Seat control method, control device, vehicle, program product, and storage medium

Abstract

The present disclosure provides a seat control method, a control device, a vehicle, a program product and a storage medium, relates to the technical field of vehicles, and can solve the problem of poor correction effect of a driver's sitting posture of a vehicle in the prior art. The method comprises the following steps: acquiring pressure data of a seat of a driving position of the vehicle and posture data of the driver; calculating a sitting posture deviation degree of the driver according to the pressure data and the posture data; generating a posture correction instruction according to the sitting posture deviation degree, and controlling a posture correction device to act according to the posture correction instruction, so as to adjust the sitting posture of the driver.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more particularly to seat control methods, control devices, vehicles, program products, and storage media. Background Technology

[0002] Existing intelligent seat adjustment technology cannot accurately detect the driver's real-time sitting posture and provide effective and comfortable dynamic adjustments for local posture changes. This results in the inability to apply precise support torque to the collapsed area, and the adjustment method is easily affected by the vehicle environment and cannot adapt to individual posture differences, thus affecting the sitting posture correction effect and driving safety. Summary of the Invention

[0003] This disclosure provides a seat control method, control device, vehicle, program product, and storage medium, which can solve the problem of poor driver posture correction effect in related technologies.

[0004] In a first aspect, this disclosure provides a seat control method applied to a vehicle, the vehicle including a posture correction device, the method comprising: acquiring pressure data of the seat in the driver's seat and posture data of the driver; calculating the driver's sitting posture deviation based on the pressure data and posture data; generating a posture correction command based on the sitting posture deviation, and controlling the posture correction device to adjust the driver's sitting posture based on the posture correction command.

[0005] The seat control method disclosed herein provides a comprehensive data foundation for calculating the sitting posture deviation by acquiring information from two dimensions: pressure data and posture data. By calculating the sitting posture deviation, a quantitative assessment of the driver's sitting posture is achieved. By generating posture correction commands, a precise adjustment strategy for sitting posture deviation is realized. By controlling the action of the posture correction device, active correction of the driver's sitting posture is achieved, thereby alleviating driving fatigue and improving driving safety.

[0006] In some possible implementations, the vehicle includes a vision sensor and a pressure sensor array for detecting the pressure exerted on the seat; acquiring pressure data of the driver's seat and posture data of the driver includes: controlling the pressure sensor array to collect pressure distribution data of the seat as pressure data; and controlling the vision sensor to collect data of key skeletal points of the driver as posture data.

[0007] Based on the aforementioned technical characteristics, the pressure sensor array provides high-precision pressure distribution information, while the vision sensor provides intuitive posture information. The combination of these two types of data provides a reliable data foundation for subsequent fusion analysis. Through the collaborative work of the pressure sensor array and the vision sensor, the system can acquire multi-dimensional sitting posture information, improving the accuracy and reliability of sitting posture recognition.

[0008] In some possible implementations, calculating the driver's posture deviation based on pressure data and posture data includes: calculating the lateral offset of the pressure center point based on pressure distribution data over multiple time periods; calculating the driver's torso tilt angle based on skeletal key points; and performing spatial coordinate mapping and normalization on the lateral offset of the pressure center point and the torso tilt angle to obtain the posture deviation.

[0009] Based on the above technical features, the degree of deviation of the driver's center of gravity is quantified by calculating the lateral offset of the pressure center point; the degree of tilt of the driver's upper body is quantified by calculating the torso tilt angle; and information from different dimensions is unified into a quantifiable index through spatial coordinate mapping and normalization, providing a basis for generating posture correction commands based on the sitting posture deviation and controlling the posture correction device based on the posture correction commands.

[0010] In some possible implementations, the lateral offset is the absolute value of the difference between the lateral coordinate of the pressure center point and the lateral coordinate of the seat geometric center line.

[0011] The lateral coordinate of the pressure center point satisfies the following formula: ; in, X COP Represents the horizontal coordinates of the center point. P i This represents the pressure value of the i-th pressure sensor. X i Let represent the horizontal coordinate of the i-th pressure sensor, and n represent the number of pressure sensors in the array.

[0012] Based on the aforementioned technical features, the system can comprehensively consider data from all pressure sensors to accurately reflect the center of gravity position of the driver's overall pressure distribution, avoiding the limitations of data from a single sensor. By calculating the lateral offset of the pressure center point, the system can quantify the degree of driver's center of gravity shift, providing an important tactile dimension indicator for calculating posture deviation.

[0013] In some possible implementations, the torso tilt angle satisfies the following formula:

[0014] in, θ Indicates the angle of trunk tilt. X r The lateral coordinate of the right shoulder is represented by Y. r The vertical coordinate of the right shoulder is represented by X. l The lateral coordinate of the left shoulder is represented by Y. l This represents the longitudinal coordinate of the left shoulder.

[0015] Based on the aforementioned technical features, accurate roll angles can be obtained through simple coordinate calculations, resulting in high computational efficiency and good real-time performance. By calculating the torso roll angle, the degree of tilt of the driver's upper body can be quantified, providing an important visual dimension indicator for calculating posture deviation.

[0016] In some possible implementations, the sitting posture deviation is corrected based on the visual posture weighting coefficient and the pressure distribution weighting coefficient.

[0017] Based on the aforementioned technical features, the introduction of weighting coefficients enables flexible integration of visual and tactile data, allowing for adjustments to the reliability of the two types of data according to actual working conditions, thereby improving the accuracy and robustness of posture deviation calculation.

[0018] In some possible implementations, the posture deviation satisfies the following formula: ; in, SDI Indicates the degree of deviation from sitting posture. α Represents the visual pose weighting coefficient. β This represents the pressure distribution weighting coefficient. θ allow Indicates the maximum permissible roll angle. L max Indicates the allowable offset range of the pressure center. L represents the lateral offset of the pressure center point.

[0019] Based on the aforementioned technical characteristics, normalization processing unifies parameters from different units to the same scale, facilitating comparison and decision-making. By calculating the degree of posture deviation, the system can accurately quantify the driver's posture deviation, providing a quantitative basis for subsequent adjustment decisions.

[0020] In some possible implementations, the seat control method further includes: detecting whether the vehicle is experiencing bumps, and if the vehicle is experiencing bumps, reducing the pressure distribution weighting coefficient. β .

