Automobile seat intelligent pulse ventilation control method and system

Abstract

The present application belongs to the technical field of automobile seat ventilation, and in particular to a kind of intelligent pulse ventilation control method and system for automobile seat.The present application includes the following steps:S1: dynamic anti-slip and body type interval self-adaptation;S2: time-space tidal cold energy transfer based on constant power budget;S3: two-dimensional centroid trajectory and multi-modal cross diagnosis of irritability;S4: adaptive multi-dimensional pulse cold stimulation intervention and smooth exit.The present application breaks the nerve adaptability, completely eradicates tactile heat fatigue, strictly suppresses electrical surge, realizes the cost reduction and NVH optimization of the whole vehicle, realizes the multi-modal sensitive capture and active strong intervention of implicit irritability, and has extremely low hardware landing cost and considerable whole vehicle ecological counter-benefiting.

Description

Technical Field

[0001] This invention relates to the field of automotive seat ventilation technology, specifically to an intelligent pulse ventilation control method and system for automotive seats. Background Technology

[0002] As the modern automotive industry evolves towards intelligent and autonomous driving (Level 2 to Level 5), the cabin has gradually become a highly integrated "third living space." The core requirements of cabin ergonomics are undergoing a paradigm shift from "passive safety support" to "active biomechanical and thermodynamic microenvironment management." As the core component with the largest contact area and longest duration for occupants, the thermal comfort of car seats directly determines the riding experience. However, although seat ventilation systems have become widely adopted over the past decade, existing technological advancements have largely remained at a rudimentary stage of hardware accumulation and crude threshold control.

[0003] Currently, the mainstream control architecture and characteristics of automotive seat ventilation systems in the industry can be mainly divided into the following categories: 1. Open-loop manual speed control with constant power airflow: This is currently the most basic control method. Passengers manually select high, medium, or low speeds via physical buttons or the central control screen, and the microcontroller outputs a signal with a fixed duty cycle to drive the fan continuously. This "open-loop-steady-state" mode completely ignores the adaptive characteristics of human skin's thermal receptors. Prolonged steady-state airflow not only causes tactile fatigue ("no feeling after prolonged exposure"), but also has an extremely rigid intervention strategy, resulting in a high-energy-consuming, low-perception, and ineffective operating state.

[0004] 2. Simple closed-loop control based on a single absolute temperature threshold: Some existing systems embed NTC thermistors inside the seat (such as Chinese patent CN203063734U), automatically starting and stopping the fan by comparing the seat surface temperature with a preset threshold. The limitation of this type of system is its extremely limited sensing dimension, ignoring relative humidity (RH), a key coupling effect that causes thermal irritability. It focuses on passive response, lacking in-depth understanding of the dynamic deterioration of the microclimate and the occupant's own biomechanical behavior (such as restless wriggling).

[0005] 3. Asynchronous Fans Based on Digital Commands and Basic PWM Speed ​​Control: To address noise or airflow distribution issues, some existing technologies (such as US patents US6619736B2 and US6428282B1) employ a central control unit to send commands to each local fan for PWM speed control. While this provides some reference in terms of electronic control implementation, the input of its control signals is not linked to any advanced human characteristics (such as body shape recognition or dynamic pressure distribution). Essentially, it merely aims to achieve simple multi-level fan speed switching and does not address deeper thermal comfort management.

[0006] 4. Conventional Static Applications of Pressure Distribution Sensors: In existing seat pressure sensing technologies (such as patent US9486160B2EP1574401A1), flexible pressure sensor arrays are mostly used only to assess occupant weight and posture type to assist the SRS system in determining whether to deploy, or for static lumbar support adjustment. Existing technology has never addressed establishing a real-time causal mapping between the dynamic two-dimensional center of pressure (COP) variation coefficient and transient psychophysiological states such as "thermal irritability," nor has it been used to guide closed-loop control of ventilation and cooling strategies.

[0007] In summary, the underlying technological bottlenecks are as follows: From a physiological perspective, existing systems cannot overcome the adaptive shielding of cold-sensing nerves from constant-temperature stimuli, and lack the ability to perceive and actively intervene in the latent "heat irritability" (accompanied by frequent body movement and obstructed microcirculation) caused by the accumulation of heat and humidity in the microenvironment. From an engineering perspective, existing multi-channel centrifugal fans generate transient surge currents several times higher than the normal operating current (e.g., a 10A steady-state current can generate peak spikes of 40A to 45A), which severely impacts the vehicle's 12V or 48V power distribution network and leads to frequent power budget overruns. Therefore, the industry urgently needs a new ventilation control architecture that can cross-disciplinaryly integrate physiological perception and electronic energy management. Summary of the Invention

[0008] The purpose of this section is to outline some aspects of the embodiments of the present invention and to briefly describe some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be construed as limiting the scope of the invention.

