Seat adjustment method, apparatus, mobile device, and computer-readable storage medium

Abstract

This application discloses a seat adjustment method, apparatus, mobile device, and computer-readable storage medium. The method includes: in response to a marking operation targeting a virtual target area, determining an area to be adjusted in the seat of the mobile device corresponding to the virtual target area; based on the driving state of the mobile device, determining at least one target adjustment method from a preset set of adjustment methods; wherein the at least one target adjustment method is used to adjust at least one of the physical deformation, support stiffness, and appearance of the area to be adjusted; and adjusting the area to be adjusted according to the at least one target adjustment method. This improves the flexibility and specificity of seat adjustment.

Description

Technical Field

[0001] This application relates to the field of automotive engineering technology, and includes, but is not limited to, a seat adjustment method, device, mobile device, and computer-readable storage medium. Background Technology

[0002] With the increasing popularity of smart cars, intelligent seat adjustment has become an important direction for improving the driving and riding experience. In related technologies, seat adjustment is based on preset needs for driving comfort or posture, such as adjusting seat height, backrest angle, or lumbar support. However, it cannot provide targeted seat adjustments for individual needs. Summary of the Invention

[0003] In view of this, the seat adjustment method, apparatus, mobile device, and computer-readable storage medium provided in the embodiments of this application can improve the flexibility and specificity of seat adjustment. The seat adjustment method, apparatus, mobile device, computer-readable storage medium, and computer program product provided in the embodiments of this application are implemented as follows: A first aspect of this application provides a seat adjustment method applied to a mobile device, the method comprising: In response to a marking operation targeting a virtual target region, an area in the seat of the mobile device that needs to be adjusted corresponding to the virtual target region is determined; Based on the driving status of the mobile device, at least one target adjustment method is determined from a set of preset adjustment methods; wherein, the at least one target adjustment method is used to adjust at least one of the physical deformation, support stiffness, and appearance of the area to be adjusted; The region to be adjusted is adjusted according to at least one of the target adjustment methods.

[0004] The seat adjustment method provided in this application identifies a virtual target area through a marking operation and determines the area to be adjusted corresponding to the virtual target area. Since the area to be adjusted corresponds to the marking operation, interactive on-demand adjustment is achieved, enhancing the flexibility and personalization of seat adjustment, improving seat comfort, simplifying seat adjustment, and enriching the application scenarios of seat adjustment. Furthermore, since the area to be adjusted corresponds to the virtual target area, adjustment is targeted to the area corresponding to the virtual target area, thereby improving the specificity of seat adjustment. In addition, the target adjustment method is matched to the driving state of the mobile device, so the driving state of the mobile device is taken into account when adjusting the area to be adjusted, thus ensuring the safety of the mobile device.

[0005] In some embodiments, the at least one target adjustment method includes one or more of spatial adjustment, hardness adjustment, and shape adjustment methods; adjusting the area to be adjusted according to the at least one target adjustment method includes: adjusting the physical deformation of the area to be adjusted according to the spatial adjustment method; and / or adjusting the support hardness of the area to be adjusted according to the hardness adjustment method; and / or adjusting the appearance shape of the area to be adjusted according to the shape adjustment method.

[0006] By employing at least one of the aforementioned target adjustment methods, the adjustment dimensions are comprehensive. Each method simultaneously encompasses three adjustment categories: space (physical deformation), stiffness (support characteristics), and form (appearance shape), thus meeting users' comprehensive optimization needs for different physical attributes. It supports selecting one or more adjustment methods from these three categories, enabling "on-demand combinations" and avoiding unnecessary full-scale adjustments. This enhances the system's ability to adapt to different scenarios or user preferences, thereby increasing the flexibility and selectivity of seat adjustments. Different adjustment methods correspond to different adjustment parameters (e.g., space adjustment changes deformation, stiffness adjustment changes support, and form adjustment changes contour), facilitating precise adjustments and improving comfort or functional adaptability, thereby achieving refined seat adjustments.

[0007] In some embodiments, the spatial adjustment method includes at least one of matrix airbag decompression, shape memory alloy traction, electric push rod downward movement, and fluid bag suction; the hardness adjustment method includes at least one of airbag decompression, magnetorheological material softening, memory foam heating, and fluid bag local extraction; the shape adjustment method includes at least one of peripheral airbag lifting, surface tilting, and dot matrix support.

[0008] Each of the above adjustment methods offers multiple implementation schemes based on different physical principles (pneumatic, electric, material properties, etc.). The appropriate implementation scheme can be selected based on the application scenario (car seats, airplane seats, high-speed train seats), or multiple implementation schemes from the same adjustment method can be combined. This enhances the diversity of seat adjustment implementation paths and improves the adaptability of seat adjustments. Specifically, spatial adjustment can achieve local or overall deformation control through matrix airbags, shape memory alloys, electric actuators, or fluid suction, with control precision down to the millimeter level, and fast response (e.g., shape memory alloy traction) and quiet operation (fluid suction). During stiffness adjustment, airbag depressurization, magnetorheological materials, shape memory foam heating, and local fluid extraction can all steplessly change support stiffness, and magnetorheological materials can achieve millisecond-level switching, balancing comfort and stability. During shape adjustment, peripheral airbag lifting, surface tilting, and dot matrix support can reshape the surface contour for pressure redistribution or to assist in user posture correction, preventing pressure sores or improving fit, ultimately achieving refined seat adjustment.

[0009] In some embodiments, determining the area to be adjusted in the seat of the mobile device corresponding to the virtual target area in response to a marking operation on the virtual target area includes: displaying a first virtual model of the seat; determining first marking position information in response to a marking operation on a first target area in the first virtual model; and determining the area position information in the seat corresponding to the first marking position information based on a first preset mapping relationship to obtain the area to be adjusted.

[0010] The method described above for determining the area to be adjusted eliminates the need for physical exploration or contact on a real seat. Instead, a virtual target area is directly marked using a visualized first virtual model, lowering the operational threshold and learning cost, and enhancing the intuitiveness and visualization of the operation. Precise first-mark position information is obtained through marking, and then converted into the actual area position on the seat (the area to be adjusted) through preset mapping relationships (such as coordinate transformation and grid correspondence). This avoids deviations caused by manual visual estimation or experience-based estimation, thus achieving accurate positioning. Any shape (points, lines, surfaces, irregular contours) can be freely marked on the first virtual model, and after mapping, an equally complex area to be adjusted can be generated on the seat, meeting the user's personalized and refined adjustment needs. This enables the adjustment of complex or discontinuous areas in the seat.

[0011] In some embodiments, determining the area to be adjusted in the seat of the mobile device corresponding to the virtual target area in response to a marking operation on the virtual target area includes: displaying a second virtual model of an object in the seat; determining second marking position information in response to a marking operation on a second target area in the second virtual model; and determining the area position information in the seat corresponding to the second marking position information based on a second preset mapping relationship to obtain the area to be adjusted.

[0012] By using the method described above to determine the area to be adjusted, virtual body parts (virtual waist, virtual shoulders, virtual thighs, etc.) on the second virtual model (such as a virtual human body model) are directly marked, rather than the seat model itself. This better aligns with the natural need to adjust the support of a certain part of the body, making the operation intuitive and requiring no knowledge of the seat's internal structure. Through the second preset mapping relationship, key body areas can be accurately converted into corresponding support surface positions on the seat. Users of different body types and sitting postures can obtain personalized area positioning, avoiding the discomfort caused by a "one-size-fits-all" fixed coordinate system. This improves ergonomic adaptability. During seat adjustment, there is no need to memorize area numbers, grid coordinates, or make visual estimations on the seat. Simply select or circle the virtual part to be adjusted on the virtual human body, and the system automatically completes the spatial conversion, reducing learning costs and operational error rates, and eliminating the cognitive burden on the user.

[0013] In some embodiments, determining at least one target adjustment method from a preset adjustment method set based on the driving state of the mobile device includes: determining at least one target adjustment method corresponding to the driving state from the preset adjustment method set according to the mapping relationship between preset driving states and adjustment methods; wherein the driving state belongs to the preset driving state.

[0014] By employing the aforementioned method of determining at least one target adjustment mode, the system eliminates the need for manual selection by the user. Instead, it automatically matches the corresponding adjustment strategy (such as space adjustment, firmness adjustment, etc.) according to a preset mapping relationship based on the current driving state (e.g., sharp turns, emergency braking, bumpy roads, etc.), achieving proactive intelligent response and enhancing the automation and intelligence of mobile devices. Different driving states require different seat support (e.g., enhanced lumbar support is needed during emergency braking to prevent forward tilting). Through automatic matching, the seat state can be quickly adjusted under dangerous or extreme conditions to help maintain driving posture, reduce the risk of control issues caused by body displacement, and improve driving safety. The system automatically switches to appropriate adjustment modes for different driving states (e.g., appropriately softening the firmness during slow driving, adjusting the shape to fit the back during high-speed cruising), ensuring the seat always maintains optimal comfort for the current scenario without requiring user intervention. This optimizes ride comfort.

