Seat adjustment method, device, storage medium, intelligent seat and vehicle

Abstract

The application discloses a seat adjusting method and device, a storage medium, an intelligent seat and a vehicle, and relates to the technical field of intelligent cabins. The seat adjusting method comprises the following steps: when a seat angle adjusting trigger instruction is received, a target adjusting mode is determined according to the instruction type of the trigger instruction, and an angle adjusting control instruction corresponding to the target adjusting mode is generated; an acceleration control parameter of seat angle adjusting is generated according to the angle adjusting control instruction, and an acceleration adjusting process of the seat angle adjusting is controlled to be performed according to the acceleration control parameter; wherein different target adjusting modes correspond to different acceleration control parameters; in the execution process of the seat angle adjusting process, real-time state parameters of the seat angle adjusting are acquired in real time; and when the real-time state parameters meet preset stop conditions matched with the target adjusting mode, the seat angle adjusting process is controlled to stop adjusting. The application aims to improve the user experience when adjusting the seat.

Description

Technical Field

[0001] This invention relates to the field of smart cockpit technology, and in particular to a seat adjustment method, device, storage medium, smart seat, and vehicle. Background Technology

[0002] With the continuous improvement of automotive intelligence, electrically adjustable seats have become an important feature for enhancing driving and riding comfort. Existing seat adjustment technology typically uses simple on / off control logic, directly driving the motor to rotate in response to user operation signals. However, this control method lacks effective constraints on the seat's movement, resulting in poor seat stability during operation and failing to meet users' demands for a high-quality riding experience. Summary of the Invention

[0003] The main objective of this invention is to provide a seat adjustment method, device, storage medium, smart seat, and vehicle, which aims to improve the user experience when adjusting the seat.

[0004] To achieve the above objectives, the present invention proposes a seat adjustment method, comprising: When a seat angle adjustment trigger command is received, the target adjustment mode is determined according to the command type of the trigger command, and an angle adjustment control command corresponding to the target adjustment mode is generated; Based on the angle adjustment control command, acceleration control parameters for seat angle adjustment are generated, and the seat angle adjustment process is controlled to perform acceleration adjustment according to the acceleration control parameters; wherein, different target adjustment modes correspond to different acceleration control parameters; During the execution of the seat angle adjustment process, real-time status parameters of the seat angle adjustment are acquired. When the real-time status parameters meet the preset stop conditions that match the target adjustment mode, the seat angle adjustment process is stopped.

[0005] In one embodiment, the instruction type includes a first adjustment trigger instruction, and the target adjustment mode includes a low-speed follow-up mode; the step of controlling the seat angle adjustment process to perform acceleration adjustment according to the acceleration control parameters includes: Determine the direction of movement of the seat back and the preset low-speed running speed, and control the adjustment speed to gradually increase; During acceleration, it is determined in real time whether the current adjustment speed has reached the preset low-speed operating speed; If the current adjustment speed reaches the preset low speed operating speed, then the speed adjustment is performed at the preset low speed operating speed. If the current adjustment speed does not reach the preset low-speed operating speed, then continue to perform acceleration adjustment.

[0006] In one embodiment, the step of stopping the seat angle adjustment process when the real-time state parameter meets a preset stop condition that matches the target adjustment mode includes: When the signal state of the first adjustment trigger command is detected to switch from an effective state to an invalid state, it is determined that the preset stop condition is met, and the seat back is controlled to stop moving immediately, regardless of whether the seat back is currently in the acceleration adjustment stage or the constant speed adjustment stage.

[0007] In one embodiment, the preset low-speed operating speed is x, where 2.3° / s ≤ x ≤ 2.7° / s.

[0008] In one embodiment, the instruction type includes a second adjustment trigger instruction, and the target adjustment mode includes a high-speed automatic mode; the step of controlling the seat angle adjustment process to perform acceleration adjustment according to the acceleration control parameters includes: Determine the direction of movement of the seat back and the preset maximum operating speed, and gradually increase the adjustment speed. During acceleration, it is determined in real time whether the current adjustment speed has reached the preset maximum operating speed; If the current adjustment speed reaches the preset maximum operating speed, then the speed adjustment is performed at the preset maximum operating speed; if the current adjustment speed does not reach the preset maximum operating speed, then the acceleration adjustment continues.

[0009] In one embodiment, the real-time status parameter includes the real-time travel position of the seat back; the step of controlling the seat angle adjustment process to stop when the real-time status parameter meets a preset stop condition matching the target adjustment mode includes: When the real-time travel position of the seat back is detected to meet the preset deceleration conditions, deceleration control parameters are generated to control the adjustment speed to gradually decrease within the preset deceleration time. During the deceleration adjustment process, the position of the seat back and the current operating speed are monitored in real time; If the seat back reaches the target preset state, the seat angle adjustment process is stopped. If the current operating speed decreases to the preset minimum speed and the seat back has not reached the target preset state, the seat angle adjustment process is stopped by deceleration output, and the seat back is adjusted at the preset minimum speed until the seat back reaches the target preset state and then the adjustment stops.

[0010] In one embodiment, the step of generating deceleration control parameters when the real-time travel position of the seat back is detected to meet the preset deceleration condition includes: Real-time detection of the distance between the seat back and the target position; When the real-time travel is less than or equal to the preset travel threshold, it is determined that the preset deceleration condition is met; The current operating speed of the seat backrest is gradually reduced to a preset minimum speed within a preset deceleration time. Wherein, the preset minimum speed is x, 2.3° / s≦x≦2.7° / s; the preset deceleration time is t, 400ms≦t≦800ms; and the preset maximum operating speed is y, 7.0° / s≦y≦9.0° / s.

[0011] In one embodiment, before the step of determining the target adjustment mode based on the instruction type of the trigger command when a seat angle adjustment trigger command is received, the method further includes: Real-time acquisition of seat occupancy status parameters; If the seat occupancy status parameter indicates that there is a passenger, then when the second adjustment trigger command is received, the response is intercepted and the angle adjustment control command is not generated. If the seat occupancy status parameter indicates that there are no passengers, then the step of determining the target adjustment mode based on the instruction type of the triggering instruction is executed.

[0012] The present invention also provides a seat adjustment device, which performs the seat adjustment method described above, the device comprising: The instruction processing module is used to determine the target adjustment mode according to the instruction type of the trigger instruction when a seat angle adjustment trigger instruction is received, and generate an angle adjustment control instruction corresponding to the target adjustment mode. The adjustment control module is used to generate acceleration control parameters for seat angle adjustment according to the angle adjustment control command, and control the seat angle adjustment process to perform acceleration adjustment according to the acceleration control parameters; wherein, different target adjustment modes correspond to different acceleration control parameters. The status monitoring module is used to acquire real-time status parameters of the seat angle adjustment during the execution of the seat angle adjustment process. The stop control module is used to control the seat angle adjustment process to stop when the real-time status parameters meet the preset stop conditions that match the target adjustment mode.

[0013] The present invention also provides a storage medium, which is a computer-readable storage medium, and stores a computer program thereon. When the computer program is executed by a processor, it implements the steps of the seat adjustment method described above.

[0014] The present invention also provides an intelligent seat applied to a vehicle, the intelligent seat comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the seat adjustment method described above.

[0015] The present invention also provides a vehicle that includes the intelligent seat as described above.

