Control method for seat inertia comfort compensation, seat mechanism, system and medium

Abstract

The application provides a control method, a seat mechanism, a system and a medium for seat inertia comfort compensation, and relates to the technical field of vehicle seats. The control method comprises the following steps: acquiring vehicle braking related data; determining vehicle braking deceleration data and inertia comfort compensation amount according to the vehicle braking related data, wherein the inertia comfort compensation amount is used to determine the comfort compensation degree of a passenger on the seat in a braking working condition corresponding to the vehicle braking related data; determining an initial compensation angle of the seat according to the vehicle braking deceleration data; determining a target compensation angle of the seat according to the initial compensation angle and the inertia comfort compensation amount; and adjusting the posture of the seat according to the target compensation angle.

Description

Technical Field

[0001] This application relates primarily to the field of vehicle seat technology, and more particularly to a control method, seat mechanism, system, and medium for seat inertial comfort compensation. Background Technology

[0002] Vehicles frequently experience various operating conditions during operation, including deceleration, braking, emergency braking, following-vehicle braking, automatic emergency braking, and a combination of regenerative braking and mechanical braking. When a vehicle brakes, passengers tend to move forward due to inertia, resulting in discomfort during braking. Summary of the Invention

[0003] The technical problem to be solved by this application is to provide a control method, seat mechanism, system and medium for seat inertial comfort compensation, which can reduce the discomfort caused to passengers by vehicle braking and improve riding comfort.

[0004] To address the aforementioned technical problems, this application provides a control method for seat inertial comfort compensation, applied to a vehicle seat. The control method includes: acquiring vehicle braking correlation data; determining vehicle braking deceleration data and an inertial comfort compensation amount based on the vehicle braking correlation data, wherein the inertial comfort compensation amount is used to determine the degree of comfort compensation for the passenger in the seat under the braking condition corresponding to the vehicle braking correlation data; determining an initial compensation angle of the seat based on the vehicle braking deceleration data; determining a target compensation angle of the seat based on the initial compensation angle and the inertial comfort compensation amount; and adjusting the seat posture according to the target compensation angle.

[0005] Optionally, the vehicle braking-related data includes vehicle braking data, passenger status data, and seat posture data. The step of determining vehicle braking deceleration data and inertial comfort compensation amount based on the vehicle braking-related data further includes: determining vehicle braking deceleration data based on the vehicle braking data, wherein the vehicle braking deceleration data includes vehicle braking deceleration and vehicle braking deceleration rate of change within the prediction time window, as well as the predicted braking duration; and determining the inertial comfort compensation amount based on the vehicle braking deceleration data, passenger status data, and seat posture data.

[0006] Optionally, the inertial comfort compensation amount is determined based on the vehicle braking deceleration, the vehicle braking deceleration rate of change, the predicted braking duration, the occupant state influence amount, and the seat posture influence amount, wherein the occupant state influence amount is determined based on passenger state data, and the seat posture influence amount is determined based on seat posture data.

[0007] Optionally, the expression for calculating the inertial comfort compensation is: In the formula For inertial comfort compensation, , , , and These are the weight coefficients for the corresponding items. For normalization function, To predict the maximum vehicle braking deceleration within the time window, To predict the maximum rate of change of vehicle braking deceleration within a time window, To predict braking duration, The influence of occupant status. The influence of seat posture.

[0008] Optionally, passenger status data includes seat belt data, passenger pelvic position and posture feature vectors, and seat cushion pressure distribution data. The calculation expression for the occupant status influence is as follows: In the formula The influence of occupant status. , , and These are the weight coefficients for the corresponding items. This is the seatbelt condition impact amount determined based on seatbelt data. The influence of pelvic position determined based on pelvic position. This represents the influence of posture offset determined based on the posture feature vector. This refers to the pressure distribution influence determined based on the seat cushion pressure distribution data.

[0009] Optionally, the seat includes a seat cushion, a backrest, and a leg rest. The seat posture data includes the seat cushion angle, the backrest angle, the leg rest angle, the zero-gravity posture state value of the seat, and the seat height. The expression for calculating the influence of seat posture is as follows: In the formula The influence of seat posture. , , , and These are the weight coefficients for the corresponding items. For the seat cushion angle, For backrest angle, For the leg support angle, This represents the zero-gravity attitude state value. This refers to the seat height.

[0010] Optionally, vehicle braking data includes one or more of the following: braking pressure, braking pressure change rate, brake pedal depressing speed, vehicle acceleration, vehicle speed, vehicle speed change rate, braking torque, active emergency braking system status, and distance between the vehicle and the braking target, relative speed, and relative acceleration.

[0011] Optionally, the expression for calculating the vehicle's braking deceleration is: ,in, , In the formula From the current moment The next The vehicle braking deceleration at each moment. To preset the deceleration amplitude, For the clipping function, , , , , , , , and These are the weight coefficients for the corresponding items. Braking pressure, To preset the maximum braking pressure, The rate of change of braking pressure. To preset the maximum rate of change of braking pressure, The speed at which the brake pedal is depressed. To preset the maximum brake pedal depressing speed, For vehicle acceleration, To preset the maximum vehicle acceleration, For the rate of change of vehicle speed, To preset the maximum rate of change of vehicle speed, For vehicle speed, To preset the maximum vehicle speed, For braking torque, To preset the maximum braking torque, The active emergency braking system is in operation. For external environmental quantities; , and These are the weight coefficients for the corresponding items. To preset a safe distance reference value, d For distance, ε As a preset positive number, For relative velocity, To preset the maximum relative speed, For relative acceleration, This is the preset maximum relative acceleration.

[0012] Optionally, the vehicle braking deceleration data includes the vehicle braking deceleration within the prediction time window, and the calculation expression for the initial compensation angle is: In the formula As the initial compensation angle, For compensation ratio coefficient, To predict the maximum vehicle braking deceleration within the time window, This is the acceleration due to gravity.