[0015] In some embodiments, determining at least one target adjustment method from a preset adjustment method set based on the driving state of the mobile device includes: determining a set of candidate adjustment methods corresponding to the driving state from the preset adjustment method set according to the mapping relationship between the preset driving state and the adjustment method; the driving state belongs to the preset driving state; determining the adjustment method corresponding to the setting information in the set of candidate adjustment methods as the at least one target adjustment method; the setting information includes at least one of adjustment method and avoidance type.

[0016] The method described above for determining at least one target adjustment method, which identifies a set of candidate adjustment methods based on driving conditions, ensures a standard response based on safety and ergonomics. For example, during sharp turns, the candidate set includes lateral support reinforcement. Determining at least one target adjustment method from the candidate set based on settings information allows for user or scenario customization. For instance, a user might disable stiffness adjustment and retain only space adjustment, or prioritize shape adjustment over stiffness adjustment based on the "pedestrian avoidance" type. Ultimately, this balances general rules with personalized needs. Some adjustment methods, while theoretically usable under specific driving conditions, may conflict with the current driving intention (e.g., changing the seat shape during emergency braking is not advisable as it could cause distraction). Settings information can filter out unnecessary or interfering adjustment methods, improving safety.

[0017] In some embodiments, the method further includes: in response to the driving state switching from normal driving state to emergency avoidance state, pausing the adjustment of the area to be adjusted according to the at least one target adjustment method.

[0018] Through the aforementioned pause mechanism, in emergency avoidance situations (such as sharp turns, emergency braking, obstacle avoidance, etc.), the driver needs to concentrate fully on controlling the vehicle, and their body posture changes rapidly. If the seat continues to adjust its space, firmness, or shape during this time, it may cause mechanical interference, delayed response, or discomfort, and even affect the driver's pedal operation or steering wheel control. Pausing adjustments avoids these risks, concentrating system resources on the avoidance itself, thereby ensuring driving safety. Emergency avoidance often involves active physical resistance from the driver (such as counter-steering or full braking). Preset seat adjustments (such as changes in lumbar support or lateral firmness) may conflict with the driver's actual posture needs, creating a negative experience of "the seat and the person are at odds." Pausing adjustments eliminates this conflict, allowing the driver to have complete autonomy over their body, avoiding a conflict between mechanical actions and the driver's intentions. During emergency avoidance, other vehicle safety systems (ABS, ESC, automatic emergency braking, airbag pretensioners, etc.) require high priority. If seat adjustments continue, they may consume bus communication, power supply, or computing resources, and may even generate additional noise due to the operation of motors or air pumps. Pausing adjustments helps free up system resources, ensures millisecond-level response of core security functions, and thus reduces system interference and resource contention.

[0019] In some embodiments, after adjusting the area to be adjusted according to the at least one target adjustment method, the method further includes: displaying a result feedback interface, the result feedback interface including a positive feedback control and a negative feedback control; the positive feedback control is used to indicate the adjustment parameters of maintaining the at least one target adjustment method; the negative feedback control is used to indicate the adjustment parameters of adjusting the at least one target adjustment method; in response to a trigger operation on the negative feedback control, adjusting the adjustment parameters of the at least one target adjustment method to obtain adjusted parameters; and adjusting the area to be adjusted according to the adjusted parameters of the at least one target adjustment method.

[0020] By adjusting the parameters as described above, the system doesn't just execute preset adjustments all at once. Instead, it allows users to evaluate the results: if satisfied, the adjustment is maintained; if dissatisfied, the parameters are automatically adjusted and the adjustment is repeated, forming a closed loop of "adjustment, evaluation, and readjustment," gradually approaching the user's personalized comfort needs. This creates closed-loop control, continuously optimizing the experience. Users don't need to manually analyze which parameter to adjust or by how much (e.g., increasing hardness by 5% or 10%). They simply click the negative feedback control, and the system automatically corrects and reapplies the parameters, simplifying the process and lowering the user's operational threshold. Through multiple triggers of negative feedback and parameter iterations, the system implicitly learns the user's true preferences (e.g., softer, harder, higher, lower), ultimately solidifying a set of personalized parameters suitable for the user or scenario. This avoids "one-size-fits-all" automatic adjustments and achieves personalized preference adaptation.

[0021] A second aspect of the embodiments of this application also provides a seat adjustment device, the device comprising: a first determining module, a second determining module, and a first adjusting module; The first determining module is used to determine the area to be adjusted in the seat of the mobile device corresponding to the virtual target area in response to the marking operation for the virtual target area; The second determining module is used to determine at least one target adjustment method from a preset set of adjustment methods based on the driving state of the mobile device; wherein the at least one target adjustment method is used to adjust at least one of the physical deformation, support stiffness, and appearance of the area to be adjusted; The first adjustment module is used to adjust the area to be adjusted according to the at least one target adjustment method.

[0022] A third aspect of this application provides a mobile device including a memory and a processor. The memory stores a computer program that can run on the processor, and the processor executes the program to implement the seat adjustment method of this application.

[0023] In a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the seat adjustment method provided in the embodiments of this application.

[0024] A fifth aspect of the embodiments of this application provides a computer program product, including a computer program or computer executable instructions, which, when executed by a processor, implement the seat adjustment method provided in the embodiments of this application. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of a frame structure of the seat adjustment system 100 provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a seat adjustment method provided in an embodiment of this application; Figure 3 This is a flowchart illustrating a method for determining the area to be adjusted, as provided in an embodiment of this application. Figure 4 This is a schematic diagram illustrating the first virtual model provided in an embodiment of this application; Figure 5 This is another flowchart illustrating the process of determining the area to be adjusted, as provided in an embodiment of this application. Figure 6 This is a schematic diagram illustrating a second virtual model provided in an embodiment of this application; Figure 7 This is a flowchart illustrating a method for determining target adjustment provided in an embodiment of this application; Figure 8 This is another schematic flowchart of the seat adjustment method provided in the embodiments of this application; Figure 9 This is another schematic flowchart of the seat adjustment method provided in the embodiments of this application; Figure 10 This is a schematic diagram of the seat adjustment device provided in the embodiments of this application; Figure 11 This is a schematic diagram of a hardware structure of a mobile device provided in the embodiments of this application. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0028] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0029] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0030] It should be noted that the terms "first, second, third" used in the embodiments of this application are used to distinguish similar or different objects and do not represent a specific order of objects. It can be understood that "first, second, third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0031] To better understand the seat adjustment method provided in the embodiments of this application, the seat adjustment methods in related technologies and the existing technical problems will be explained first.

[0032] In related technologies, seat adjustments are mostly based on preset requirements for driving comfort or driving posture, such as adjusting seat height, backrest angle, or lumbar support. However, for users with special physical conditions, such as those with postoperative wounds, pressure sores, or sensitive skin on the hamstrings, buttocks, or back, they usually need to carry additional postoperative cushions, pressure-relieving pads, or backrests to suspend the wound area. This not only increases the user's travel burden, but the size and firmness of these assistive devices are often difficult to perfectly match the car seat, resulting in poor wound protection and affecting riding stability and safety. Related technologies have at least the following drawbacks: Disadvantage 1: Lack of targeted adjustment mechanisms. Current seat adjustment systems are mainly designed for general riding comfort and cannot adjust to accommodate the location of a user's individual wound. When a user is riding in a vehicle, the wound may come into direct contact with or be under pressure on the seat surface, potentially causing pain, wound tearing, delayed healing, or even increasing the risk of infection.

[0033] Disadvantage 2: Poor user experience. The technology cannot accurately identify the wound site or adaptively adjust the seat shape. Users need to spend a lot of time manually adjusting their posture or placing assistive tools before getting in the vehicle. The process is cumbersome, especially for users with limited mobility or those in postoperative recovery, making it difficult to operate.

[0034] In summary, the drawbacks of the relevant technologies include at least the following: poor seat adjustment targeting and high difficulty in adjustment.

[0035] To address the aforementioned problems in related technologies, this application provides a seat adjustment method. Since the area to be adjusted corresponds to the interactive operation of marking, interactive on-demand adjustment is achieved, enhancing the flexibility and personalization of seat adjustment, improving seat comfort, simplifying seat adjustment, and enriching the application scenarios of seat adjustment. Furthermore, the area to be adjusted corresponds to a virtual target area, thus enabling adjustment specifically for the area corresponding to the virtual target area, thereby improving the targeted nature of seat adjustment. In addition, the target adjustment method is matched to the driving state of the mobile device, so the driving state of the mobile device is taken into account when adjusting the area to be adjusted, thereby ensuring the safety of the mobile device.