[0016] The present application proposes one or more technical solutions, which have at least the following technical effects: First, the application identifies the received seat angle adjustment trigger command, determines the target adjustment mode based on the command type, and generates a corresponding angle adjustment control command. Then, it generates acceleration control parameters based on the control command, controlling the seat angle adjustment process to execute acceleration adjustment according to these parameters, with different target adjustment modes corresponding to different acceleration control parameters. Simultaneously, it acquires status parameters in real time during the adjustment process, and stops the adjustment process when the status parameters meet a preset stop condition matching the target adjustment mode. Through these steps, the present application breaks the limitation of the prior art where the front and rear cabins use identical control logic, enabling the matching of differentiated adjustment modes and acceleration parameters according to different command types, thus achieving targeted control for different cabin usage scenarios. This control method not only introduces an acceleration process to improve motion stability but also effectively solves the problem of poor flexibility caused by the single control method and lack of targeted constraints in the prior art, significantly improving the user's driving experience. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. 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 the structures shown in these drawings without creative effort.

[0018] Figure 1 A flowchart of a first embodiment of the seat adjustment method provided by the present invention; Figure 2 A flowchart of a second embodiment of the seat adjustment method provided by the present invention; Figure 3 A flowchart of a third embodiment of the seat adjustment method provided by the present invention; Figure 4 A flowchart of the fourth embodiment of the seat adjustment method provided by the present invention; Figure 5 A flowchart of the fourth embodiment of the seat adjustment method provided by the present invention; Figure 6This is a schematic diagram of a structure of an embodiment of the seat adjustment device provided by the present invention; Figure 7 This is a structural schematic diagram of the intelligent cockpit provided by the present invention.

[0019] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0021] It should be noted that if the embodiments of the present invention involve directional indicators (such as front, back, fold, flip up, left, right, up, down, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0022] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0023] like Figure 7As shown, the hardware operating environment involved in this embodiment of the invention is an intelligent seat. This intelligent seat is integrated into the vehicle interior and can establish a communication connection with the vehicle's overall control system. The intelligent seat may include: a processor 1001 (such as a dedicated vehicle MCU, ARM series microcontroller, etc.), a communication bus 1002, a user interface 1003, a network interface 1004, a memory 1005, a front cabin intelligent control switch, a backrest drive module, a seat occupancy detection module, and a vehicle power supply module. The communication bus 1002 is used to realize the connection and communication between these components, adopting an onboard CAN / LIN bus architecture to meet the low-latency and high-stability communication requirements under vehicle operating conditions.

[0024] User interface 1003 may include a seat adjustment status indicator light and a buzzer. The status indicator light uses different colors or flashing frequencies to indicate the start, operation, completion, and abnormal status of the backrest adjustment. The buzzer provides short beeps to indicate that the button has been triggered and the adjustment is complete. Optionally, user interface 1003 may also include a vehicle central control screen interaction unit, supporting the display of information such as backrest adjustment angle, operating speed, and seat occupancy status on the central control screen. Network interface 1004 is an in-vehicle wireless communication module used to establish data connections with the vehicle's overall control system and central control host, enabling the interactive sharing of seat adjustment data with other vehicle operating condition data.

[0025] The memory 1005 uses high-stability flash memory or an embedded multimedia card (eMMC) to store the operating system, rear seat adjustment control program, preset seat adjustment parameters (preset low-speed operation speed, preset acceleration time, etc.), seat occupation status judgment threshold, backrest movement angle threshold, and real-time data acquisition cache, ensuring secure data storage and fast retrieval, while also supporting non-volatile data preservation after vehicle power failure.

[0026] The intelligent control switch in the front cabin is a push-button physical switch located on the center console of the vehicle's front cabin or in the operating area on the side of the driver and passenger seats. It includes two independent buttons: a backrest folding command button and a backrest flip-up command button. It adopts a physical rebound structure design to prevent accidental touches and has vibration-resistant and waterproof characteristics. It is adapted to the operating needs during vehicle operation and can collect press signals in real time and transmit them to the processor.

[0027] The backrest drive module is the actuator for adjusting the backrest of the front cabin seat. It includes a DC geared motor, a precision transmission gear set, an angle and speed sensor, and a motor drive circuit. The DC geared motor provides the power output for folding and flipping the backrest. The transmission gear set realizes the smooth transmission of power and torque amplification. The angle and speed sensor collects the rotation angle and current running speed of the backrest in real time and feeds them back to the processor 1001. The motor drive circuit receives the instructions from the processor and realizes precise control of the motor speed, steering, start-stop, and acceleration process.

[0028] The seat occupancy detection module includes a pressure sensor and an infrared sensor. The pressure sensor is embedded in the foam layer of the rear seat body to collect the pressure value of the seat body in real time. The infrared sensor is located at the seat side wing in front of the rear seat back to detect human body induction signals in the seat area. After the data from both are fused, the rear seat occupancy status signal is output to the processor to provide data support for the safety protection of seat adjustment.

[0029] The vehicle power supply module connects to the vehicle's 12V / 24V vehicle power supply to provide stable power to the various modules of the smart seat. It is equipped with overvoltage, overcurrent, short circuit and undervoltage protection circuits to ensure that the system can operate stably under different operating conditions such as vehicle start-up, idling and driving. It also supports low power standby mode to reduce the vehicle's static power consumption.

[0030] Those skilled in the art will understand that the structure shown in the figure does not constitute a limitation on the smart seat. It may include more or fewer components than shown, or combine certain components, or have different component arrangements. For example, a backrest angle limit sensor or a motor stall detection module may be added to further improve the safety and accuracy of seat adjustment.

[0031] like Figure 7 As shown, the memory 1005, which serves as a storage medium, may include an operating system, a network communication module, a user interface module, and a rear seat adjustment control program.

[0032] exist Figure 7 In the intelligent seat shown, the user interface module is used to interface with components such as status indicator lights, buzzers, and central control screen interaction units, processing user operation feedback and synchronizing seat adjustment status. The rear seat adjustment control program is the core functional module, integrating logic such as button signal acquisition, seat occupancy status judgment, adjustment command parsing, backrest movement control, speed detection, and start / stop control. It drives the front cabin intelligent control switch, backrest drive module, and seat occupancy detection module to work together to complete the entire process control of seat angle adjustment. The processor 1001, communication bus 1002, user interface 1003, network interface 1004, and memory 1005 in the intelligent seat of this invention can be integrated into the vehicle's seat control box. The seat control box adopts a waterproof and vibration-resistant shell design and is arranged under the vehicle seat or inside the vehicle body interior panel. The intelligent seat calls the rear seat adjustment control program stored in the memory 1005 through the processor 1001 and executes the seat adjustment method provided in this embodiment of the invention.

[0033] It should be noted that the executing entity in the embodiments of the present invention can be the built-in processor of the smart seat, or the vehicle central control host or vehicle control unit electrically connected to the system. Its core function is to collect the trigger signal of the front cabin smart control switch, the status signal of the seat occupancy detection module, and the motion signal of the backrest drive module, and execute the seat adjustment method described in the present invention. The specific settings can be flexibly configured according to the vehicle's hardware configuration, and all of them fall within the protection scope of the present invention.

[0034] This invention provides a seat adjustment method, a seat adjustment device, a readable storage medium, a smart seat, and a vehicle. It is mainly applied in the field of vehicle seat adjustment and aims to solve the technical problems of traditional vehicle rear seat adjustment, such as the lack of buffered acceleration process of backrest movement, abrupt start and stop that easily generates mechanical impact and abnormal noise, and the lack of a rear seat occupancy safety protection mechanism that easily leads to safety hazards. By generating instruction logic triggered by pressing, step-by-step acceleration and uniform speed movement control, and combined with the pre-emptive safety detection of rear seat occupancy status, the invention achieves the smoothness, safety, and intelligence of rear seat adjustment, thereby improving the user experience and safety protection level of vehicle seat adjustment.