[0013] Optionally, the calculation expression for the target compensation angle is: ,in, In the formula From the perspective of target compensation, For the clipping function, This represents the current posture angle of the seat. To compensate for the incremental angle of the target, and These are the minimum and maximum values ​​of the seat's posture angle, respectively. and These are the weight coefficients for the corresponding items. For inertial comfort compensation, As the initial compensation angle, and These are the minimum and maximum values ​​of the target compensation increment angle, respectively.

[0014] Optionally, the seat includes at least one attitude adjustment mechanism, and the step of adjusting the attitude of the seat according to the target compensation angle further includes: determining control input data at least one moment within a control time window based on the target compensation angle and the comprehensive cost objective function, wherein the control input data at least one moment is used to drive at least one attitude adjustment mechanism to make the angle of the seat tend toward the target compensation angle.

[0015] Optionally, the comprehensive cost objective function includes one or more of the following at each time step: residual forward inertia component, seat angle deviation, seat equivalent angular velocity, seat equivalent angular acceleration, seat equivalent angular jerk, control input, and seat pressure distribution change. The residual forward inertia component is determined based on the seat compensator sub-angle and vehicle braking deceleration at the corresponding time step. The seat angle deviation is determined based on the seat compensator sub-angle and the target compensator sub-angle at the corresponding time step. The seat equivalent angular velocity, seat equivalent angular acceleration, and seat equivalent angular jerk are determined based on the seat compensator sub-angle, the control input is determined based on the control input data at the corresponding time step, and the seat pressure distribution change is determined based on the seat pressure distribution change at the corresponding time step.

[0016] Optionally, the expression for the comprehensive cost objective function is: In the formula The comprehensive cost objective function is the comprehensive cost value. The total number at at least one moment. For the first The value of the remaining forward inertial component term at each time point. For the first The value of the seat angle deviation term at each time point. For the first The value of the seat equivalent angular velocity term at each moment. For the first The value of the seat equivalent angular acceleration term at each moment. For the first The value of the seat equivalent angular acceleration term at each moment. For the first The value of the control input item at each time point. For the first The value of the seat pressure distribution change term at each time point.

[0017] Optionally, the expression for calculating the remaining forward inertial component is: ,in, In the formula For the first The value of the remaining forward inertial component term at each time point. These are the weighting coefficients for the remaining forward inertia component. From the current moment The next The remaining forward inertial component at time t. To find the maximum value function, For the first The vehicle braking deceleration at each moment. For the first The seat compensation sub-angle corresponding to each moment. This is the effective coefficient of gravity.

[0018] Optionally, the formula for calculating the seat angle deviation term is: In the formula For the first The value of the seat angle deviation term at each time point. This is the weighting coefficient for the seat angle deviation term. From the current moment The next The seat compensation sub-angle corresponding to each moment. For the first The target compensator angle corresponding to each moment.

[0019] Optionally, the formula for calculating the seat's equivalent angular velocity term is: ,in, In the formula For the first The value of the seat equivalent angular velocity term at each moment. This is the weighting coefficient for the seat's equivalent angular velocity term. From the current moment The next The equivalent angular velocity of the seat at each moment. For the first The seat compensation sub-angle corresponding to each moment. For the first The seat compensation sub-angle corresponding to each moment. The duration between two adjacent moments; and / or the formula for calculating the seat equivalent angular acceleration term is: ,in, In the formula For the first The value of the seat equivalent angular acceleration term at each moment. This represents the weighting coefficient for the seat equivalent angular acceleration term. From the current moment The next The equivalent angular acceleration of the seat at each moment. For the first The equivalent angular velocity of the seat at each moment; and / or the formula for calculating the equivalent angular acceleration of the seat is as follows: ,in, In the formula For the first The value of the seat equivalent angular acceleration term at each moment. The weighting coefficients for the seat equivalent angular acceleration term. From the current moment The next The equivalent angular acceleration of the seat at each moment. For the first The equivalent angular acceleration of the seat at each moment.

[0020] Optionally, the step of adjusting the seat posture according to the target compensation angle further includes: acquiring safety risk correlation data; determining the vehicle's safety risk quantity based on the safety risk correlation data; and if the safety risk quantity is less than the safety risk threshold and the inertial comfort compensation quantity is not less than the inertial comfort compensation requirement threshold, then adjusting the seat posture according to the target compensation angle.

[0021] Optionally, the step of adjusting the seat posture according to the target compensation angle further includes: if the safety risk amount is not less than the safety risk threshold and less than the limit risk threshold, then the seat posture is adjusted according to the limit parameters of the seat and the target compensation angle.

[0022] Optionally, the control method further includes: for the seat adjusted according to the target compensation angle, determining the seat recovery posture angle corresponding to multiple moments based on the recovery time and the target posture angle and the initial posture angle of the seat.

[0023] Optionally, the expression for calculating the seat's restored posture angle is: ,in, In the formula For a moment The corresponding seat return posture angle, The initial attitude angle, For the target attitude angle, For normalized time variables, Recovery time.

[0024] To address the aforementioned technical problems, this application provides a seating mechanism, comprising: a seat; and a control device adapted to drive the seat according to the aforementioned control method for seat inertia comfort compensation, so as to adjust the posture of the seat.

[0025] To address the aforementioned technical problems, this application provides a control system for seat inertia comfort compensation, comprising: a memory for storing instructions executable by a processor; and a processor for executing the instructions to implement the aforementioned control method for seat inertia comfort compensation.

[0026] To address the aforementioned technical problems, this application provides a computer-readable medium storing computer program code, which, when executed by a processor, implements the aforementioned control method for seat inertia comfort compensation.