[0036] The following describes exemplary applications of the mobile devices provided in the embodiments of this application. These mobile devices can be implemented as automobiles, trains, airplanes, ships, sightseeing vehicles, transport vehicles, autonomous shuttle vehicles, mobile cabins, flying cars, etc. The following will describe exemplary applications when the mobile device is implemented as an automobile.

[0037] Figure 1 This is a schematic diagram of the frame structure of the seat adjustment system 100 provided in this application embodiment. Please refer to... Figure 1 The seat adjustment methods provided in the embodiments of this application can be applied to a mobile device 200. For example, the mobile device 200 can be a car.

[0038] Taking a mobile device 200 in motion as an example, to support a seat adjustment application, the mobile device 200 receives a marking operation for a virtual target area, and then uses the seat adjustment method provided in this embodiment to adjust the area to be adjusted in the seat. This improves the flexibility and targeting of seat adjustments.

[0039] In this embodiment, the mobile device 200 marks a virtual target area through a marking operation and also determines the area to be adjusted corresponding to the virtual target area. Since the area to be adjusted corresponds to the marking operation, interactive on-demand adjustment is achieved, improving the flexibility and personalization of seat adjustment, enhancing seat comfort, simplifying seat adjustment, and enriching the application scenarios of seat adjustment. Furthermore, since the area to be adjusted corresponds to the virtual target area, adjustment is targeted at the area corresponding to the virtual target area, thereby improving the specificity of seat adjustment. In addition, the target adjustment method is matched to the driving state of the mobile device, so the driving state of the mobile device 200 is taken into account when adjusting the area to be adjusted, thus ensuring the safety of the mobile device 200.

[0040] Figure 2This is a flowchart illustrating a seat adjustment method provided in an embodiment of this application. This seat adjustment method can be applied to scenarios such as daily driving and commuting, dynamic driving and safety, special populations and health care, public transportation and shared mobility, special jobs and work equipment, leisure and personalization, and emergency and service situations. The executing entity of this seat adjustment method can be a mobile device. Please refer to... Figure 2 The seat adjustment method may include the following steps S201 to S203, which are described in detail below.

[0041] Step S201: In response to the marking operation for the virtual target area, determine the area to be adjusted in the seat of the mobile device that corresponds to the virtual target area.

[0042] In some embodiments, the virtual target area can be a portion of a virtual seat model, corresponding to a portion of the physical area of ​​the seat, that is, the virtual target area corresponds to the area of ​​the seat to be adjusted. For example, the virtual target area can be the seat cushion side wing area, lumbar support area, backrest side wing area, etc., in the virtual seat model.

[0043] In other embodiments, the virtual target area may also be a portion of a virtual object model, in which case the virtual target area still corresponds to a portion of the physical area of ​​the seat, that is, the virtual target area corresponds to the area of ​​the seat to be adjusted. The object is located within the seat. For example, the virtual target area may be the buttocks area, the front of the thigh, the knee, etc., in the virtual object model.

[0044] In some embodiments, the virtual target area is displayed on the screen of a mobile device. Therefore, the marking operation for the virtual target area can be a marking or selection operation on the screen of the mobile device, or a clicking operation on the virtual target area on the screen of the mobile device.

[0045] In the implementation process, the mobile device can be a car, and the display screen of the mobile device can be the car's in-vehicle electronic screen.

[0046] In some embodiments, when the virtual target area is a portion of a virtual seat model, the area to be adjusted in the seat corresponding to the virtual target area can be determined based on a first mapping relationship. When the virtual target area is a portion of a virtual object model, the area to be adjusted in the seat corresponding to the virtual target area can be determined based on a second mapping relationship. The first mapping relationship stores one correspondence between different virtual target areas and different areas to be adjusted; the second mapping relationship stores another correspondence between different virtual target areas and different areas to be adjusted.

[0047] In the implementation process, the above step S201 can be implemented based on the first virtual model of the seat or the second virtual model of the object: When implementing the first virtual model based on the seat... Figure 3 This is a flowchart illustrating a method for determining the area to be adjusted, as provided in an embodiment of this application. Please refer to it. Figure 3 The above step S201 can be achieved through the following steps S011A to S013A, which will be explained in detail below.

[0048] Step S011A: Display the first virtual model of the seat.

[0049] In some embodiments, Figure 4 This is a schematic diagram illustrating one of the first virtual models provided in the embodiments of this application. Please refer to [link / reference]. Figure 4 , Figure 4 The displayed image shows a first virtual model 400, exemplified by a 3D model. This first virtual area corresponds to the virtual seat model in other embodiments.

[0050] During implementation, the first virtual model can be displayed on the mobile device's screen either by triggering or automatically. For example, to display the first virtual model by triggering, a model display control can be displayed on the mobile device's screen, and in response to a touch operation on the model display control, the first virtual model of the seat is displayed.

[0051] Step S012A: In response to the marking operation for the first target region in the first virtual model, determine the first mark location information.

[0052] In some embodiments, taking the marking operation as an example of marking or delineating the first target region, please continue to refer to... Figure 4 In response to a marking operation targeting the first target region, the system marks and delineates the first target region 401, and determines the position information of the first target region 401 in a first coordinate system as the first mark position information. Here, the first coordinate system can refer to the virtual seat coordinate system corresponding to the first virtual model. The first mark position information can be represented by at least one of the following: coordinate value, orientation, relative position, or boundary range.

[0053] Step S013A: Based on the first preset mapping relationship, determine the location information of the area in the seat that corresponds to the first mark location information, and obtain the area to be adjusted.

[0054] In the implementation process, the first marked position can be used as a search condition and substituted into the first preset mapping relationship to match the corresponding regional position information. The seat partition indicated by the regional position information is then determined as the area to be adjusted.

[0055] The method described above for determining the area to be adjusted eliminates the need for physical exploration or contact on a real seat. Instead, a virtual target area is directly marked using a visualized first virtual model, lowering the operational threshold and learning cost, and enhancing the intuitiveness and visualization of the operation. Precise first-mark position information is obtained through marking, and then converted into the actual area position on the seat (the area to be adjusted) through preset mapping relationships (such as coordinate transformation and grid correspondence). This avoids deviations caused by manual visual estimation or experience-based estimation, thus achieving accurate positioning. Any shape (points, lines, surfaces, irregular contours) can be freely marked on the first virtual model, and after mapping, an equally complex area to be adjusted can be generated on the seat, meeting the user's personalized and refined adjustment needs. This enables the adjustment of complex or discontinuous areas in the seat.

[0056] In the implementation of the object-based second virtual model Figure 5 This is another flowchart illustrating the determination of the area to be adjusted provided in this application embodiment. Please refer to 5. The above step S201 can be implemented through the following steps S011B to S013B, which will be explained in detail below.

[0057] Step S011B: Display a second virtual model of the object in the seat.

[0058] In some embodiments, Figure 6 This is a schematic diagram illustrating a second virtual model provided in an embodiment of this application. Please refer to [link / reference]. Figure 6 , Figure 6 The displayed example is a second virtual model 600, exemplified by a 3D model. This second virtual region corresponds to the virtual object model in other embodiments.

[0059] During implementation, the second virtual model can be displayed on the mobile device's screen either by triggering or automatically. For example, to display the second virtual model by triggering, a model display control can be displayed on the mobile device's screen; in response to a touch operation on the model display control, the second virtual model of the object is displayed.

[0060] Step S012B: In response to the marking operation for the second target region in the second virtual model, determine the second mark location information.

[0061] In some embodiments, taking the marking operation as an example of marking or delineating a second target region, please continue to refer to... Figure 6In response to a marking operation targeting the second target region, the system marks and delineates the second target region 601, and determines the position information of the second target region 601 in the second coordinate system as the second mark position information. Here, the second coordinate system can refer to the coordinate system of the virtual object corresponding to the second virtual model. The second mark position information can be represented by at least one of the following: coordinate value, orientation, relative position, or boundary range.

[0062] Step S013B: Based on the second preset mapping relationship, determine the location information of the area in the seat that corresponds to the second marked location information, and obtain the area to be adjusted.

[0063] In the implementation process, the second marker position can be used as a retrieval condition and substituted into the second preset mapping relationship to match the corresponding regional location information. The seat partition indicated by the regional location information is then determined as the area to be adjusted.