[0021] Based on the aforementioned technical features, by dynamically adjusting the visual posture weight coefficient α and the pressure distribution weight coefficient β, the reliability of the sitting posture deviation can be automatically adjusted according to the vehicle's operating state. This avoids interference from vehicle bumps, turns, and other operating conditions on the sitting posture judgment, improving the system's environmental adaptability and judgment accuracy. By dynamically adjusting the weight coefficients, the accuracy of the sitting posture deviation calculation can be maintained under different operating conditions, improving the system's robustness.

[0022] In some possible implementations, the execution components include a partitioned airbag assembly; The posture correction command is generated based on the posture deviation, and the posture correction device is controlled to adjust the driver's posture according to the posture correction command. This includes: when the posture deviation exceeds a preset fatigue judgment threshold, the partition airbag is inflated or deflated according to the posture deviation.

[0023] Based on the aforementioned technical features, by determining the relationship between the degree of posture deviation and a preset fatigue threshold, and by setting a reasonable threshold, frequent adjustments that would interfere with the driver are avoided. Simultaneously, the zoned airbag design enables precise localized adjustments. Through the configuration of the zoned airbag group, precise localized adjustments can be made for different posture deviations, improving the targeting and effectiveness of the adjustments.

[0024] In some possible implementations, controlling the inflation or deflation of the zoned airbags based on the sitting posture deviation includes: obtaining the sitting posture deviation direction based on the sitting posture deviation; determining the target airbag position corresponding to the side that the driver needs to correct based on the sitting posture deviation direction; calculating the target support force required on the side to be corrected based on the sitting posture deviation, and controlling the inflation or deflation of the target airbag based on the target support force.

[0025] Based on the above technical features, by establishing a quantitative relationship between deviation and support force, the required support force can be accurately calculated according to the severity of the sitting posture deviation, avoiding the problems of over-adjustment or under-adjustment.

[0026] In some possible implementations, controlling the inflation or deflation of the target airbag includes controlling the rate of change of air pressure inside the target airbag to be lower than a preset human tactile perception threshold.

[0027] Based on the aforementioned technical features, by controlling the rate of air pressure change to be lower than the human tactile perception threshold, the airbag can be adjusted without the driver noticing, thus avoiding interference with the driver during the adjustment process and ensuring driving safety.

[0028] In some possible implementations, the target support force satisfies the following formula: ; in, SDI Indicates the degree of deviation from sitting posture. K s Indicates the support gain coefficient. Indicates the target's supporting strength.

[0029] And / or, the target inflation volume satisfies the following formula: ; in, P target Indicates the target inflation volume. P 0 indicates the current airbag pressure. ，A Indicates the effective area of ​​the airbag. Indicates the target's supporting strength.

[0030] Based on the aforementioned technical features, the calculation of the target inflation volume ensures that the airbag can provide accurate support. By quantitatively calculating the target support force and the target inflation volume, precise support force control can be achieved, improving the accuracy and comfort of adjustment.

[0031] In some possible implementations, the rate of change of air pressure inside the target airbag satisfies the following formula: ; in, V threshold The threshold constant representing the change in tactile sensation in a static human body. ， Indicates the current vehicle speed γ This represents the vibration masking coefficient.

[0032] Based on the aforementioned technical features, vehicle speed and vibration masking coefficients are incorporated to enable the adjustment rate to adapt to different driving conditions, thus improving the system's adaptability. By precisely controlling the rate of air pressure change, imperceptible seating posture adjustment can be achieved, minimizing driver interference while ensuring the adjustment effect.

[0033] Secondly, this disclosure provides a control device for use in a vehicle. The device includes: an acquisition module, a processing module, and an execution module. The acquisition module is used to acquire pressure data of the driver's seat and posture data of the driver. The processing module is used to calculate the driver's sitting posture deviation based on the pressure data and posture data, and generate a posture correction command based on the sitting posture deviation. The execution module is used to control the posture correction device to adjust the driver's sitting posture according to the posture correction command.

[0034] Thirdly, this disclosure provides a control device, including: a memory and a processor; the memory and the processor are coupled; the memory is used to store a computer program; the processor executes the computer program to implement the seat control method of any of the above embodiments.

[0035] Fourthly, this disclosure provides a computer-readable storage medium storing computer program instructions that, when executed by a processor, implement the seat control method of any of the above embodiments.

[0036] Fifthly, this disclosure provides a computer program product including computer program instructions that, when executed by a processor, implement the seat control method described in any of the above embodiments.

[0037] In a sixth aspect, this disclosure provides a vehicle including the control device of any of the preceding embodiments; or the computer-readable storage medium of any of the preceding embodiments; or the computer program product of any of the preceding embodiments. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in this disclosure, the accompanying drawings used in some embodiments of this disclosure will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings.

[0039] Figure 1 This is a schematic diagram of the structure of a vehicle provided for some embodiments of the present disclosure; Figure 2 A schematic diagram of a vehicle module provided for some embodiments of this disclosure; Figure 3 A flowchart of a seat control method provided for some embodiments of this disclosure Figure 1 ; Figure 4 A flowchart of a seat control method provided for some embodiments of this disclosure Figure 2 ; Figure 5 A flowchart of a seat control method provided for some embodiments of this disclosure Figure 3 ; Figure 6 A flowchart of a seat control method provided for some embodiments of this disclosure Figure 4 ; Figure 7 This is a schematic diagram of the structure of a control device provided in some embodiments of the present disclosure; Figure 8 This is a schematic diagram of another control device provided in some embodiments of the present disclosure. Detailed Implementation

[0040] The technical solutions of this disclosure will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0041] It should be noted that, in this disclosure, the terms "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0042] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0043] In the description of this disclosure, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. Furthermore, "at least one" means one or more, and "more than one" means two or more.

[0044] For example, the intelligent seat adjustment technology in the background integrates multimodal data and performs symmetrical adjustments based on macroscopic health indices or comfort thresholds. However, when the driver is fatigued and leans, it cannot provide directional support torque for unilateral collapse, resulting in limited corrective effect.