[0027] Compared with existing technologies, this application has the following advantages: It determines vehicle braking deceleration data that reflects the inertial forward thrust experienced by a passenger during vehicle braking based on vehicle braking correlation data, and also determines the amount of inertial comfort compensation that needs to be considered for passenger comfort. Based on this, an initial compensation angle is determined from the vehicle braking deceleration data to offset at least a portion of the inertial forward thrust, i.e., the forward inertial component. Subsequently, the initial compensation angle is optimized using the inertial comfort compensation amount to obtain a target compensation angle that provides better passenger comfort. Therefore, adjusting the seat posture according to the target compensation angle can reduce the impact of inertial forward thrust experienced by the passenger, thereby improving passenger comfort. Attached Figure Description

[0028] The accompanying drawings are included to provide a further understanding of this application; they are incorporated into and constitute a part of this application. The drawings illustrate embodiments of this application and, together with this specification, serve to explain the principles of this application. In the drawings: Figure 1This is a schematic flowchart of a control method for seat inertial comfort compensation according to an embodiment of this application; Figure 2 yes Figure 1 A flowchart illustrating the sub-steps of step S2 in the illustrated embodiment; Figure 3 This is a schematic diagram illustrating the relationship between the passenger and the brake in a conventional seating configuration according to an embodiment of this application; Figure 4 This is a schematic diagram illustrating the relationship between the passenger and the brake in a seat adjustment situation according to an embodiment of this application; Figure 5 yes Figure 1 A flowchart illustrating the sub-steps of step S5 in the illustrated embodiment. Figure 6 yes Figure 5 A flowchart illustrating the sub-steps of step S53 in the illustrated embodiment; Figure 7 yes Figure 1 The illustration shown is a schematic diagram of seat state transitions in the embodiment shown. Figure 8 yes Figure 1 The illustrated embodiment is a timing diagram of the seat's comfort response to vehicle braking; and Figure 9 This is a schematic diagram of a control system for seat inertia comfort compensation according to an embodiment of this application. Detailed Implementation

[0029] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are merely some examples or embodiments of this application. For those skilled in the art, these drawings can be applied to other similar scenarios without creative effort. Unless obvious from the context or otherwise specified, the same reference numerals in the drawings represent the same structures or operations.

[0030] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not specifically singular and may include plural forms. Generally speaking, the terms "comprising" and "including" only indicate the inclusion of explicitly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements.

[0031] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0032] In the description of this application, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this application; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0033] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0034] Furthermore, although the terminology used in this application is selected from commonly known and used terms, some terms mentioned in this application's specification may have been chosen by the applicant according to his or her judgment, and their detailed meanings are explained in the relevant sections of the description herein. Moreover, this application is to be understood not only by the actual terms used, but also by the meaning implied by each term.

[0035] Flowcharts are used in this application to illustrate the operations performed by the system according to embodiments of this application. It should be understood that the preceding or following operations are not necessarily performed in exact order. Instead, various steps can be processed in reverse order or simultaneously. Furthermore, other operations may be added to these processes, or one or more steps may be removed from these processes.

[0036] When a vehicle brakes, passengers may experience one or more of the following: forward lurch, pelvic slippage, torso compression of the seatbelt, increased shear force on the seat cushion, and forward tilting of the head and neck, resulting in significant braking discomfort. For existing zero-gravity seats, reclining seats, seats with leg rests, or height-adjustable seats, the forward lurch and posture changes are more pronounced when passengers are in a specific posture due to the inertial forward lurch caused by vehicle braking, thus intensifying the braking discomfort. Some related technologies utilize seat realignment to improve passenger safety during collisions. Other technologies compensate for centrifugal force by tilting or swaying the seat laterally during lateral movements such as turning and lane changes, reducing the lateral swaying sensation. In these scenarios, the lateral swaying sensation is often relatively gradual and can be compensated for by simple seat actions. While some technologies reduce acceleration impact by pitching the seat, these are typically designed for specific equipment or mechanical structures, and their control objectives are primarily shock absorption, posture balance, or realignment, without fully considering passenger comfort.

[0037] In this regard, refer to Figure 1 One embodiment of this application proposes a control method 100 for seat inertial comfort compensation (hereinafter referred to as control method 100). This control method 100 is applied to vehicle seats. Figure 1 As shown, the control method 100 includes the following steps. Step S1 is to acquire vehicle braking-related data. It is understood that the vehicle braking-related data is obtained from one or more sensors. Further, in some embodiments, the vehicle braking-related data is obtained after processing by one or more sensors and their corresponding processors. Step S2 is to determine vehicle braking deceleration data and inertial comfort compensation amount based on the vehicle braking-related data. The inertial comfort compensation amount is used to determine the degree of comfort compensation for the passenger in the seat under the braking condition corresponding to the vehicle braking-related data. In this embodiment, the vehicle braking-related data includes vehicle braking data, passenger state data, and seat posture data. The passenger state data reflects the passenger's state, and the seat posture data reflects the seat's posture.

[0038] Further reference Figure 2Step S2 includes the following sub-steps. Step S21 is to determine the vehicle braking deceleration data based on the vehicle braking data. The vehicle braking deceleration data includes the vehicle braking deceleration and the rate of change of vehicle braking deceleration within a prediction time window, as well as the predicted braking duration. In this embodiment, the prediction time window may include vehicle braking deceleration corresponding to multiple moments. In this embodiment, the vehicle braking data includes braking pressure, braking pressure change rate, brake pedal depressor speed, vehicle acceleration, vehicle speed, rate of change of vehicle speed, braking torque, active emergency braking system status, and the distance, relative speed, and relative acceleration between the vehicle and the braking target. Accordingly, the expression for calculating the vehicle braking deceleration is: ,in, , , In the formula From the current moment The next The vehicle braking deceleration at each moment. To preset the deceleration amplitude, For the clipping function, , , , , , , , and These are the weight coefficients for the corresponding items. Braking pressure, To preset the maximum braking pressure, The rate of change of braking pressure. To preset the maximum rate of change of braking pressure, The speed at which the brake pedal is depressed. To preset the maximum brake pedal depressing speed, For vehicle acceleration, To preset the maximum vehicle acceleration, For the rate of change of vehicle speed, To preset the maximum rate of change of vehicle speed, For vehicle speed, To preset the maximum vehicle speed, For braking torque, To preset the maximum braking torque, The active emergency braking system is in operation. For external environmental quantities; , and These are the weight coefficients for the corresponding items. To preset a safe distance reference value, d For distance, ε As a preset positive number, For relative velocity, To preset the maximum relative speed, For relative acceleration, This is the preset maximum relative acceleration. In this embodiment... , , , , , , , and The sum of is 1. In this embodiment... , and The sum is 1. In this embodiment, the braking torque... This can be the vehicle's electric motor braking torque and / or regenerative braking torque. The active emergency braking system status in this embodiment... The value is determined based on a preset value corresponding to the current AEB (Automatic Emergency Braking) state. Different values ​​are assigned for different AEB states, thus quantifying the AEB state and incorporating it into the calculation of vehicle braking deceleration. In this embodiment, a trimming function is used. By setting a lower limit of 0 and an upper limit of 1, the vehicle braking deceleration value is limited to between 0 and 1, facilitating subsequent data processing. In this embodiment, a preset deceleration amplitude is defined. It is a positive number to make the vehicle braking deceleration. This data is used to reflect the amplitude of the longitudinal deceleration experienced by the passenger during vehicle braking, thus facilitating subsequent data processing. In other words, in this embodiment, the vehicle braking deceleration reflects the amplitude of the vehicle's longitudinal deceleration at a corresponding moment. It is understood that this embodiment effectively predicts the vehicle braking deceleration at subsequent moments using vehicle braking data, thereby providing reliable predictive data support for subsequently adjusting the seat posture to at least partially offset the inertial forward thrust caused by the actual vehicle braking at that moment.

