A seat airbag pressure adjustment method, device, storage medium and program product

Abstract

This specification provides one or more embodiments of a seat airbag pressure adjustment method, device, storage medium, and program product. The method includes: acquiring vehicle motion state information, the motion state information being used to characterize the vehicle's motion trend; generating seat control commands based on the motion state information; and adjusting the airbag pressure of the corresponding seat in the vehicle according to the seat control commands to provide occupants with support force corresponding to the motion trend, thereby improving riding comfort, effectively reducing motion sickness, and avoiding the problems of sacrificing traffic efficiency or significantly increasing system costs.

Description

Technical Field

[0001] This specification relates to the field of electronic technology, and more particularly to a method, apparatus, storage medium, and program product for adjusting the pressure of a seat airbag. Background Technology

[0002] Motion sickness is primarily caused by a mismatch between the information perceived by the vestibular system and received by the visual system. With the increasing prevalence of intelligent electric vehicles, the changing role of the driver places higher demands on ride comfort. However, the vehicle's powerful regenerative braking and acceleration response exacerbate the impact of motion, making passengers more susceptible to motion sickness. Therefore, the industry urgently needs to find innovative solutions that can effectively alleviate motion sickness and improve ride quality without compromising driving efficiency.

[0003] In related technologies, methods to alleviate motion sickness mainly revolve around two aspects: vehicle motion control and mechanical vibration reduction. One approach is to reduce acceleration and deceleration changes by smoothing driving behavior, but this sacrifices traffic efficiency and road condition adaptability. The second approach is passive vibration reduction systems based on chassis suspension or seat structures, which, while able to buffer vibrations, often significantly increase costs. Furthermore, both of these approaches are essentially unidirectional and passive in reducing external motion stimuli, failing to address the real-time perception of the human body, thus limiting their effectiveness and practicality. Summary of the Invention

[0004] In view of the above, one or more embodiments of this specification provide the following technical solutions: According to a first aspect of one or more embodiments of this specification, a method for adjusting seat airbag pressure is provided, the method comprising: Acquire vehicle motion state information, which is used to characterize the vehicle's motion trend; Generate seat control commands based on the motion state information; The airbag pressure of the corresponding seat in the vehicle is adjusted according to the seat control command to provide the occupant with support force corresponding to the movement trend.

[0005] According to a second aspect of one or more embodiments of this specification, a seat airbag pressure regulating device is provided, the device comprising: An information acquisition unit is used to acquire vehicle motion state information, wherein the motion state information is used to characterize the vehicle's motion trend. The instruction generation unit is used to generate seat control instructions based on the motion state information; The pressure adjustment unit is used to adjust the airbag pressure of the corresponding seat in the vehicle according to the seat control command, so as to provide the occupant with a support force corresponding to the movement trend.

[0006] According to a third aspect of this specification, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in the first aspect.

[0007] According to a fourth aspect of this specification, a computer program product is provided, comprising a computer program / instructions that, when executed by a processor, implement the steps of the method described in the first aspect.

[0008] As can be seen from the above embodiments, this specification acquires vehicle motion status information in real time and generates control commands, thereby dynamically adjusting seat pressure to provide support force corresponding to the vehicle's motion trend. This method utilizes the occupant's somatosensory system to associate the vehicle's motion trend with tactile cues that passengers can perceive in real time, thus directly alleviating the perceptual conflict that triggers motion sickness from the perspective of human sensory integration. Simultaneously, this adjustment is entirely based on the airbag pressure of the seat system itself, without altering the vehicle's original driving behavior or adding complex mechanical damping structures. Therefore, while improving ride comfort and effectively reducing motion sickness, it avoids sacrificing traffic efficiency or significantly increasing system costs. Attached Figure Description

[0009] Figure 1 This is a diagram illustrating the architecture of a seat airbag pressure regulation system according to the embodiments disclosed in this specification; Figure 2 This is a schematic flowchart illustrating a method for adjusting the pressure of a seat airbag according to an embodiment disclosed in this specification; Figure 3 This is a schematic flowchart illustrating another method for adjusting seat airbag pressure according to the embodiments disclosed in this specification; Figure 4 This is a schematic structural diagram of an electronic device shown in the embodiments of this specification; Figure 5 This is a block diagram illustrating a seat airbag pressure adjustment device according to an embodiment of this specification. Detailed Implementation

[0010] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this manual are all information and data authorized by the user or fully authorized by all parties. The collection, use and processing of related data shall comply with the relevant laws, regulations and standards of the relevant regions, and corresponding operation portals shall be provided for users to choose to authorize or refuse.