[0045] To address the aforementioned technical problems, this disclosure provides a seat control method, a control device, a computer-readable storage medium, a computer program product, and a vehicle. The method is applied to a vehicle, which includes a control device. The method acquires pressure data from the seat 700 and driver posture data, calculates the driver's posture deviation, generates a posture correction command based on the posture deviation, and controls the posture correction device to adjust the driver's posture.

[0046] This disclosure provides a vehicle, including but not limited to passenger cars, commercial vehicles, special vehicles, and other vehicles equipped with an intelligent cockpit system. The vehicle includes a seat control device, which can be integrated into the vehicle's central controller or exist as a separate seat controller.

[0047] like Figure 2 As shown, the vehicle provided in this embodiment includes a multimodal perception module 504, a fusion computing module 505, a strategy generation module 506, and a micro-motion execution module 507.

[0048] The multimodal perception module 504 may include a vision sensor and a pressure sensor. The vision sensor may be a DMS camera, which is installed on the A-pillar of the cockpit or above the dashboard to capture key points of the driver's upper body skeleton (such as the acromion point and the spinal axis) in real time and provide posture data in the visual dimension.

[0049] Pressure sensors are installed under the skin of the seat cushion and backrest to collect high-frequency pressure values ​​between the human body and the seat, generate real-time body pressure distribution cloud maps, and provide tactile force data.

[0050] The fusion computing module 505 is integrated into the controller, configured in the vehicle's central controller or independent seat controller. The fusion computing module 505 is configured to perform cross-validation and fusion calculations on multi-source information. It receives data from the multimodal perception module 504 and executes spatiotemporal alignment and cross-validation algorithms. Its core logic is to map the two-dimensional skeletal data collected by the DMS camera and the pressure distribution data collected by the pressure sensor array to the same spatial coordinate system. Through a weighted algorithm, it eliminates misjudgments from a single sensor caused by vehicle vibrations, outputting an accurate real-time seat posture deviation (SDI).

[0051] The strategy generation module 506 also runs within the MCU controller and is used for decision-making. It has built-in fatigue judgment logic. When the SDI index output by the fusion calculation module 505 exceeds a preset threshold, the module automatically calculates the target area that needs mechanical compensation and generates asymmetric adjustment commands for the airbag in that specific area.

[0052] The micro-motion actuator module 507 includes independently partitioned airbags built into the side wings and lumbar support areas of the seat back, as well as matching silent air pumps and proportional solenoid valves. This module receives instructions from the strategy generation module 506 and is configured to control the inflation and deflation of the airbags at a rate (i.e., micro-motion rate) lower than the human tactile perception threshold, ensuring the smoothness of the adjustment action.

[0053] like Figure 2 and Figure 7 As shown, in some possible examples, the multimodal sensing module 504 can be equivalent to the acquisition module 501 in the control device 500 of this disclosure. The fusion calculation module 505 and the policy generation module 506 can be equivalent to the processing module 502 in the control device 500. The micro-motion execution module 507 can be equivalent to the execution module 503 in the control device 500.

[0054] In some possible examples, the vehicle also includes a posture correction device for adjusting the driver's seating position according to control commands.

[0055] like Figure 1 and Figure 2As shown, in some possible examples, the vehicle may include a vision sensor 5011 and a pressure sensor. Exemplarily, the vision sensor 5011 may be a DMS camera. This disclosure does not limit the specific selection of the vision sensor 5011, which may be chosen based on actual circumstances such as manufacturing process and cost.

[0056] In other possible examples, an ultrasonic scanning device may be used to acquire the driver's posture data. This disclosure does not specifically limit the method of acquiring the driver's posture data, and the method can be selected according to actual conditions such as cost and design.

[0057] In some possible examples, the vision sensor 5011 could be positioned above the A-pillar or dashboard of the cockpit to capture key points of the driver's upper body skeleton (such as the acromion and spinal axis) in real time, thereby providing visual posture data.

[0058] In some possible examples, the number of pressure sensors can be multiple, forming a pressure sensor array 5012. The pressure sensor array 5012 can be laid in the subcutaneous area of ​​the seat cushion and backrest of the seat 700 to collect pressure values ​​of the contact surface between the human body and the seat 700 at high frequency, generate a real-time body pressure distribution cloud map, and provide tactile pressure data.

[0059] In some possible examples, the posture correction trim could be an array of individually partitioned airbags integrated into the side wings and lumbar support area of ​​the seat 700. The movement of the airbags and lumbar support would then exert a force on the driver to adjust their seating posture.

[0060] It is understood that the application scenarios of the embodiments of this disclosure are not limited. The system architecture and business scenarios described in the embodiments of this disclosure are for the purpose of more clearly illustrating the technical solutions of the embodiments of this disclosure, and do not constitute a limitation on the technical solutions provided by the embodiments of this disclosure. As those skilled in the art will know, with the evolution of network architecture and the emergence of new business scenarios, the technical solutions provided by the embodiments of this disclosure are also applicable to similar technical problems.

[0061] The seat control method provided in the embodiments of this disclosure will be described in detail below.

[0062] like Figure 3 As shown, in some embodiments, this disclosure provides a seat control method, which includes the following steps: S1. Obtain pressure data of the driver's seat and posture data of the driver.

[0063] By acquiring pressure data from the seat (700°) and driver posture data, the system provides data support for subsequent calculations of seating posture deviation. Simultaneously, it acquires information from both tactile and visual dimensions, laying the foundation for accurate identification of seating posture. Through the acquisition of pressure and posture data, the system can comprehensively understand the driver's seating posture, providing a reliable data basis for subsequent deviation calculations and adjustment decisions.

[0064] like Figure 4 As shown, in some embodiments, step S1 specifically includes the following steps: S101, Control the pressure sensor array to collect pressure distribution data of the seat as pressure data.

[0065] In some possible examples, a pressure sensor array 5012 is laid subcutaneously in the seat cushion and backrest of the seat 700, comprising multiple pressure sensors, each capable of detecting the pressure value at its location. The pressure sensor array 5012 can scan the pressure distribution over the driver's hips and back at high frequency, recording the pressure values ​​at each contact point and generating digital real-time body pressure distribution data. The pressure data includes the pressure value of each pressure sensor and its corresponding lateral coordinate.