[0039] It should be noted that this application does not limit the specific method of determining vehicle braking deceleration based on vehicle braking data. In some embodiments, vehicle braking deceleration can be determined by combining vehicle braking data with any one or more of the following methods: calibration function, weighted fusion function, Kalman filter model, recursive least squares model, machine learning model, etc. Furthermore, this application does not limit the specific content of vehicle braking data. In some embodiments, vehicle braking data may include braking pressure, braking pressure change rate, brake pedal depressor speed, vehicle acceleration, vehicle speed, vehicle speed change rate, braking torque, active emergency braking system status, and one or more of the following: distance between the vehicle and the braking target, relative speed, and relative acceleration. In some embodiments, vehicle braking data may also include one or more of the following: wheel speed change rate, ABS (Anti-lock Braking System) status, ESP (Electronic Stability Program) status, forward target deceleration, radar feedback data, visual image data, IMU (Inertial Measurement Unit) data, brake light recognition data, navigation gradient data, road gradient, and external environment perception data. It is understood that in these embodiments, based on the specific content of the vehicle braking data, some corresponding terms can be removed or added according to the above-mentioned vehicle braking deceleration calculation expression to obtain the corresponding vehicle braking deceleration.

[0040] In this embodiment, the prediction time window may include multiple vehicle braking deceleration change rates, and each vehicle braking deceleration change rate is determined based on the vehicle braking deceleration at adjacent times. Specifically, each vehicle braking deceleration change rate is determined based on the ratio of the difference in vehicle braking deceleration at adjacent times to the duration between adjacent times. In this embodiment, the predicted braking duration can be determined based on the cumulative duration within the prediction time window where the vehicle braking deceleration is not less than a preset braking deceleration threshold. Specifically, the calculation expression for the predicted braking duration is: In the formula To predict braking duration, To predict the duration between two adjacent moments within a time window, I is an indicator function. This is a preset braking deceleration threshold. Specifically, when the input data meets the corresponding condition, the output data of indicator function I is 1; when the input data does not meet the corresponding condition, the output data of indicator function I is 0.

[0041] Continue to refer to Figure 2Step S22 involves determining the inertial comfort compensation amount based on vehicle braking deceleration data, passenger status data, and seat posture data. In this embodiment, the inertial comfort compensation amount is determined based on vehicle braking deceleration, vehicle braking deceleration rate of change, predicted braking duration, occupant status influence, and seat posture influence. Specifically, the occupant status influence is determined based on passenger status data, and the seat posture influence is determined based on seat posture data. The specific expression for calculating the inertial comfort compensation amount is as follows: , In the formula For inertial comfort compensation, , , , and These are the weight coefficients for the corresponding items. For normalization function, To predict the maximum vehicle braking deceleration within the time window, To predict the maximum rate of change of vehicle braking deceleration within a time window, To predict braking duration, The influence of occupant status. This represents the influence of seat posture. In this embodiment... , , , and The sum is 1. In this embodiment, the normalization function... This function is used to constrain the output data to a value between 0 and 1 based on the input data and corresponding calibration data, thereby facilitating subsequent data processing. An example is the normalization function. In the formula For input data, and These are the lower and upper limits of the input data in the calibration data corresponding to the input data, respectively. A positive number is preset to prevent the denominator from being zero. It should be noted that this application does not restrict the normalization function. In some embodiments, the normalization function takes a specific form. The input data can be multiplied by the corresponding coefficients to obtain output data with values ​​limited to between 0 and 1. Furthermore, for the subsequent normalization function... The relevant settings can be found in the above instructions and will not be repeated hereafter.

[0042] The maximum vehicle braking deceleration in this embodiment The calculation expression is: In the formula This represents the total number of moments within the prediction time window. In this embodiment, it represents the maximum rate of change of vehicle braking deceleration. The calculation expression is: In the formula This represents the duration between two adjacent moments. It should be noted that the maximum vehicle braking deceleration is selected during the calculation of the inertial comfort compensation. and the maximum rate of change of vehicle braking deceleration By participating in the calculation, the negative impact of the maximum inertial forward thrust within the corresponding prediction time window on passengers can be effectively reduced, thereby improving the passenger's riding comfort throughout the entire prediction time window.

[0043] In this embodiment, passenger status data includes seatbelt data, passenger pelvic position and posture feature vectors, and seat cushion pressure distribution data. Accordingly, the calculation expression for the occupant status influence quantity is: , In the formula The influence of occupant status. , , and These are the weight coefficients for the corresponding items. This is the seatbelt condition impact amount determined based on seatbelt data. The influence of pelvic position determined based on pelvic position. This represents the influence of posture offset determined based on the posture feature vector. This refers to the pressure distribution influence determined based on seat cushion pressure distribution data. In this embodiment... , , and The sum of is 1.