[0011] Figure 1 This is a schematic diagram of the architecture of a seat airbag pressure adjustment system provided in an exemplary embodiment. Figure 1As shown, the system may include at least an information acquisition module 12, an instruction generation module 14, and an instruction execution module 16.

[0012] The information acquisition module 12, acting as the perception layer of the aforementioned system, is responsible for collecting and transmitting the vehicle's motion state information in real time. This module connects to an in-vehicle network, such as a Controller Area Network (CAN), to directly read standard vehicle dynamic parameters provided by the Vehicle Control Unit (VCU), Electronic Stability Program (ESP), or Inertial Measurement Unit (IMU). This allows for accurate and reliable acquisition of raw data characterizing the vehicle's real-time motion trends, providing a data foundation for subsequent intelligent decision-making.

[0013] The instruction generation module 14 constitutes the decision-making layer and core processing unit of the aforementioned system. This module receives motion state information from the information acquisition module 12 and runs on hardware platforms such as a microcontroller unit (MCU). Through embedded algorithms, it processes and judges the information in real time, identifying the vehicle's current acceleration, deceleration, or steering trends, and then calculates the corresponding seat airbag pressure adjustment strategy, ultimately generating executable digital seat control instructions. The core processing function of this module can be deployed locally on the vehicle's own Electronic Control Unit (ECU), utilizing the onboard MCU for real-time, low-latency edge computing; or it can be executed by a cloud server or mobile edge computing device connected to the vehicle via wireless communication technologies such as cellular networks or Wi-Fi. This flexible deployment design allows the system to balance real-time performance, reliability, and scalability with future intelligent connected vehicle architectures.

[0014] The instruction execution module 16, as the execution layer of the aforementioned system, is responsible for receiving and implementing the control instructions issued by the instruction generation module 14. This module typically consists of a pneumatic control system and a seat assembly integrating multiple independent airbags. By precisely controlling the inflation and deflation of each airbag, it physically adjusts the airbag pressure in the corresponding seat area, thereby translating digital instructions into tactile support changes that actually act on the occupant's body, ultimately fulfilling the function of providing support force corresponding to the movement trend.

[0015] Figure 2 This is a schematic flowchart illustrating an exemplary embodiment of a seat airbag pressure adjustment method. Figure 2 As shown, the method may include the following steps: Step S202: Obtain the motion state information of the vehicle, which is used to characterize the motion trend of the vehicle.

[0016] First, the system acquires vehicle motion status information in real time according to a preset acquisition cycle. This motion status information can be used to accurately quantify and characterize the vehicle's current motion trend. Specifically, the system reads key dynamic parameters in real time through the vehicle bus system, which include at least one of the following: 1. Longitudinal acceleration, with positive values ​​corresponding to vehicle acceleration and negative values ​​corresponding to vehicle deceleration; 2. Lateral acceleration, with positive values ​​representing the centrifugal acceleration generated when the vehicle turns left and negative values ​​corresponding to turning right; 3. Yaw rate, which directly reflects the angular velocity of the vehicle's rotation around its vertical axis, and its magnitude can more accurately determine the abruptness of the turning motion. These parameters together constitute a complete description of the vehicle's longitudinal, lateral, and turning motions, providing reliable, multi-dimensional data input for subsequent generation of control commands that precisely match the motion trend.

[0017] Step S204: Generate seat control commands based on the motion state information.

[0018] After acquiring motion status information, the system can generate corresponding seat control commands based on this information. Of course, before further processing, the raw motion status information can be optimized by a signal preprocessing module. This module performs real-time processing on raw data such as longitudinal acceleration, lateral acceleration, and yaw rate received from interfaces such as the CAN bus. For example, it performs low-pass filtering to smooth high-frequency noise interference and necessary signal compensation to correct sensor deviations, ensuring the accuracy and stability of the input data. Furthermore, this module can also perform differential calculations on the acceleration signal to obtain jerk in real time, allowing for more detailed capture of transient changes in vehicle motion. In short, the clean and reliable preprocessed data lays the foundation for accurate judgment in subsequent algorithms.

[0019] The system can analyze and process the collected motion state information through a preset control algorithm, thereby identifying the specific motion state of the vehicle, i.e. the target trend mentioned above, and determining the airbag pressure mode and intensity to be adjusted for the corresponding seat based on the mapping relationship, ultimately forming an executable control command.