[0064] By using the method described above to determine the area to be adjusted, virtual body parts (virtual waist, virtual shoulders, virtual thighs, etc.) on the second virtual model (such as a virtual human body model) are directly marked, rather than the seat model itself. This better aligns with the natural need to adjust the support of a certain part of the body, making the operation intuitive and requiring no knowledge of the seat's internal structure. Through the second preset mapping relationship, key body areas can be accurately converted into corresponding support surface positions on the seat. Users of different body types and sitting postures can obtain personalized area positioning, avoiding the discomfort caused by a "one-size-fits-all" fixed coordinate system. This improves ergonomic adaptability. During seat adjustment, there is no need to memorize area numbers, grid coordinates, or make visual estimations on the seat. Simply select or circle the virtual part to be adjusted on the virtual human body, and the system automatically completes the spatial conversion, reducing learning costs and operational error rates, and eliminating the cognitive burden on the user.

[0065] Step S202: Based on the driving status of the mobile device, determine at least one target adjustment method from a set of preset adjustment methods.

[0066] In the embodiments of this application, at least one target adjustment method is used to adjust at least one of the physical deformation, support hardness, and appearance of the area to be adjusted.

[0067] In some embodiments, the preset adjustment method set may refer to the adjustment methods supported by the mobile device, and the preset adjustment method set includes multiple adjustment methods. For example, the preset adjustment method set may include a space adjustment method, a hardness adjustment method, a shape adjustment method, and a dynamic adjustment method. Among them, the space adjustment method is used to adjust the physical deformation of the seat, the hardness adjustment method is used to adjust the support hardness of the seat, the shape adjustment method is used to adjust the appearance shape of the seat, and the dynamic adjustment method is used to periodically change the support state.

[0068] In implementation, to ensure the safety of mobile devices during movement, different adjustment methods correspond to different driving states of the mobile device. For example, the driving states of a mobile device can include a stationary state, a normal driving state, and an emergency avoidance state. The stationary state can correspond to spatial adjustment, rigidity adjustment, shape adjustment, and dynamic adjustment methods. The normal driving state can correspond to spatial adjustment and shape adjustment methods, and can also correspond to rigidity adjustment and dynamic adjustment methods. The emergency avoidance state has no adjustment methods; that is, any adjustment method is disabled in the emergency avoidance state.

[0069] In some embodiments, the implementation process of step S202 may include: determining at least one target adjustment method corresponding to the driving state from a preset adjustment method set according to the mapping relationship between preset driving states and adjustment methods; the driving state belongs to the preset driving state.

[0070] Continuing with the example above, assuming the driving state is normal and the speed does not exceed 20 kilometers per hour, then both the spatial adjustment method and the morphological adjustment method can be determined as the target adjustment methods. If the driving state is normal and the speed is between 20 and 80 kilometers per hour, then both the stiffness adjustment method and the dynamic adjustment method can be determined as the target adjustment methods.

[0071] By employing the aforementioned method of determining at least one target adjustment mode, the system eliminates the need for manual selection by the user. Instead, it automatically matches the corresponding adjustment strategy (such as space adjustment, firmness adjustment, etc.) according to a preset mapping relationship based on the current driving state (e.g., sharp turns, emergency braking, bumpy roads, etc.), achieving proactive intelligent response and enhancing the automation and intelligence of mobile devices. Different driving states require different seat support (e.g., enhanced lumbar support is needed during emergency braking to prevent forward tilting). Through automatic matching, the seat state can be quickly adjusted under dangerous or extreme conditions to help maintain driving posture, reduce the risk of control issues caused by body displacement, and improve driving safety. The system automatically switches to appropriate adjustment modes for different driving states (e.g., appropriately softening the firmness during slow driving, adjusting the shape to fit the back during high-speed cruising), ensuring the seat always maintains optimal comfort for the current scenario without requiring user intervention. This optimizes ride comfort.

[0072] In other embodiments, Figure 7 This is a flowchart illustrating a target adjustment method provided in an embodiment of this application. Please refer to it. Figure 7 The above step S202 can be achieved through the following steps S021 and S022, which will be explained in detail below.

[0073] Step S021: According to the mapping relationship between preset driving state and adjustment method, determine the set of candidate adjustment methods corresponding to the driving state from the preset adjustment method set.

[0074] In this embodiment of the application, the driving state is a preset driving state.

[0075] In some embodiments, following the example above, assuming the driving state is normal and the driving speed does not exceed 20 km / h, both spatial adjustment method and morphological adjustment method can be determined as candidate adjustment method sets. Assuming the driving state is normal and the driving speed is between 20 km / h and 80 km / h, both stiffness adjustment method and dynamic adjustment method can be determined as candidate adjustment method sets.

[0076] Step S022: The candidate adjustment methods are grouped together with the adjustment methods corresponding to the setting information, and determined as at least one target adjustment method.

[0077] In this embodiment, the setting information includes at least one of adjustment method and avoidance type. The adjustment method characterizes the desired or required adjustment method; the avoidance type characterizes the attribute characteristics of the object to be avoided. Furthermore, the adjustment method and avoidance type can be set based on experience. For example, the adjustment method can be a spatial adjustment method or a dynamic adjustment method, and the avoidance type can be a tear type.

[0078] In some embodiments, following the example above, assuming that the candidate adjustment method set includes spatial adjustment method and morphological adjustment method, the adjustment method includes spatial adjustment method and dynamic adjustment method, and the tear type corresponds to the spatial adjustment method, then the spatial avoidance type included in all three dimensions is determined as the target adjustment method.

[0079] The method described above for determining at least one target adjustment method, which identifies a set of candidate adjustment methods based on driving conditions, ensures a standard response based on safety and ergonomics. For example, during sharp turns, the candidate set includes lateral support reinforcement. Determining at least one target adjustment method from the candidate set based on settings information allows for user or scenario customization. For instance, a user might disable stiffness adjustment and retain only space adjustment, or prioritize shape adjustment over stiffness adjustment based on the "pedestrian avoidance" type. Ultimately, this balances general rules with personalized needs. Some adjustment methods, while theoretically usable under specific driving conditions, may conflict with the current driving intention (e.g., changing the seat shape during emergency braking is not advisable as it could cause distraction). Settings information can filter out unnecessary or interfering adjustment methods, improving safety.

[0080] Step S203: Adjust the area to be adjusted according to at least one target adjustment method.

[0081] In some embodiments, when at least one target adjustment method includes an adjustment method, the area of ​​the seat to be adjusted is adjusted according to the target adjustment method.

[0082] In other embodiments, when at least one target adjustment method includes multiple adjustment methods, the area of ​​the seat to be adjusted is adjusted simultaneously or sequentially according to the multiple target adjustment methods.

[0083] In some embodiments, at least one target adjustment method includes one or more of spatial adjustment, hardness adjustment, and shape adjustment. Based on this, the implementation of step S203 above can include one or more of the following three implementation methods.

[0084] The first approach is to adjust the physical deformation of the area to be adjusted according to the spatial adjustment method.

[0085] During the implementation process, the spatial shape and position of the area to be adjusted can be changed according to the parameters corresponding to the spatial adjustment method.

[0086] In some embodiments, the above-mentioned space adjustment methods include at least one of matrix airbag decompression, shape memory alloy traction, electric push rod downward movement, and fluid bag suction.

[0087] In the implementation process, multiple groups of zoned airbags (arranged in a matrix) are arranged inside the seat. By releasing the gas inside the airbags, the airbags shrink and soften, causing the corresponding areas to sink and collapse, achieving local deformation, adjustment of firmness and support; conversely, inflation causes them to bulge and support. The property of shape memory alloys to recover their preset shape after being electrified or heated can also be utilized. The alloy wires or components shrink and pull the seat fabric and padding layers, causing the target area to stretch, shift, and bend, completing fine-tuning of the posture. Alternatively, a motor can drive a telescopic push rod to move linearly, extending downwards to push or pull the area to be adjusted vertically downwards, changing the height and support position of that area. Fluid bladders (flexible bladders filled with water or oil) have their internal fluid removed through pipes, causing the bladders to shrink and indent inwards, causing the corresponding seat areas to shrink and sink, achieving flexible deformation and adjustment of fit.

[0088] Method 2: Adjust the support hardness of the area to be adjusted according to the hardness adjustment method.

[0089] During the implementation process, the support hardness of the area to be adjusted can be changed according to the parameters corresponding to the hardness adjustment method.

[0090] The aforementioned hardness adjustment methods include at least one of the following: airbag depressurization, magnetorheological material softening, memory foam heating, and localized extraction of fluid from a fluid bag.