[0044] In this embodiment, the influence of seat belt status is... The calculation expression is: In the formula This is the seatbelt buckle status value. This is the correction factor for the corresponding term. This refers to the seatbelt tension or pretension. Specifically, it includes the seatbelt buckle status value when the passenger is already wearing the seatbelt. The value is 1, representing the seatbelt buckle status when the passenger is not wearing a seatbelt. The value is 0. In this embodiment, the influence of pelvic position is determined based on the current pelvic position and pelvic position calibration data. Specifically, the influence of pelvic position... The calculation expression is: In the formula This refers to the pelvic area. The pelvic reference position is used in the pelvic position calibration data. This refers to the upper limit of the pelvic position in the pelvic position calibration data. In this embodiment, the influence of posture deviation is determined based on the current sitting posture feature vector and the sitting posture calibration data. Specifically, the impact of sitting posture deviation The calculation expression is: In the formula This is the sitting posture feature vector. This is the reference sitting posture feature vector in the sitting posture calibration data. This represents the upper limit of the sitting posture feature vector in the sitting posture calibration data. In this embodiment, the pressure distribution influence is determined based on the current seat pressure distribution data and the seat pressure distribution calibration data. Specifically, the influence of pressure distribution. The calculation expression is: In the formula This represents the total number of seat pressure values ​​in the seat pressure distribution data. For the first m Each seat cushion pressure value, The first in the seat cushion pressure distribution calibration data m Each seat cushion pressure value corresponds to a reference pressure value.

[0045] In this embodiment, the seat includes a seat cushion, a backrest, and a leg rest. Accordingly, the seat posture data includes the seat cushion angle, the backrest angle, the leg rest angle, the zero-gravity posture state value of the seat, and the seat height. Based on this, the expression for calculating the seat posture influence is: , In the formula The influence of seat posture. , , , and These are the weight coefficients for the corresponding items. For the seat cushion angle, For backrest angle, For the leg support angle, This represents the zero-gravity attitude state value. This refers to the seat height. The zero-gravity attitude state value in this embodiment. The determination is based on whether the seat is in zero-gravity mode. For example, the zero-gravity attitude state value when in zero-gravity mode. The value is 1, representing the zero-gravity attitude state value when not in zero-gravity mode. The value is 0. The zero-gravity mode can be a mode to improve passenger comfort. It is understood that in some embodiments where the seat does not have a zero-gravity mode, the corresponding item mentioned above can be deleted for adaptive adjustments. In this embodiment... , , , and The sum of is 1.

[0046] Continue to refer to Figure 1 Step S3 involves determining the initial compensation angle of the seat based on the vehicle's braking and deceleration data. (Refer to...) Figure 3 Under normal circumstances, the angle between the seat support surface 11 of the seat 10 and the reference plane 20 is... The angle is 0° or approaches 0°. The reference plane can be the plane where the vehicle chassis is located or a horizontal plane. Therefore, when the vehicle brakes, it generates a real braking deceleration opposite to its direction of travel, i.e., longitudinal deceleration. Consequently, the passenger in seat 10 experiences a forward inertial tendency in the same direction as the vehicle's travel, i.e., the passenger lurches forward. It is understandable that the aforementioned real braking deceleration is positively correlated with the forward inertial tendency; that is, the greater the real braking deceleration, the greater the forward inertial tendency. Furthermore, when the angle... When the angle is 0° or approaches 0°, the acceleration due to gravity is the force of gravity. This process can be considered to have no impact or only a minor impact. Further reference... Figure 4 In this embodiment, the included angle is adjusted. This causes the forward inertial tendency to be further decomposed into a forward inertial tendency component parallel to the seat support surface 11. That is, when the vehicle brakes, the passenger, affected by the actual braking deceleration, will be pushed forward on the seat 10 by this forward inertial tendency component. At this time, gravity... It also further decomposes into a gravitational component that is opposite in direction to the forward inertial tendency component, which can then alleviate or counteract the forward inertial tendency component, thereby reducing the passenger's forward momentum and improving passenger comfort. It should be noted that... Figure 4 The dashed line corresponding to the plane containing the seat support surface 11 has been shifted to more clearly illustrate the included angle. Therefore, this embodiment establishes a relationship between vehicle braking deceleration and gravitational acceleration, thereby obtaining an initial compensation angle that can suppress passenger forward momentum and improve ride comfort. Specifically, the calculation expression for the initial compensation angle is: , In the formula As the initial compensation angle, For compensation ratio coefficient, To predict the maximum vehicle braking deceleration within the time window, This refers to gravitational acceleration. In some embodiments, the compensation scaling factor is... It can be 1 to completely offset the effect of braking inertia on the passenger. In some embodiments, the compensation proportionality coefficient... It can be adjusted based on vehicle braking intensity data, passenger status data, seat posture data, and seat mode to partially offset braking inertia, thereby improving passenger comfort while also ensuring safety and reliability.

[0047] Continue to refer to Figure 1 Step S4 involves determining the target compensation angle of the seat based on the initial compensation angle and the inertial comfort compensation amount. Specifically, the calculation expression for the target compensation angle is as follows: ,in, , In the formula From the perspective of target compensation, For the clipping function, This represents the current posture angle of the seat. To compensate for the incremental angle of the target, and These are the minimum and maximum values ​​of the seat's posture angle, respectively. and These are the weight coefficients for the corresponding items. For inertial comfort compensation, As the initial compensation angle, and These represent the minimum and maximum values ​​of the target compensation increment angle, respectively. In this embodiment, corresponding values ​​can be set according to different braking conditions. and ,as well as and For example, under normal braking conditions, and The values ​​are 2° and 8° respectively; for medium braking conditions, and The values ​​are 5° and 12° respectively; for forced dynamic conditions, and The values ​​are 8° and 15° respectively. These settings further improve passenger comfort. Understandably, this is combined with inertial comfort compensation. and initial compensation angle Calculated target compensation angle It can ensure passenger comfort to the greatest extent possible based on different braking conditions and factors.