[0066] In some possible examples, the pressure sensor array 5012 could employ flexible thin-film pressure sensors that fit snugly against the surface of the seat 700 without compromising seating comfort. Simultaneously, the pressure sensors need to maintain an appropriate density to ensure they can capture subtle changes in pressure distribution and reflect dynamic changes in the driver's posture in real time.

[0067] In other possible examples, the pressure sensor array 5012 may also employ multiple piezoresistive pressure sensors. This disclosure does not limit the specific selection of pressure sensors in the pressure sensor array 5012, but can select them according to actual conditions such as cost and design.

[0068] S102, Control the vision sensor to collect data on the driver's skeletal key points as posture data.

[0069] In one possible example, the vision sensor 5011 could be a DMS camera, mounted on the A-pillar or above the dashboard in the cockpit, for real-time driver imaging. Computer vision algorithms are used to extract the driver's head posture and shoulder lines to construct an upper body skeletal model. Specifically, shoulder lines are constructed using key points on the left and right shoulders, and the angle between the shoulder lines and the horizontal plane is calculated as a parameter representing the driver's torso tilt. Posture data includes the left shoulder coordinates (…). X l , Y l ) and right shoulder coordinates ( X r, Y r ).

[0070] For example, the DMS camera can employ infrared imaging technology, enabling it to accurately capture the driver's facial and body features under varying lighting conditions, thus meeting the needs of real-time posture recognition. Simultaneously, the visual recognition algorithm utilizes a deep learning model, accurately extracting key points of the human skeleton, thereby increasing the accuracy of posture data recognition.

[0071] This configuration allows the pressure sensor array 5012 to provide high-precision pressure distribution information, while the vision sensor 5011 provides intuitive posture information. The combination of these two types of data provides a reliable data foundation for subsequent fusion analysis. Through the collaborative work of the pressure sensor array 5012 and the vision sensor 5011, the system can acquire multi-dimensional sitting posture information, improving the accuracy and reliability of sitting posture recognition.

[0072] like Figure 3 and Figure 5 As shown, the seat control method provided in this disclosure also includes: S2. Calculate the driver's sitting posture deviation based on pressure and posture data.

[0073] By fusing pressure and posture data, a quantitative index that characterizes the degree of driver posture deviation is calculated. This achieves multimodal data fusion processing, unifying information from different dimensions into a single quantifiable index, providing a basis for subsequent posture correction commands and adjustments to the driver's posture.

[0074] In some embodiments, calculating the driver's posture deviation based on pressure data and posture data includes: calculating the lateral offset of the pressure center point based on pressure distribution data over multiple time periods; calculating the driver's torso tilt angle based on skeletal key points; and performing spatial coordinate mapping and normalization on the lateral offset of the pressure center point and the torso tilt angle to obtain the posture deviation.

[0075] S201. Calculate the lateral offset of the pressure center point based on pressure distribution data from multiple time periods.

[0076] In some possible examples, the lateral offset can be the absolute value of the difference between the lateral coordinate of the pressure center point and the lateral coordinate of the seat 700 geometric center line.

[0077] In some possible examples, the lateral coordinates of the pressure center point satisfy the following formula: ; in, X COP Represents the horizontal coordinates of the center point. Pi This represents the pressure value of the i-th pressure sensor. X i Let represent the horizontal coordinate of the i-th pressure sensor, and n represent the number of pressure sensors in the array.

[0078] The difference between the lateral coordinate of the pressure center point and the lateral coordinate of the seat 700 geometric center line can be used to accurately calculate the lateral offset, thereby accurately reflecting the lateral offset of the driver's center of gravity.

[0079] This configuration comprehensively considers data from all pressure sensors, accurately reflecting the center of gravity position of the driver's overall pressure distribution, thus avoiding the limitations of data from a single sensor. By calculating the lateral offset of the pressure center point, the system can quantify the degree of deviation of the driver's center of gravity, providing an important tactile dimension indicator for calculating posture deviation.

[0080] In other possible examples, a database with a matching relationship between pressure data and lateral offset can be set up. The lateral offset can be obtained by matching the data. This disclosure does not limit the specific calculation method of the lateral offset. It can be selected according to the actual situation such as design and recognition accuracy.

[0081] S202. Calculate the driver's torso roll angle based on skeletal key points.

[0082] In some possible examples, the trunk tilt angle satisfies the following formula:

[0083] in, θ Indicates the angle of trunk tilt. X r The lateral coordinate of the right shoulder is represented by Y. r The vertical coordinate of the right shoulder is represented by X. l The lateral coordinate of the left shoulder is represented by Y. l This represents the longitudinal coordinate of the left shoulder.

[0084] The above formula calculates the angle between the shoulder line and the horizontal plane using the coordinates of key points on the left and right shoulders, providing a visual indication of the driver's upper body tilt. In some possible examples, a positive θ value indicates a tilt to the right, while a negative value indicates a tilt to the left.

[0085] This setup allows for accurate roll angle calculations through simple coordinate calculations, resulting in high computational efficiency and good real-time performance. By calculating the torso roll angle, the degree of tilt of the driver's upper body can be quantified, providing an important visual dimension indicator for calculating posture deviation.

[0086] In other possible examples, a matching data model between the trunk tilt angle and the visual image can be set up, and the corresponding trunk tilt angle can be calculated by matching the visual image. This disclosure does not limit the specific calculation method of the trunk tilt angle, and can be selected according to the actual situation such as design and calculation accuracy.

[0087] S203. The lateral offset of the pressure center point and the torso tilt angle are processed by spatial coordinate mapping and normalization to obtain the sitting posture deviation.

[0088] In some embodiments, the sitting posture deviation can be corrected based on the visual posture weighting coefficient and the pressure distribution weighting coefficient. This allows for a more accurate calculation of the sitting posture deviation and reduces the impact of the external environment and special circumstances on the deviation.

[0089] In some embodiments, the sitting posture deviation satisfies the following formula: ; in, SDI Indicates the degree of deviation from sitting posture. α Represents the visual pose weighting coefficient. β This represents the pressure distribution weighting coefficient. θ allow Indicates the maximum permissible roll angle. L max Indicates the allowable offset range of the pressure center. L represents the lateral offset of the pressure center point.