[0020] In the process of generating control commands based on motion state information, this specification may further introduce multiple independently controllable areas in the vehicle's seat that are based on corresponding airbag pressure, hereinafter referred to as airbag areas, thereby enabling more precise and targeted adjustment of body support.

[0021] In one embodiment, the system presets several target trends corresponding to typical driving scenarios, such as acceleration trends, smooth braking trends, and sharp left turns. When the acquired motion state information is analyzed and processed and determined to conform to a certain preset target trend, the system will determine the specific airbag area to be adjusted and the magnitude or direction of change of the airbag pressure (hereinafter referred to as the adjusted airbag pressure) required for each area based on the adjustment strategy mapped by the target trend. Finally, the system integrates these determined areas with pressure parameters to generate structured seat control commands, providing a direct basis for precise actions at the execution layer. Among them, the core of the judgment condition for the target trend lies in the threshold comparison and logical judgment based on key motion parameters. For example, when the longitudinal acceleration a_x is continuously greater than the positive threshold T1, it can be determined as an acceleration trend; when a_x is continuously less than the negative threshold T2, it can be determined as a braking trend; when the absolute value of the lateral acceleration |a_y| is greater than the threshold T3, it can be determined as a steering trend, and the sign of a_y can be used to further distinguish whether the vehicle is currently turning left or right. Meanwhile, the aforementioned yaw rate can also be used to assist in judging the abruptness of the turn, or to refine the trend classification under complex operating conditions. In short, these judgment conditions together constitute the conversion rule from continuous motion signals to discrete target trends. Of course, when setting the judgment thresholds for the target trend, the initial values ​​of each threshold, namely T1, T2, and T3, can be set based on the human body's perception threshold characteristics for acceleration in different directions. Generally, the human body is most sensitive to lateral acceleration, followed by the perception of forward tilt caused by deceleration, and relatively least sensitive to backward tilt caused by acceleration. Therefore, preferably, the absolute value of the aforementioned lateral acceleration judgment threshold T3 can be set to the minimum, the braking threshold T2 to the next minimum, and the acceleration threshold T1 to the maximum, thereby ensuring that the system can intervene in time before the human body experiences discomfort.

[0022] It is worth mentioning that the aforementioned seat assembly can embed a multi-zone independently controlled airbag array within a traditional structure to achieve refined tactile cues. Preferably, the aforementioned zoning scheme can be designed based on ergonomic principles, for example, dividing the backrest into six independent zones: upper left, upper center, upper right, lower left, lower center, and lower right; and dividing the seat cushion into four independent zones: front left, front right, rear left, and rear right. This 10-zone division can accurately correspond to key pressure and sensory areas such as the occupant's back, waist, and thighs, thus providing a physical basis for directional support under different movement trends.

[0023] Based on the previously identified target trend, the process of implementing the adjustment strategy mapped by the aforementioned trend can be further broken down as follows: 1. In response to acceleration trends, the above system can determine to increase the airbag pressure in the seat back, especially in the upper and lower middle areas, to simulate the tendency of the occupant's body to lean backward when the vehicle accelerates, thereby providing anticipatory forward support.

[0024] 2. In response to braking trends, the above system can determine to increase the seat cushion, especially in the front area, such as the airbag pressure in the left and right front, to simulate the tendency of the occupant's body to lean forward when the vehicle decelerates, thereby providing rearward and upward support.

[0025] 3. Regarding steering tendency, the above system can determine the airbag area to increase pressure on the side opposite to the centrifugal force based on the turning direction. For example, when turning left, the system determines to increase airbag pressure on the right side of the seat, such as the upper right and lower right areas of the backrest and the front right and rear right areas of the seat cushion, to provide lateral support against centrifugal force; the opposite is true when turning right. In other words, if the target tendency includes turning in either the left or right direction, the increased airbag pressure in each area of ​​the seat on the other side can be determined.

[0026] In determining the airbag pressure, the system can employ weighted calculations based on gain coefficients to achieve precise quantification. Specifically, the system can independently configure a specific gain coefficient for each preset target trend and its corresponding airbag region to be adjusted. This coefficient defines the conversion relationship between motion state information and actual pressure adjustment.

