and seat cushion support is increased. For pregnant women in the third trimester, the lumbar support is further increased, the pelvic area decompression effect is enhanced, and the lateral support is strengthened to accommodate more significant changes in body shape and posture.

[0199] Support adjustment can also be combined with health risk adjustment. When it is determined that the target pregnant passenger is at increased health risk, the support status can be further modified based on risk response strategies. For example, the car seat can be tilted with the left side higher and the right side lower to reduce pressure on the abdominal area and improve body comfort; the leg support area can also be raised to maintain a higher support angle for the lower limbs.

[0200] Step S602: Control the constraint actuator according to the seat adjustment strategy to adjust the constraint state of the vehicle seat; the constraint state includes at least one of seat belt height position and seat belt constraint force.

[0201] Here, the restraint actuator is used to change the installation position, guide path, tension, or fit of the seat belt-related structures according to the restraint adjustment strategy output by the controller. The restraint actuator may include a seat belt height adjustment mechanism, a guide point adjustment mechanism, a retractor control mechanism, a tension adjustment mechanism, a tension drive mechanism, a guide ring position adjustment mechanism, or other actuators capable of changing the working state of the seat belt.

[0202] The seatbelt height position characterizes the path position of the seatbelt relative to the shoulders, chest, and abdomen of the pregnant occupant. The seatbelt height adjustment mechanism, controlled by the seat adjustment strategy, alters the anchor point position, guide point position, or shoulder strap path position of the seatbelt to create different seatbelt fit paths. Seatbelt height adjustment can involve moving it upwards, downwards, or remaining unchanged. For pregnant occupants, appropriately raising the seatbelt height position helps reduce pressure on the abdominal area, making the seatbelt path more aligned with their current body position.

[0203] Seatbelt restraint strength characterizes the tightness and fit of the seatbelt against the body of a pregnant occupant. The seatbelt tension is altered by controlling the retractor or tension adjustment mechanism according to the seat adjustment strategy, resulting in varying seatbelt restraint strengths. Adjusting the seatbelt restraint strength can involve decreasing, increasing, or maintaining the current tension. For scenarios with high abdominal sensitivity or where reduced localized pressure is needed, the seatbelt restraint strength can be decreased; for scenarios requiring enhanced ride stability, the seatbelt restraint strength can be appropriately increased.

[0204] You can adjust only the seatbelt height, only the seatbelt restraint force, or both simultaneously. For example, if the pregnant passenger's primary concern is discomfort along the seatbelt path, prioritize adjusting the seatbelt height; if the primary concern is excessive pressure, prioritize adjusting the seatbelt restraint force; and if the passenger experiences both discomfort along the path and discomfort due to tension, you can adjust both the seatbelt height and restraint force together to achieve better restraint.

[0205] The restraint actuator can be controlled in stages according to the target restraint level. For example, when the target restraint level corresponds to the normal mode, the seat belt height and restraint force can be kept at their default settings; when the target restraint level corresponds to the comfort-first mode, the seat belt height can be raised and the restraint force appropriately reduced; when the target restraint level corresponds to the comprehensive balance mode, the seat belt height can be adjusted first, and then the restraint force can be fine-tuned. Through staged control, the restraint actuator can respond more smoothly to changes in the current physical state of the pregnant occupant.

[0206] The restraint setting can also be adjusted in conjunction with pregnancy stage information. For pregnant occupants in early pregnancy, a standard seatbelt height and restraint strength can be used. For pregnant occupants in mid-pregnancy, the seatbelt height can be appropriately increased and the pressure on the abdominal area reduced. For pregnant occupants in late pregnancy, the seatbelt height can be further increased, and the restraint strength adjusted to a better balance between comfort and safety. By adjusting in stages, the restraint setting can be made more suitable for the actual needs of pregnant occupants at different stages.

[0207] The restraint actuator can not only execute in real time based on the current seat adjustment strategy, but also be corrected by incorporating historical adjustment records. It can record the preferred seatbelt position and tension settings of a pregnant occupant under similar physiological conditions, and prioritize recalling these settings in subsequent similar situations. Through historical memory and preference learning, the adjustment of the restraint status can be gradually personalized.

[0208] Step S603: Control the temperature control actuator according to the seat adjustment strategy to adjust the temperature control state of the vehicle seat; the temperature control state includes at least one corresponding heating state or ventilation state of the seat cushion and backrest of the vehicle seat.

[0209] Here, the temperature control actuator is used to change the thermal management mode of different areas of the car seat according to the temperature control adjustment strategy output by the controller. The temperature control actuator may include a heating film, graphene heating component, ventilation fan, air duct structure, heat exchange module, power drive module, or other components capable of localized heating and ventilation. The temperature control actuator can be set separately in the seat cushion area and backrest area, or it can be further subdivided and set in the front of the seat cushion, the middle and rear of the seat cushion, the lower part of the backrest, the middle of the backrest, or other local areas to form a zoned temperature control structure.

[0210] The heating status indicates whether the corresponding seat area is heated, as well as the heating level, power, and duration. The heating components are controlled according to the seat adjustment strategy to bring the corresponding area into the heating state. Adjusting the heating status can involve turning on localized heating, turning off localized heating, switching between different heating levels, adjusting the heating power, or adjusting the heating duration. As a feasible implementation method, the temperature control actuator can use graphene heating components, achieving rapid heating and flexible, conformal heating through graphene material to improve the comfort of pregnant passengers in areas that are locally cold.

[0211] Ventilation status indicates whether the corresponding seat area is ventilated, as well as the airflow, air velocity, and duration of ventilation. The ventilation fan and duct structure are controlled according to the seat adjustment strategy to ensure the corresponding area is ventilated. Adjusting the ventilation status can involve turning on or off local ventilation, switching between different ventilation levels, adjusting the airflow, or adjusting the ventilation duration. By adjusting the ventilation status, heat dissipation in the back, buttocks, or other localized areas of the pregnant occupant can be improved.

[0212] The heating or ventilation status can be adjusted only for the seat cushion area, or only for the backrest area, or both areas can be adjusted simultaneously. For example, when the lower limb area is cold, the heating status of the seat cushion area and the lower backrest area can be adjusted first; when there is significant heat buildup in the back area, the ventilation status of the backrest area can be adjusted first; when a pregnant passenger has both localized coldness and localized heat dissipation needs, heating and ventilation can be applied to different areas separately, creating a zoned combined temperature control effect.

[0213] The temperature control actuator can be controlled using an independent zone control method. Different control commands are sent to the seat cushion area and the backrest area, so that the seat cushion area and the backrest area are in different temperature control states at the same time. For example, the seat cushion area can be in a heated state while the backrest area is in a ventilated state; or the seat cushion area and the backrest area can be in different heated states at the same time. Through independent zone control, the accuracy and personalization of temperature control can be improved.

[0214] The temperature control settings can also be adjusted based on the pregnant passenger's stage of pregnancy, travel duration, and historical temperature control preferences. For pregnant passengers in their second and third trimesters, increased attention can be paid to the thermal comfort of the lower limbs and back areas. For long-distance travel, the frequency of local temperature control adjustments can be increased or the duration of local temperature control extended. For pregnant passengers who historically prefer higher heating or ventilation levels, the current temperature control settings can also be personalized.