[0090] SDI (Self-Depth Indicator) is used to characterize the degree of deviation of the driver's current sitting posture from the normal sitting posture. The larger the SDI value, the more severe the driver's lateral tilt. When the SDI exceeds a preset threshold, the system triggers fatigue posture judgment and active support adjustment.

[0091] θ allow The maximum permissible roll angle, in some possible examples, can be selected based on ergonomic studies. For example, θ allow You can choose 8°, 10° or 11°, etc.

[0092] L max The allowable offset range of the pressure center represents the maximum permissible distance that the pressure center can move from its central position to the single-sided support boundary under normal driving conditions. For example, the allowable offset range of the pressure center can be 180mm, 170mm, or 175mm, etc.

[0093] α and β are confidence weighting coefficients. α Represents the visual pose weighting coefficient. βThis represents the pressure distribution weighting coefficient, where in some possible examples, α + β = 1. For example, the initial values ​​could be set to α = 0.5 and β = 0.5.

[0094] In some possible examples, spatial coordinate mapping unifies the tilt angle of the visual coordinate system and the pressure offset of the tactile coordinate system into the same reference frame. Normalization converts parameters in different units into dimensionless relative values ​​by dividing by their respective maximum allowable values, facilitating weighted fusion.

[0095] This setup, through the introduction of weighting coefficients, enables the flexible integration of visual and tactile data, allowing for adjustments to the reliability of the two types of data based on actual working conditions, thereby improving the accuracy and robustness of posture deviation calculation.

[0096] Meanwhile, normalization processes unify parameters from different units to the same scale, facilitating comparison and decision-making. By calculating the degree of posture deviation, the system can accurately quantify the driver's posture deviation, providing a quantitative basis for subsequent adjustment decisions.

[0097] S204. Detect whether the vehicle is bumpy. If the vehicle is bumpy, reduce the pressure distribution weight coefficient β.

[0098] In some possible examples, the vehicle can be equipped with an acceleration sensor capable of detecting vehicle vibrations. When a bump is detected, the β value can be automatically reduced, and the α value increased accordingly to eliminate interference from vibrations on the pressure sensor data. When visual indication shows the body leaning to the left and tactile indication shows increased pressure on the left side, the data is confirmed as valid, and the final real-time sitting posture deviation is output. This fusion mechanism effectively eliminates misjudgments caused by a single sensor due to centrifugal force during vehicle cornering.

[0099] For example, bump detection uses a triaxial accelerometer. When the detected vertical acceleration exceeds a preset value, a bumpy state is determined. During a bumpy state, the pressure distribution weighting coefficient β can decrease from 0.5 to 0.3, and the visual posture weighting coefficient α can correspondingly increase from 0.5 to 0.7. When the bumpy state ends, both the visual posture weighting coefficient α and the pressure distribution weighting coefficient β can return to 0.5.

[0100] This configuration, through dynamic adjustment of the visual posture weight coefficient α and the pressure distribution weight coefficient β, automatically adjusts the reliability of the sitting posture deviation based on the vehicle's operating conditions. This avoids interference from vehicle bumps, turns, and other operating conditions on posture judgment, improving the system's environmental adaptability and judgment accuracy. By dynamically adjusting the weight coefficients, the accuracy of sitting posture deviation calculation can be maintained under different operating conditions, improving the system's robustness.

[0101] like Figure 3 and Figure 6As shown, the seat control method provided in this disclosure also includes: S3. Generate posture correction commands based on the sitting posture deviation, and control the posture correction device to adjust the driver's sitting posture according to the posture correction commands.

[0102] By calculating the degree of posture deviation, corresponding adjustment instructions are generated. Precise adjustment strategies can be developed based on the severity and direction of the deviation, avoiding blind adjustments. By generating posture correction instructions, targeted adjustment plans can be formulated according to the specific circumstances of the posture deviation, improving the accuracy and effectiveness of the adjustments.

[0103] The fatigue assessment threshold is used to distinguish between a normal sitting posture and a fatigued leaning posture. In some possible examples, the fatigue assessment threshold can be obtained based on ergonomic experiments and driving simulation tests. For example, the fatigue assessment threshold can be 0.5. When the SDI exceeds the fatigue assessment threshold, it is considered that the driver has a significant deviation from the sitting posture, and the fatigue posture assessment process begins.

[0104] For example, when the deviation of the sitting posture is greater than 5 degrees and the duration is greater than 3 minutes, it is determined to be fatigue-induced lateral tilting.

[0105] S301. When the sitting posture deviation exceeds the preset fatigue judgment threshold, the zone airbags are inflated or deflated according to the sitting posture deviation.

[0106] The partitioned airbag assembly includes independent partitioned airbags built into the side wings and lumbar support area of ​​the seat 700 backrest. Each airbag 5031 can be independently controlled for inflation and deflation. The airbag 5031 is connected to a silent air pump and a proportional solenoid valve via an air tube, enabling precise control of the inflation volume and inflation rate.

[0107] Simultaneously, the adjustment strategy was effectively implemented, achieving the desired adjustment effect through precise execution control. By controlling the movement of the posture correction device, the adjustment strategy can be transformed into actual sitting posture adjustment, realizing active correction of sitting posture.

[0108] In some possible examples, the partitioned airbag group may include six independent airbags 5031: left lumbar support airbag, left side wing airbag, right lumbar support airbag, right side wing airbag, left seat cushion airbag and right seat cushion airbag.

[0109] For example, the effective working area of ​​each airbag 5031 can be 0.02 square meters, 0.04 square meters, or 0.05 square meters, and the maximum inflation pressure can be 30 kPa, 35 kPa, or 40 kPa. The airbag 5031 can be made of TPU material or rubber. This disclosure does not limit the specific parameters of the airbag 5031, and the appropriate parameters can be selected based on actual conditions such as cost and design.

[0110] With this arrangement, through the judgment between the sitting posture deviation and the preset fatigue judgment threshold, and by setting a reasonable threshold, interference to the driver caused by frequent adjustment is avoided; meanwhile, the design of zoned airbags enables accurate local adjustment. Through the arrangement of the zoned airbag group, accurate local adjustment can be performed according to different sitting posture deviation conditions, which improves the pertinence and effectiveness of adjustment.