[0027] The gain coefficient K mentioned above is essentially the ratio of the airbag pressure change to the acceleration value. Its determination logic can be initially calculated based on comfort targets and vehicle dynamics range. Specifically, it is set as the maximum allowable airbag pressure change ΔP_max to ensure comfort, and a reference maximum acceleration value a_max representing common high-intensity motion. Then, the gain coefficient K can be initially estimated as follows:

[0028] The final precise values ​​of all judgment thresholds and gain coefficients need to be repeatedly calibrated and optimized through subsequent real-vehicle road tests and multiple rounds of subjective comfort evaluation of occupants, in order to further improve the seat support effect and user experience.

[0029] The aforementioned control algorithm also possesses excellent scalability and personalization capabilities. The system allows users to select multiple preset comfort modes through a human-machine interface, such as "Sports" mode or "Relaxation" mode. The essence of different modes lies in adjusting the preset values ​​of the aforementioned judgment thresholds (e.g., T1, T2, T3) and gain coefficients (e.g., K1, K2, K3). For example, "Sports" mode may use a higher gain coefficient to provide clearer and more timely tactile feedback, while "Relaxation" mode may use a lower gain coefficient and a more lenient trigger threshold to provide a gentler and smoother change in support force.

[0030] Based on this, airbag pressure adjustment can be achieved by using either a target airbag pressure value or an airbag pressure change, calculated by weighting real-time motion information with the gain coefficient under the corresponding target trend. Taking the airbag pressure change as an example, under acceleration, the adjustable airbag pressure ΔP_back in the backrest area is calculated by weighting the longitudinal acceleration a_x with a preset gain coefficient K1 for that area, i.e., ΔP_back = K1 × a_x (where a_x > 0). Under braking, the adjustable airbag pressure ΔP_cushion in the seat cushion area can be calculated by weighting the absolute value of longitudinal acceleration |a_y| with a preset gain coefficient K2 for that area, i.e., ΔP_cushion = K2 × |a_y|. Similarly, under steering, the adjustable airbag pressure ΔP_bolster in the side wing area can be calculated by weighting the absolute value of lateral acceleration |a_y| with its gain coefficient K3, ΔP_bolster = K3 × |a_y|. Clearly, this method not only transforms vehicle dynamic information into physical adjustment commands, but also provides a high degree of adjustability and adaptability by independently configuring gain coefficients for different regions and trends. This ensures that the system can be finely calibrated according to different vehicle models, seat physical characteristics, or occupant preferences, thereby optimizing support and comfort.

[0031] Furthermore, when the aforementioned motion status information is determined not to conform to any preset target trend, it indicates that the vehicle is in a constant-speed straight-line or approximately stable driving state. In this state, the system will not trigger active adjustment by default, and each seat airbag area will maintain the preset airbag pressure default value, i.e., the baseline airbag pressure mentioned below.

[0032] At this point, the system can integrate the area identifiers corresponding to all the airbag areas to be adjusted, the target airbag pressure value, or the airbag pressure change into a structured seat control command, which is then sent to the actuators in subsequent steps.

[0033] Step S206: Adjust the airbag pressure of the corresponding seat in the vehicle according to the seat control command to provide the occupant with support force corresponding to the movement trend.

[0034] The system dynamically adjusts the airbag pressure of the corresponding seats in the vehicle based on the generated seat control commands. This adjustment is usually achieved by controlling the multi-zone air pressure unit integrated inside the seat, which independently and precisely adjusts the airbag pressure of each airbag zone according to the commands, thereby providing the occupant with body support and tactile feedback consistent with their perceived vehicle movement, thus improving ride stability and comfort.

[0035] Specifically, this manual may employ a superimposed airbag pressure adjustment strategy, which involves intelligent incremental adjustment based on the existing airbag pressure state of the current seat, rather than directly setting an absolute airbag pressure value.

[0036] In one embodiment, firstly, a reference airbag pressure for at least one airbag region in the seat to be adjusted can be obtained. This reference airbag pressure can be a static comfort pressure preset for that region by the occupant or the system, or it can be an initial pressure value calculated based on the occupant's weight and / or current seating posture. Subsequently, the system can add the adjustment airbag pressure determined in the instruction to the reference airbag pressure in an incremental or decremental manner to generate the final target airbag pressure that the region actually needs to achieve. Finally, the vehicle's actuators perform adjustment operations based on this target airbag pressure value to precisely apply the corresponding physical support force. In summary, in this way, the system can dynamically and accurately superimpose tactile pressure that matches the vehicle's movement trend while ensuring basic seating comfort.