[0048] Continue to refer to Figure 1Step S5 involves adjusting the seat's posture based on the target compensation angle. Further reference... Figure 5 Step S5 includes the following sub-steps. Step S51 is to acquire safety risk correlation data. Step S52 is to determine the vehicle's safety risk level based on the safety risk correlation data. It is understood that in this embodiment, the safety risk level is used to reflect the degree of safety risk to passengers. The safety risk correlation data may include one or more of the following: forward target distance and relative motion data, predicted braking deceleration, predicted braking deceleration rate of change, active emergency braking system status data, seat belt status data, occupant posture data, current seat posture data, and seat actuator status data. The various data in the safety risk correlation data can be normalized using a normalization function. This is converted into a corresponding normalized value, with the normalized value ranging from 0 to 1. Based on this, the expression for calculating the safety risk quantity is: In the formula For safety risk measurement, This represents the total number of various data types within the security risk-related data. For the first The weight coefficients corresponding to each data point For the first The normalized values ​​corresponding to each data point. The sum of the weight coefficients is 1.

[0049] Continue to refer to Figure 5 Step S53 involves adjusting the seat posture according to the target compensation angle if the safety risk amount is less than the safety risk threshold and the inertial comfort compensation amount is not less than the inertial comfort compensation requirement threshold. Further reference... Figure 6Step S53 includes the following sub-steps. Step S531 involves determining control input data at least one moment within the control time window based on the target compensation angle and the comprehensive cost objective function. The control input data at at least one moment is used to drive at least one posture adjustment mechanism to make the seat angle tend towards the target compensation angle. In this embodiment, the seat includes multiple posture adjustment mechanisms. Specifically, the multiple posture adjustment mechanisms include a seat cushion lift adjustment mechanism, a seat cushion tilt adjustment mechanism, a backrest angle adjustment mechanism, a leg rest angle adjustment mechanism, a slide rail position adjustment mechanism, a seat overall height adjustment mechanism, and a seat overall tilt adjustment mechanism. It should be noted that this application does not limit the number of posture adjustment mechanisms included in the seat. In some embodiments, the seat includes at least one posture adjustment mechanism, and this at least one posture adjustment mechanism includes one or more of the following: seat cushion lift adjustment mechanism, seat cushion tilt adjustment mechanism, backrest angle adjustment mechanism, leg rest angle adjustment mechanism, slide rail position adjustment mechanism, seat overall height adjustment mechanism, and seat overall tilt adjustment mechanism. In some embodiments, the seat may also include an airbag support mechanism. Furthermore, the posture adjustment mechanism can be driven by hydraulic, electric screw, electric cylinder, etc., which will not be elaborated here.

[0050] In this embodiment, the seat angle can be the pitch angle that allows the passenger to maintain their position in the seat, meaning the seat angle can be equivalent to the passenger's pitch angle. For the seat cushion lift adjustment mechanism, seat cushion pitch adjustment mechanism, backrest angle adjustment mechanism, leg rest angle adjustment mechanism, slide rail position adjustment mechanism, overall seat lift adjustment mechanism, and overall seat pitch adjustment mechanism in this embodiment, the overall state vector of the seat can be represented as: In the formula This is the total state vector. , , , , , and These are the state data for the seven adjustment mechanisms mentioned above. The state data represents the posture of the corresponding adjustment mechanism. It is understandable that different postures of the adjustment mechanisms can result in different angles for the seat. In other words, by driving each adjustment mechanism to change its posture according to control commands, the seat angle can be made to approach the target compensation angle. Therefore, based on the geometric relationships of the various adjustment mechanisms in the seat, seat cushion support surface, and other seat data, a function relating the target compensation angle to the control input data can be determined. This function, along with the current control input data, can then be used to determine the corresponding target compensation sub-angle.

[0051] In this embodiment, the control time window can contain multiple moments. Therefore, the control of the seat can be transformed into staged control data, i.e., control input data, for each moment within the control time window. This breaks down the entire control process into multiple time steps, and further refines the process of the seat angle approaching the target compensation angle into the process of the seat angle approaching the corresponding target compensation sub-angle at each moment. Furthermore, the execution actions of different adjustment mechanisms can produce equivalent angle changes. Therefore, within the control time window, different control commands for different adjustment mechanisms at different moments have different impacts on the passenger's experience during seat adjustment. To address this, this embodiment employs a comprehensive cost objective function to determine the optimal control strategy. That is, the comprehensive cost objective function is used to smooth the seat's movements at each consecutive moment to further improve passenger comfort. Specifically, the comprehensive cost objective function includes one or more of the following at each moment: residual forward inertia component, seat angle deviation, seat equivalent angular velocity, seat equivalent angular acceleration, seat equivalent angular jerk, control input, and seat pressure distribution change.

[0052] In this embodiment, the remaining forward inertial component is determined based on the seat compensator angle and vehicle braking deceleration at the corresponding moment. Specifically, the calculation expression for the remaining forward inertial component is: ,in, , In the formula For the first The value of the remaining forward inertial component term at each time point. These are the weighting coefficients for the remaining forward inertia component. From the current moment The next The remaining forward inertial component at time t. To find the maximum value function, For the first The vehicle braking deceleration at each moment. For the first The seat compensation sub-angle corresponding to each moment. This is the effective gravity coefficient. In this embodiment, the effective gravity coefficient... It can be determined based on one or more of the following: seat support surface shape, passenger-seat support surface contact state, and seat support surface friction data. In some embodiments, the effective gravity coefficient... The value of can be 1 to simplify the calculation process of the remaining forward inertial component.

[0053] In this embodiment, the seat angle deviation term is determined based on the target compensation sub-angle at the corresponding moment, along with the seat compensation sub-angle. Specifically, the calculation expression for the seat angle deviation term is: , In the formula For the first The value of the seat angle deviation term at each time point. This is the weighting coefficient for the seat angle deviation term. From the current moment The next The seat compensation sub-angle corresponding to each moment. For the first The target compensator angle corresponding to each moment.

[0054] In this embodiment, the seat equivalent angular velocity, seat equivalent angular acceleration, and seat equivalent angular acceleration terms are determined based on the seat compensator angle. Specifically, the calculation expression for the seat equivalent angular velocity term is: ,in, , In the formula For the first The value of the seat equivalent angular velocity term at each moment. This is the weighting coefficient for the seat's equivalent angular velocity term. From the current moment The next The equivalent angular velocity of the seat at each moment. For the first The seat compensation sub-angle corresponding to each moment. For the first The seat compensation sub-angle corresponding to each moment. This represents the duration between two adjacent moments.