[0215] The temperature control actuator can not only execute in real time based on the current seat adjustment strategy, but also dynamically update according to subsequent changes in status. During the journey, it periodically detects changes in body surface temperature and recalculates whether the temperature control status needs adjustment. When a certain area is detected to be persistently cold, persistently overheated, or experiencing abnormal temperature variations, a control command can be resent to the temperature control actuator to adjust the heating or ventilation status of the corresponding area. Through dynamic updates, the car seat can continuously adapt to the changing temperature comfort needs of the target pregnant passenger during the journey.

[0216] In some implementations, support state adjustment can be performed first, followed by constraint state adjustment and temperature control state adjustment; alternatively, constraint state adjustment can be performed first, followed by support state adjustment. The specific execution order can be determined comprehensively based on the current strategy priority, hardware response speed, comfort requirements, and safety requirements. For scenarios requiring rapid response, a parallel control method can also be adopted, enabling the support actuator, constraint actuator, and temperature control actuator to respond simultaneously, thereby shortening the overall adjustment time.

[0217] After completing the execution phase control, the current execution results and feedback from the target pregnant occupant can be recorded. Execution results can include the actual action values ​​of each actuator, the actual achieved support state, the actual achieved restraint state, and the actual achieved temperature control state. Feedback can include user manual correction records, changes in adjusted state data, and trends in comfort. Execution results and feedback can be written to historical adjustment data for subsequent updates to the seat adjustment strategy.

[0218] In some implementations, the process of performing support adjustment, restraint adjustment, and temperature control adjustment according to the seat adjustment strategy can be executed once after the pregnant woman-specific mode is activated, or it can be executed periodically during the ride, or triggered when a change in state is detected. State changes can include changes in posture, physiological state, local temperature, and vehicle dynamics. Through continuous execution and dynamic updates, the car seat can maintain its adaptive adjustment capability around the current state of the target pregnant occupant throughout the entire ride.

[0219] In an optional implementation, the support state includes a wing support state, and the method further includes the following steps S701-S703.

[0220] Step S701: Collect vehicle operation data and determine whether the vehicle is turning based on the vehicle operation data.

[0221] Here, vehicle operation data can be provided by vehicle bus, vehicle stability system, inertial detection device, lateral acceleration sensor, longitudinal acceleration sensor, steering wheel angle sensor, vehicle speed sensor, yaw rate sensor, or other detection devices that can reflect the vehicle's driving conditions. Vehicle operation data may include lateral acceleration values, steering wheel angle values, yaw rate, vehicle speed, turning duration, changes in vehicle attitude, and other data that can reflect the vehicle's lateral dynamic state.

[0222] Whether a vehicle is turning can be determined based on individual vehicle operation data. For example, the lateral acceleration value can be compared with a preset lateral acceleration threshold; if the lateral acceleration value is greater than the preset threshold, the vehicle is determined to be turning. Alternatively, the steering wheel angle value can be compared with a preset angle threshold; if the steering wheel angle value exceeds the preset angle threshold and the duration reaches a preset time, the vehicle is determined to be turning.

[0223] A vehicle's turning status can be determined by combining multiple vehicle operation data. For example, lateral acceleration, steering wheel angle, and yaw rate can be considered simultaneously. The vehicle is determined to be turning when the lateral acceleration exceeds a first threshold, the steering wheel angle exceeds a second threshold, and the yaw rate exceeds a third threshold.

[0224] The system can also adjust the turning status judgment based on vehicle speed. For example, at low speeds, the threshold for judging whether the vehicle is turning can be appropriately increased to avoid unnecessary lateral support enhancement caused by slight steering corrections when parking, making a U-turn at low speed, or on narrow roads; at medium to high speeds, the threshold for triggering lateral support enhancement can be appropriately decreased to make dynamic support adjustment more timely.

[0225] The system can determine whether a vehicle is turning left or right based on its operational data. It identifies the vehicle's current lateral dynamic direction based on the steering wheel angle, lateral acceleration direction, or yaw rate direction. Based on the identification of whether the vehicle is turning left or right, it further selects between symmetrical or lateral reinforcement methods for subsequent side wing support adjustments.

[0226] In some implementations, the step of collecting vehicle operation data and determining whether the vehicle is turning can be performed periodically or triggered when there is a significant change in vehicle operation data. Vehicle operation data can be continuously acquired and the turning status determination result updated at preset time intervals. Alternatively, the turning status recognition process can be initiated immediately upon detecting a rapid change in steering wheel angle, a rapid increase in lateral acceleration, or a significant change in yaw rate. By using continuous or event-triggered methods for determination, the side wing support adjustment can respond more promptly to dynamic changes in the vehicle's lateral movement.

[0227] Step S702: When it is determined that the vehicle is in a turning state, control the support actuator to increase the side wing support of the vehicle seat.

[0228] Here, the support actuator can include an airbag inflation / deflation mechanism, a motor drive mechanism, an electromagnetic actuation mechanism, a mechanical linkage mechanism, or other actuators capable of altering the shape and strength of the side wing support. The support actuator can be located on the left and right sides of the backrest, or in other support areas related to torso support. Once the vehicle is determined to be in a turning position, a side wing enhancement control command can be sent to the support actuator to increase the side wing support of the vehicle seat.

[0229] Enhancing lateral support can be achieved by improving the coverage of both side wing structures. Simultaneous inflation of the left and right airbags causes the side wings to bulge inwards, thus improving the coverage of the pregnant occupant's torso. Alternatively, the electromagnetic clamping structure can be controlled to increase the clamping force, providing stronger lateral support to the pregnant occupant during vehicle cornering. This simultaneous enhancement on both sides allows for a rapid increase in overall coverage without distinguishing between left and right turns, making it suitable for scenarios with relatively simplified control logic.

[0230] Enhancing lateral support can be achieved by differentially strengthening one or both lateral wings depending on the turning direction. For example, when the vehicle is turning left, the support of the right lateral wing can be increased to better restrict the outer torso of the pregnant occupant; when the vehicle is turning right, the support of the left lateral wing can be increased. Alternatively, while strengthening the support of the outer lateral wing, the support of the inner lateral wing can be moderately increased to create an asymmetrical wrapping structure. Through direction-related differential enhancement, the lateral stability of the pregnant occupant during cornering can be further improved.

[0231] The degree of reinforcement in side wing support can be determined based on the vehicle's cornering intensity. Vehicle cornering intensity can be indirectly determined by lateral acceleration, steering wheel angle, yaw rate, or turning radius. When the vehicle's cornering intensity is low, a smaller degree of side wing support reinforcement can be used; when the vehicle's cornering intensity is high, a larger degree of side wing support reinforcement can be used. By adjusting the side wing support according to the cornering intensity levels, the feeling of pressure caused by excessive reinforcement can be avoided while ensuring the necessary support effect.

[0232] The method of enhancing lateral support can be adjusted based on the current support needs of the target pregnant occupant. For example, if the target pregnant occupant already has high lateral support, a smaller increase can be used; if the target pregnant occupant is not adequately laterally supported, a larger increase can be used. The enhancement level can also be adjusted by considering the target pregnant occupant's stage of pregnancy, body type, and historical preferences. For target pregnant occupants in late pregnancy, a gradual enhancement method can be prioritized to avoid discomfort caused by rapid lateral movements.