[0037] During the airbag pressure adjustment process, this manual can further enable intelligent identification and targeted adjustment of the occupant's position inside the vehicle, thereby improving system efficiency and personalized experience.

[0038] In one embodiment, before executing the adjustment action, the system first identifies the seat positions of occupants within the vehicle. This identification process can be achieved through one or more methods, such as airbag pressure sensors built into the seats, occupant detection systems, seatbelt buckle signals, or in-vehicle vision systems, to accurately determine whether each seat is occupied. Subsequently, the system locks the airbag pressure adjustment range to the identified seat positions with occupants, that is, it only applies dynamic adjustment to the corresponding airbag areas of these seats, while vacant seats remain in a preset state or enter a low-power mode. This design ensures that the system's intervention is precise and efficient, meeting the occupant's tactile feedback needs while avoiding ineffective energy and equipment consumption in vacant seats.

[0039] In addition, this manual also includes a reset process that allows the seat airbag pressure to gradually return to a comfort baseline after dynamic driving ends, thus completing the full control loop of active airbag pressure regulation.

[0040] In one embodiment, the system continuously monitors the vehicle's motion state. When the system detects that the vehicle's motion state has returned to preset stable conditions, such as longitudinal and lateral acceleration consistently below a specific threshold and yaw rate approaching zero for a period of time, the system determines that the dynamic intervention requirement has ended and generates an airbag pressure reset command. Subsequently, according to the airbag pressure reset command, the system controls each airbag area of ​​the seat to restore its airbag pressure to a baseline state at a preset decompression rate. The baseline state refers to the basic comfort airbag pressure or the system default airbag pressure before adjustment begins, i.e., the aforementioned baseline airbag pressure. The preset decompression rate can be specifically set to ensure that the airbag pressure release is smooth and natural, avoiding discomfort to the occupant due to sudden changes in airbag pressure. This reset mechanism ensures that active tactile cues exist only when necessary and seamlessly and comfortably transition back to normal after their effect ends, thereby improving dynamic comfort while ensuring the continuity and stability of the static riding experience.

[0041] It is worth mentioning that when the target trend of the vehicle's motion state indicator changes continuously or rapidly, such as from acceleration to braking, or from straight-line driving to continuous curves, the above system can additionally ensure the continuity and coordination of airbag pressure regulation through the following mechanism: First, the system can update motion state information and target trend determination in real time based on millisecond cycles to ensure the continuity of input to the perception layer. At this point, the decision layer no longer simply jumps between discrete trends, but takes the currently identified motion parameters, such as a_x, a_y and their changing trends, such as jerk, as input, and then processes the transition state through a continuous state machine or a weighted hybrid algorithm.

[0042] Regarding the airbag pressure adjustment command generation stage, for continuously changing target trends, the system does not completely terminate the adjustment of the previous trend before starting the new trend. Instead, it can adopt a strategy of superposition transition or smooth interpolation. For example, in the case of braking followed by steering, the airbag pressure adjustment amount in the front of the seat and the airbag pressure adjustment amount in the side wing can be dynamically superimposed and merged according to the weight of real-time motion parameters to generate a composite adjustment command. At this time, the system can set different priorities and fade-in / fade-out time constants for the adjustment commands of different trends to ensure that the support corresponding to the main trend is clear and distinct, while the airbag pressure change is smooth and without abrupt changes during trend transitions. In addition, the aforementioned gain coefficients (K1, K2, K3) can also be designed as dynamic variables related to the rate of change of motion state, so as to appropriately adjust the response speed and intensity of airbag pressure adjustment when the motion trend changes drastically, avoiding occupant discomfort due to overly aggressive feedback.

[0043] In summary, the execution layer of the aforementioned system controls the pressure in each airbag area to approach the target value based on these continuous and smooth instructions. Its preset decompression rate or inflation / deflation response characteristics have also been specially calibrated to ensure that even under complex operating conditions with frequently changing trends, the actual airbag pressure changes on the seat surface remain consistent, stable, and predictable, thereby providing occupants with a continuous and undisturbed tactile support experience that closely conforms to the vehicle's dynamics.

[0044] The following is based on Figure 3 For example, the specific process for determining the level of motion sickness is introduced, such as... Figure 3 As shown, the method may include the following steps: Step S302: The system initializes the airbag pressure reference.