[0035] Please see Figure 1 , Figure 1 This is a flowchart illustrating a first embodiment of the seat adjustment method provided by the present invention. The seat adjustment method includes the following steps: Step S100: When a seat angle adjustment trigger command is received, the target adjustment mode is determined according to the command type of the trigger command, and an angle adjustment control command corresponding to the target adjustment mode is generated.

[0036] It should be noted that the seat angle adjustment trigger command refers to the control command that triggers the seat back angle to perform adjustment action. The triggering sources include, but are not limited to: seat adjustment touch command on the vehicle's central control screen, physical button adjustment command on the seat body, voice adjustment command from the vehicle's voice assistant, adjustment command remotely issued by the mobile APP, and one-click trigger command of the seat's preset posture mode (such as zero gravity mode, rest mode).

[0037] The instruction type refers to the instruction category classified according to the application scenario, trigger location, and adjustment method of the trigger instruction, including at least two categories: first adjustment trigger instruction and second adjustment trigger instruction. Among them, the first adjustment trigger instruction corresponds to the seat angle adjustment trigger operation of the driver's seat and the front passenger seat in the front cabin of the vehicle, and the core is the follow-up adjustment triggered manually by the driver and passengers in real time; the second adjustment trigger instruction corresponds to the seat angle adjustment trigger operation of the passenger seat in the rear cabin of the vehicle, and the core is the one-button automatic adjustment of the preset target position.

[0038] The target adjustment mode refers to a seat angle adjustment control scheme pre-installed in the seat domain controller that matches the command type one by one. Different adjustment modes correspond to different speed control logic, acceleration strategies and start / stop judgment conditions, including at least a low-speed follow-up mode that matches the first adjustment trigger command and a high-speed automatic mode that matches the second adjustment trigger command.

[0039] In addition, the angle adjustment control command refers to the underlying control command generated by the seat domain controller based on the target adjustment mode, which can be directly sent to the seat back adjustment motor. It includes core information such as adjustment direction, speed control reference, and start / stop control rules.

[0040] The specific implementation process of this step is as follows: The seat domain controller listens to the seat angle adjustment trigger commands of each trigger channel of the vehicle in real time. When a valid trigger command is received, the command is first parsed to identify the trigger source and the seat position of the command, and to determine the command type. Then, based on the pre-stored mapping relationship between command types and adjustment modes, the corresponding target adjustment mode is matched and obtained. Finally, according to the preset control rules of the target adjustment mode, the corresponding angle adjustment control command is generated.

[0041] Step S200: Based on the angle adjustment control command, generate acceleration control parameters for seat angle adjustment, and control the seat angle adjustment process to perform acceleration adjustment according to the acceleration control parameters; wherein, different target adjustment modes correspond to different acceleration control parameters.

[0042] It should be noted that the acceleration control parameters refer to the core parameters that control the seat back adjustment motor to perform acceleration during the start-up phase. These parameters include at least the acceleration slope, target running speed, direction of movement, and acceleration duration. They are used to achieve smooth acceleration during the seat adjustment start-up phase, avoiding the mechanical shock and jerking caused by the motor starting at full speed directly, and improving adjustment comfort.

[0043] It should be noted that the seat angle adjustment process refers to the complete control flow from the moment the seat back receives the adjustment start command to the moment the adjustment stops and the motor stops running. It may include one or more of the following process stages: acceleration stage, constant speed stage, deceleration stage, etc.

[0044] The specific implementation process of this step is as follows: The seat domain controller parses the generated angle adjustment control command, extracts the speed control rules corresponding to the target adjustment mode, and generates corresponding acceleration control parameters based on the rated parameters of the seat back adjustment motor and the motion characteristics of the seat mechanical structure. These acceleration control parameters are then converted into motor drive signals and sent to the seat back adjustment motor. The motor is controlled to gradually increase its operating speed according to the acceleration slope set by the acceleration control parameters, thereby driving the seat back to perform a smooth acceleration adjustment action. Different acceleration slopes and target operating speeds are preset for different target adjustment modes, achieving scenario-based differentiated acceleration control to adapt to the precision requirements of manual adjustment in the front cabin and the efficiency requirements of automatic adjustment in the rear cabin.

[0045] Step S300: During the execution of the seat angle adjustment process, the real-time status parameters of the seat angle adjustment are acquired in real time.

[0046] It should be noted that the real-time status parameters refer to various parameters that are collected in real time during the seat angle adjustment process and can reflect the seat adjustment status and the seat body status. These parameters include at least: the real-time adjustment speed of the seat back, the real-time angle value, the real-time travel position, the real-time operating current of the adjustment motor, the real-time signal status of the trigger command, and the seat occupancy status parameters.

[0047] The specific implementation process of this step is as follows: Throughout the entire cycle of the seat angle adjustment process, the seat domain controller collects the real-time angle, real-time travel position, and real-time adjustment speed of the seat back through the seat's built-in angle sensor, travel sensor, and motor Hall sensor; it obtains the signal status of the trigger command in real time through the command listening channel; and it obtains the seat occupancy status in real time through the seat's built-in pressure sensor. Finally, it summarizes the real-time status parameters of the seat angle adjustment and performs real-time verification simultaneously.

[0048] Step S400: When the real-time status parameters meet the preset stop conditions that match the target adjustment mode, control the seat angle adjustment process to stop.

[0049] It should be noted that the preset stop condition refers to the adjustment stop judgment rule pre-installed in the seat domain controller and corresponding one-to-one with the target adjustment mode. Different adjustment modes correspond to different stop trigger conditions to adapt to the adjustment needs of different scenarios. For example, the target adjustment mode may include follow mode or automatic mode. The preset stop condition corresponding to follow mode is that the signal state of the trigger command switches from valid to invalid. The preset stop condition corresponding to automatic mode is that the seat back reaches the target preset state.

[0050] The specific implementation process of this step is as follows: The seat domain controller will compare the real-time status parameters acquired in real time with the preset stop conditions corresponding to the target adjustment mode in real time; when it is determined that the real-time status parameters fully meet the preset stop conditions, a motor stop control signal will be generated immediately and sent to the seat back adjustment motor to control the motor to stop running, and at the same time lock the mechanical structure of the seat back, thus completing the seat angle adjustment process; if the real-time status parameters do not meet the preset stop conditions, the adjustment process will continue to be executed, and the acquisition and verification of real-time status parameters will be maintained.

[0051] This application first identifies the received seat angle adjustment trigger command, determines the target adjustment mode based on the command type, and generates a corresponding angle adjustment control command. Then, it generates acceleration control parameters based on these commands, controlling the seat angle adjustment process to execute accelerated adjustment according to these parameters. Different target adjustment modes correspond to different acceleration control parameters. Simultaneously, it acquires status parameters in real time during the adjustment process, and stops the adjustment process when the status parameters meet a preset stop condition matching the target adjustment mode. Through these steps, this application overcomes the limitation of existing technologies that use identical control logic for the front and rear cabins. It can match differentiated adjustment modes and acceleration parameters according to different command types, achieving targeted control for different cabin usage scenarios. This control method not only introduces an acceleration process to improve motion stability but also effectively solves the problem of poor flexibility caused by the single control method and lack of targeted constraints in existing technologies, significantly improving the user's driving experience.