[0233] The enhancement of lateral support can be achieved through either a gradual adjustment or a rapid response method. A gradual adjustment method uses a preset adjustment slope to progressively increase lateral support, thereby improving ride comfort. A rapid response method can quickly enhance lateral support upon detecting significant lateral dynamic changes, thus improving dynamic protection capabilities. The specific method can be selected based on the vehicle's current operating conditions and adjustment priorities.

[0234] Step S703: When it is determined that the vehicle has exited the turning state, control the support actuator to lower the side wing support state or restore it to the support state before adjustment.

[0235] Here, "vehicle exiting turning mode" can be understood as the vehicle's lateral dynamic state ending or decreasing to a level where dynamic reinforcement of side wing support is no longer needed. The vehicle exits turning mode when the lateral acceleration value returns to a preset range, the steering wheel angle value falls back to a preset range, the yaw rate decreases to a preset range, or multiple of the above conditions are met simultaneously.

[0236] Once the vehicle has exited the turning state, the side wing support mechanism can be controlled to lower the wing support level. Lowering the wing support level can be achieved by reducing the airbag inflation volume, reducing the electromagnetic clamping force, reducing the inward contraction, or reducing the degree of wrapping. By lowering the wing support level, it is possible to avoid excessively strong wing support under normal straight-line driving conditions, which could affect the comfort of the pregnant passenger.

[0237] Once the vehicle has exited the turning state, the support actuator can be controlled to restore the support state to its pre-adjustment state. The pre-adjustment support state can be understood as the basic side wing support state of the car seat before the vehicle entered the turning state. This basic side wing support state can be derived from the personalized support settings already established for the target pregnant passenger in the current riding scenario. The initial value of the side wing support state is recorded before triggering the turn enhancement, and the side wing support state is restored to this initial value after the vehicle exits the turning state. By restoring the support state to its pre-adjustment state, the original personalized comfort settings can be maintained while ensuring dynamic support capabilities.

[0238] The lateral support can be controlled to return to its original state using either an immediate recovery mode or a delayed recovery mode. The immediate recovery mode is suitable for scenarios where a quick release of the support's grip is needed after a turn. The delayed recovery mode maintains the enhanced lateral support for a preset period after a turn before gradually returning to the original support state. By using the delayed recovery mode, frequent adjustments to the lateral support state can be avoided in continuous curves or short-duration swaying scenarios, improving control smoothness.

[0239] A tiered rollback approach can be used to reduce the lateral support status. First, the lateral support status is rolled back from the enhanced initial state to an intermediate transitional state, and then from the intermediate transitional state back to the original support status. This tiered rollback reduces the impact of sudden changes in support status on the comfort of the target pregnant passenger.

[0240] The recovery process of the lateral support can also be adjusted based on the current physical condition of the pregnant occupant. For example, if the pregnant occupant still exhibits significant off-center loading or trunk instability after exiting a turn, the lateral support can be partially reduced instead of fully returning to the pre-adjustment support state. Conversely, if the pregnant occupant has already achieved optimal support through basic adjustment, the lateral support can be restored to the pre-adjustment state more quickly. This adjustment method allows for a smoother transition of the lateral support to a suitable state after the dynamic operation ends.

[0241] The process of dynamically adjusting the lateral support state based on vehicle operating data can be executed in conjunction with the basic support adjustment process. First, the basic lateral support state is determined based on the current pressure distribution and basic support requirements of the target pregnant occupant. Then, when the vehicle is turning, the basic lateral support state is enhanced by superimposing this enhancement. After the vehicle exits the turning state, the superimposed enhancement is removed, and the vehicle returns to the basic lateral support state. By superimposing the basic support state and the dynamically enhanced state, both static comfort and dynamic stability can be considered.

[0242] The process of dynamically adjusting the side wing support status based on vehicle operation data can also be linked to physiological monitoring results and health risk status. For example, when the target pregnant passenger is detected to be in a physiologically sensitive state or have high comfort requirements, a more gradual side wing support enhancement can be adopted; when the controller detects that the target pregnant passenger requires higher stability support, the side wing support enhancement can be appropriately increased. By linking with other status information, the dynamic adjustment of the side wing support status can be made more in line with the overall needs of the target pregnant passenger.

[0243] It can record execution results such as vehicle operation data, changes in flank support status, enhancement duration, and recovery method, and write them to historical adjustment data. Subsequently, when similar vehicle operating conditions recur, the flank support dynamic adjustment parameters that better suit the preferences of the target pregnant passenger can be prioritized, thereby improving the adaptability and personalization of dynamic support control.

[0244] In an optional implementation, the status data includes physiological monitoring data.

[0245] Here, physiological monitoring data can be collected by a physiological monitoring unit. This unit may include millimeter-wave radar, or it may include a vital signs detection module, an abdominal micro-movement detection module, a respiration detection module, a heart rate detection module, or other detection devices suitable for acquiring physiological activity information of the target pregnant occupant. As a feasible implementation, the millimeter-wave radar can be installed above the back of the front passenger seat, or near the right rear seat, in the center console area, or in other locations facing the abdomen of the target pregnant occupant. The millimeter-wave radar can acquire micro-movement information in the abdominal area of ​​the target pregnant occupant under physiological activities such as breathing, heartbeat, fetal heart rate, fetal movement, and uterine contractions by emitting low-power, high-frequency electromagnetic waves and receiving reflected signals.

[0246] Physiological monitoring data can include raw composite signals, as well as intermediate or final data obtained from processing these raw composite signals. The raw composite signal may simultaneously contain respiratory, maternal heart rate, fetal heart rate, uterine contraction, and fetal movement components. To improve the accuracy of health risk identification, the raw composite signal can undergo bandpass filtering, wavelet transform, independent component analysis, cross-correlation analysis, frequency band separation, time-frequency localization analysis, noise suppression, and trend analysis. After processing, signal features more suitable for risk assessment can be obtained, such as respiratory rate variation characteristics, heart rate variation characteristics, fetal heart rate fluctuation characteristics, heart rate variability characteristics, uterine contraction frequency characteristics, uterine contraction regularity characteristics, fetal movement frequency characteristics, and combinations of multiple features.

[0247] The method also includes the following steps S801-S803.

[0248] Step S801: Determine the health risk status of the target pregnant passenger based on the signal characteristics corresponding to the physiological monitoring data.

[0249] Here, health risk status is used to characterize the degree of risk to which the target pregnant passenger currently faces, requiring alerting, attention, or intervention. Health risk status can be represented using a multi-level status classification method or a risk scoring method. Multi-level status classification methods include, for example, normal status, suspicious status, abnormal status, increased risk status, emergency intervention status, or other status levels suitable for control logic judgment. Risk scoring methods, for example, map multiple signal characteristics to a comprehensive risk score, and then determine the health risk status based on the score range.