[0045] In one embodiment, after the vehicle is started, the seat airbag pressure regulation system can first perform a self-test procedure to check the status of various components, including the information acquisition module, command generation module, command execution module, and sensors. After the self-test passes, the system controls the air pump to start working, inflating each zone airbag in the seat to a preset, comfortable baseline airbag pressure value, establishing a physical reference for subsequent dynamic adjustments.

[0046] In another embodiment, if the system supports occupant perception and learning functions, after the vehicle is stationary, the occupant sits down and adjusts to a comfortable sitting posture, the pressure sensor array records the airbag pressure distribution of various parts of the seat at this time, and sets this personalized pressure distribution as the occupant's exclusive reference airbag pressure.

[0047] Step S304: Collect vehicle motion status information.

[0048] In one embodiment, during vehicle operation, the information acquisition module can continuously read key motion state information from the vehicle's CAN bus at a high frequency of, for example, 100Hz. This information is assumed to include at least: longitudinal acceleration (a_x), lateral acceleration (a_y), and yaw rate. Simultaneously, the instruction generation module can preprocess the received raw motion state information. This process includes low-pass filtering to smooth out interference such as high-frequency electronic noise, and signal compensation for calibrating sensor biases.

[0049] Step S306: Determine the target airbag pressure based on the current mode and generate the corresponding seat control command.

[0050] In one embodiment, the core algorithm unit can receive preprocessed data and combine it with the comfort mode currently selected through the human-machine interface. The algorithm determines the current target trend as acceleration, braking, or steering based on preset thresholds (T1, T2, T3) within this mode. Based on this trend and the corresponding gain coefficients K1, K2, K3, it performs weighted calculations to determine in real-time the target airbag pressure value or airbag pressure change required for each adjustable seat area. Finally, it generates a seat control command containing specific zone identifiers and target airbag pressures, and converts it into specific control signals. For example, the target airbag pressure value is converted into a pulse width modulation (PWM) signal that drives the solenoid valve switch. The duty cycle of this signal determines the valve opening and inflation / deflation flow rate, thereby precisely controlling the speed and magnitude of airbag pressure adjustment.

[0051] Step S308: Adjust the airbag pressure of the seat according to the control signal.

[0052] In one embodiment, a pneumatic actuator including a solenoid valve matrix and an air pump can respond to a control signal to inflate or deflate a specific seat area so that the airbag pressure reaches the target value required by the instruction.

[0053] Step S310: Maintain the regulated airbag pressure under continuous dynamic operating conditions.

[0054] In one embodiment, during continuous acceleration, braking, or cornering, the system continuously monitors and fine-tunes the pressure of each airbag through closed-loop control to maintain the support provided for the target trend, ensuring that the occupant receives stable and continuous tactile support during dynamic processes.

[0055] In step S312, after the system determines that the movement is stable, it controls the airbag pressure to gradually return to its normal position.

[0056] In one embodiment, when the instruction generation module detects that the vehicle's motion state has returned to a preset stable condition and has remained so for a period of time, it can be determined that the dynamic intervention requirement for the seat airbag pressure has ended. Subsequently, the system can generate an airbag pressure reset instruction. According to this instruction, the instruction execution module controls each airbag to release pressure at a preset, gradual depressurization rate, so that the pressure comfortably and naturally returns to the continuous high-frequency monitoring and cyclic process in step S304, preparing to respond to the next dynamic change in the vehicle, thereby forming a complete, closed-loop intelligent adjustment cycle.

[0057] Figure 4 This is a schematic structural diagram of an electronic device according to an exemplary embodiment. Please refer to... Figure 5At the hardware level, the electronic device includes a processor, internal bus, network interface, memory, and non-volatile storage, and may also include other necessary hardware. The processor reads the corresponding computer program from the non-volatile memory into memory and then runs it, forming a seat airbag pressure adjustment device at the logical level. Of course, this specification does not exclude other implementation methods besides software implementation, such as logic devices or a combination of hardware and software, etc. That is to say, the execution subject of the following processing flow is not limited to individual logic units, but can also be hardware or logic devices.

[0058] Figure 5 This specification illustrates a block diagram of a seat airbag pressure adjustment device according to an embodiment. Please refer to... Figure 5 The device includes: The signal acquisition unit 502 is used as an information acquisition unit to acquire the motion state information of the vehicle, wherein the motion state information is used to characterize the motion trend of the vehicle. Instruction generation unit 504 is used to generate seat control instructions based on the motion state information; The pressure adjustment unit 506 is used to adjust the airbag pressure of the corresponding seat in the vehicle according to the seat control command, so as to provide the occupant with a support force corresponding to the movement trend.