[0052] The present application proposes one or more technical solutions, which have at least the following technical effects: First, the application identifies the received seat angle adjustment trigger command, determines the target adjustment mode based on the command type, and generates a corresponding angle adjustment control command. Then, it generates acceleration control parameters based on the control command, controlling the seat angle adjustment process to execute acceleration adjustment according to these parameters, with different target adjustment modes corresponding to different acceleration control parameters. Simultaneously, it acquires status parameters in real time during the adjustment process, and stops the adjustment process when the status parameters meet a preset stop condition matching the target adjustment mode. Through these steps, the present application breaks the limitation of the prior art where the front and rear cabins use identical control logic, enabling the matching of differentiated adjustment modes and acceleration parameters according to different command types, thus achieving targeted control for different cabin usage scenarios. This control method not only introduces an acceleration process to improve motion stability but also effectively solves the problem of poor flexibility caused by the single control method and lack of targeted constraints in the prior art, significantly improving the user's driving experience.

[0053] Please see Figure 2 , Figure 2This is a flowchart illustrating a second embodiment of the seat adjustment method provided by the present invention. In this embodiment, a detailed description is given for the low-speed follow-up mode in the front cabin adjustment scenario. Content that is the same as or similar to the core embodiment described above can be referred to the above description and will not be repeated hereafter.

[0054] In this embodiment, the instruction type includes a first adjustment trigger instruction, and the target adjustment mode includes a low-speed follow-up mode.

[0055] It should be noted that the first adjustment trigger command refers to a manual adjustment command that acts on the driver's seat and front passenger seat in the front cabin of the vehicle and is triggered in real time by the driver and passengers through physical buttons on the seats, touch screen of the central control screen, or voice command. Its core feature is that the adjustment process is controlled by the driver and passengers in real time, there is no preset target adjustment position, and the start and stop of the adjustment are completely determined by the signal status of the trigger command.

[0056] The low-speed follow-up mode refers to the adjustment control mode adapted to the manual adjustment scenario in the front cabin. The core control logic is low-speed uniform operation, which starts and stops in real time according to the trigger command, taking into account both adjustment accuracy and operational safety, and avoiding distraction and over-adjustment problems caused by adjusting too quickly during driving.

[0057] In this embodiment, the step S200 of controlling the seat angle adjustment process to perform acceleration adjustment according to the acceleration control parameters may include: Step S210: Determine the direction of movement of the seat back and the preset low-speed running speed, and control the adjustment speed to gradually increase.

[0058] It should be noted that the movement direction includes the forward tilting direction and the backward tilting direction of the seat back, which is determined by parsing the adjustment direction information of the first adjustment trigger command; the preset low-speed running speed refers to the maximum uniform running speed of the seat back adjustment in low-speed follow-up mode, which is a fixed parameter preset in the controller to meet the precision requirements of manual adjustment in the front cabin.

[0059] The specific implementation process of this step is as follows: The seat domain controller parses the first adjustment trigger command, determines the adjustment direction of the seat back, and retrieves the preset low-speed running speed corresponding to the low-speed follow-up mode; based on the preset low-speed running speed and the rated parameters of the motor, the corresponding acceleration control parameters are generated, and the speed of the adjustment motor is controlled to gradually increase according to the preset acceleration slope, so as to smoothly increase the adjustment speed of the seat back and avoid the impact at the moment of start-up.

[0060] Step S220: During the acceleration process, determine in real time whether the current adjustment speed has reached the preset low-speed running speed.

[0061] The specific implementation process of this step is as follows: During the acceleration adjustment process, the seat domain controller collects the real-time speed of the motor through the motor Hall sensor, converts it into the current adjustment speed of the seat back, and compares the current adjustment speed with the preset low-speed running speed in real time to determine whether the preset uniform speed running threshold has been reached.

[0062] Step S230: If the current adjustment speed reaches the preset low speed operating speed, then the speed is adjusted uniformly at the preset low speed operating speed.

[0063] The specific implementation process of this step is as follows: When it is determined that the current adjustment speed has reached the preset low speed operating speed, the seat domain controller generates a uniform speed control signal to control the adjustment motor to maintain the current speed stable operation, so that the seat back can perform uniform speed adjustment at a fixed preset low speed operating speed, ensuring that the driver and passengers can accurately control the adjustment position and avoid over-adjustment caused by excessive speed.

[0064] Step S240: If the current adjustment speed does not reach the preset low-speed operating speed, then continue to perform acceleration adjustment.

[0065] The specific implementation process of this step is as follows: when it is determined that the current adjustment speed has not reached the preset low speed operating speed, the seat domain controller continues to control the adjustment motor to continue to increase the speed according to the preset acceleration slope until the current adjustment speed reaches the preset low speed operating speed, and then switches to the uniform speed adjustment state.

[0066] This embodiment achieves stable current control by setting a low-speed follow-up mode and controlling the adjustment speed to smoothly rise to a low-speed constant speed operation, effectively reducing motor losses and mechanical wear, thereby solving the adjustment noise problem and improving sound quality and overall vehicle perceived quality. At the same time, low-speed operation reduces the clamping force during seat adjustment, significantly reducing the risk of pinching and improving the safety factor. In addition, this control logic makes customer operation more intelligent, greatly improving adjustment comfort and customer satisfaction.

[0067] Further, in this embodiment, step S400 may include: When the signal state of the first adjustment trigger command is detected to switch from an effective state to an invalid state, it is determined that the preset stop condition is met, and the seat back is controlled to stop moving immediately, regardless of whether the seat back is currently in the acceleration adjustment stage or the constant speed adjustment stage.

[0068] It should be noted that the "valid state" refers to the state in which the trigger command is continuously issued, such as the state in which a physical button is continuously pressed, a touch command is continuously triggered, or a voice command is continuously effective; the "invalid state" refers to the state in which the trigger command is terminated, such as the state in which a physical button is released, a touch command ends, or a voice command terminates.

[0069] The specific implementation process of this step is as follows: During the entire adjustment cycle of the low-speed follow-up mode, the seat domain controller monitors the signal status of the first adjustment trigger command in real time; when the signal status is detected to switch from valid to invalid, it immediately determines that the preset stop condition is met. Regardless of whether the current seat back is in the acceleration stage or the constant speed stage, a motor braking control signal is immediately generated and sent to the adjustment motor to control the motor to immediately stop output and perform braking, so that the seat back stops moving instantly, realizing the follow-up control effect of "stop when you release your hand", which is fully adapted to the manual adjustment habits of drivers and passengers, while ensuring the safety of adjustment during driving.

[0070] This embodiment addresses the manual adjustment scenario for the driver's and passenger's seats in the front cabin. By matching the signal state switch of the first adjustment trigger command and setting corresponding stop conditions, it achieves a "stop when released" follow-up control effect for seat back adjustment. Regardless of whether the seat back is in the acceleration adjustment phase or the constant speed adjustment phase, the movement can stop immediately when the trigger command terminates. This not only significantly improves the control precision of manual adjustment of the front cabin seats and effectively avoids the problems of over-adjustment and repeated adjustments, but also significantly reduces the driver's distraction time and operational burden when adjusting the seat during driving, reducing the safety hazards caused by seat adjustment during driving. At the same time, it is fully compatible with the conventional manual adjustment habits of drivers and passengers, effectively improving the ease of operation and user experience of front cabin seat angle adjustment.

[0071] Furthermore, in this embodiment, the preset low-speed operating speed is x, where 2.3° / s ≦ x ≦ 2.7° / s.

[0072] It should be noted that when the seat back adjustment speed is below 2.3° / s, the adjustment efficiency is too low, requiring users to press the button for an extended period to complete the adjustment, which can easily cause frustration and result in a poor user experience. When the adjustment speed is above 2.7° / s, the precision of manual adjustment in the front cabin is insufficient, making over-adjustment easy. Furthermore, excessively fast adjustments during driving can easily distract the driver and increase driving safety risks. The speed range of 2.3° / s to 2.7° / s strikes a balance between the precision, operational safety, and adjustment efficiency of manual adjustment, with the optimal value being 2.5° / s, which suits the adjustment habits of most users.