[0250] Health risk status can be determined based on a single physiological signal characteristic. For example, the current health risk status of a target pregnant woman's passenger can be determined based on fetal heart rate characteristics. When the fetal heart rate is within a preset normal range and the fluctuation amplitude is stable, the health risk status is determined to be normal. When the fetal heart rate variability decreases, the fluctuation amplitude increases continuously, or the fetal heart rate deviates from the normal range for a short period of time, the health risk status is determined to be suspicious. When the fetal heart rate is consistently below a preset lower limit or consistently above a preset upper limit for a preset duration, the health risk status is determined to be abnormal.

[0251] The health risk status can be determined based on the characteristics of uterine contraction-related signals. The controller can determine whether there is an increased risk based on the frequency, duration, rhythm, and increasing trend of contractions. For example, when the contraction frequency is below a preset threshold and remains stable, the health risk status is determined to be normal; when the contraction frequency reaches a preset warning threshold or the contractions show an upward trend, the health risk status is determined to be suspicious or increased; when the contraction frequency continues to rise and shows a regular increasing trend, the health risk status is determined to have reached a higher level.

[0252] Health risk status can be determined based on a combination of multiple signal characteristics. By fusing fetal heart rate characteristics, fetal heart rate variability characteristics, uterine contraction characteristics, respiratory characteristics, and fetal movement characteristics, a more accurate risk assessment can be obtained. For example, when the fetal heart rate deviates from the normal range and the frequency of uterine contractions increases simultaneously, the health risk status is determined to be an enhanced risk status; when the fetal heart rate returns to a stable level and the frequency of uterine contractions decreases, the health risk status is restored to a lower level. This multi-feature combined assessment can improve the stability and reliability of risk identification.

[0253] Health risk status can be determined using rule-based judgment. A mapping relationship between different combinations of signal characteristics and health risk status is pre-established. For example, when the fetal heart rate is within the normal range and the contraction frequency is less than a preset value, it corresponds to a normal state; when the fetal heart rate variability is less than a preset value or the fluctuation amplitude is greater than a preset range, it corresponds to a suspicious state; when the fetal heart rate is persistently abnormal and accompanied by increased contractions, it corresponds to an abnormal state or an increased risk state.

[0254] Health risk status can also be determined using model-based discrimination. The model can be a classification model, a risk scoring model, or other predictive models suitable for outputting a status level based on multiple signal features. Model inputs can include signal features such as fetal heart rate, heart rate variability, uterine contraction frequency, uterine contraction duration, respiratory rate, and fetal movement frequency. Model output can be a health risk status category or a comprehensive risk score. As a feasible implementation, a classification model can be used to grade and identify physiological monitoring data, outputting three risk categories: normal, suspicious, and abnormal.

[0255] Health risk status can be used not only to identify obvious medical abnormalities, but also to identify states requiring comfort or preventative interventions. For example, when a pregnant passenger experiences a prolonged journey and a slight increase in the frequency of contractions, even if the condition has not yet reached a clearly abnormal level, the health risk status can be identified as a state requiring alerts, so that subsequent prompts can be provided and supportive adjustments can be made.

[0256] Step S802: If the health risk status meets the preset warning conditions, output the corresponding risk warning information.

[0257] Here, preset warning conditions are used to characterize what level of health risk requires alerting, warning, or intervention. Preset warning conditions can correspond to a single health risk state or multiple health risk states. Preset warning conditions can be set based on risk level, risk duration, risk trend, or a combination of multiple risk characteristics. For example, when a health risk state reaches a suspicious state and persists for a preset time, a first-level warning can be triggered; when a health risk state reaches an abnormal state, a second-level warning can be triggered; and when a health risk state reaches an intensifying risk state and shows a continuous upward trend, a higher-level warning can be triggered.

[0258] Risk warning information can be categorized according to different levels of health risk status. Risk warning information can include suggestive, cautionary, interventional, advisory, or other information that conveys the status to the pregnant passenger or other users in the vehicle. Suggestive information can remind the pregnant passenger to rest, adjust their posture, or shorten their continuous riding time. Cautionary information can alert the pregnant passenger to a current physiological abnormality risk requiring close attention. Interventional information can prompt the pregnant passenger to take further action promptly. Advisory information can include adjusting posture, taking appropriate rest, seeking medical attention promptly, or other suggestions corresponding to the risk level.

[0259] Risk warning information can be presented through one or more output methods. These methods may include central control screen display, instrument panel display, voice broadcast, mobile terminal push notification, light alerts, vibration alerts, or other in-vehicle and out-of-vehicle information interaction methods. The central control screen display can be used to intuitively show the risk level, abnormal items, and suggested content. Voice broadcasts can be used for quick reminders during driving. Mobile terminal push notifications can be used to retain reminder records after the trip or synchronize them with related personnel. Light alerts and vibration alerts can be used to quickly attract attention.

[0260] The content and output method of the corresponding risk warning information can be determined according to the level of health risk status. For example, when the health risk status is suspicious, a prompt risk warning information is output, displayed on the central control screen or through a mild voice reminder; when the health risk status is abnormal, a warning risk warning information is output, using a combination of voice broadcast and interface pop-up window; when the health risk status reaches a higher level, a more obvious prompt is used, and stronger advice information is output simultaneously.

[0261] The warning information output can also be combined with prolonged sitting. When the continuous sitting time of a target pregnant passenger reaches a preset duration, a sedentary reminder message is output based on changes in uterine contraction frequency. For example, when the continuous sitting time reaches the first preset duration, a preventative reminder message is output; when the continuous sitting time reaches the second preset duration and the uterine contraction frequency increases simultaneously, a higher-level risk warning message is output.

[0262] Step S803: Adjust the support status of the vehicle seat according to the health risk status.

[0263] Here, the adjustment of the support status can include lumbar support adjustment, side wing support adjustment, seat cushion support adjustment, backrest tilt adjustment, overall seat tilt adjustment, leg support adjustment, or other status adjustments related to body support.

[0264] When a health risk level reaches a point requiring relief of abdominal pressure or improvement of blood circulation, the control support actuators alter the overall posture of the car seat. For example, the car seat may be tilted with the left side higher than the right, causing the pregnant occupant to lean slightly to the left. This posture adjustment reduces discomfort in the abdominal area of ​​the pregnant occupant in the current seating position and improves overall comfort.

[0265] The leg support area can also be raised based on health risk status. Adjustments to leg support can include raising the leg rest, raising the front edge of the seat cushion, or increasing the lower limb support angle. By raising the leg support area, lower limb support can be improved, reducing discomfort in the lower limbs during long periods of sitting and enhancing overall comfort.

[0266] The lumbar support and seat support can be adjusted based on the health risk status. For example, when it is determined that the target pregnant passenger is at risk of fatigue or is experiencing discomfort due to uneven pressure in certain areas, the lumbar support can be increased to enhance back support; the seat support can also be optimized simultaneously to distribute local pressure in the pelvic and thigh areas.

[0267] A tiered support adjustment strategy can be adopted based on the health risk status. When the health risk status is suspected, mild support adjustments are used, such as slightly adjusting the backrest support or partially raising the leg support area. When the health risk status is abnormal or the risk is increased, more significant support adjustments are used, such as changing the overall tilt posture of the car seat and simultaneously raising the leg support.