[0009] To address the aforementioned technical problems, according to one aspect of the present invention, the present invention provides the following technical solution: S1: Dynamic anti-spinning and body size range adaptation: The system obtains the total force estimation value F by high-speed scanning of the pressure matrix. total The contact area is used to filter inanimate heavy objects through morphological connected component analysis. If the weight is below the threshold, the system enters zero-power sleep mode. If someone is found to be sitting down, the transverse distance between the ischial tuberosities and the longitudinal extension length of the thigh contact surface are extracted to estimate the occupant's body mass index and body size range. S2: Spatiotemporal tidal cooling capacity transfer based on constant power budget: setting the total power limit allowed for system scheduling to P. max Forced dual-channel to satisfy at any given time: P Cushion (t)+P Backrest (t)≤P max ; At the underlying driving algorithm, the spatiotemporal tidal strategy is abstracted as a sinusoidal envelope modulation superimposed on the adaptive baseline. The timer inside the microcontroller outputs a low-frequency alternating PWM control function with a physical phase difference of 180 degrees to the seat cushion and backrest. When the air volume of the seat cushion rises to the peak, the air volume of the backrest falls back to the trough, forming a flowing spatial cooling gradient between the occupant's back and buttocks, continuously creating a heat recovery window. S3: Agitation diagnosis based on the intersection of two-dimensional centroid trajectory and multimodal: The microcontroller executes a spatial weighted average integral algorithm at a high frame rate to calculate the two-dimensional coordinates of the transient pressure center COP(t) in real time. It integrates IMU inertial navigation data to design a Kalman filter, dynamically filtering out low-frequency passive drift caused by vehicle acceleration, deceleration and bumps, obtaining the net displacement initiated by the occupant's muscles, and extracting the "net micro-motion frequency" initiated subjectively due to discomfort. The system diagnoses the occupant as being in a state of "thermal agitation" if and only if the COP variation coefficient shows energy accumulation in a specific frequency band and the synchronously read relative humidity curve shows a steep nonlinear rise. S4: Adaptive multidimensional pulse cold shock intervention and smooth exit: After diagnosis, the system immediately suspends the tidal cycle and switches to "emergency" pulse cold shock. When the COP trajectory converges and the humidity turns to a negative slope and falls back, the square wave is smoothly faded out, the global power constant budget is taken over again and the system returns to the tidal mode.

[0010] In a preferred embodiment of the intelligent pulse ventilation control method for automotive seats according to the present invention, the specific method of step S1 is as follows: after obtaining the seat pressure matrix P(x,y) with an M×N resolution through a microcontroller, an effective contact pressure threshold P is set. th Filter out background noise: Ischial tuberosity lateral spacing extraction: In the rear half of the cushion, two local pressure maxima P are located using a peak-finding algorithm. left_peak (x1,y1) and P right_peak (x2, y2), calculate the physical distance D between the two peaks in the lateral direction. ischial =|x2-x1|×∆d, where ∆d is the physical spacing between sensor pixels; Extraction of longitudinal length of thigh contact surface: Statistical analysis of pressure > P in the seat cushion matrix th The foremost coordinate y front With the last coordinate y rear The longitudinal extension length L is obtained. thigh =|y front -y rear |×∆d; Body mass index (BSI) estimation: The occupant body mass index (BSI) is estimated using a multiple linear weighted model: BSI = α × D ischial +β×L thigh +γ×F total, where α, β, γ are calibration weighting coefficients, which are used to divide the occupants into small, medium and large ranges; The system uses this information to look up tables, assigning a higher base PWM duty cycle to larger airframes to overcome drag, and lowering the baseline to prevent overcooling for smaller airframes. A piecewise linear mapping function or one-dimensional lookup table based on the airframe index (BSI) and the base PWM duty cycle is established, with the following operational logic: ; Among them, PWM min To maintain the minimum effective airflow duty cycle; k is the drag compensation coefficient. When the BSI is in the large range, the baseline calculated by the system will be pushed up to ensure that the basic airflow has enough dynamic pressure to break down the high drag caused by the large body size; for small body size occupants, it is strictly limited to a lower baseline to prevent muscle cold spasms.