[0091] During the process, the gas inside the seat's zoned airbags is expelled, reducing internal air pressure and decreasing airbag support, thus softening the area to be adjusted and enhancing cushioning; conversely, inflating and pressurizing the airbags hardens the seat. This allows for zoned adjustment of the seat cushion and backrest's localized firmness. When the external magnetic field is removed or weakened, the magnetorheological material's internal particle arrangement loosens, reducing its stiffness. The magnetorheological material transitions from a hard to a soft state, reducing seat support firmness; reinforcing the magnetic field hardens it again. This achieves rapid response and continuous, stepless adjustment of firmness. Localized heating of memory foam (slow-rebound sponge) increases molecular activity, reducing elasticity and hardness, and improving conformability. This softens the area to be adjusted, reducing pressure between the area and the object; cooling gradually restores its original firmness. A pump extracts the medium from a flexible fluid bladder (filled with oil or water), reducing internal pressure and filling. The bladder's support weakens, softening the area to be adjusted; refilling with fluid restores firmness.

[0092] The third method involves adjusting the appearance of the area to be adjusted according to the shape adjustment method.

[0093] During the implementation process, the appearance shape of the area to be adjusted can be changed according to the parameters corresponding to the shape adjustment method.

[0094] In some embodiments, the above-mentioned morphological adjustment methods include at least one of peripheral airbag lifting, surface tilting, and dot matrix support.

[0095] During the adjustment process, the seat is equipped with airbags. Inflating these airbags around the area to be adjusted causes the area to expand and bulge. This lifts and shapes the surrounding parts of the seat, changing the local contours and the shape of the body, reducing pressure between the area to be adjusted and the body. The seat contact surface can also be rotated, either entirely or partially, via a transmission mechanism, push rod, or airbag assembly, changing the surface angle. This adapts to the human sitting posture, adjusting the leaning angle and force distribution. The seat surface consists of multiple independent point support units, each individually controlled for lifting and deformation. This allows for precise reshaping of the surface's contours, conforming to the contours of different parts of the body as needed.

[0096] Each of the above adjustment methods offers multiple implementation schemes based on different physical principles (pneumatic, electric, material properties, etc.). The appropriate implementation scheme can be selected based on the application scenario (car seats, airplane seats, high-speed train seats), or multiple implementation schemes from the same adjustment method can be combined. This enhances the diversity of seat adjustment implementation paths and improves the adaptability of seat adjustments. Specifically, spatial adjustment can achieve local or overall deformation control through matrix airbags, shape memory alloys, electric actuators, or fluid suction, with control precision down to the millimeter level, and fast response (e.g., shape memory alloy traction) and quiet operation (fluid suction). During stiffness adjustment, airbag depressurization, magnetorheological materials, shape memory foam heating, and local fluid extraction can all steplessly change support stiffness, and magnetorheological materials can achieve millisecond-level switching, balancing comfort and stability. During shape adjustment, peripheral airbag lifting, surface tilting, and dot matrix support can reshape the surface contour for pressure redistribution or to assist in user posture correction, preventing pressure sores or improving fit, ultimately achieving refined seat adjustment.

[0097] By employing at least one of the aforementioned target adjustment methods, the adjustment dimensions are comprehensive. Each method simultaneously encompasses three adjustment categories: space (physical deformation), stiffness (support characteristics), and form (appearance shape), thus meeting users' comprehensive optimization needs for different physical attributes. It supports selecting one or more adjustment methods from these three categories, enabling "on-demand combinations" and avoiding unnecessary full-scale adjustments. This enhances the system's ability to adapt to different scenarios or user preferences, thereby increasing the flexibility and selectivity of seat adjustments. Different adjustment methods correspond to different adjustment parameters (e.g., space adjustment changes deformation, stiffness adjustment changes support, and form adjustment changes contour), facilitating precise adjustments and improving comfort or functional adaptability, thereby achieving refined seat adjustments.

[0098] The aforementioned seat adjustment method marks a virtual target area and identifies the corresponding area to be adjusted. Since the area to be adjusted corresponds to the marking operation, interactive, on-demand adjustment is achieved, enhancing the flexibility and personalization of seat adjustments, improving seat comfort, simplifying adjustment, and enriching application scenarios. Furthermore, the area to be adjusted corresponds to the virtual target area, allowing for targeted adjustments to that specific area, thus improving the specificity of seat adjustments. In addition, the target adjustment method is matched to the mobile device's driving status, ensuring safety by taking the mobile device's driving status into account when adjusting the area to be adjusted.

[0099] In some embodiments, during the execution of step S203, the following can also be performed simultaneously: in response to the driving state switching from normal driving state to emergency avoidance state, suspending the adjustment of the area to be adjusted according to at least one target adjustment method.

[0100] In some embodiments, the normal driving state can be a driving speed of no more than 20 kilometers per hour. The emergency avoidance state can be at least one of a sharp turn, emergency braking, or collision warning. And the target adjustment method is a spatial adjustment method. Based on this, assuming the mobile device's driving state changes from a driving speed of no more than 20 kilometers per hour to a sharp turn, the adjustment of the physical deformation of the area to be adjusted according to the spatial adjustment method is paused.

[0101] Through the aforementioned pause mechanism, in emergency avoidance situations (such as sharp turns, emergency braking, obstacle avoidance, etc.), the driver needs to concentrate fully on controlling the vehicle, and their body posture changes rapidly. If the seat continues to adjust its space, firmness, or shape during this time, it may cause mechanical interference, delayed response, or discomfort, and even affect the driver's pedal operation or steering wheel control. Pausing adjustments avoids these risks, concentrating system resources on the avoidance itself, thereby ensuring driving safety. Emergency avoidance often involves active physical resistance from the driver (such as counter-steering or full braking). Preset seat adjustments (such as changes in lumbar support or lateral firmness) may conflict with the driver's actual posture needs, creating a negative experience of "the seat and the person are at odds." Pausing adjustments eliminates this conflict, allowing the driver to have complete autonomy over their body, avoiding a conflict between mechanical actions and the driver's intentions. During emergency avoidance, other vehicle safety systems (ABS, ESC, automatic emergency braking, airbag pretensioners, etc.) require high priority. If seat adjustments continue, they may consume bus communication, power supply, or computing resources, and may even generate additional noise due to the operation of motors or air pumps. Pausing adjustments helps free up system resources, ensures millisecond-level response of core security functions, and thus reduces system interference and resource contention.

[0102] In some embodiments, Figure 8 This is another schematic flowchart of the seat adjustment method provided in the embodiments of this application. Please refer to it. Figure 8 After step S203, the following steps S204 to S206 can also be performed, which will be explained in detail below.

[0103] Step S204: Display the result feedback interface.

[0104] In this embodiment of the application, the result feedback interface includes a positive feedback control and a negative feedback control; the positive feedback control is used to indicate the adjustment parameters for maintaining the at least one target adjustment method; the negative feedback control is used to indicate the adjustment parameters for adjusting the at least one target adjustment method.

[0105] In some embodiments, after the adjustment is completed, a feedback interface can be displayed on the mobile device's screen. Feedback information regarding the target adjustment method can be obtained through positive and negative feedback controls in this interface. The feedback information indicates whether the target adjustment method has been adjusted.

[0106] In the implementation process, both positive feedback controls and negative feedback controls can be buttons, and the appearance of positive feedback buttons and negative feedback buttons are different.

[0107] Step S205: In response to the trigger operation of the negative feedback control, adjust the adjustment parameters of at least one target adjustment method to obtain the adjusted parameters.

[0108] In some embodiments, the triggering operation for the negative feedback control can be a click operation on the negative feedback control, and the adjustment parameters of at least one target adjustment method are obtained to obtain the adjusted parameters. The adjustment parameters may include at least one of the following: adjustment range, adjustment speed, adjustment level, adjustment grade, etc.

[0109] In the implementation process, taking the spatial adjustment method of matrix airbag decompression as an example, the adjustment parameters may include at least one of the following: internal air pressure value, inflation flow rate, decompression flow rate, airbag inflation height, airbag contraction amount, and single-zone synchronous control status.

[0110] In other embodiments, if a trigger operation is received for a positive feedback control, the adjustment parameters of at least one target adjustment method remain unchanged.

[0111] Step S206: Adjust the region to be adjusted according to the adjusted parameters of at least one target adjustment method.

[0112] In some embodiments, the original state of the area to be adjusted can be restored first, and then the area to be adjusted can be readjusted according to the adjusted parameters of at least one target adjustment method.

[0113] By adjusting the parameters as described above, the system doesn't just execute preset adjustments all at once. Instead, it allows users to evaluate the results: if satisfied, the adjustment is maintained; if dissatisfied, the parameters are automatically adjusted and the adjustment is repeated, forming a closed loop of "adjustment, evaluation, and readjustment," gradually approaching the user's personalized comfort needs. This creates closed-loop control, continuously optimizing the experience. Users don't need to manually analyze which parameter to adjust or by how much (e.g., increasing hardness by 5% or 10%). They simply click the negative feedback control, and the system automatically corrects and reapplies the parameters, simplifying the process and lowering the user's operational threshold. Through multiple triggers of negative feedback and parameter iterations, the system implicitly learns the user's true preferences (e.g., softer, harder, higher, lower), ultimately solidifying a set of personalized parameters suitable for the user or scenario. This avoids "one-size-fits-all" automatic adjustments and achieves personalized preference adaptation.