[0268] Different support adjustments can be made based on different health risk types. For example, when the health risk is mainly triggered by uterine contraction-related characteristics, the overall tilt posture and leg support should be adjusted first; when the health risk is mainly triggered by fetal heart rate-related characteristics, a gentler posture adjustment should be used first, and a higher level of warning information should be output simultaneously; when the health risk is mainly related to prolonged sitting, the lumbar support and seat cushion support should be adjusted first to improve support and pressure relief.

[0269] The support status can be adjusted not only once based on the current risk level, but also continuously according to the changing trend of the health risk status. For example, when the health risk status is detected to be worsening, the controller can further increase the support adjustment; when the health risk status is detected to be easing, the controller can gradually decrease the support adjustment or restore the basic support status before the adjustment. Through dynamic correction, the support status adjustment can better reflect the changing physical condition of the target pregnant passenger.

[0270] The adjustment of support status can also be overlaid with the current basic support settings for the target pregnant passenger. First, the basic support status based on pressure distribution data and posture recognition results is retained. Then, when the health risk status meets preset warning conditions, the basic support status is modified to address the risk. Once the health risk status is resolved or decreases to a lower level, the additional risk-response support adjustment is canceled, and the original basic support status is restored.

[0271] It can also record the output of risk warning information, the process of changes in health risk status, and the results of support status adjustments, and write them into historical status data and historical adjustment data. Subsequently, when similar physiological monitoring characteristics reappear, risk response support plans that were more suitable for the target pregnant passenger in the past can be prioritized, thereby improving the timeliness and individual adaptability of health interventions.

[0272] The process of risk assessment, early warning, and supportive intervention based on physiological monitoring data can be continuously executed after the pregnant woman's exclusive mode is activated. Physiological monitoring data is acquired and health risk status is updated periodically at preset time intervals, and the risk assessment process can be triggered immediately when significant changes in key physiological signals are detected. Through continuous monitoring and dynamic linkage control, the car seat can perceive risks and provide auxiliary intervention based on the actual condition of the target pregnant occupant throughout the entire journey.

[0273] In an optional implementation, the method further includes the following steps S901-S903.

[0274] Step S901: Record the historical status data and historical adjustment data of the target pregnant passenger during the use of the pregnant woman-specific mode.

[0275] Here, historical status data is used to characterize the status information of the target pregnant passenger during past use of the pregnancy-specific mode. Historical status data may include one or more of the following during each ride: seat pressure distribution data, physiological monitoring data, body surface temperature data, pregnancy stage information, body shape information, ride duration information, and risk status information. Historical status data may also include data on changes in pressure concentration areas, trends in localized force changes, trends in physiological parameter changes, trends in temperature distribution changes, records of changes in health risk status, records of risk warning triggers, and corresponding status evolution information over different time periods.

[0276] Historical adjustment data is used to characterize the actual adjustment results and process information of car seats during each use. Historical adjustment data can include support status adjustment records, restraint status adjustment records, temperature control status adjustment records, corresponding adjustment parameter values, adjustment sequence, adjustment duration, adjustment rate, adjustment frequency, actuator action results, and execution results of different strategy combinations. Historical adjustment data may also include records of manual corrections made by the user to the support status, restraint status, and temperature control status during vehicle use, as well as the parameter changes before and after manual corrections.

[0277] Throughout the entire journey, the system continuously collects relevant status information of the target pregnant passenger and records the status values ​​at corresponding time points or within corresponding time periods. It can also write the current adjustment parameters and execution results into historical adjustment data each time support, restraint, and temperature control adjustments are performed. Through continuous recording, a data sequence covering the entire journey is formed.

[0278] Historical state data and historical adjustment data can be recorded along a time dimension. The time dimension can be a fixed sampling period or the event trigger moment. For example, pressure distribution, physiological parameters, and temperature distribution can be recorded at preset intervals; data can also be recorded when posture changes occur, risk warnings are triggered, adjustment actions are performed, or the user makes manual corrections.

[0279] Historical status data and historical adjustment data can be recorded according to scenario dimensions. Scenario dimensions can include static straight-line driving scenarios, dynamic turning scenarios, long-term riding scenarios, locally cold scenarios, scenarios with increased health risks, or other representative riding situations. Status data under specific scenarios can be associated and stored with corresponding adjustment results. For example, it can record the changes in pressure distribution and corresponding support adjustment results when a pregnant passenger rides for more than 30 minutes; it can also record the support adjustment methods used and risk warning output results when health risk states change.

[0280] It can also record the pregnancy stage and body type information of the target pregnant passengers. Pregnancy stage information can include early pregnancy, mid-pregnancy, and late pregnancy. Body type information can include abdominal circumference, sitting height, weight range, waist-to-hip ratio, and thigh length. Pregnancy stage and body type information can be linked and stored with historical status data and historical regulation data to analyze which support regulation strategies, constraint regulation strategies, and temperature control regulation strategies are more suitable for different pregnancy stages and body type conditions.

[0281] It can also record user feedback. User feedback can include records of manual adjustments made by the user during the ride, confirmation of the current adjustment result by the user, comfort ratings entered by the user through the vehicle's infotainment system, and experience feedback generated after the trip. User feedback can be stored as part of historical adjustment data or as independent feedback data. By recording user feedback, the individual preferences and comfort needs of target pregnant passengers can be identified more accurately.

[0282] The recorded data can be organized and archived at the end of the trip. Key status changes, key adjustments, key risk events, and user feedback information during the trip can be categorized and compiled into a historical data record for this usage process. As a feasible implementation, an experience record and suggestion information for this trip can be automatically generated after exiting the pregnant woman's exclusive mode, and relevant status data and adjustment data can be saved synchronously for subsequent learning and strategy updates.

[0283] Step S902: Update the seat adjustment strategy based on historical status data and historical adjustment data.

[0284] Here, the updated seat adjustment strategy can be expressed as changes in support adjustment parameters, constraint adjustment parameters, and temperature control adjustment parameters, or as changes in the combination relationship and applicable conditions between different strategies.

[0285] Parameter mapping relationships can be updated based on historical state data and historical adjustment data. Parameter mapping relationships refer to the correspondence between state characteristic parameters and adjustment parameters. For example, if historical records show that a higher lumbar support adjustment level results in a more significant improvement in comfort for a target pregnant passenger under a certain pressure distribution mode, then the recommended value for the lumbar support adjustment level should be increased in subsequent similar conditions. Similarly, if historical records show that a target pregnant passenger prefers a higher level of localized heating under a certain body surface temperature distribution mode, then the set value of the target temperature control parameter should be increased in subsequent similar conditions.

[0286] Strategy priorities can be updated based on historical state data and historical adjustment data. Strategy priorities can refer to which type of adjustment strategy is prioritized when multiple abnormal states occur simultaneously. For example, if historical records show that when a pregnant occupant experiences both concentrated pressure in the lower back and coldness in the lower extremities, the target pregnant occupant is more sensitive to support adjustment than to temperature control adjustment, then support adjustment strategies will be prioritized in similar subsequent situations. Alternatively, if historical records show that, under physiologically sensitive conditions, the target pregnant occupant prefers to have the seatbelt restraint applied more firmly, then the priority of the restraint adjustment strategy will be increased.