[0111] S3011: Obtain the sitting posture deviation direction according to the sitting posture deviation.

[0112] In some embodiments, the sitting posture deviation direction is determined by the deviation direction of the center of pressure and the positive / negative of the torso tilt angle.

[0113] In some possible examples, the judgment logic for the sitting posture deviation direction is as follows: when the lateral offset ΔL of the center of pressure is greater than 0 and the torso tilt angle θ is greater than 0, it is determined as deviation to the right; when ΔL is less than 0 and θ is less than 0, it is determined as deviation to the left.

[0114] In some other possible examples, when the lateral offset ΔL of the center of pressure is less than 0 and the torso tilt angle θ is less than 0, it is determined as deviation to the right; when ΔL is greater than 0 and θ is greater than 0, it is determined as deviation to the left.

[0115] S3012: Determine the target airbag position corresponding to the side to be corrected for the driver according to the sitting posture deviation direction.

[0116] For example, if it is determined that the driver collapses to the left (XCOP<X0 and θ<0), the posture correction instruction will explicitly specify the "left airbag" as the intervention object, then the left airbag is inflated, while the right airbag is deflated or neither inflated nor deflated.

[0117] If it is determined that the driver collapses to the right (X COP > X0 and θ > 0), the posture correction instruction will explicitly specify the "right airbag" as the intervention object, then the right airbag is inflated, while the left airbag is deflated or neither inflated nor deflated.

[0118] The determination of the target airbag position is selected according to the deviation direction and deviation degree. In some possible examples, for slight deviation, only the lumbar support airbag is adjusted; for moderate deviation, both the lumbar support airbag and the side wing airbag are adjusted; for severe deviation, the lumbar support airbag, the side wing airbag and the seat cushion airbag are adjusted simultaneously.

[0119] S3013: Calculate the target supporting force required by the correction side according to the sitting posture deviation, and control the inflation or deflation of the target airbag according to the target supporting force.

[0120] In some embodiments, the target supporting force satisfies the following formula: ; wherein, SDI Indicates the degree of deviation from sitting posture. K s Indicates the support gain coefficient. Indicates the target's supporting strength.

[0121] The target inflation volume satisfies the following formula: ; in, P target Indicates the target inflation volume. P 0 indicates the current airbag pressure is 5031. ，A This indicates the effective area of ​​airbag 5031. Indicates the target's supporting strength.

[0122] In some possible examples, the support gain coefficient K s It adaptively adjusts based on the driver's weight and the seat's 700 firmness.

[0123] For example, a smaller value can be selected for the support gain coefficient for lighter drivers; a larger value can be selected for drivers of standard weight; and an even larger value can be selected for drivers of heavier weight.

[0124] In some possible examples, the effective area A of the airbag 5031 is calculated through the geometric dimensions of the airbag 5031, and the size and type of the airbag 5031 can be selected based on actual conditions such as cost and process.

[0125] This setup, by establishing a quantitative relationship between the degree of deviation and the support force, allows for the precise calculation of the required support force based on the severity of the posture deviation, avoiding problems of over-adjustment or under-adjustment.

[0126] Meanwhile, the calculation of the target inflation volume ensures that the airbag 5031 can provide accurate support. By quantitatively calculating the target support force and the target inflation volume, precise support force control can be achieved, improving the accuracy and comfort of adjustment.

[0127] S3014. Control the rate of change of air pressure inside the target airbag to be lower than the preset human tactile perception threshold.

[0128] In some embodiments, the rate of change of air pressure inside the target airbag satisfies the following formula: ; in, V threshold The threshold constant representing the change in tactile sensation in a static human body. ， Indicates the current vehicle speed γThis represents the vibration masking coefficient. The masking coefficient is used to characterize the degree to which vehicle vibration affects the driver's tactile perception. It can be obtained through experiments and data model training.

[0129] In some possible examples, the rate of change of air pressure inside the target airbag can be controlled by adjusting the opening of the proportional solenoid valve, thereby strictly limiting the rate of change of air pressure inside the airbag 5031 to be less than a preset human tactile perception threshold.

[0130] In some possible examples, the rate of change of air pressure inside the target airbag can be less than 0.5 kPa / s, and in other possible examples, the deformation rate of airbag 5031 can be less than 1 mm / min.

[0131] The seat 700 slowly changes its shape over a relatively long time window. The driver does not subjectively feel any significant vibration, and the relative positions of the hands and steering wheel, and the feet and pedals do not change abruptly. Thus, without changing the driving posture or interfering with driving safety, the seat subtly reconstructs its support shape, correcting poor posture and alleviating fatigue.

[0132] This configuration, by controlling the rate of air pressure change below the threshold of human tactile perception, allows the airbag 5031 to be adjusted without the driver noticing, thus avoiding interference with the driver during the adjustment process and ensuring driving safety.

[0133] Meanwhile, by incorporating vehicle speed and vibration masking coefficients, the adjustment rate can adapt to different driving conditions, improving the system's adaptability. Through precise control of the air pressure change rate, imperceptible seating posture adjustment can be achieved, minimizing driver interference while ensuring effective adjustment.

[0134] The foregoing primarily describes the solutions of the embodiments of this disclosure from a methodological perspective. It is understood that, in order to achieve the aforementioned functions, the control device includes at least one of the hardware structures and software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, in conjunction with the units and algorithm steps of the various examples described in the embodiments disclosed herein, the embodiments of this disclosure can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the embodiments of this disclosure.

[0135] This disclosure embodiment can divide the control device into functional modules according to the above method embodiment. For example, each function can be divided into a separate functional module, or two or more functions can be integrated into one functional module. The integrated module can be implemented in hardware or software. It should be noted that the module division in this disclosure embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods. The following description uses the example of dividing each functional module according to each function.

[0136] Figure 7 This is a schematic diagram of a control device 500 provided in an embodiment of this disclosure. The control device 500 is applied to a vehicle and can execute the seat control method provided in the above-described method embodiment. Figure 7 As shown, the control device 500 includes: an acquisition module 501, a processing module 502, and an execution module 503.