[0073] Further, please refer to Figure 3 , Figure 3 This is a flowchart illustrating a third embodiment of the seat adjustment method provided by the present invention. A detailed description is given for the high-speed automatic mode in the rear cabin adjustment scenario. Content that is the same as or similar to the core embodiment described above can be referred to the above description and will not be repeated hereafter.

[0074] In this embodiment, the instruction type includes a second adjustment trigger instruction, and the target adjustment mode includes a high-speed automatic mode.

[0075] It should be noted that the second adjustment trigger command refers to a one-button automatic adjustment command issued by the user through the rear passenger seat via the rear cabin touch screen, voice command, mobile APP, front center console screen, or rear cabin button. Its core feature is that the adjustment process is fully automatic, with a clear target adjustment position, and does not require continuous triggering by the user. The start and stop of the adjustment are determined by the real-time travel position of the seat.

[0076] It should be noted that the high-speed automatic mode refers to the adjustment and control mode adapted to the automatic adjustment scenario of the rear cabin. The core control logic is high-speed uniform operation, smooth deceleration when approaching the target position, and stopping when in position, taking into account both adjustment efficiency and riding comfort, and realizing rapid switching of seat posture.

[0077] In this embodiment, step S200 may include: Step S210: Determine the direction of movement of the seat back and the preset maximum operating speed, and control the adjustment speed to gradually increase.

[0078] It should be noted that the direction of movement is determined by parsing the target position information in the second adjustment trigger command and comparing it with the current position of the seat back, including the forward tilt direction and the backward tilt direction; the preset maximum operating speed refers to the maximum uniform operating speed of the seat back adjustment in high-speed automatic mode, which is a fixed parameter preset in the controller to adapt to the efficiency requirements of the rear cabin automatic adjustment.

[0079] The specific implementation process of this step is as follows: The seat domain controller parses the second adjustment trigger command, extracts the target adjustment position, compares it with the real-time position of the seat back, and determines the direction of adjustment movement and the total adjustment stroke; at the same time, it retrieves the preset maximum operating speed corresponding to the high-speed automatic mode, and generates corresponding acceleration control parameters based on the preset maximum operating speed, the total adjustment stroke, and the rated parameters of the motor, controlling the speed of the adjustment motor to gradually increase according to the preset acceleration slope, so as to smoothly increase the adjustment speed of the seat back, avoid mechanical shock at the moment of start-up, and improve riding comfort.

[0080] Step S220: During the acceleration process, determine in real time whether the current adjustment speed has reached the preset maximum operating speed.

[0081] The specific implementation process of this step is as follows: During the acceleration adjustment process, the seat domain controller collects the current adjustment speed of the seat back in real time through the motor Hall sensor and the stroke sensor, compares the current adjustment speed with the preset maximum running speed in real time, and determines whether the preset maximum uniform speed running threshold has been reached.

[0082] Step S230: If the current adjustment speed reaches the preset maximum operating speed, then adjust at the preset maximum operating speed at a constant speed; Step S240: If the current adjustment speed does not reach the preset maximum operating speed, then continue to perform acceleration adjustment.

[0083] The specific implementation process of this step is as follows: When it is determined that the current adjustment speed has reached the preset maximum operating speed, the seat domain controller generates a uniform speed control signal to control the adjustment motor to maintain the current speed and run stably, so that the seat back can perform uniform speed adjustment at a fixed preset maximum operating speed, thereby maximizing the adjustment efficiency and shortening the time of seat posture switching; if the current adjustment speed has not reached the preset maximum operating speed, the motor continues to be controlled to accelerate according to the preset acceleration slope until the preset maximum operating speed is reached, and then the system switches to uniform speed adjustment state.

[0084] This embodiment targets the one-touch automatic adjustment scenario for the rear passenger seat. By matching the high-speed automatic mode corresponding to the second adjustment trigger command, it achieves differentiated control of smooth acceleration and high-speed uniform operation during seat back adjustment. This not only maximizes the efficiency of seat angle adjustment and significantly shortens the time for the rear seat to switch between different postures, but also adapts to high-frequency usage needs such as one-touch switching to reclining mode and zero-gravity mode. At the same time, the design of controlling the adjustment speed smoothly by preset acceleration slope effectively avoids the mechanical shock and jerking caused by the full-speed operation of the motor at startup, fully ensuring the ride comfort during the adjustment process. Moreover, this mode can complete fully automatic adjustment without the user continuously triggering adjustment commands. It is compatible with multiple triggering methods such as rear cabin touch screen, voice commands, mobile APP, front center console screen, and rear cabin buttons, greatly improving the ease of operation and intelligence of rear cabin seat angle adjustment. At the same time, it forms a scenario-based design with the low-speed follow-up mode in the front cabin, fully adapting to the differentiated usage needs of seat adjustment in different cabins of the vehicle.

[0085] Further, please refer to Figure 4 , Figure 4 This is a flowchart illustrating a fourth embodiment of the seat adjustment method provided by the present invention. In this embodiment, the real-time state parameters include the real-time travel position of the seat back; step S400 may include: Step S410: When the real-time travel position of the seat back is detected to meet the preset deceleration conditions, deceleration control parameters are generated to control the adjustment speed to gradually decrease within the preset deceleration time.

[0086] It should be noted that the real-time travel position refers to the absolute travel of the current angle of the seat back relative to the initial zero position, or the remaining travel relative to the target adjustment position, which is obtained in real time through the travel sensor and angle sensor built into the seat.

[0087] The preset deceleration condition refers to the judgment rule set in the controller to trigger the seat adjustment to enter the deceleration stage. The core condition is that the remaining travel distance between the seat back and the target position is less than the preset travel threshold.

[0088] The deceleration control parameters refer to the core parameters that control the seat back adjustment motor to perform smooth deceleration during the deceleration phase. These parameters include at least the deceleration slope, deceleration duration, and target minimum speed. They are used to achieve smooth deceleration before the seat adjustment stops, avoiding the mechanical shock and jerking caused by stopping abruptly at high speeds, and improving ride comfort.

[0089] The specific implementation process of this step is as follows: During the uniform speed adjustment process in high-speed automatic mode, the seat domain controller collects the real-time travel position of the seat back in real time, calculates the remaining real-time travel distance from the target adjustment position, and compares the remaining real-time travel with the preset travel threshold in real time; when it is detected that the remaining real-time travel meets the preset deceleration conditions, the corresponding deceleration control parameters are immediately generated, and the speed of the adjustment motor is controlled to gradually decrease according to the deceleration slope set by the deceleration control parameters within the preset deceleration time, thereby driving the adjustment speed of the seat back to decrease smoothly.

[0090] Step S420: During the deceleration adjustment process, the position status of the seat back and the current running speed are detected in real time.

[0091] The specific implementation process of this step is as follows: During the entire deceleration adjustment cycle, the seat domain controller collects the real-time position of the seat back, the remaining travel, and the current adjustment speed through sensors, and continuously performs real-time verification to provide a basis for subsequent stop control.

[0092] Step S430: If the seat back reaches the target preset state, the seat angle adjustment process is stopped.

[0093] It should be noted that the target preset state refers to the target angle and target travel position of the seat back set in the second adjustment trigger command. The specific implementation process of this step is as follows: During the deceleration adjustment process, when it is detected that the real-time travel position of the seat back has reached the target preset state, the seat domain controller immediately generates a motor stop and braking signal, controls the adjustment motor to stop running and lock immediately, completing this automatic adjustment process and achieving precise stopping.