[0287] Multiple preset modes can be established or updated based on historical status and adjustment data. As a feasible implementation, based on the target pregnant passenger's pregnancy stage and body type information, a first preset mode for early pregnancy, a second preset mode for mid-pregnancy, and a third preset mode for late pregnancy can be established. Different preset modes can correspond to different basic lumbar support, side wing support, seat cushion support, seatbelt height, seatbelt restraint strength, and temperature control parameter ranges. The parameter configurations in each preset mode can be updated according to historical status and adjustment data, making each preset mode more suitable for the actual needs of the target pregnant passenger at the corresponding stage.

[0288] The seat adjustment strategy can be updated using rule-based updates. Rule-based updates can adjust thresholds, parameter ranges, or corresponding relationships based on statistical results. For example, the threshold for triggering increased lumbar support in areas of concentrated pressure can be adjusted based on historical data, or the heating level threshold can be adjusted when body surface temperature is low.

[0289] Model learning can also be used to update seat adjustment strategies. Model learning methods can include supervised learning, reinforcement learning, incremental learning, or other learning methods suitable for continuously optimizing strategy output based on historical data. As a feasible implementation, reinforcement learning is used to update the weights and selection biases of different adjustment parameters based on the target pregnant passenger's state changes and adjustment feedback during each use. Furthermore, the scoring function of different candidate strategies can be adjusted based on feedback after multiple trips, thereby gradually personalizing the subsequent seat adjustment strategies.

[0290] Historical status data, historical adjustment data, and user feedback can be combined to update seat adjustment strategies. For example, based on records of multiple manual increases in lumbar support, it can be determined that the current baseline lumbar support parameter is too low, and the relevant strategy output value can be increased after the update. Conversely, based on records of multiple manual decreases in seatbelt restraint, it can be determined that the current restraint strategy is too strong, and the relevant parameter range can be decreased after the update. By combining proactive user feedback, the actual preferences of the target pregnant passenger can be more accurately reflected.

[0291] The seat adjustment strategy can be updated after each trip or after a preset number of trips have been completed. For example, after each exit from the pregnant woman's special mode, the recorded status and adjustment data can be analyzed, and some strategy parameters can be corrected immediately. Alternatively, after accumulating multiple trips, historical data from multiple trips can be analyzed centrally, and the preset mode and parameter mapping relationship can be updated as a whole. As a feasible implementation method, the parameters in the preset mode can be automatically updated after five trips have been completed.

[0292] In step S903, upon responding again to the command to activate the pregnant woman-only mode, at least one of the support state, restraint state, and temperature control state of the vehicle seat is adjusted based on the updated seat adjustment strategy.

[0293] Here, in response to the activation command for the pregnant woman-specific mode, the updated seat adjustment strategy is invoked first, rather than generating a new strategy from the default rules. After acquiring the current state data, it is matched with the updated strategy library, the updated parameter mapping relationship, the updated preset mode, and the updated priority relationship, thereby quickly generating a control result that better suits the individual characteristics of the target pregnant passenger.

[0294] When re-entering the pregnant woman-specific mode, the basic mode can be selected first, followed by real-time adjustments. The basic mode can be derived from an updated first, second, or third preset mode. The corresponding preset mode is selected based on the target pregnant occupant's current pregnancy stage and body type, and this preset mode serves as the base strategy for the current control. Subsequently, the basic strategy can be refined by incorporating real-time data on seat pressure distribution, physiological monitoring, and body surface temperature to form the final control scheme.

[0295] The support status can be adjusted based on the updated seat adjustment strategy. For example, at least one of the lumbar support, side bolster support, and seat cushion support can be increased or decreased according to the updated strategy. Furthermore, based on historically learned individual preferences, a more suitable combination of support adjustment parameters can be directly applied when similar pressure distribution patterns occur.

[0296] Restraint settings can be adjusted based on updated seat adjustment strategies. For example, the updated strategy can select seatbelt height and restraint strength parameters that are more suitable for the target pregnant occupant. Furthermore, historical preferences can be used to determine whether the target pregnant occupant prioritizes adjusting the seatbelt height or restraint strength under different physiological states.

[0297] The temperature control can be adjusted based on the updated seat adjustment strategy. For example, the updated strategy can more quickly identify seat areas that require temperature control and use heating or ventilation levels that better suit the preferences of the target pregnant passenger. It can also optimize the duration and intensity of temperature control in specific areas based on historical preference records.

[0298] Upon responding to the command to activate the pregnancy-specific mode again, the updated initial settings of the strategy can be prioritized. For example, after the target pregnant passenger gets into the vehicle and activates the pregnancy-specific mode, the car seat can be directly adjusted to the historically more commonly used basic lumbar support setting, basic seat belt height position, and basic temperature control setting, and then further adjusted based on the current real-time status.

[0299] After implementing the updated seat adjustment strategy, the system can continue to record new status and adjustment data during the current ride and feed this data back into the strategy update process. Through continuous iteration, the seat adjustment strategy can be continuously optimized as the target pregnant passenger's pregnancy progresses, body shape changes, and usage preferences evolve, thus forming a dynamically evolving personalized control mechanism.

[0300] The process of updating seat adjustment strategies based on historical state and adjustment data can be coordinated with risk warning mechanisms, dynamic lateral support adjustment mechanisms, and zoned temperature control mechanisms. Past changes in risk states and the results of risk interventions can be incorporated into the historical data learning process, as can the results of lateral support enhancements in past turning scenarios and local temperature control preferences.

[0301] Based on the above embodiments, this application provides a vehicle, referring to... Figure 7 The automobile provided in this application embodiment includes a controller 1 and an automobile seat 2 connected by communication; the controller 1 is used to execute the automobile seat control method of any of the foregoing embodiments.

[0302] The car seat 2 includes at least one of a physiological monitoring unit 21, a pressure acquisition unit 22, and a temperature acquisition unit 23.

[0303] Here, controller 1 can be a vehicle controller, seat controller, smart cockpit controller, or other control unit with data processing and execution control capabilities. Controller 1 is used to execute the control method of the car seat to achieve state perception, strategy generation, and seat adjustment for the target pregnant occupant. Car seat 2 can be set in the front passenger seat, the right rear seat, or other suitable positions for the target pregnant occupant in the vehicle. To adapt to the comfort and safety needs of pregnant occupants at different stages of pregnancy, different body shapes, and different travel scenarios, car seat 2 can be configured in an integrated manner around state perception, support adjustment, restraint adjustment, and temperature control.

[0304] In one embodiment, the car seat 2 includes at least one of a physiological monitoring unit 21, a pressure acquisition unit 22, and a temperature acquisition unit 23. Preferably, the car seat 2 also includes the physiological monitoring unit 21, the pressure acquisition unit 22, and the temperature acquisition unit 23. The physiological monitoring unit 21 is used to collect physiological monitoring data of the target pregnant occupant. The pressure acquisition unit 22 is used to collect force distribution data between the target pregnant occupant and the car seat 2. The temperature acquisition unit 23 is used to collect surface temperature data corresponding to different body areas of the target pregnant occupant. The controller 1 can generate a corresponding seat adjustment strategy based on at least one of the physiological monitoring data, seat pressure distribution data, and surface temperature data, and control the car seat 2 to complete at least one adjustment of support state, restraint state, and temperature control state.