[0011] As a preferred embodiment of the intelligent pulse ventilation control method for automotive seats according to the present invention, the PWM control function in S2 is: ; ; Wherein, Baseline is the initial basic duty cycle allocated by the system in S1 based on body size; Amplitude is the tidal amplitude set by the system; It is the alternating angular frequency.

[0012] In a preferred embodiment of the intelligent pulse ventilation control method for automotive seats according to the present invention, the method for calculating the two-dimensional coordinates of the pressure center COP(t) in S3 is as follows: ; .

[0013] As a preferred embodiment of the intelligent pulse ventilation control method for automotive seats described in this invention, the method for determining the net displacement initiated by the occupant's muscles in step S3 is as follows: The actual measured observation variable Z... k Compared with theoretical passive displacement prediction value Kalman gain-weighted fusion was performed, and the residual between the two was extracted as the net displacement ∆COP initiated by the crew muscles. net : .

[0014] A smart pulse ventilation control system for car seats, comprising: Edge computing hub: It adopts an automotive-grade microcontroller with integrated hardware-level direct memory access to realize the seamless transfer of high-frequency array data from sensors, and embeds a PWM generator and motor control timer to perform smooth soft start; Multimodal sensing array: includes a flexible matrix pressure sensor deployed on the foam layer to extract the spatial distribution variance of local relative pressure and two-dimensional centroid coordinates; a MEMS temperature and humidity composite sensor is deployed in the shallow high-permeability zone to monitor temperature and humidity changes in the interface microclimate in real time. Asynchronous independent drive actuator: The seat cushion and backrest are driven by independent brushless DC motors, which support PWM stepless speed regulation and phase interleaving operation.

[0015] Compared with existing technologies, the beneficial effects of this invention are as follows: This invention does not simply pile up cooling hardware, but rather, through interdisciplinary (vehicle electrical engineering and human neurophysiology) underlying algorithm reconstruction, it produces synergistic technical effects that cannot be predicted by the simple splicing of existing technologies. Specifically, this is manifested in the following four core dimensions: 1. Extremely disrupting neural adaptation and completely eradicating tactile thermal fatigue (physiological and ergonomic effects), the system employs a spatiotemporal tidal alternation strategy and emergency pulsed cooling to reconstruct temperature slopes at high frequencies on the occupant's back and buttocks, continuously creating transient temperature change rates. Combined with a brief thermal recovery window, the system continuously resets the sensitivity of cold-sensitive nerves, thus indefinitely delaying the onset of tactile fatigue. Ultimately, a negligible total physical temperature drop yields a massive and impactful subjective feeling of coolness and emotional comfort.

[0016] 2. Strictly suppressing electrical surges to achieve overall vehicle cost reduction and NVH optimization (electrical and acoustic effects): This invention introduces a "constant power budget" constraint mechanism and, through a dual-channel anti-phase spatiotemporal tidal strategy, completely staggers the peak-speed startup phases of multiple motors at the physical level. This not only smooths out startup surge currents and greatly reduces electrical impact on relays and wiring harnesses, but also allows automotive wiring harness design teams to downgrade the wire diameter of the seat power supply cables, achieving weight reduction benefits. Furthermore, the two fans are always in an alternating speed state, fundamentally eliminating resonance beat frequency effects and greatly optimizing the cabin's acoustic performance (NVH attributes).

[0017] 3. Achieving multimodal, sensitive capture and proactive intervention of latent irritability (algorithm and perception effects): This invention takes a unique approach, relying on non-invasive devices and integrating the coefficient of variation of the two-dimensional center of pressure (COP) trajectory with the nonlinear rising slope of the interface relative humidity (RH). By introducing a kinematic compensation mechanism to filter out vehicle bump artifacts, the system can diagnose "thermal irritability" with extremely high confidence in the early stages of frequent subconscious posture resetting by occupants. This algorithm, which extracts high-order biomechanical features from low-dimensional signals, endows the system with keen observation capabilities, achieving a generational upgrade from "passive response" to "proactive health monitoring steward."