[0059] Optionally, the vehicle's seats include multiple independent airbag areas; the instruction generation unit 504 is specifically used for: When the motion state information conforms to the preset target trend, the airbag area to be adjusted and the corresponding airbag pressure are determined according to the target trend, and the seat control command is generated accordingly.

[0060] Optionally, the instruction generation unit 504 is specifically used for: If the target trend includes acceleration, determine the increased airbag pressure in the seat back area; In the case where the target trend includes braking, determine the increased airbag pressure in the seat cushion area; If the target trend includes turning to either the left or right, determine the increased airbag pressure in each area of ​​the seat on the other side.

[0061] Optionally, each target trend has a corresponding gain coefficient preset; the instruction generation unit 504 is specifically used for: The motion state information is weighted and calculated based on the gain coefficient corresponding to the target trend to determine the regulating airbag pressure.

[0062] Optionally, the pressure regulating unit 506 is specifically used for: Obtain the reference airbag pressure for at least one airbag region of the seat; The adjusted airbag pressure is superimposed on the reference airbag pressure to generate and apply the target airbag pressure.

[0063] Optionally, the pressure regulating unit 506 is specifically used for: Identify the seat positions of occupants within the vehicle; The seat position of each occupant in the vehicle is determined, and the airbag pressure is adjusted according to the seat control command for the identified seat positions with occupants.

[0064] Optionally, the device further includes: Upon detecting that the vehicle's motion state has returned to a preset stable condition, an airbag pressure reset command is generated; According to the airbag pressure reset command, the airbag area of ​​the seat is controlled to restore its airbag pressure to the reference state at a preset decompression rate.

[0065] Optionally, the motion state information includes at least one of the following: Longitudinal acceleration, lateral acceleration, yaw rate.

[0066] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of the solution in this specification according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0067] Based on the same concept as the methods described above, this specification also provides a computer-readable storage medium having computer instructions stored thereon that, when executed by a processor, implement the steps of the methods as described in any of the above embodiments.

[0068] Based on the same concept as the methods described above, this specification also provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of the methods as described in any of the above embodiments.

[0069] The embodiments of the subject matter and functional operation described in this specification can be implemented in the following ways: digital electronic circuits, tangibly embodied computer software or firmware, computer hardware including the structures disclosed in this specification and their structural equivalents, or combinations thereof. Embodiments of the subject matter described in this specification can be implemented as one or more computer programs, i.e., one or more modules of computer program instructions encoded on a tangible, non-transitory program carrier for execution by a data processing apparatus or for controlling the operation of a data processing apparatus. Alternatively or additionally, the program instructions may be encoded on artificially generated propagation signals, such as machine-generated electrical, optical, or electromagnetic signals, which are generated to encode information and transmit it to a suitable receiving device for execution by the data processing apparatus. The computer storage medium may be a machine-readable storage device, a machine-readable storage substrate, a random or serial access memory device, or combinations thereof.

[0070] The processing and logic flow described in this specification can be executed by one or more programmable computers that execute one or more computer programs to perform corresponding functions by operating on input data and generating output. The processing and logic flow can also be executed by dedicated logic circuitry—such as FPGAs (Field-Programmable Gate Arrays) or ASICs (Application-Specific Integrated Circuits), and the device can also be implemented as dedicated logic circuitry.

[0071] Computers suitable for executing computer programs include, for example, general-purpose and / or special-purpose microprocessors, or any other type of central processing unit. Typically, the central processing unit receives instructions and data from read-only memory and / or random access memory. The basic components of a computer include a central processing unit for implementing or executing instructions and one or more memory devices for storing instructions and data. Typically, a computer will also include one or more mass storage devices for storing data, such as disks, magneto-optical disks, or optical disks, or the computer will be operatively coupled to such mass storage devices to receive data from or transfer data to them, or both. However, a computer is not required to have such devices. Furthermore, a computer can be embedded in another device, such as a mobile phone, a personal digital assistant (PDA), a mobile audio or video player, a game console, a GPS receiver, or a portable storage device such as a universal serial bus (USB) flash drive, to name a few.