[0305] In one embodiment, the vehicle may further include an in-vehicle network and a central control display device. The controller 1 can communicate with the vehicle seat 2, physiological monitoring unit 21, pressure acquisition unit 22, temperature acquisition unit 23, central control display device, seat belt adjustment mechanism, heating mechanism, ventilation mechanism, and massage mechanism via the in-vehicle network. The central control display device can be used to receive activation commands for the pregnancy-specific mode, and can also be used to display risk warning information, mode information, experience information, and suggestion information. The in-vehicle network can adopt the controller 1 local area network, Ethernet, or other in-vehicle communication methods to achieve data transmission and control coordination between various components.

[0306] In one embodiment, the pressure acquisition unit 22 can be disposed inside the seat cushion and backrest of the car seat 2. The pressure acquisition unit 22 may include a flexible pressure array, a piezoresistive pressure sensor, a capacitive pressure sensor, a piezoelectric pressure sensor, or other structures suitable for detecting the force state of contact between the occupant and the seat. As a feasible implementation, the pressure acquisition unit 22 includes a 16×16 flexible pressure array disposed inside the seat cushion and backrest. The 16×16 flexible pressure array includes 256 independent pressure sensing units, which are arranged in a matrix to cover the seat cushion support surface and the backrest support surface. Each independent pressure sensing unit can output an electrical signal corresponding to the pressure change. The controller 1 can acquire, convert, and map the electrical signals to form an original pressure matrix. The controller 1 can also extract characteristic information such as pressure peak value, contact area, center of gravity position, pressure concentration area, left-right force difference, and front-back force difference based on the original pressure matrix.

[0307] In one embodiment, the temperature acquisition unit 23 can be located below the side of the car seat 2, in the lower part of the car seat 2, in the center console area, or in other locations suitable for facing the body area of ​​the target pregnant occupant. The temperature acquisition unit 23 may include an infrared thermal imager, an infrared temperature sensor, a flexible temperature detection film, or other body surface temperature detection devices. As a possible implementation, the temperature acquisition unit 23 includes an infrared thermal imager positioned below the side of the car seat 2 and facing upwards to detect the thigh, calf, knee, buttock, and lower back areas of the target pregnant occupant. The controller 1 can determine the temperature values, regional temperature differences, temperature change trends, and local thermal states of different body areas based on the thermal distribution images acquired by the infrared thermal imager.

[0308] In one embodiment, the physiological monitoring unit 21 can be located near the backrest of the car seat 2, in the central control area, or other positions facing the abdomen of the target pregnant occupant. The physiological monitoring unit 21 may include a millimeter-wave radar, a vital signs detection module, an abdominal micro-movement detection module, or other contact or non-contact detection structures. As a feasible implementation, the physiological monitoring unit 21 includes a millimeter-wave radar, which is located above the backrest of the front passenger seat or near the right rear seat. The detection direction of the millimeter-wave radar is towards the abdomen of the target pregnant occupant, and a detection distance of 30cm to 50cm can be maintained between the millimeter-wave radar and the abdomen of the target pregnant occupant. The millimeter-wave radar can emit low-power high-frequency electromagnetic waves and receive reflected signals caused by abdominal micro-movements of the target pregnant occupant. The controller 1 can process the reflected signals to extract at least one of respiratory signals, heartbeat signals, fetal heart rate signals, uterine contraction signals, and fetal movement signals.

[0309] In one embodiment, the car seat 2 may further include a support actuator. The support actuator is used to change the support shape and degree of wrapping in different areas of the car seat 2 according to the seat adjustment strategy output by the controller 1. The support actuator may include an airbag inflation / deflation mechanism, an electric push rod mechanism, a motor drive mechanism, an electromagnetic actuation mechanism, an elastic support adjustment mechanism, a leg rest lifting mechanism, or other structures capable of changing the local support state. The support actuator may be distributed in the backrest lumbar region, the backrest side wing region, the seat cushion region, and the leg rest region. The support actuator in the backrest lumbar region can be used to adjust the lumbar support state. The support actuator in the backrest side wing region can be used to adjust the side wing support state. The support actuators in the seat cushion region and the leg rest region can be used to adjust the seat cushion support state and the leg support state. As a possible implementation, the side wing region of the car seat 2 may be equipped with a pneumatic support module or an electromagnetic clamping structure to enhance the wrapping of the torso of the target pregnant occupant when the vehicle is turning. As another feasible approach, the seat cushion and backrest areas of the car seat 2 can be equipped with airbag structures. By inflating and deflating different airbag areas, the force distribution in the pelvic, lumbar, and thigh areas can be changed.

[0310] In one embodiment, the vehicle seat 2 may further include a restraint actuator. The restraint actuator is used to adjust the restraint state of the vehicle seat 2 according to the seat adjustment strategy output by the controller 1. The restraint actuator may include a seatbelt height adjustment mechanism, a guide point adjustment mechanism, a retractor control mechanism, a tension adjustment mechanism, a tension drive mechanism, or other structures capable of changing the seatbelt path position and tension. The seatbelt height adjustment mechanism can be used to change the path position of the seatbelt relative to the shoulders, chest, and abdomen of the target pregnant occupant. The tension adjustment mechanism can be used to change the fit of the seatbelt against the body of the target pregnant occupant. Through this structure, the vehicle can adjust at least one of the seatbelt height position and seatbelt restraint force according to the current target physiological state and target restraint level of the target pregnant occupant.

[0311] In one embodiment, the car seat 2 may further include a temperature control actuator. The temperature control actuator is used to adjust the temperature control state of different areas of the car seat 2 according to the seat adjustment strategy output by the controller 1. The temperature control actuator may include a heating film, a graphene heating component, a ventilation fan, an air duct structure, a heat exchange module, a power drive module, or other structures related to local thermal management. The temperature control actuator can be located in the seat cushion area and the backrest area, or further located in the front of the seat cushion, the middle and rear of the seat cushion, the lower part of the backrest, and the middle of the backrest to form a zoned temperature control structure. As one feasible implementation, the temperature control actuator includes a graphene heating component for heating the seat cushion area and the backrest area separately. As another feasible implementation, the temperature control actuator includes a ventilation fan and an air duct structure for ventilating the backrest area and the seat cushion area separately. Through zoned configuration, the controller 1 can keep the seat cushion area and the backrest area in different heating or ventilation states.

[0312] In one embodiment, the car seat 2 may further include a massage mechanism. The massage mechanism can work in conjunction with a support actuator to provide additional soothing functions for the target pregnant occupant while meeting comfort requirements. The massage mechanism can be located in the backrest area, lumbar region, and seat cushion area. The operating status of the massage mechanism can be controlled by the controller 1 according to the current strategy, and can also be suspended when the risk is high to avoid affecting the comfort of the target pregnant occupant.