[0018] 4. Extremely low hardware implementation costs and considerable benefits to the entire vehicle ecosystem (commercialization and energy-saving effects): This invention reuses the flexible thin-film pressure sensor from the seatbelt reminder device (SBR), which is mandatory in all vehicles, and a conventional brushless DC motor, eliminating the need for complex mechanical structures or expensive semiconductor coolers. The system focuses on extracting the "relative rate of change" of local pressure, exhibiting extremely high tolerance for hardware aging and absolute accuracy, thus eliminating costly factory calibration processes. Simultaneously, the fundamental improvement in occupant microenvironment comfort reduces the load on the vehicle's air conditioning system (HVAC), not only contributing to the driving range of new energy vehicles but also enabling automakers to earn valuable environmental emission reduction credits. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of the present invention, the present invention will be described in detail below with reference to the accompanying drawings and detailed embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein: Figure 1 This is a hardware architecture topology diagram of the system of the present invention; Figure 2 This is a logic flowchart of the intelligent pulse ventilation control method of the present invention; Figure 3 This is a schematic diagram of the control timing of the present invention. Detailed Implementation

[0020] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0021] Secondly, the present invention is described in detail with reference to the schematic diagrams. When detailing the embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In addition, actual fabrication should include three-dimensional spatial dimensions of length, width, and depth.

[0022] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0023] This invention abandons the traditional threshold closed-loop approach and adopts a three-layer architecture of "body shape adaptive baseline + anti-phase tidal cruise + irritability multimodal intervention". For details, please refer to [link / reference]. Figure 2-3 ,in Figure 2 It covers dynamic anti-idling, body mass index (BMI) estimation, anti-tidal cruise main thread, and monitoring thread and abnormal interruption intervention closed loop for multimodal cross diagnosis of heat irritability based on two-dimensional pressure center (COP) and humidity gradient (dH / dt). Figure 3 The diagram visually demonstrates the tidal waveform of channels A and B alternating in 180-degree out-of-phase mode under the constraint of a constant power budget upper limit ($P_{max}$); and that after triggering thermal annoyance intervention, the dual channels temporarily suspend peak-shifting limits and synchronously output a square wave spike sequence with an intensity ratio of approximately 1.5:1 (250ms peak followed by a 1s trough). A method for intelligent pulse ventilation control of automotive seats includes the following steps: Step S1 (Dynamic Anti-Spinning and Body Size Range Adaptation): The system performs high-speed scanning of the pressure matrix to obtain the total force estimation value F. total Based on the contact area, inanimate heavy objects are precisely filtered out through morphological connected component analysis; if the weight is below a threshold, the system enters a zero-power sleep state. If someone is detected sitting down, the algorithm extracts the lateral distance between the ischial tuberosities and the longitudinal extension length of the thigh contact surface to estimate the occupant's body mass index (BMI) and body size range.

[0024] The specific extraction and estimation algorithms are as follows: After the microcontroller acquires the seat pressure matrix P(x,y) with an M×N resolution, it first sets the effective contact pressure threshold P. th Filter out background noise.

[0025] 1. Extraction of transverse spacing between ischial tuberosities: In the rear half of the cushion (usually the lower half of the matrix), two local pressure maxima P are located using a peak-finding algorithm. left_peak (x1,y1) and P right_peak (x2, y2), calculate the physical distance D between the two peaks in the horizontal direction (X-axis). ischial =|x2-x1|×∆d (∆d is the physical spacing between sensor pixels).

[0026] 2. Extraction of longitudinal length of thigh contact surface: Statistical analysis of pressure > P in the seat cushion matrix. th The foremost coordinate y front With the last coordinate y rear The longitudinal extension length L is obtained. thigh =|y front-y rear |×∆d.

[0027] 3. Body Size Index (BSI) Estimation: The system uses a multiple linear weighted model to estimate the occupant's body size characteristic, BSI = α × D. ischial +β×L thigh +γ×F total (where α, β, γ are calibration weighting coefficients), thereby dividing the occupants into small, medium, and large ranges.

[0028] The system uses this information to make lookup table calls, assigning a higher base PWM duty cycle to larger airframes to overcome drag, and lowering the baseline to prevent overcooling for smaller airframes. A piecewise linear mapping function or a one-dimensional lookup table (LUT) is established based on the airframe index (BSI) and the base PWM duty cycle. The operational logic is as follows: ; Among them, PWM min To maintain the minimum effective airflow duty cycle; k is the drag compensation coefficient. When the BSI is in the large range, the baseline calculated by the system will be pushed up (e.g., to 60%) to ensure that the basic airflow has sufficient dynamic pressure to overcome the high drag caused by the large body size; while for small body size occupants, it is strictly limited to a lower baseline to prevent muscle chilling cramps.