[0094] Step S440: If the current operating speed is reduced to the preset minimum speed and the seat back has not reached the target preset state, the seat angle adjustment process is stopped by deceleration output, and the seat back is adjusted at the preset minimum speed until the seat back reaches the target preset state and then the adjustment stops.

[0095] The specific implementation process of this step is as follows: During the deceleration adjustment process, when it is detected that the current running speed has been reduced to the preset minimum speed, but the seat back has not yet reached the target preset state, the seat domain controller immediately terminates the deceleration control, generates a uniform speed control signal, and controls the adjustment motor to maintain uniform speed operation at the preset minimum speed, so as to avoid the speed continuously decreasing to zero and causing premature stopping, and ensure that the seat back can accurately reach the target preset state; during the low-speed uniform speed adjustment process, the position of the seat back is continuously detected until the target preset state is reached, and then the motor is immediately controlled to stop running to complete the adjustment.

[0096] This embodiment designs a smooth deceleration and positioning control logic for the adjustment and stopping phase of the high-speed automatic mode in the rear cabin. By matching the remaining travel of the seat back with preset deceleration conditions to trigger deceleration, it avoids the mechanical shock, jerking, and operating noise of sudden high-speed stops, improving the ride comfort throughout the adjustment process. The smooth deceleration also provides a control buffer, avoiding over-adjustment and positioning deviations that are prone to occur during high-speed adjustments. At the same time, the designed low-speed constant speed bottoming-out scheme solves the pain points of premature stopping and insufficient positioning accuracy during the deceleration phase. Combined with real-time monitoring and verification throughout the entire cycle, it forms a complete closed-loop adjustment system with the acceleration and constant speed logic, adapting to the high-frequency demand for one-button switching of preset postures of the rear cabin seats, and significantly improving the stability, accuracy, and user experience of this mode.

[0097] Further, please refer to Figure 5 , Figure 5 This is a flowchart illustrating a fifth embodiment of the seat adjustment method provided by the present invention. In this embodiment, step S410 may include: Step S411: Real-time detection of the distance between the seat back and the target position; This step is the preliminary data acquisition step for deceleration control, and it forms the core data foundation for subsequent deceleration condition determination. The specific implementation process is as follows: During the uniform speed operation phase of the seat back's high-speed automatic adjustment, the seat domain controller continuously acquires the real-time angle and real-time absolute travel of the seat back using the seat's built-in travel and angle sensors at a millisecond-level acquisition frequency. Simultaneously, combined with the target position set in the second adjustment trigger command, it calculates and updates the remaining travel between the current position and the target position of the seat back in real time, i.e., the real-time travel. It should be noted that the target position refers to the travel position corresponding to the target angle of the seat back selected by the user in the second adjustment trigger command, including the fixed target position corresponding to the seat's preset posture mode and the user-defined target angle position; the real-time travel refers to the remaining adjustment angle required for the seat back to move from the current real-time position to the target position, and it is the core basis for determining whether to trigger deceleration control.

[0098] Step S412: When the real-time travel is less than or equal to the preset travel threshold, it is determined that the preset deceleration condition is met; This step is the trigger determination step for the deceleration phase, used to determine the optimal time for the seat back to initiate deceleration control, balancing adjustment efficiency and deceleration smoothness. The specific implementation process of this step is as follows: The seat domain controller compares the remaining real-time travel calculated in step S411 with a preset travel threshold value stored in the controller. When the detected real-time travel value is less than or equal to the preset travel threshold, it immediately determines that the preset deceleration condition is met, and then triggers the subsequent deceleration control action; if the real-time travel is greater than the preset travel threshold, it maintains a high-speed uniform adjustment state and continues to perform real-time travel detection and comparison.

[0099] Step S413: Control the current running speed of the seat back to gradually reduce it to the preset minimum speed within a preset deceleration time; The specific implementation process of this step is as follows: When the preset deceleration conditions are met, the seat domain controller calculates the corresponding deceleration slope based on the preset maximum operating speed, preset minimum speed, and preset deceleration time. It then generates deceleration control parameters and sends them to the seat back adjustment motor. The motor's speed decreases linearly according to the calculated deceleration slope. Within the preset deceleration time, the seat back adjustment speed is smoothly and uniformly reduced from the current preset maximum operating speed to the preset minimum speed. It should be noted that the preset maximum operating speed is y, 7.0° / s ≤ y ≤ 9.0° / s. This parameter represents the highest uniform speed for seat back adjustment in high-speed automatic mode. It satisfies the efficiency requirements for quickly switching seat postures by adjusting the rear cabin seat from an upright to a reclined position without causing excessive mechanical noise due to excessive speed. Its optimal value is 8.0° / s, achieving the best balance between adjustment efficiency and seating comfort.

[0100] In this embodiment, the preset minimum speed is x, 2.3° / s ≦ x ≦ 2.7° / s; the preset deceleration time is t, 400ms ≦ t ≦ 800ms; and the preset maximum operating speed is y, 7.0° / s ≦ y ≦ 9.0° / s.

[0101] It should be noted that the preset maximum operating speed y is in the range of 7.0° / s to 9.0° / s, with an optimal value of 8.0° / s. This parameter is designed to meet the efficiency requirements of the rear cabin's automatic adjustment. This speed range can control the adjustment time of the rear cabin seat from an upright position to a reclined position within 10 seconds, greatly improving adjustment efficiency and balancing adjustment efficiency with passenger comfort. If the speed is lower than 7.0° / s, the adjustment time is too long, making it impossible to achieve a rapid posture change. If the speed is higher than 9.0° / s, the operating noise of the mechanical structure is too loud, reducing the user experience.

[0102] The preset deceleration time t is in the range of 400ms-800ms, with an optimal value of 600ms. This parameter is designed to ensure the smoothness of the deceleration process. If the deceleration time is less than 400ms, the deceleration slope is too large, which can easily produce a sudden braking jerking sensation and poor comfort. If the deceleration time is longer than 800ms, the deceleration process is too long, which will lead to a decrease in overall adjustment efficiency and may also cause the problem of excessively long low-speed running time after decelerating to the target position in advance.

[0103] The preset minimum speed x is in the range of 2.3° / s-2.7° / s, with an optimal value of 2.5° / s. This parameter is designed to ensure the adjustment accuracy of the seat back when it approaches the target position, avoiding over-adjustment at high speeds. At the same time, this speed is consistent with the operating speed of the low-speed follow-up mode in the front cabin, which can ensure the accuracy of stopping at the target position and control the adjustment angle error within ±0.5°, thus meeting the accuracy requirements of seat posture adjustment.

[0104] In addition, the preset travel threshold is a fixed value calculated based on the preset maximum operating speed, preset deceleration time and deceleration slope. For example, when the maximum operating speed is 8.0° / s and the deceleration time is 600ms, the preset travel threshold is set to 2.4° to ensure that the seat back starts to decelerate when there is 2.4° of travel remaining, and can smoothly decelerate to the preset minimum speed before reaching the target position to achieve a stop.

[0105] In one embodiment, prior to step S100, the following steps are further included: Step S001: Obtain the seat occupancy status parameters of the seat body in real time.

[0106] It should be noted that the seat occupancy status parameter refers to the status parameter reflecting whether there is a passenger sitting on the seat. It is obtained in real time by the pressure sensor built into the seat cushion. When the pressure value detected by the pressure sensor is greater than the preset pressure threshold, it is determined that there is a passenger; otherwise, it is determined that there is no passenger.