[0114] The following will describe an exemplary application of the embodiments of this application in a practical application scenario.

[0115] The seat adjustment method of this application can adaptively avoid wounds, solving the comfort and safety problems faced by wound patients during vehicle travel in related technologies. This application utilizes the communication and control technology between the vehicle's in-vehicle electronic screen and the seat. By having the user simply mark the wound location on the screen, the system can automatically calculate and drive a local area of ​​the seat (the area to be adjusted) to adjust its concavity or hardness, thereby achieving precise wound avoidance. This seat adjustment method simplifies the process of injured passengers traveling, avoids their reliance on additional assistive devices, improves the convenience, comfort, and safety of travel for special groups, and also expands the personalized and humanized functions of car seats. This application achieves accurate identification and automatic avoidance of passenger wound locations through human-computer interaction and seat collaborative control. The passenger corresponds to the object in other embodiments.

[0116] Figure 9 This is another schematic flowchart of the seat adjustment method provided in the embodiments of this application. Please refer to it. Figure 9 The seat adjustment method includes the following steps S701 to S704, which are explained in detail below.

[0117] Step S701: Receive wound location information.

[0118] In some embodiments, the seat adjustment interface can be accessed via an in-vehicle electronic screen. The system displays a two-dimensional or three-dimensional model of the seat, and also a two-dimensional or three-dimensional model of the passenger. The user can visually mark the specific location of their injury on the model, such as the back of the thigh, buttocks, or back. The system uses touchscreen interaction technology to acquire the coordinate information marked by the user in real time, serving as the basis for subsequent avoidance adjustments. The two-dimensional or three-dimensional model of the seat corresponds to the first virtual model of the seat in other embodiments, and the two-dimensional or three-dimensional model of the passenger corresponds to the second virtual model of the object in other embodiments. The specific location of the injury corresponds to the first or second marked location information in other embodiments.

[0119] Step S702: Identify and determine the avoidance area corresponding to the seat.

[0120] In the implementation process, taking the system displaying a two-dimensional or three-dimensional model of the seat as an example, the system has a built-in mapping relationship between the seat model and the screen display model. Based on the user-marked wound location coordinates, it automatically calculates and matches the physical area corresponding to the wound on the actual seat. The implementation process may include: identifying the seat unit module involved in the wound, such as a certain section of the seat cushion or a certain area of ​​the backrest, and determining the specific range within which an avoidance action needs to be performed. The avoidance area corresponds to the area to be adjusted in other embodiments. The mapping relationship between the seat model and the screen display model corresponds to a first preset mapping relationship in other embodiments.

[0121] Step S703: Generate a control command to avoid partial seat dents.

[0122] In some embodiments, based on the avoidance area determined in step S702 above, the system generates corresponding control commands to drive the adjustment actuators inside the seat. This application embodiment also constructs four core avoidance strategies: "spatial avoidance, hardness avoidance, morphological avoidance, and dynamic avoidance." All adjustments follow the principle of "safety first, comfort second," and are deeply coordinated with the vehicle's driving status and passive safety systems.

[0123] In some embodiments, spatial avoidance refers to creating a physical depression in the area corresponding to the wound, suitable for fresh postoperative wounds and scenarios with dressings. Hardness avoidance refers to reducing the support hardness in the area corresponding to the wound, suitable for early-stage pressure ulcers and scenarios with sensitive skin. Shape avoidance refers to changing the local shape of the seat, suitable for scenarios where the wound is located at the edge of the seat. Dynamic avoidance refers to periodically changing the support state, suitable for long journeys and scenarios requiring indirect pressure relief.

[0124] In some embodiments, spatial avoidance achieves physical separation of the wound from the seat surface by causing the area corresponding to the wound to sink.

[0125] Spatial avoidance can be achieved through at least one of the following methods: matrix airbag decompression, shape memory alloy traction, electric actuator downward movement, and fluid bag aspiration. Matrix airbag decompression refers to the graded decompression of the airbag units in the wound projection area (complete decompression, moderate decompression, or slight decompression), forming a bowl-shaped depression, while surrounding airbags are pressurized to form a ring support. Shape memory alloy traction involves electrically contracting the shape memory alloy (SMA) mesh corresponding to the wound area, pulling the foam material to form a depression, supporting gradual depth control. Electric actuator downward movement involves controlling the segmented downward movement of the support plate corresponding to the wound area, with a depression depth between 10 and 40 mm. Fluid bag aspiration involves extracting fluid from the airbag in the wound area, causing the airbag to collapse and form a depression.

[0126] In some embodiments, the surface shape of the seat remains unchanged, and the support stiffness of the area corresponding to the wound is reduced by hardness avoidance, thereby reducing local pressure.

[0127] Hardness avoidance can be achieved through at least one of the following methods: airbag decompression, magnetorheological material softening, memory foam heating, and partial fluid aspiration. Airbag decompression refers to reducing the airbag pressure in the wound area to between 20% and 50% of its initial pressure while maintaining its shape. Magnetorheological material softening involves energizing an electromagnetic coil in the wound area, reducing the elastic modulus of the magnetorheological elastomer (MRE) material by between 30% and 60%. Memory foam heating involves heating the temperature-sensitive foam in the wound area to between 35 and 40°C, reducing its hardness by between 40% and 60%. Partial fluid aspiration involves removing 30% to 50% of the fluid from the fluid-filled airbag in the wound area, reducing the internal pressure.

[0128] In some embodiments, shape avoidance involves raising the surrounding area or tilting the surface to suspend or decompress the wound area.

[0129] Form avoidance can be achieved through at least one of the following methods: peripheral lifting, surface tilting, or dot matrix support. Peripheral lifting refers to pressurizing the airbags or pushing up the struts around the wound area to create a ring-shaped bulge, while the wound area is relatively sunken. Surface tilting involves controlling the height difference between the left and right sides of the seat cushion or backrest to create a 2-5 degree difference, guiding the body to shift towards the non-wound side. Dot matrix support involves lowering or retracting the support columns corresponding to the wound area while maintaining the surrounding support columns, achieving localized suspension.

[0130] In some embodiments, dynamic avoidance avoids prolonged pressure on the wound and promotes blood circulation by periodically changing the support state.

[0131] Dynamic obstacle avoidance can be achieved through at least one of the following methods: periodic micro-motion, pressure distribution rotation, or posture guidance. Periodic micro-motion refers to the airbag in the wound area cyclically fluctuating between decompression and micro-pressure every 5 to 10 seconds. Pressure distribution rotation involves dividing the wound area into multiple sub-areas and rotating the decompression area every 30 to 60 seconds. Posture guidance involves changing the seat shape very slowly to guide the user to subconsciously adjust their posture; or periodically reminding the user to move through voice or vibration.

[0132] In other embodiments, the process of generating avoidance control commands also considers a collaborative mechanism between safe driving and seat adjustment. That is, the embodiments of this application achieve a deep integration of seat avoidance and vehicle driving safety, ensuring both improved passenger comfort for special groups and guaranteed vehicle safety performance. The collaborative mechanism between safe driving and seat adjustment may include coordination between seat adjustment and vehicle driving status, coordination between seat adjustment and passive safety systems, and differentiation strategies based on passenger identity.

[0133] In some embodiments, the vehicle's driving state may include stationary, low-speed driving, medium-to-high-speed driving, sharp turning, emergency braking, and collision warning. Based on this, the coordination between seat adjustment and the vehicle's driving state may include: when the vehicle is stationary, indicating no dynamic safety risk, large morphological changes are allowed; therefore, spatial avoidance, stiffness avoidance, morphological avoidance, and dynamic avoidance are all available, and the adjustment speed is the default value. When the vehicle is traveling at low speed, it is necessary to avoid sudden changes in support that could cause body swaying and affect handling; therefore, spatial avoidance and morphological avoidance are allowed, and the adjustment speed is reduced by 50%. When the vehicle is traveling at medium-to-high speed, since sudden changes in seat morphology may affect driving stability, only stiffness avoidance and dynamic micro-movements are allowed; and complete suspension and large tilting are prohibited. Large tilting refers to a tilt angle greater than 3 degrees. When the vehicle is making a sharp turn, to prevent the occupant from shifting towards the injured side, causing pressure or instability, all ongoing adjustments are suspended; and the support structure around the avoidance area is instantaneously pressurized. When the vehicle is in emergency braking or collision warning mode, all adjustments are immediately stopped and the seats return to their basic safe posture to ensure the airbag deployment path and occupant restraint effectiveness. The above-mentioned low-speed driving refers to a speed less than 20 km / h, the above-mentioned medium-high speed driving refers to a speed between 20 km / h and 80 km / h, and the above-mentioned sharp turn refers to a lateral acceleration greater than 0.25 m / s².