[0029] Step S2 (Spatiotemporal tidal cooling capacity transfer based on constant power budget): Set the total power limit allowed for system scheduling to P. max Forced dual-channel to satisfy at any given time: P Cushion (t)+P Backrest (t)≤P max ; At the underlying driving algorithm level, this spatiotemporal tidal strategy is abstracted as a sinusoidal envelope modulation superimposed on an adaptive baseline. The timer inside the microcontroller outputs a low-frequency alternating PWM control function with a physical phase difference of 180 degrees (i.e., π) to the seat cushion (channel A) and backrest (channel B): ; ; Wherein, Baseline is the initial basic duty cycle allocated by the system based on body shape in step S1; Amplitude is the tidal amplitude set by the system (i.e., the maximum amplitude of airflow fluctuation). The alternating angular frequency (determines the speed and period of the tidal cycle). Through the above-mentioned anti-phase modulation algorithm, when the air volume of the seat cushion rises to the peak, the air volume of the backrest strictly falls back to the trough according to the mathematical model.

[0030] Step S3 (Agitation diagnosis of the two-dimensional centroid trajectory and multimodal intersection): The microcontroller executes the spatially weighted average integral algorithm at a high frame rate to calculate the two-dimensional coordinates of the transient pressure center COP(t) in real time. ; ; Design a Kalman filter by fusing IMU inertial navigation data to convert the observed variable Z into the actual measured data. k Compared with theoretical passive displacement prediction value Kalman gain-weighted fusion is performed, and the residual (i.e., innovation) between the two is extracted as the net displacement ∆COP purely initiated by crew muscle activity. net : ; The system dynamically filters out low-frequency passive drift caused by vehicle acceleration, deceleration, and bumps, and extracts the "net micro-motion frequency" initiated subjectively by discomfort. The system diagnoses the occupant as being in a state of "thermal agitation" with extremely high confidence only when the coefficient of variation of COP shows energy accumulation in a specific frequency band (0.5Hz-2Hz) and the synchronously read relative humidity curve shows a steep nonlinear increase (dH / dt>threshold).

[0031] Step S4 (Adaptive Multidimensional Pulse Cooling Intervention and Smooth Exit): Upon diagnosis, the system immediately suspends the tidal cycle and switches to "emergency" pulse cooling. Dual-channel synchronous output of a limiting square wave airflow with an intensity ratio of approximately 1.5:1, i.e., a 100% PWM limiting peak value of 250ms to 500ms, followed by a 30% PWM low-speed maintenance period of approximately 1 second. This extremely fast neural response time instantly breaks through sensory numbness. The system continuously monitors, and when the COP trajectory converges and the humidity turns to a negative slope and falls back (diagnosing agitation subsides), the square wave smoothly fades out, regains control of the global power constant budget, and returns to tidal mode.

[0032] Please see Figure 1 This demonstrates the connection between an edge computing hub (MCU) and multi-dimensional sensing inputs (16x16 or 32x32 seat matrix pressure sensors, MEMS temperature and humidity composite sensors, and IMU inertial navigation unit) and dual independent outputs (channel A seat cushion fan and channel B backrest fan). An intelligent pulse ventilation control system for automotive seats includes: Edge computing hub (MCU): It adopts an automotive-grade microcontroller with integrated hardware-level direct memory access (DMA) to realize the seamless transfer of high-frequency array data from sensors, and embeds a PWM generator and motor control timer to perform smooth soft start.

[0033] Multimodal sensing array: Includes flexible matrix pressure sensors (spatial resolution ≤20mm) deployed on the foam layer, used to extract the spatial distribution variance of local relative pressure and two-dimensional centroid coordinates. MEMS temperature and humidity composite sensors are deployed in the shallow, highly permeable zone to monitor the temperature and humidity abrupt change rate (dT / dt, dH / dt) of the interface microclimate in real time.

[0034] Asynchronous independent drive actuators: Channel A (seat cushion) and Channel B (backrest) are driven by independent brushless DC motors (BLDC), supporting PWM stepless speed regulation and phase-interleaved operation.

[0035] Example 1: Closed-loop thermal management throughout the entire lifecycle in summer long-distance driving scenarios Prerequisite for implementation: Hot summer weather with a high initial ambient temperature in the vehicle compartment. The vehicle is equipped with the intelligent pulse ventilation system described in this invention, which includes an edge computing hub (MCU), a seat matrix pressure sensor, a surface MEMS temperature and humidity composite sensor, an IMU inertial navigation unit, and independent brushless DC motor (BLDC) fans located in the seat cushion (channel A) and backrest (channel B), respectively.