[0107] The specific implementation process of this step is as follows: The seat domain controller collects the pressure data of the seat in real time through the pressure sensor in the seat cushion, converts it into seat occupancy status parameters, and continuously monitors it in real time.

[0108] Step S002: If the seat occupancy status parameter indicates that there is a passenger, then when the second adjustment trigger command is received, the response is intercepted and the angle adjustment control command is not generated.

[0109] The specific implementation process of this step is as follows: When the seat domain controller determines that the seat occupancy status parameter is that there is a passenger, it means that there are passengers in the rear cabin seats. If a second adjustment trigger command is received at this time, in order to avoid safety risks such as fright or squeezing to passengers during high-speed automatic adjustment, the trigger command is immediately intercepted, the adjustment request is not responded to, and no corresponding angle adjustment control command is generated. At the same time, a prompt is issued to the user through the vehicle screen and voice broadcast, informing them that there are passengers in the rear cabin and high-speed automatic adjustment cannot be performed.

[0110] Step S003: If the seat occupancy status parameter indicates no passengers, then execute the step of determining the target adjustment mode based on the instruction type of the triggering instruction.

[0111] The specific implementation process of this step is as follows: When the seat domain controller determines that the seat occupancy status parameter is no passenger, it means that there are no passengers in the rear cabin seats and there is no safety risk of high-speed automatic adjustment. At this time, if a second adjustment trigger command is received, the subsequent adjustment mode matching, command generation and adjustment control steps are executed normally.

[0112] This embodiment sets up a pre-verification step for seat occupancy status before adjustment and establishes safety control logic for the high-speed automatic adjustment mode in the rear cabin. This avoids the safety risks caused by high-speed automatic adjustment when there are passengers in the rear cabin, further improving the safety of seat adjustment and preventing abnormal seat posture caused by accidental adjustment.

[0113] Please see Figure 6 , Figure 6 This is a schematic diagram of the structure of the seat adjustment device provided by the present invention. The present invention also provides a seat adjustment device that performs the seat adjustment method described in the above embodiments, the device comprising: The instruction processing module 100 is used to determine the target adjustment mode according to the instruction type of the trigger instruction when a seat angle adjustment trigger instruction is received, and generate an angle adjustment control instruction corresponding to the target adjustment mode.

[0114] In one implementation, the instruction processing module 100 is further configured to acquire the seat occupancy status parameters of the seat body in real time; if the seat occupancy status parameters indicate that there is a passenger, then when the second adjustment trigger instruction is received, the response is intercepted and the angle adjustment control instruction is not generated; if the seat occupancy status parameters indicate that there is no passenger, then the operation of determining the target adjustment mode according to the instruction type of the trigger instruction is performed.

[0115] The adjustment control module 200 is used to generate acceleration control parameters for seat angle adjustment according to the angle adjustment control command, and control the seat angle adjustment process to perform acceleration adjustment according to the acceleration control parameters; wherein, different target adjustment modes correspond to different acceleration control parameters.

[0116] In one implementation, the adjustment control module 200 is further configured to, in low-speed follow-up mode, determine the direction of movement of the seat back and the preset low-speed operating speed, and control the adjustment speed to gradually increase; during acceleration, it is configured to determine in real time whether the current adjustment speed has reached the preset low-speed operating speed; if the current adjustment speed has reached the preset low-speed operating speed, it is configured to perform uniform adjustment at the preset low-speed operating speed; if the current adjustment speed has not reached the preset low-speed operating speed, it is configured to continue to perform acceleration adjustment.

[0117] In one implementation, the adjustment control module 200 is further configured to determine the direction of movement of the seat back and the preset maximum operating speed in high-speed automatic mode, and control the adjustment speed to gradually increase; during acceleration, it is configured to determine in real time whether the current adjustment speed has reached the preset maximum operating speed; if the current adjustment speed has reached the preset maximum operating speed, it is configured to adjust at the preset maximum operating speed at a constant speed; if the current adjustment speed has not reached the preset maximum operating speed, it is configured to continue to perform acceleration adjustment.

[0118] In one implementation, the adjustment control module 200 is further configured to generate deceleration control parameters when the real-time travel position of the seat back meets the preset deceleration conditions, and control the adjustment speed to gradually decrease within a preset deceleration time; during the deceleration adjustment process, if the current running speed decreases to the preset minimum speed and the seat back has not reached the target preset state, the seat angle adjustment process is controlled to terminate the deceleration output, and the seat back is adjusted at the preset minimum speed at a uniform speed.

[0119] The status monitoring module 300 is used to acquire real-time status parameters of the seat angle adjustment during the execution of the seat angle adjustment process.

[0120] The stop control module 400 is used to control the seat angle adjustment process to stop when the real-time status parameters meet the preset stop conditions that match the target adjustment mode.

[0121] In one implementation, the stop control module 400 is also used to determine that the preset stop condition is met when the signal state of the first adjustment trigger command changes from an effective state to an invalid state in the low-speed follow-up mode, regardless of whether the seat back is currently in the acceleration adjustment stage or the constant speed adjustment stage, and control the seat back to stop moving immediately.

[0122] In one implementation, the stop control module 400 is also used to, in high-speed automatic mode, during deceleration adjustment, if the seat back reaches the target preset state, control the seat angle adjustment process to stop; if the seat back reaches the target preset state during uniform speed adjustment, stop the adjustment until the seat back reaches the target preset state.

[0123] Other embodiments or specific implementations of the seat adjustment device of the present invention can be referred to the above-described method embodiments, and will not be repeated here. The seat adjustment device provided by the present invention, using the seat adjustment methods in the above embodiments, can solve the technical problem in the prior art that seat angle adjustment cannot be adapted to different usage scenarios for differentiated control, resulting in a trade-off between adjustment safety, comfort, and adjustment efficiency. Compared with the prior art, the beneficial effects of the seat adjustment device provided by the present invention are the same as those of the seat adjustment methods provided in the above embodiments, and other technical features in the seat adjustment device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0124] Please refer to Figure 7 , Figure 7 This is a schematic diagram of the structure of an embodiment of an intelligent seat according to the present invention. In this embodiment, the intelligent seat is applied to a vehicle, and the intelligent seat includes: a memory, a processor, and a computer program stored in the memory and executable on the processor. The computer program is configured to implement the steps of the seat adjustment method as described in any of the foregoing embodiments.

[0125] It should be noted that the intelligent seat described in this invention is a vehicle seat that integrates a seat adjustment system. Its memory and processor are integrated into the control box of the seat, which is located in the interior panel under the seat. It has waterproof, vibration-resistant, and dustproof characteristics. It is electrically connected to the seat back drive module, the front cabin intelligent control switch, and the seat occupancy detection module through a wiring harness to realize the transmission of signals and data.

[0126] The processor of the smart seat adopts a vehicle-specific low-power microcontroller, which is compatible with the vehicle's 12V / 24V power supply system and supports a low-power standby mode after the vehicle is turned off. The standby current is ≤10mA, which effectively reduces the vehicle's static power consumption. The memory is divided into a program storage area and a data storage area. The program storage area is used to store computer programs and operating systems, while the data storage area is used to cache real-time collected data such as seat occupancy status, backrest running speed, and rotation angle, as well as various preset parameters after calibration.

[0127] When the computer program is executed by the processor, it will drive the smart seat to realize all functions of seat angle adjustment, including seat occupancy status detection, button signal acquisition, adjustment command generation, backrest acceleration-uniform speed control, release stop and angle limit protection, etc., while realizing full-process safety protection to ensure that the adjustment process of the smart seat is smooth, safe and intelligent.