[0134] In some embodiments, the vehicle driving states, ordered from highest to lowest priority, can be: collision warning, emergency braking, sharp turn, medium-high speed driving, and stationary or low-speed driving. Among these, collision warning, emergency braking, and sharp turn correspond to emergency avoidance states in other embodiments.

[0135] In some embodiments, the passive safety system may include a seatbelt system, an airbag system, and an occupant classification system. Based on this, the coordination between seat adjustment and the passive safety system may include: for the seatbelt system, to ensure the seatbelt always conforms to the occupant's iliac crest and does not slip to the abdomen or wound area, when the indentation depth exceeds 15 mm or the rise exceeds 10 mm, a signal is sent to the seatbelt electronic control unit to fine-tune the D-ring height. For the airbag system, to ensure that the side airbags or side curtain airbags can fully deploy without obstruction during a collision, a preset airbag deployment reserve area is included in the seat adjustment mechanism parameters; adjustments do not intrude into this area; and all adjustment mechanisms quickly reset when a collision signal is triggered. For the occupant classification system, to prevent children or small occupants from significant tilting and deep indentation and to avoid restraint system failure, the occupant's body shape is identified by the seat occupant ...

[0136] In some embodiments, the seat position may include a driver's seat and a passenger seat. Based on this, seat adjustment and passenger-specific differentiation strategies may include: For the driver's seat, to avoid driver distraction, any adjustment must not affect the driver's operation of the pedals and visibility; therefore, manually marking wounds via the screen is prohibited when not in parking gear; preset modes are only allowed to be invoked via voice or steering wheel buttons. For the passenger seat, during adjustment, a voice or screen prompt will indicate "Please keep your body relaxed"; therefore, adjustment is allowed, but "gradual adjustment" and "anti-slip" logic are implemented.

[0137] Step S704: Perform the avoidance adjustment and provide feedback on the result.

[0138] In some embodiments, after receiving a command, the seat control unit drives the actuator to complete the avoidance adjustment. After the adjustment is completed, the system can provide feedback to the user on the adjustment result through the in-vehicle screen or voice prompts, and can output feedback information confirming whether the user is satisfied with the avoidance effect. If the user needs fine-tuning, steps S701 to S704 can be repeated until the ideal avoidance state is achieved.

[0139] Through the above steps S701 to S704, precise avoidance of the wound location is achieved, eliminating the need for users to carry additional assistive devices and improving the convenience and comfort of special needs people when traveling.

[0140] The seat adjustment method in this application is based on the user's personalized wound location and is a specialized adjustment method combining medical rehabilitation and comfort. It employs a dual mechanism of "human-computer interaction marking and seat control" to achieve precise area avoidance. It also features a closed-loop control process of "user marking, system calculation, automatic execution, and feedback confirmation," demonstrating proactive perception and adaptive adjustment capabilities. Designed for special populations such as postoperative patients, pressure ulcer patients, and those with sensitive skin, it addresses wound pressure pain points and expands the functional boundaries of car seats. It completely replaces external assistive devices (such as postoperative cushions and pressure-relieving pads), achieving a suspension effect through the seat's own deformation.

[0141] This application embodiment precisely avoids the wound area marked by the user, preventing the wound from contacting and being squeezed by the seat surface during the journey. This not only effectively reduces or even eliminates pain, but also prevents wound tearing, delayed healing, or secondary infection caused by pressure, providing a safe and comfortable travel environment for postoperative recovery or people with sensitive skin, thereby improving the comfort and safety of special groups. This application embodiment also integrates the wound avoidance function into the car seat itself. Users only need to mark it on the screen, and the seat will automatically adjust. This reduces the user's travel burden and avoids safety hazards caused by mismatched external devices and easy slippage, thus simplifying the travel process and eliminating reliance on external devices. This application embodiment utilizes the intuitive display and interactive functions of the in-vehicle electronic screen, allowing users to accurately mark their own wound location, avoiding the drawbacks of traditional universal adjustments that cannot take into account individual differences. The system achieves fine-grained adjustment of "pointing and avoiding," truly realizing human-centered personalized service. That is, it achieves precise and personalized human-computer interaction. This application upgrades the car seat from a traditional mechanical support component to an intelligent terminal with sensing and adaptive capabilities, enriching the car's humanized functional configuration. This not only improves the user's driving experience but also enhances the product's technological added value, aligning with the future development trend of intelligent and human-centered automobiles. The seat adjustment method in this application is simple and intuitive to operate, requiring no complex learning process for users. Furthermore, this seat adjustment method is not only suitable for postoperative wound patients traveling in vehicles but can also be extended to pregnant women, the elderly, and people with skin allergies who require localized pressure relief, demonstrating broad application prospects.

[0142] It should be understood that although the steps in the above flowcharts are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the above flowcharts may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0143] Based on the foregoing embodiments, this application provides a seat adjustment device, which includes various modules and units included in each module, and can be implemented by a processor; of course, it can also be implemented by specific logic circuits; in the implementation process, the processor can be a central processing unit (CPU), microprocessor unit (MPU), digital signal processor (DSP) or field-programmable gate array (FPGA), etc.

[0144] Figure 10 This is a schematic diagram of the seat adjustment device provided in the embodiments of this application. Please refer to it. Figure 10 In another aspect of the embodiments of this application, a seat adjustment device is also provided, the device including: a first determining module 801, a second determining module 802 and a first adjusting module 803; The first determining module 801 is used to determine the area to be adjusted in the seat of the mobile device corresponding to the virtual target area in response to the marking operation for the virtual target area; The second determining module 802 is used to determine at least one target adjustment method from a preset adjustment method set based on the driving state of the mobile device; wherein the at least one target adjustment method is used to adjust at least one of the physical deformation, support stiffness, and appearance of the area to be adjusted; The first adjustment module 803 is used to adjust the area to be adjusted according to the at least one target adjustment method.

[0145] In some embodiments, the at least one target adjustment method includes one or more of spatial adjustment, hardness adjustment, and shape adjustment methods; the first adjustment module 803 is further configured to adjust the physical deformation of the area to be adjusted according to the spatial adjustment method; and / or adjust the support hardness of the area to be adjusted according to the hardness adjustment method; and / or adjust the appearance shape of the area to be adjusted according to the shape adjustment method.

[0146] In some embodiments, the spatial adjustment method includes at least one of matrix airbag decompression, shape memory alloy traction, electric push rod downward movement, and fluid bag suction; the hardness adjustment method includes at least one of airbag decompression, magnetorheological material softening, memory foam heating, and fluid bag local extraction; the shape adjustment method includes at least one of peripheral airbag lifting, surface tilting, and dot matrix support.

[0147] In some embodiments, the first determining module 801 is further configured to: display a first virtual model of the seat; determine first marker position information in response to a marking operation on a first target area in the first virtual model; and determine the area position information in the seat corresponding to the first marker position information based on a first preset mapping relationship, thereby obtaining the area to be adjusted.

[0148] In some embodiments, the first determining module 801 is further configured to: display a second virtual model of an object in the seat; determine second marker position information in response to a marking operation on a second target region in the second virtual model; and determine the region position information in the seat corresponding to the second marker position information based on a second preset mapping relationship, thereby obtaining the region to be adjusted.

[0149] In some embodiments, the second determining module 802 is further configured to determine at least one target adjustment method corresponding to the driving state from the preset adjustment method set according to the mapping relationship between the preset driving state and the adjustment method; the driving state belongs to the preset driving state.

[0150] In some embodiments, the second determining module 802 is further configured to: determine a set of candidate adjustment methods corresponding to the driving state from the preset adjustment method set according to the mapping relationship between the preset driving state and the adjustment method; the driving state belongs to the preset driving state; determine the adjustment method corresponding to the setting information in the set of candidate adjustment methods as the at least one target adjustment method; the setting information includes at least one of adjustment method and avoidance type.

[0151] In some embodiments, the seat adjustment device further includes a pause module for pausing the adjustment of the area to be adjusted according to the at least one target adjustment method in response to the switching of the driving state from normal driving state to emergency avoidance state.