[0036] In hot summer weather, the initial ambient temperature of the vehicle compartment is relatively high. The vehicle is equipped with the intelligent pulse ventilation system described in this invention, which includes an edge computing hub (MCU), a seat matrix pressure sensor, a surface MEMS temperature and humidity composite sensor, an IMU inertial navigation unit, and independent brushless DC motor (BLDC) fans located in the seat cushion (channel A) and backrest (channel B), respectively.

[0037] The specific implementation steps are as follows: Step 1: Seating Anti-idling Detection and Body Type Adaptive Configuration The driver sits down and starts the vehicle. The MCU instantly wakes up and scans the entire seat matrix pressure sensor at a set sampling rate (e.g., 10Hz to 50Hz) to obtain the dynamic total force and contact area. Through morphological connectivity analysis, it is confirmed that no heavy objects are placed on the seat, eliminating unnecessary power consumption due to idling. Subsequently, the algorithm extracts geometric features such as the lateral distance between the driver's left and right ischial tuberosities and the longitudinal extension length of the thigh contact surface to estimate the occupant's Body Mass Index (BMI) and determine their body type range. Based on this, the system calls a lookup table to assign a matching base PWM duty cycle to the occupant, ensuring that airflow can accurately penetrate the physical wind resistance caused by the current body type.

[0038] Step 2: After entering the energy-saving cruise mode for long-distance driving under the constant power redline, the system locks the global total power limit. The MCU controls the output of anti-phase alternating PWM waveforms with a 180-degree phase difference between the seat cushion channel and the backrest channel. When the seat cushion airflow reaches its peak, the backrest airflow falls back to its trough. This strategy of physically offsetting the phase of the motor's rapid start-up not only eliminates the resonance noise of the dual motors but also creates a flowing spatial cooling gradient between the occupant's back and buttocks, continuously providing a heat recovery window and breaking the adaptability of the cold sensory receptors.

[0039] Step 3: Deterioration of the Long-Distance Hidden Microclimate and Multimodal Diagnosis. During the mid-to-late stages of driving, limited seat breathability leads to obstructed microcirculation and heat buildup in the driver's back, causing them to subconsciously shift their center of gravity frequently. The MCU calculates the occupant's two-dimensional center of pressure (COP) coordinates in the frontal and sagittal planes in real time and uses a Kalman filter to fuse IMU data, dynamically filtering out passive interference caused by rapid vehicle acceleration or bumps, extracting the pure "net micro-motion frequency." When the system detects high-frequency energy accumulation in the micro-motion frequency band between 0.5Hz and 2Hz (COP trajectory variation coefficient) and a steep nonlinear increase in relative humidity at the MEMS sensor feedback interface, the system diagnoses with extremely high confidence that the driver has entered a state of "thermal agitation."

[0040] Step 4: Suspending Tidal and "Emergency" Pulse Cold Stimulation Intervention. After confirming agitation, the system actively suspends the conventional spatiotemporal tidal alternation mode and constant power limitation, and switches to the rapid cold stimulation intervention process. The system forces dual-channel synchronous output of extreme square wave pulses with an intensity ratio of approximately 1.5:1. Specifically, it outputs 100% extreme peak PWM airflow for 250ms to 500ms, followed by a 30% low-speed maintenance period of approximately 1s. The short, extreme strong wind instantly creates a rapid temperature drop far exceeding the cold perception threshold (temperature drop rate > 0.1°C / s), penetrating the sensory numbness zone; while the 1-second interval provides a thermal recovery window for the epidermal microvessels, resetting the sensitivity of the receptors.

[0041] Step 5: Verification of Thermal Agitation Subsidence and Smooth Exit After continuous execution of the cold shock pulse, the MCU detected a significant convergence in the COP trajectory of the pressure matrix feedback, and the relative humidity curve showed a negative slope falling back to within the safe threshold. The system determined that the thermal agitation had been successfully subsided, and the MCU used a gentle fade-out transition algorithm to smoothly return to the spatiotemporal tidal cruise mode based on constant power budget.

[0042] Example 2: Simulation and Quantitative Comparison Data of Core Technology Effects To further demonstrate the substantial technological advancements of the control system of this invention at the intersection of engineering and physiology, quantitative simulation and measurement data based on circuit transient response models and biothermodynamic mechanisms are provided below, and compared with existing technologies. In the test benchmark settings, both the control group (existing technology) and the experimental group (this invention) used brushless DC motor (BLDC) fan arrays with a steady-state operating current of 10A.