[0128] In addition, the smart seat integrates functions such as seat heating, ventilation, and massage. Its seat adjustment system can establish communication connections with other functional systems to achieve multi-functional collaborative control. For example, during the backrest adjustment process, the seat massage function is automatically paused and resumed after the adjustment is completed, improving the user experience.

[0129] The present invention also proposes a vehicle embodiment, wherein the vehicle includes an intelligent seat as described in the above-described intelligent seat embodiment, and the front cabin seat adjustment system of the intelligent seat establishes a communication connection with the vehicle's overall control system and central control host to realize the interactive sharing of seat adjustment data and other vehicle operating condition data.

[0130] The vehicle's central control unit can display information such as the backrest adjustment angle, operating status, and seat occupancy status of the smart seat in real time. Users can personalize the backrest adjustment parameters through the central control screen. At the same time, the vehicle's overall control system can control the seat adjustment system according to the vehicle's driving status (such as driving, parking, or engine off). For example, during vehicle driving, the backrest adjustment speed can be limited to further improve the safety of seat adjustment during driving.

[0131] By incorporating the intelligent seat of this invention, the vehicle achieves smooth, safe, and intelligent rear seat adjustment, solving many pain points of traditional vehicle seat adjustment and improving the overall driving experience and safety level of the vehicle.

[0132] Furthermore, it should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of this invention. In practical applications, those skilled in the art can select some or all of the workflow to achieve the purpose of this embodiment according to actual needs, and no restrictions are imposed here.

[0133] In addition, for technical details not described in detail in this embodiment, please refer to the seat adjustment method provided in any embodiment of the present invention, which will not be repeated here.

[0134] Furthermore, it should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0135] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0136] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary hardware platforms, and of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a computer-readable storage medium (such as flash memory, eMMC, SD card), and includes several instructions to cause the processor of a vehicle smart seat to execute the seat adjustment method described in the various embodiments of the present invention.

[0137] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention's specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A method for adjusting a seat, characterized in that, include: When a seat angle adjustment trigger command is received, the target adjustment mode is determined according to the command type of the trigger command, and an angle adjustment control command corresponding to the target adjustment mode is generated; Based on the angle adjustment control command, acceleration control parameters for seat angle adjustment are generated, and the seat angle adjustment process is controlled to perform acceleration adjustment according to the acceleration control parameters; wherein, different target adjustment modes correspond to different acceleration control parameters; During the execution of the seat angle adjustment process, real-time status parameters of the seat angle adjustment are acquired. When the real-time status parameters meet the preset stop conditions that match the target adjustment mode, the seat angle adjustment process is stopped.

2. The seat adjustment method as described in claim 1, characterized in that, The instruction type includes a first adjustment trigger instruction, and the target adjustment mode includes a low-speed follow-up mode; The steps of controlling the seat angle adjustment process to perform acceleration adjustment according to the acceleration control parameters include: Determine the direction of movement of the seat back and the preset low-speed operating speed, and control the adjustment speed to gradually increase; During acceleration, it is determined in real time whether the current adjustment speed has reached the preset low-speed operating speed; If the current adjustment speed reaches the preset low speed operating speed, then the speed adjustment is performed at the preset low speed operating speed. If the current adjustment speed does not reach the preset low-speed operating speed, then continue to perform acceleration adjustment.

3. The seat adjustment method as described in claim 2, characterized in that, The step of stopping the seat angle adjustment process when the real-time status parameters meet the preset stop conditions that match the target adjustment mode includes: When the signal state of the first adjustment trigger command is detected to switch from an effective state to an invalid state, it is determined that the preset stop condition is met, and the seat back is controlled to stop moving immediately, regardless of whether the seat back is currently in the acceleration adjustment stage or the constant speed adjustment stage.

4. The seat adjustment method as described in claim 2, characterized in that, The preset low-speed operating speed is x, where 2.3° / s ≦ x ≦ 2.7° / s.

5. The seat adjustment method as described in claim 1, characterized in that, The instruction type includes a second adjustment trigger instruction, and the target adjustment mode includes a high-speed automatic mode; The steps of controlling the seat angle adjustment process to perform acceleration adjustment according to the acceleration control parameters include: Determine the direction of movement of the seat back and the preset maximum operating speed, and gradually increase the adjustment speed. During acceleration, it is determined in real time whether the current adjustment speed has reached the preset maximum operating speed; If the current adjustment speed reaches the preset maximum operating speed, then the speed adjustment is performed at the preset maximum operating speed; if the current adjustment speed does not reach the preset maximum operating speed, then the acceleration adjustment continues.

6. The seat adjustment method as described in claim 5, characterized in that, The real-time status parameters include the real-time travel position of the seat back; the step of controlling the seat angle adjustment process to stop when the real-time status parameters meet the preset stop conditions that match the target adjustment mode includes: When the real-time travel position of the seat back is detected to meet the preset deceleration conditions, deceleration control parameters are generated to control the adjustment speed to gradually decrease within the preset deceleration time. During the deceleration adjustment process, the position of the seat back and the current operating speed are monitored in real time; If the seat back reaches the target preset state, the seat angle adjustment process is stopped. If the current operating speed decreases to the preset minimum speed and the seat back has not reached the target preset state, the seat angle adjustment process is stopped by deceleration output, and the seat back is adjusted at the preset minimum speed until the seat back reaches the target preset state and then the adjustment stops.

7. The seat adjustment method as described in claim 6, characterized in that, The step of generating deceleration control parameters when the real-time travel position of the seat back is detected to meet the preset deceleration conditions includes: Real-time detection of the distance between the seat back and the target position; When the real-time travel is less than or equal to the preset travel threshold, it is determined that the preset deceleration condition is met; The current operating speed of the seat backrest is gradually reduced to a preset minimum speed within a preset deceleration time. Wherein, the preset minimum speed is x, 2.3° / s≦x≦2.7° / s; the preset deceleration time is t, 400ms≦t≦800ms; and the preset maximum operating speed is y, 7.0° / s≦y≦9.0° / s.

8. The seat adjustment method according to any one of claims 1 to 7, characterized in that, Before the step of determining the target adjustment mode based on the instruction type of the trigger command when a seat angle adjustment trigger command is received, the method further includes: Real-time acquisition of seat occupancy status parameters; If the seat occupancy status parameter indicates that there is a passenger, then when the second adjustment trigger command is received, the response is intercepted and the angle adjustment control command is not generated. If the seat occupancy status parameter indicates that there are no passengers, then the step of determining the target adjustment mode based on the instruction type of the triggering instruction is executed.

9. A seat adjustment device, characterized in that, The seat adjustment device performs the seat adjustment method as described in claim 1, the device comprising: The instruction processing module is used to determine the target adjustment mode according to the instruction type of the trigger instruction when a seat angle adjustment trigger instruction is received, and generate an angle adjustment control instruction corresponding to the target adjustment mode. The adjustment control module is used to generate acceleration control parameters for seat angle adjustment according to the angle adjustment control command, and control the seat angle adjustment process to perform acceleration adjustment according to the acceleration control parameters; wherein, different target adjustment modes correspond to different acceleration control parameters. The status monitoring module is used to acquire real-time status parameters of the seat angle adjustment during the execution of the seat angle adjustment process. The stop control module is used to control the seat angle adjustment process to stop when the real-time status parameters meet the preset stop conditions that match the target adjustment mode.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the seat adjustment method as described in any one of claims 1 to 8.

11. A smart seat, characterized in that, The smart seat is applied to a vehicle and includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the seat adjustment method as described in any one of claims 1 to 8.

12. A vehicle, characterized in that, The vehicle includes the intelligent seat as described in claim 11.

Images