[0313] In one embodiment, the vehicle may further include a storage module. The storage module may be located within the controller 1 or be independently configured. The storage module stores historical status data, historical adjustment data, pregnancy stage information, body shape information, preset mode parameters, risk warning records, and user feedback records of the target pregnant occupant. The controller 1 can access the historical information in the storage module to update and optimize subsequent adjustment strategies, thereby achieving personalized control. The storage module may also store a first preset mode, a second preset mode, and a third preset mode. The first preset mode may correspond to the first trimester, the second preset mode to the second trimester, and the third preset mode to the third trimester. Different preset modes may correspond to different basic support states, basic constraint states, and basic temperature control states.

[0314] In one implementation, the controller 1 in the vehicle can initiate the control process of the car seat 2 upon receiving an activation command for the pregnant woman's exclusive mode. The controller 1 can first invoke at least one of the physiological monitoring unit 21, pressure acquisition unit 22, and temperature acquisition unit 23 to obtain the corresponding status data of the target pregnant occupant. The controller 1 can then generate a corresponding seat adjustment strategy based on the status data. The controller 1 can subsequently control the support actuator to adjust the support state of the car seat 2, control the constraint actuator to adjust the constraint state of the car seat 2, and control the temperature control actuator to adjust the temperature control state of the car seat 2.

[0315] In one embodiment, the controller 1 in the car can also collect vehicle operation data and control the support actuator to increase the side support of the car seat 2 when the vehicle is turning, and control the support actuator to decrease the side support or restore the support to the original state when the vehicle exits the turning state.

[0316] In one embodiment, the controller 1 in the vehicle can also determine the health risk status of the target pregnant passenger based on the signal characteristics output by the physiological monitoring unit 21. When the health risk status meets the preset warning conditions, the controller 1 can output risk warning information through the central control display device, voice broadcast device, or mobile terminal. The controller 1 can also coordinate with the support actuator to adjust the support status of the car seat 2. For example, the controller 1 can change the overall tilt posture of the car seat 2, so that the car seat 2 forms a support posture with the left side higher and the right side lower; the controller 1 can also control the leg support area to rise, so as to improve the current support status of the target pregnant passenger.

[0317] In one implementation, the controller 1 in the vehicle can continuously optimize the control parameters of the car seat 2 based on historical state data and historical adjustment data. The controller 1 can update the support adjustment parameters, constraint adjustment parameters, and temperature control adjustment parameters according to different stages of pregnancy, different body types, and different riding habits. The controller 1 can also automatically update the corresponding preset mode parameters after multiple travel trips, so that the control results of the car seat 2 gradually better meet the individual needs of the target pregnant passenger.

[0318] The computer program product provided in this application includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the preceding method embodiments. For specific implementation details, please refer to the method embodiments, which will not be repeated here.

[0319] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the system and apparatus described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0320] Furthermore, in the description of the embodiments of this application, unless otherwise expressly 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 application based on the specific circumstances.

[0321] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0322] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application 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. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0323] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, 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 this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of protection of the claims.

Claims

1. A method for controlling a car seat, characterized in that, include: In response to the activation command of the pregnant woman-only mode, the system collects the status data of the target pregnant passenger. The seat adjustment strategy for the target pregnant passenger is determined based on the state data; The seat adjustment strategy adjusts at least one of the following: the support state, the restraint state, and the temperature control state of the vehicle seat.

2. The control method for a car seat according to claim 1, characterized in that, The step of determining the seat adjustment strategy for the target pregnant occupant based on the state data includes: Based on the status data, feature parameters corresponding to the current riding status of the target pregnant passenger are extracted; Based on the aforementioned characteristic parameters, at least one of the support adjustment parameters, constraint adjustment parameters, and temperature control adjustment parameters is determined; The seat adjustment strategy is generated based on at least one of the support adjustment parameters, the constraint adjustment parameters, and the temperature control adjustment parameters.

3. The method for controlling a car seat according to claim 2, characterized in that, The status data includes seat pressure distribution data; the step of determining the support adjustment parameters based on the characteristic parameters includes: The pressure concentration area corresponding to the target pregnant passenger is determined based on seat pressure distribution data. Based on the location and pressure intensity of the pressure concentration area, determine at least one of the following: lumbar support adjustment amount, side wing support adjustment amount, and seat cushion support adjustment amount; At least one of the determined lumbar support adjustment amount, side wing support adjustment amount, and seat cushion support adjustment amount is used as the support adjustment parameter.

4. The method for controlling a car seat according to claim 2, characterized in that, The status data includes physiological monitoring data; the step of determining the constraint adjustment parameters based on the characteristic parameters includes: The current target physiological state of the target pregnant passenger is determined based on the physiological parameters corresponding to the physiological monitoring data. The target constraint level is determined based on the target's physiological state; Based on the target constraint level, determine at least one of the following: seat belt height position and seat belt restraint force; The determined seat belt height position and / or seat belt restraint force are used as the restraint adjustment parameters.

5. The method for controlling a car seat according to claim 2, characterized in that, The status data includes body surface temperature data; the step of determining the temperature control adjustment parameters based on the characteristic parameters includes: Determine the seat area requiring temperature control based on body surface temperature data; Determine the target temperature control parameters based on the seat area; The target temperature control parameter is used as the temperature control adjustment parameter.

6. The control method for an automobile seat according to claim 1, characterized in that, The step of adjusting at least one of the support state, restraint state, and temperature control state of the vehicle seat according to the seat adjustment strategy includes: The support actuator is controlled according to the seat adjustment strategy to adjust the support state of the vehicle seat; the support state includes at least one of lumbar support state, side wing support state and seat cushion support state; The constraint actuator is controlled according to the seat adjustment strategy to adjust the constraint state of the vehicle seat; the constraint state includes at least one of seat belt height position and seat belt restraint force. The temperature control actuator is controlled according to the seat adjustment strategy to adjust the temperature control state of the vehicle seat; the temperature control state includes at least one corresponding heating state or ventilation state of the seat cushion and backrest of the vehicle seat.

7. The method for controlling a car seat according to claim 1, characterized in that, The support state includes a flank support state; the method further includes: Collect vehicle operation data and determine whether the vehicle is turning based on the vehicle operation data; When it is determined that the vehicle is in the turning state, the control support actuator increases the side wing support of the vehicle seat; When it is determined that the vehicle has exited the turning state, the support actuator is controlled to lower the side wing support state or restore it to the support state before adjustment.

8. The method for controlling a car seat according to claim 1, characterized in that, The status data includes physiological monitoring data; the method further includes: The health risk status of the target pregnant passenger is determined based on the signal characteristics corresponding to the physiological monitoring data. When the health risk status meets the preset warning conditions, the corresponding risk warning information is output; Adjust the support status of the vehicle seat according to the stated health risk status.

9. The control method for an automobile seat according to claim 1, characterized in that, The method further includes: Record the historical status data and historical adjustment data of the target pregnant passenger during the use of the pregnant woman-specific mode; The seat adjustment strategy is updated based on the historical state data and the historical adjustment data. Upon responding again to the activation command of the pregnant woman-specific mode, at least one of the support state, restraint state, and temperature control state of the vehicle seat is adjusted based on the updated seat adjustment strategy.

10. A car, characterized in that, The system includes a controller and a car seat with a communication connection; the controller is used to perform the control method of the car seat according to any one of claims 1-9; The car seat includes at least one of a physiological monitoring unit, a pressure acquisition unit, and a temperature acquisition unit.

Images