[0043] 2. Comparison of Peak Shaving Effects on Electrical System Inrush Current: In traditional dual-channel ventilation systems, during synchronous full-speed startup from a standstill, the transient inrush currents generated by the two motors superimposed due to the need to overcome the system's mechanical inertia, resulting in a peak bus current spike typically reaching 40A to 45A. This intense surge can easily cause a voltage drop in the local power grid. This invention employs a 180-degree anti-phase asynchronous startup strategy based on a constant power redline, completely offsetting the motor's high-speed startup moment from a physical phase perspective. Calculations show that the transient peak inrush current on the system bus is strictly suppressed to the single-machine full-load level (i.e., ≤20A), with an overall peak inrush current reduction of over 50%. This significantly extends the physical lifespan of relays and wiring harnesses and provides automotive wiring harness design teams with engineering potential for wire diameter downgrading (lightweighting).

[0044] 3. Rapidly Improved Sensory Arousal and Abnormal State Response Time: Traditional systems relying on NTC sensors operate at constant wind speeds, resulting in near-zero interface cooling rates. This typically leads to tactile fatigue in occupants after only a few minutes of operation. Furthermore, due to the physical delay in heat conduction, their proactive intervention response time for latent "thermal irritability" is almost infinite. In contrast, this invention introduces a 1.5:1 pulse intensity ratio, generating an extremely steep temperature drop rate of >0.1°C / s locally. Leveraging the extremely short neural response time of only 0.3s to 0.5s for human cold-sensory fibers, this strategy can amplify stimulus intensity exponentially, instantly penetrating sensory numbness areas. Simultaneously, based on a multimodal cross-functional dynamic sliding window algorithm, the system can complete the blocking and intervention of microclimate deterioration within minutes (e.g., within a 180-second sliding window cycle) during the occupant's subconscious micro-movement phase, achieving a leap from a "passive blind spot" to "minute-level rapid proactive response."

[0045] 4. Significant Optimization of Vehicle Energy Consumption and Ecological Emission Reduction Benefits: Existing systems cause significant waste of onboard electrical energy during high-frequency, full-speed idling, offering no auxiliary energy-saving effect. In contrast, the time-integrated average power consumption of this invention under spatiotemporal tidal mode is only about 60% of that under constant full-load mode. More importantly, this invention fundamentally improves the comfort of the occupant's microenvironment, allowing for a reduction of approximately 4% in the heat capacity requirement of the vehicle's air conditioning system (HVAC). According to authoritative quantitative calculations, this directly translates to a reduction of up to 4.5% in air conditioning fuel consumption under the EPA urban cycle. Converted to carbon emission indicators, this is equivalent to a CO2 reduction of 0.9 grams per mile, possessing extremely high commercial and environmental added value.

[0046] Although the present invention has been described above with reference to embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of the invention. In particular, as long as there is no structural conflict, the features in the disclosed embodiments can be combined with each other in any manner. The lack of an exhaustive description of these combinations in this specification is merely for the sake of brevity and resource conservation. Therefore, the present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A method for intelligent pulse ventilation control of automotive seats, characterized in that, Includes the following steps: S1: Dynamic anti-spinning and body size range adaptation: The system obtains the total force estimation value F by high-speed scanning of the pressure matrix. total The contact area is used to filter inanimate heavy objects through morphological connected component analysis. If the weight is below the threshold, the system enters zero-power sleep mode. If someone is found to be sitting down, the transverse distance between the ischial tuberosities and the longitudinal extension length of the thigh contact surface are extracted to estimate the occupant's body mass index and body size range. S2: Spatiotemporal tidal cooling capacity transfer based on constant power budget: setting the total power limit allowed for system scheduling to P. max Forced dual-channel to satisfy at any given time: P Cushion (t)+P Backrest (t)≤P max ; At the underlying driving algorithm, the spatiotemporal tidal strategy is abstracted as a sinusoidal envelope modulation superimposed on the adaptive baseline. The timer inside the microcontroller outputs a low-frequency alternating PWM control function with a physical phase difference of 180 degrees to the seat cushion and backrest. When the air volume of the seat cushion rises to the peak, the air volume of the backrest falls back to the trough, forming a flowing spatial cooling gradient between the occupant's back and buttocks, continuously creating a heat recovery window. S3: Agitation diagnosis based on the intersection of two-dimensional centroid trajectory and multimodal: The microcontroller executes a spatial weighted average integral algorithm at a high frame rate to calculate the two-dimensional coordinates of the transient pressure center COP(t) in real time. It integrates IMU inertial navigation data to design a Kalman filter, dynamically filtering out low-frequency passive drift caused by vehicle acceleration, deceleration and bumps, obtaining the net displacement actively initiated by the occupant's muscles, and extracting the "net micro-motion frequency" subjectively initiated by discomfort. The system diagnoses the occupant as being in a state of "thermal agitation" if and only if the COP variation coefficient shows energy accumulation in a specific frequency band and the synchronously read relative humidity curve shows a steep nonlinear rise. S4: Adaptive multidimensional pulse cold shock intervention and smooth exit: After diagnosis, the system immediately suspends the tidal cycle and switches to "emergency" pulse cold shock. When the COP trajectory converges and the humidity turns to a negative slope and falls back, the square wave is smoothly faded out, the global power constant budget is taken over again and the system returns to the tidal mode.