[0055] The expression for calculating the seat equivalent angular acceleration term is: ,in, , In the formula For the first The value of the seat equivalent angular acceleration term at each moment. This represents the weighting coefficient for the seat equivalent angular acceleration term. From the current moment The next The equivalent angular acceleration of the seat at each moment. For the first The equivalent angular velocity of the seat at each moment.

[0056] The expression for calculating the seat equivalent angular acceleration term is: ,in, , In the formula For the first The value of the seat equivalent angular acceleration term at each moment. The weighting coefficients for the seat equivalent angular acceleration term. From the current moment The next The equivalent angular acceleration of the seat at each moment. For the first The equivalent angular acceleration of the seat at each moment.

[0057] In this embodiment, the control input item is determined based on the control input data at the corresponding time. Specifically, the calculation expression for the control input item is: In the formula For the first The value of the control input item at each time point. To control the weighting coefficients of the input items, From the current moment The next The control input data corresponding to each time point is the control input vector.

[0058] In this embodiment, the seat pressure distribution change term is determined based on the change in seat pressure distribution at the corresponding moment. Specifically, the calculation expression for the seat pressure distribution change term is: In the formula For the first The value of the seat pressure distribution change term at each time point. This is the weighting coefficient for the change in seat pressure distribution. From the current moment The next The change in seat pressure distribution at each time point.

[0059] Based on the values ​​of the above items, the expression for the overall cost objective function in this embodiment is: , In the formula The comprehensive cost objective function is the comprehensive cost value. The total number at at least one moment. For the first The value of the remaining forward inertial component term at each time point. For the first The value of the seat angle deviation term at each time point. For the first The value of the seat equivalent angular velocity term at each moment. For the first The value of the seat equivalent angular acceleration term at each moment. For the first The value of the seat equivalent angular acceleration term at each moment. For the first The value of the control input item at each time point. For the first The value of the seat pressure distribution change term at each time point. It should be noted that the control input data and adjustment mechanism state data at the current time point can be used to determine the adjustment mechanism state data at the next time point. Based on the adjustment mechanism state data at the next time point, the seat compensator angle at the next time point can be determined. Furthermore, the control input data corresponding to each time point within the control time window can be determined according to the comprehensive cost objective function to achieve the overall optimal effect of seat control. It is understood that in this embodiment, during the optimization and determination of the control input data through the aforementioned comprehensive cost objective function, corresponding data ranges can be further set for relevant variables as at least some constraints to achieve better optimization results.

[0060] Continue to refer to Figure 5 Step S54 involves adjusting the seat's posture based on the seat's limiting parameters and the target compensation angle if the safety risk amount is not less than the safety risk threshold and is less than the limiting risk threshold. In this embodiment, the target compensation angle can be updated according to the limiting parameters, and the seat's posture is adjusted using the updated target compensation angle. Therefore, the specific method of adjusting the seat's posture based on the updated target compensation angle in step S54 can also refer to step S531 above, and will not be repeated here. It should be noted that this application does not limit step S531 to be a sub-step of step S53; in some embodiments, a sub-step of step S5 includes step S531.

[0061] Steps S53 and S54 in this embodiment correspond to the inertial comfort compensation mode and the limited compensation mode, respectively, which means that passenger comfort and safety are considered in the current scenario. It should be noted that the modes in this application are not limited to the two mentioned above. In some embodiments, if the safety risk amount is less than the safety risk threshold and the inertial comfort compensation amount is less than the inertial comfort compensation requirement threshold, corresponding to the standby mode, the seat posture is not adjusted according to the target compensation angle to reduce the compensation frequency and improve the passenger's riding experience. In some embodiments, if the safety risk amount is not less than the limited risk threshold, or if there is a malfunction, corresponding to the safety priority mode, the seat posture is not adjusted according to the target compensation angle, but is adjusted according to the corresponding safety strategy to improve the safety of passengers on the seat.

[0062] Continue to refer to Figure 1 Step S6 involves determining the seat recovery attitude angle at multiple moments based on the recovery time, the target attitude angle, and the initial attitude angle of the seat after adjustment according to the target compensation angle. Specifically, the calculation expression for the seat recovery attitude angle is as follows: ,in, , In the formula For a moment The corresponding seat return posture angle, The initial attitude angle, For the target attitude angle, For normalized time variables, Recovery time. Understandably, in this embodiment, the seat recovery posture angle obtained by the above calculation expression has a relatively smooth change trend over multiple time steps, thereby reducing the secondary discomfort caused to passengers by the abrupt return of the seat to center after the vehicle stops.

[0063] Understandably, in this embodiment, vehicle braking correlation data related to the vehicle, seat, and passenger during vehicle braking is obtained through step S1. Based on this, step S2 determines the inertial comfort compensation amount, which reflects the degree of comfort compensation, and vehicle braking deceleration data, which reflects the degree of vehicle braking at least once later. Step S3 uses the vehicle braking deceleration data to determine an initial compensation angle that can at least partially offset the effect of inertial forward thrust to improve ride comfort. Step S4 optimizes the initial compensation angle using the inertial comfort compensation amount, thereby obtaining a target compensation angle that further effectively ensures and improves ride comfort. Therefore, step S5 causes the seat angle to tend towards the target compensation angle, effectively offsetting at least part of the forward inertial tendency component when the vehicle brakes, thus reducing passenger discomfort during braking. Furthermore, step S6 utilizes the seat recovery posture angle at multiple moments to stably and smoothly restore the seat from the target compensation angle to the initial posture angle, ensuring good ride comfort for the passenger from the start to the end of vehicle braking.