[0152] In some embodiments, the seat adjustment device further includes a display module, a second adjustment module, and a third adjustment module. The display module is used to display a result feedback interface, which includes a positive feedback control and a negative feedback control. The positive feedback control is used to indicate the adjustment parameters for maintaining the at least one target adjustment method. The negative feedback control is used to indicate the adjustment parameters for adjusting the at least one target adjustment method. The second adjustment module is used to adjust the adjustment parameters of the at least one target adjustment method in response to a trigger operation of the negative feedback control, to obtain adjusted parameters. The third adjustment module is used to adjust the area to be adjusted according to the adjusted parameters of the at least one target adjustment method.

[0153] The descriptions of the above device embodiments are similar to those of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0154] It should be noted that, in the embodiments of this application... Figure 10 The division of modules in the illustrated seat adjustment device is illustrative and represents only one logical functional division; in actual implementation, other division methods may be used. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, exist as separate physical units, or be integrated into one unit from two or more other units. The integrated units can be implemented in hardware, as software functional units, or a combination of both.

[0155] It should be noted that, in the embodiments of this application, if the above-described methods are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a mobile device to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), magnetic disks, or optical disks. Thus, the embodiments of this application are not limited to any specific hardware and software combination.

[0156] Figure 11 This is a schematic diagram of a hardware structure of a mobile device provided in an embodiment of this application. Please refer to it. Figure 11 This application provides a mobile device, which can be implemented as a car, train, airplane, ship, sightseeing vehicle, transport vehicle, autonomous shuttle vehicle, mobile cabin, flying car, etc. The functions implemented by this method can be achieved by the processor in the mobile device calling program code, which can be stored in a computer-readable storage medium.

[0157] The internal structure diagram of the mobile device can be as follows: Figure 11 As shown, the mobile device includes a processor 902 and a memory connected via a system bus 901. The processor 902 provides computing and control capabilities; it may be, for example, a CPU, or a combination of a CPU and a GPU, etc., without specific limitations. The memory of the mobile device may include a non-volatile storage medium 9031 and internal memory 9032. The non-volatile storage medium 9031 stores an operating system, computer programs, and a database. The internal memory 9032 provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium 9031. The database of the mobile device is used to store data. When the computer program is executed by the processor 902, it implements the aforementioned seat adjustment method.

[0158] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the method provided in the above embodiments.

[0159] This application provides a computer program product containing a computer program or computer-executable instructions, which, when run on a computer, causes the computer to perform the steps in the method provided in the above-described method embodiments.

[0160] Those skilled in the art will understand that Figure 11 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the mobile device to which the present application is applied. A specific mobile device may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0161] In one embodiment, the seat adjustment device provided in this application can be implemented as a computer program, and the computer program can be implemented as follows: Figure 11 The device operates on the mobile device shown. The mobile device's memory can store the various program modules that make up the above-described apparatus. The computer program comprised of the various program modules causes the processor to execute the steps of the methods in the various embodiments of this application described in this specification.

[0162] It should be noted that the descriptions of the computer-readable storage media and mobile devices described above are similar to the descriptions of the method embodiments described above, and have similar beneficial effects. For technical details not disclosed in the storage media, storage media, and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0163] It should be understood that the phrases "one embodiment," "an embodiment," or "some embodiments" mentioned throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment," "in one embodiment," or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above-described embodiments are merely for descriptive purposes and do not represent the superiority or inferiority of the embodiments. The descriptions of the various embodiments above tend to emphasize the differences between the various embodiments; their similarities or commonalities can be referred to mutually, and for the sake of brevity, they will not be repeated here.

[0164] 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.

[0165] In addition, each functional module in the various embodiments of this application can be integrated into one processing unit, or each module can be a separate unit, or two or more modules can be integrated into one unit; the integrated modules can be implemented in hardware or in the form of hardware plus software functional units.

[0166] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0167] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, or the parts that contribute to related technologies, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a mobile device to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROMs, magnetic disks, or optical disks.

[0168] The methods disclosed in the several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0169] The features disclosed in the several product embodiments provided in this application can be arbitrarily combined without conflict to obtain new product embodiments.

[0170] The features disclosed in the several method or device embodiments provided in this application can be arbitrarily combined without conflict to obtain new method or device embodiments.

[0171] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A seat adjustment method characterized by, Applied to mobile devices, the method includes: In response to a marking operation targeting a virtual target area, an area in the seat of the mobile device that needs to be adjusted corresponding to the virtual target area is determined; Based on the driving status of the mobile device, at least one target adjustment method is determined from a set of preset adjustment methods; wherein, the at least one target adjustment method is used to adjust at least one of the physical deformation, support stiffness, and appearance of the area to be adjusted; The region to be adjusted is adjusted according to at least one of the target adjustment methods.

2. The method of claim 1, wherein, The at least one target adjustment method includes one or more of spatial adjustment methods, hardness adjustment methods, and shape adjustment methods; The adjustment of the region to be adjusted according to the at least one target adjustment method includes: The physical deformation of the area to be adjusted is adjusted according to the spatial adjustment method described above; and / or... The support hardness of the area to be adjusted is adjusted according to the hardness adjustment method described above; and / or... The appearance of the area to be adjusted is adjusted according to the described shape adjustment method.

3. The method of claim 2, wherein, The space adjustment method includes at least one of the following: matrix airbag decompression, shape memory alloy traction, electric push rod downward movement, and fluid bag suction. The hardness adjustment method includes at least one of the following: airbag depressurization, magnetorheological material softening, memory foam heating, and localized fluid bag extraction. The shape adjustment method includes at least one of the following: peripheral airbag lifting, surface tilting, and dot matrix support.

4. The method according to any one of claims 1 to 3, characterized in that, The step of determining the area to be adjusted in the seat of the mobile device corresponding to the virtual target area in response to a marking operation on the virtual target area includes: Displaying a first virtual model of the seat; In response to a marking operation targeting a first target region in the first virtual model, first mark location information is determined; Based on the first preset mapping relationship, the location information of the area in the seat corresponding to the first marked location information is determined, and the area to be adjusted is obtained.

5. The method according to any one of claims 1 to 3, characterized in that, The step of determining the area to be adjusted in the seat of the mobile device corresponding to the virtual target area in response to a marking operation on the virtual target area includes: Displays a second virtual model of the object located in the seat; In response to a marking operation targeting a second target region in the second virtual model, determine the second mark location information; Based on the second preset mapping relationship, the location information of the area in the seat corresponding to the second marked location information is determined, and the area to be adjusted is obtained.

6. The method according to any one of claims 1 to 3, characterized in that, The step of determining at least one target adjustment method from a preset adjustment method set based on the driving status of the mobile device includes: Based on the mapping relationship between preset driving states and adjustment methods, at least one target adjustment method corresponding to the driving state is determined from the preset adjustment method set; the driving state belongs to the preset driving state.

7. The method according to any one of claims 1 to 3, characterized in that, The step of determining at least one target adjustment method from a preset adjustment method set based on the driving status of the mobile device includes: Based on the mapping relationship between preset driving states and adjustment methods, a set of candidate adjustment methods corresponding to the driving state is determined from the preset adjustment method set; the driving state belongs to the preset driving state. The candidate adjustment methods are grouped together with the adjustment methods corresponding to the setting information, and determined as the at least one target adjustment method; the setting information includes at least one of the adjustment method and the avoidance type.

8. The method according to any one of claims 1 to 3, characterized in that, The method further includes: In response to the change of driving state from normal driving state to emergency avoidance state, the adjustment of the area to be adjusted according to the at least one target adjustment method is suspended.

9. The method according to any one of claims 1 to 3, characterized in that, After adjusting the region to be adjusted according to the at least one target adjustment method, the method further includes: The result feedback interface includes a positive feedback control and a negative feedback control; the positive feedback control is used to indicate the adjustment parameters for maintaining the at least one target adjustment method; the negative feedback control is used to indicate the adjustment parameters for adjusting the at least one target adjustment method. In response to a trigger operation on the negative feedback control, the adjustment parameters of the at least one target adjustment method are adjusted to obtain the adjusted parameters; The region to be adjusted is adjusted according to the adjusted parameters of the at least one target adjustment method.

10. A seat adjustment device, characterized in that, The device includes: The first determining module is used to determine the area to be adjusted in the seat of the mobile device corresponding to the virtual target area in response to the marking operation for the virtual target area; The second determining module is used to determine at least one target adjustment method from a preset set of adjustment methods based on the driving state of the mobile device; wherein the at least one target adjustment method is used to adjust at least one of the physical deformation, support stiffness, and appearance of the area to be adjusted; The first adjustment module is used to adjust the area to be adjusted according to the at least one target adjustment method.

11. A mobile device, characterized in that, The device includes a memory and a processor, wherein the memory stores a computer program that, when executed by the processor, causes the processor to implement the seat adjustment method as described in any one of claims 1 to 9.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the seat adjustment method as described in any one of claims 1 to 9.

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