[0072] Computer-readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media, and memory devices, such as semiconductor memory devices (e.g., EPROM, EEPROM, and flash memory devices), magnetic disks (e.g., internal hard disks or removable disks), magneto-optical disks, and CD-ROM and DVD-ROM disks. Processors and memory may be supplemented by or incorporated into dedicated logic circuitry.

[0073] While this specification contains numerous specific implementation details, these should not be construed as limiting the scope of any invention or the scope of the claims, but rather are primarily intended to describe features of specific embodiments of a particular invention. Certain features described in the various embodiments herein may also be implemented in combination in a single embodiment. Conversely, various features described in a single embodiment may also be implemented separately in various embodiments or in any suitable sub-combination. Furthermore, while features may function in certain combinations as described above and even initially claimed in this way, one or more features from a claimed combination may be removed from that combination in some cases, and a claimed combination may refer to a sub-combination or a variation thereof.

[0074] Similarly, although the operations are depicted in a specific order in the accompanying drawings, this should not be construed as requiring these operations to be performed in the specific order shown or sequentially, or requiring all illustrated operations to be performed to achieve the desired result. In some cases, multitasking and parallel processing may be advantageous. Furthermore, the separation of various system modules and components in the above embodiments should not be construed as requiring such separation in all embodiments, and it should be understood that the described program components and systems can generally be integrated together in a single software product or packaged into multiple software products.

[0075] Therefore, specific embodiments of the subject matter have been described. Furthermore, the processes depicted in the figures are not necessarily shown in a specific order or sequence to achieve the desired result. In some implementations, multitasking and parallel processing may be advantageous.

[0076] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

Claims

1. A method for adjusting the pressure of a seat airbag, characterized in that, include: Acquire vehicle motion state information, which is used to characterize the vehicle's motion trend; Generate seat control commands based on the motion state information; The airbag pressure of the corresponding seat in the vehicle is adjusted according to the seat control command to provide the occupant with support force corresponding to the movement trend.

2. The method according to claim 1, characterized in that, The vehicle's seats include multiple independent airbag areas; the generation of seat control commands based on the motion state information includes: When the motion state information conforms to the preset target trend, the airbag area to be adjusted and the corresponding airbag pressure are determined according to the target trend, and the seat control command is generated accordingly.

3. The method according to claim 2, characterized in that, The step of determining the airbag region to be adjusted and the corresponding airbag pressure based on the target trend includes: If the target trend includes acceleration, determine the increased airbag pressure in the seat back area; In the case where the target trend includes braking, determine the increased airbag pressure in the seat cushion area; If the target trend includes turning to either the left or right, determine the increased airbag pressure in each area of ​​the seat on the other side.

4. The method according to claim 2, characterized in that, Each target trend has a corresponding gain coefficient; the process of determining the airbag pressure includes: The motion state information is weighted and calculated based on the gain coefficient corresponding to the target trend to determine the regulating airbag pressure.

5. The method according to claim 2, characterized in that, The step of adjusting the airbag pressure of the corresponding seat in the vehicle according to the seat control command includes: A reference airbag pressure is obtained for at least one airbag region of the seat, and the adjusted airbag pressure is superimposed on the reference airbag pressure to generate and apply the target airbag pressure.

6. The method according to claim 1, characterized in that, The step of adjusting the airbag pressure of the corresponding seat in the vehicle according to the seat control command includes: Identify the seat positions of occupants within the vehicle; The seat position of each occupant in the vehicle is determined, and the airbag pressure is adjusted for the seat positions with occupants according to the seat control command.

7. The method according to claim 1, characterized in that, Also includes: Upon detecting that the vehicle's motion state has returned to a preset stable condition, an airbag pressure reset command is generated; According to the pressure reset command, the airbag area of ​​the seat is controlled to restore its airbag pressure to the reference state at a preset decompression rate.

8. The method according to any one of claims 1 to 7, wherein the motion state information includes at least one of the following: Longitudinal acceleration, lateral acceleration, yaw rate.

9. A seat airbag pressure regulating device, characterized in that, include: An information acquisition unit is used to acquire vehicle motion state information, wherein the motion state information is used to characterize the vehicle's motion trend. The instruction generation unit is used to generate seat control instructions based on the motion state information; The pressure adjustment unit is used to adjust the airbag pressure of the corresponding seat in the vehicle according to the seat control command, so as to provide the occupant with a support force corresponding to the movement trend.

10. A computer-readable storage medium, characterized in that, It stores computer instructions that, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 8.

11. A computer program product, characterized in that, Includes a computer program / instructions that, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 8.

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