[0137] The acquisition module 501 is used to acquire the pressure data of the driver's seat and the driver's posture data; the processing module 502 is used to calculate the driver's sitting posture deviation based on the pressure data and posture data, and generate a posture correction command based on the sitting posture deviation; the execution module 503 is used to control the posture correction device to adjust the driver's sitting posture according to the posture correction command.

[0138] In some possible examples, the acquisition module 501 may include a pressure sensor array and a vision sensor to acquire pressure data and driver posture data.

[0139] In some possible examples, processing module 502 includes a data fusion submodule, a deviation calculation submodule, and a policy generation submodule. The data fusion submodule is responsible for spatial coordinate mapping and normalization of pressure data and posture data; the deviation calculation submodule is responsible for calculating the sitting posture deviation; and the policy generation submodule is responsible for generating posture correction instructions based on the sitting posture deviation.

[0140] The execution module 503 includes an instruction parsing submodule and an execution control submodule. The instruction parsing submodule is responsible for parsing attitude correction instructions and extracting the target airbag position and target inflation volume; the execution control submodule is responsible for controlling the proportional solenoid valve and air pump to achieve precise inflation and deflation of the airbag.

[0141] When implementing the functions of the integrated modules described above in hardware, this disclosure provides a possible structure for the control device 600 involved in the above embodiments. For example... Figure 8As shown, the control device 600 includes a processor 602 and a bus 604. Optionally, the control device 600 may further include a memory 601; optionally, the control device 600 may further include a communication interface 603. The memory 601 and the processor 602 are coupled; the memory 601 is used to store instructions executable by the processor 602; when the processor 602 executes the instructions, it executes the seat control method provided in the above method embodiments.

[0142] Processor 602 may implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with embodiments of this disclosure. Processor 602 may be a central processing unit, a general-purpose processor, a digital signal processor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with embodiments of this disclosure. Processor 602 may also be a combination that implements computing functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0143] Communication interface 603 is used to connect to other devices via a communication network. This communication network can be Ethernet, wireless access network, wireless local area network (WLAN), etc.

[0144] The memory 601 may be a read-only memory (ROM) or other type of static storage device capable of storing static information and instructions, random access memory (RAM) or other type of dynamic storage device capable of storing information and instructions, or electrically erasable programmable read-only memory (EEPROM), disk storage medium or other magnetic storage device, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but is not limited thereto.

[0145] In one possible implementation, the memory 601 can exist independently of the processor 602. The memory 601 can be connected to the processor 602 via a bus 604 and is used to store instructions or program code. When the processor 602 calls and executes the instructions or program code stored in the memory 601, it can implement the seat control method provided in this embodiment. In another possible implementation, the memory 601 can also be integrated with the processor 602.

[0146] Bus 604 can be an extended industry standard architecture (EISA) bus, etc. Bus 604 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 8 The 604 bus is represented by a single thick line, but this does not mean that there is only one bus 604 or only one type of bus 604.

[0147] Some embodiments of this disclosure provide a computer-readable storage medium (e.g., a non-transitory computer-readable storage medium) storing computer program instructions that, when executed on a processor 602, cause the processor 602 to perform the seat control method as described in any of the above embodiments.

[0148] Exemplary examples of computer-readable storage media may include, but are not limited to: magnetic storage devices (e.g., hard disks, floppy disks, or magnetic tapes), optical discs (e.g., compact disks (CDs), digital versatile disks (DVDs), etc.), smart cards, and flash memory devices (e.g., erasable programmable read-only memory (EPROMs), cards, sticks, or key drives, etc.). The various computer-readable storage media described in this disclosure may represent one or more devices and / or other machine-readable storage media for storing information. The term "machine-readable storage medium" may include, but is not limited to, wireless channels and various other media capable of storing, containing, and / or carrying instructions and / or data.

[0149] This disclosure provides a computer program product containing instructions that, when run on a processor 602, cause the processor 602 to execute the seat control method described in any of the above embodiments.

[0150] This disclosure provides a vehicle including a control device 600 as described in any of the preceding embodiments; or a computer-readable storage medium as described in any of the preceding embodiments; or a computer program product as described in any of the preceding embodiments.

[0151] The vehicles provided in this disclosure may be passenger vehicles or freight vehicles, and may be electric vehicles or hybrid vehicles. This disclosure does not limit the specific purpose or power type of the vehicles, and can be selected according to actual needs.

[0152] This disclosure provides a schematic diagram of a vehicle structure. The vehicle includes a body and wheels. The body is used for passengers and for carrying goods, while the wheels are mounted under the body to support the body and allow it to roll on the road surface, thus enabling the vehicle to move.

[0153] In some possible examples, the vehicle is equipped with a control system, which typically adopts a layered distributed architecture. From the bottom layer to the top layer, it can be roughly divided into a perception layer, a control layer, a coordination layer, and an interaction layer. The layers communicate with each other through an in-vehicle network.

[0154] The perception layer mainly consists of various sensors distributed inside and outside the vehicle, including but not limited to external environment cameras, millimeter-wave radar, lidar, ultrasonic sensors, in-vehicle driver monitoring cameras, microphone arrays, and various vehicle status sensors (such as wheel speed sensors, inertial measurement units, temperature sensors, etc.). The perception layer is responsible for collecting multi-dimensional data such as the vehicle's own operating status, driver behavior, and external driving environment in real time.

[0155] The control layer consists of dozens to hundreds of electronic control units (ECUs), distributed across multiple functional domains including powertrain, chassis, body, intelligent driving, and infotainment. Each ECU embeds real-time control software that performs closed-loop control of the vehicle's actuators based on preset control strategies or upper-level commands, and generates corresponding alarm signals when abnormal conditions are detected. Typical ECUs include the engine control unit, transmission control unit, brake control unit, steering control unit, vehicle stability control unit, airbag control unit, intelligent driving domain controller, and in-vehicle infotainment unit.

[0156] The coordination layer typically exists in the form of a domain controller or a central computing platform, responsible for cross-domain data fusion, global state management, and collaborative decision-making. The coordination layer centrally processes and schedules the sensing data and control commands that were originally scattered across various functional domains, connecting downwards to various electronic control units and supporting human-machine interaction functions upwards.