2. The intelligent pulse ventilation control method for automotive seats according to claim 1, characterized in that, The specific method of S1 is as follows: after obtaining the seat pressure matrix P(x,y) with an M×N resolution through the microcontroller, an effective contact pressure threshold P is set. th Filter out background noise: Ischial tuberosity lateral spacing extraction: In the rear half of the cushion, two local pressure maxima P are located using a peak-finding algorithm. left_peak (x1,y1) and P right_peak (x2, y2), calculate the physical distance D between the two peaks in the lateral direction. ischial =|x2-x1|×∆d, where ∆d is the physical spacing between sensor pixels; Extraction of longitudinal length of thigh contact surface: Statistical analysis of pressure > P in the seat cushion matrix th The foremost coordinate y front With the last coordinate y rear The longitudinal extension length L is obtained. thigh =|y front -y rear |×∆d; Body mass index (BSI) estimation: The occupant body mass index (BSI) is estimated using a multiple linear weighted model: BSI = α × D ischial +β×L thigh +γ×F total , where α, β, γ are calibration weighting coefficients, which are used to divide the occupants into small, medium and large ranges; The system uses this information to look up tables, assigning a higher base PWM duty cycle to larger airframes to overcome drag, and lowering the baseline to prevent overcooling for smaller airframes. A piecewise linear mapping function or one-dimensional lookup table based on the airframe index (BSI) and the base PWM duty cycle is established, with the following operational logic: ； Among them, PWM min To maintain the minimum effective airflow duty cycle; k is the drag compensation coefficient. When the BSI is in the large range, the baseline calculated by the system will be pushed up to ensure that the basic airflow has enough dynamic pressure to break down the high drag caused by the large body size; for small body size occupants, it is strictly limited to a lower baseline to prevent muscle cold spasms.

3. The intelligent pulse ventilation control method for automotive seats according to claim 2, characterized in that, The PWM control function in S2 is: ； ； Wherein, Baseline is the initial basic duty cycle allocated by the system in S1 based on body size; Amplitude is the tidal amplitude set by the system; It is the alternating angular frequency.

4. The intelligent pulse ventilation control method for automotive seats according to claim 1, characterized in that, The method for calculating the two-dimensional coordinates of the pressure center COP(t) in S3 is as follows: ； 。 5. The intelligent pulse ventilation control method for automotive seats according to claim 1, characterized in that, The method for determining the net displacement initiated by the occupant's muscles in S3 is as follows: The observed variable Z is measured... k Compared with theoretical passive displacement prediction value Kalman gain-weighted fusion was performed, and the residual between the two was extracted as the net displacement ∆COP initiated by the crew muscles. net : 。 6. A smart pulse ventilation control system for automotive seats, used to implement the smart pulse ventilation control method for automotive seats as described in any one of claims 1-5, characterized in that, include: Edge computing hub: It adopts an automotive-grade microcontroller with integrated hardware-level direct memory access to realize the seamless transfer of high-frequency array data from sensors, and embeds a PWM generator and motor control timer to perform smooth soft start; Multimodal sensing array: includes a flexible matrix pressure sensor deployed on the foam layer to extract the spatial distribution variance of local relative pressure and two-dimensional centroid coordinates; a MEMS temperature and humidity composite sensor is deployed in the shallow high-permeability zone to monitor temperature and humidity changes in the interface microclimate in real time. Asynchronous independent drive actuator: The seat cushion and backrest are driven by independent brushless DC motors, which support PWM stepless speed regulation and phase interleaving operation.

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