[0157] The interaction layer mainly includes in-cabin display devices (such as instrument panel, central control screen, head-up display), voice interaction system, haptic feedback device, etc., which are responsible for presenting vehicle status, warning information and driving suggestions to the driver in the form of visual, auditory or tactile, while receiving the driver's touch, voice and other input commands.

[0158] Data transmission and interaction between different layers are achieved through the vehicle bus network. Common vehicle bus protocols include CAN (Controller Area Network), CAN FD (CAN with Flexible Data-Rate), LIN (Local Interconnect Network), FlexRay, and vehicle Ethernet, which supports high-bandwidth data transmission. Among these, CAN and CAN FD buses are widely used for communication in real-time control domains such as powertrain and chassis, while vehicle Ethernet is gradually being applied to high-bandwidth sensor data transmission in the intelligent driving domain and multimedia interaction scenarios in the cockpit domain.

[0159] The above description is merely a specific embodiment of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any changes or substitutions within the technical scope disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A seat control method, characterized in that, Applied to a vehicle, the vehicle including a posture correction device, the method includes: Acquire pressure data of the driver's seat and driver's posture data; The driver's sitting posture deviation is calculated based on the pressure data and the posture data; The posture correction command is generated based on the posture deviation, and the posture correction device is controlled to adjust the driver's posture based on the posture correction command.

2. The seat control method according to claim 1, characterized in that, The vehicle includes a vision sensor and a pressure sensor array for detecting the pressure exerted on the seat. The acquisition of pressure data from the driver's seat and driver's posture data includes: The pressure sensor array is controlled to collect pressure distribution data of the seat, which is used as the pressure data; The vision sensor is controlled to collect data on the driver's skeletal key points as posture data.

3. The seat control method according to claim 2, characterized in that, The calculation of the driver's posture deviation based on the pressure data and the posture data includes: Calculate the lateral offset of the pressure center point based on pressure distribution data from multiple time periods; The driver's torso roll angle was calculated based on skeletal key points; The lateral offset of the pressure center point and the torso tilt angle are subjected to spatial coordinate mapping and normalization to obtain the sitting posture deviation.

4. The seat control method according to claim 3, characterized in that, The lateral offset is the absolute value of the difference between the lateral coordinate of the pressure center point and the lateral coordinate of the seat geometric center line; The lateral coordinate of the pressure center point satisfies the following formula: ； in, X COP This represents the lateral coordinates of the center point. P i This represents the pressure value of the i-th pressure sensor. X i The lateral coordinate of the i-th pressure sensor is represented by n, and the number of pressure sensors in the array of pressure sensors is represented by n. And / or, the torso tilt angle satisfies the following formula: in, θ This indicates the torso tilt angle. X r The lateral coordinate of the right shoulder is represented by Y. r The vertical coordinate of the right shoulder is represented by X. l The lateral coordinate of the left shoulder is Y. l This represents the longitudinal coordinate of the left shoulder.

5. The seat control method according to claim 1, characterized in that, The sitting posture deviation is corrected based on the visual posture weighting coefficient and the pressure distribution weighting coefficient.

6. The seat control method according to claim 3, characterized in that, The deviation of the sitting posture satisfies the following formula: ; in, SDI Indicates the degree of deviation from sitting posture. α Represents the visual pose weighting coefficient. β This represents the pressure distribution weighting coefficient. θ allow Indicates the maximum permissible roll angle. L max Indicates the allowable offset range of the pressure center. L represents the lateral offset of the pressure center point.

7. The seat control method according to claim 6, characterized in that, Also includes: The system detects whether the vehicle is experiencing bumps; if so, it reduces the pressure distribution weighting coefficient. β .

8. The seat control method according to claim 1, characterized in that, The actuator includes a partitioned airbag assembly; Generating posture correction commands based on the posture deviation, and controlling the posture correction device to adjust the driver's posture based on the posture correction commands, includes: When the sitting posture deviation exceeds a preset fatigue judgment threshold, the partition airbags are controlled to inflate or deflate according to the sitting posture deviation.

9. The seat control method according to claim 8, characterized in that, The step of controlling the inflation or deflation of the partitioned airbags based on the sitting posture deviation includes: The direction of posture deviation is determined based on the degree of posture deviation. The target airbag position corresponding to the side where the driver needs to correct the posture is determined based on the direction of the deviation from the sitting posture. The required target support force for the correction side is calculated based on the sitting posture deviation, and the inflation or deflation of the target airbag is controlled based on the target support force.

10. The seat control method according to claim 9, characterized in that, The method of controlling the inflation or deflation of the target airbag includes: controlling the rate of change of air pressure inside the target airbag to be lower than a preset human tactile perception threshold.

11. The seat control method according to claim 9, characterized in that, The target support force satisfies the following formula: ； in, SDI This indicates the degree of deviation from the sitting posture. K s This represents the support gain coefficient. This indicates the target support force; And / or, the target inflation volume satisfies the following formula: ； in, P target This indicates the target inflation volume. P 0 indicates the current airbag pressure. ，A This indicates the effective working area of ​​the airbag. This indicates the target support force.

12. The seat control method according to claim 10, characterized in that, The rate of change of air pressure inside the target airbag satisfies the following formula: ； in, V threshold The threshold constant representing the change in tactile sensation in a static human body. ， Indicates the current vehicle speed γ This represents the vibration masking coefficient.

13. A control device, characterized in that, Applied to vehicles, the device includes: The acquisition module is used to acquire pressure data of the driver's seat and posture data of the driver. The processing module is used to calculate the driver's sitting posture deviation based on the pressure data and the posture data, and generate a posture correction command based on the sitting posture deviation. An execution module is used to control the posture correction device to adjust the driver's sitting posture according to the posture correction command.

14. A control device, characterized in that, The control device includes: a memory and a processor; the memory and the processor are coupled; the memory is used to store instructions executable by the processor; when the processor executes the instructions, it performs the seat control method as described in any one of claims 1 to 12.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed on a processor, cause the processor to perform the seat control method as described in any one of claims 1 to 12.

16. A computer program product, characterized in that, It includes a computer program; when the computer program is executed, it is capable of implementing the seat control method as described in any one of claims 1 to 12.

17. A vehicle, characterized in that, Includes the control device as described in claim 13 or 14; or the computer-readable storage medium as described in claim 15; or the computer program product as described in claim 16.

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