[0064] The steps and effects of control method 100 have been explained above. Next, refer to... Figure 7 and Figure 8 The implementation method of control method 100 will be further described below. For example... Figure 7As shown, in one example, the seat is initially in a normal seating state. When it is determined that the vehicle is braking or has a braking tendency based on vehicle braking correlation data, a corresponding inertial comfort compensation amount and target compensation angle are generated. Subsequently, based on the inertial comfort compensation amount and other parameters, it is determined whether to switch the seat to an active compensation state based on the target compensation angle, maintain the seat in a normal seating state, or switch the seat to a safety priority state. The active compensation state corresponds to the inertial comfort compensation mode and the limiting compensation mode mentioned above, the safety priority state corresponds to the safety priority mode mentioned above, and the normal seating state corresponds to the standby mode mentioned above. When the seat has approached the target compensation angle, and the vehicle is still braking or has a braking tendency, the seat is in a compensation holding state, meaning the seat angle continues to be maintained at the target compensation angle to reduce the continuous or impending inertial forward force experienced by the passenger. When the seat has approached the target compensation angle, and the vehicle is not braking and has no braking tendency, the seat is in a recovery state, i.e., step S6 is executed to restore the seat to a normal seating state. It should be noted that... Figure 7 The example shown illustrates the seat state changes starting from a normal seating position. It is understood that the seat can also switch from an active compensation state, a recovery state, etc., to a safety-priority state, or continue to recover from a safety-priority state to an active compensation state, a recovery state, or a normal seating position.

[0065] Further reference Figure 8 , Figure 8 This illustration shows an example of a seat's comfort response to vehicle braking, along with the trends in vehicle braking deceleration, target compensation angle, actual seat angle (i.e., seat compensator angle), and residual forward inertial component. The residual forward inertial component is the difference between the forward inertial trend component and the gravitational component. Figure 8 In the corresponding example, Time to At any given moment, the target compensation angle, determined based on vehicle braking correlation data, is 0, putting the seat in standby mode. During this time, passengers can adjust the seat according to their needs. Time to Between moments, based on the corresponding vehicle braking correlation data, the target compensation angle is determined to gradually increase. If, at a certain point in time, the inertial comfort compensation amount corresponding to the target compensation angle exceeds the inertial comfort compensation requirement threshold, then the seat enters the inertial comfort compensation mode, and the actual seat angle gradually increases to approach the target compensation angle. Understandably, since the control method 100 predicts the vehicle's braking possibility based on the vehicle braking correlation data, the seat angle adjustment can occur earlier than the vehicle braking, i.e., at... Time to The vehicle's braking deceleration is 0 at any given moment, meaning the vehicle has not yet braked. Furthermore, in this embodiment, the actual seat angle needs to be adjusted by the adjustment mechanism; therefore, the actual seat angle lags towards the target compensation angle. Time to Over time, the vehicle's braking deceleration gradually increases and reaches its maximum value, indicating that braking has occurred. Correspondingly, the target compensation angle also continues to increase and reaches its maximum value. Furthermore, due to the lag in the actual seat angle, the actual seat angle also continues to increase but does not reach its maximum value. Understandably, the rate of increase of both the actual seat angle and the target compensation angle is less than the rate of increase of the vehicle's braking deceleration, thus providing passengers with a more comfortable seat adjustment process. Therefore, passengers... Time to The residual forward inertial component experienced between time points shows a trend of first increasing and then decreasing. Time to Between moments, the actual seat angle continues to increase and reaches its maximum value, approaching the target compensation angle, thus causing the remaining forward inertial component to continue decreasing during this period. Time to Throughout the entire process, the vehicle's braking deceleration, target compensation angle, actual seat angle, and remaining forward inertial component all remain constant, meaning the seat is in a compensated holding state. Time to Over time, the vehicle's braking deceleration decreases, but the target compensation angle, determined based on vehicle braking correlation data, remains constant. This means the target compensation angle can lag behind the decrease in vehicle braking deceleration. Furthermore, the actual seat angle also remains constant following the target compensation angle, further reducing the... Time to The remaining forward inertial component between time points. Time to Over time, the vehicle's braking deceleration decreases until it reaches zero. The target compensation angle, determined based on the vehicle's braking correlation data, also begins to decrease. However, due to the lag in the actual seat angle, the actual seat angle remains unchanged, causing the remaining forward inertial component to continue decreasing until it reaches zero. Time to Over time, the target compensation angle continued to decrease, and the actual seat angle began to converge with the target compensation angle, also showing a decreasing trend. Time to In a short period of time, the target compensation angle is 0, and the actual seat angle continues to decrease until it reaches 0, thus completing the entire process of the seat responding to vehicle braking comfortably.

[0066] An embodiment of this application also proposes a method such as Figure 9 The control system 300 for seat inertia comfort compensation shown is hereinafter referred to as the control system 300. According to Figure 9 The control system 300 may include an internal communication bus 31, a processor 32, a read-only memory (ROM) 33, a random access memory (RAM) 34, and a communication port 35. When applied to a personal computer, the control system 300 may also include a hard disk 36.

[0067] The internal communication bus 31 enables data communication between components of the control system 300. The processor 32 can perform judgments and issue prompts. In some embodiments, the processor 32 may consist of one or more processors. The communication port 35 enables data communication between the control system 300 and external systems. In some embodiments, the control system 300 can send and receive information and data from a network via the communication port 35.

[0068] The control system 300 may also include different types of program storage units and data storage units, such as a hard disk 36, a read-only memory (ROM) 33, and a random access memory (RAM) 34, capable of storing various data files used for computer processing and / or communication, as well as possible program instructions executed by the processor 32. The processor executes these instructions to implement the main part of the method. The results of the processor processing are transmitted to the user equipment via a communication port and displayed on the user interface.

[0069] One embodiment of this application also provides a seating mechanism. The seating mechanism includes a seat and a control device. The control device is adapted to drive the seat according to the aforementioned seat inertia comfort compensation control method to adjust the seat's posture.

[0070] In addition, this application also proposes a computer-readable medium storing computer program code, which, when executed by a processor, implements the aforementioned control method for seat inertial comfort compensation.

[0071] The basic concepts have been described above. Obviously, for those skilled in the art, the above disclosure is merely illustrative and does not constitute a limitation of this application. Although not explicitly stated herein, those skilled in the art may make various modifications, improvements, and corrections to this application. Such modifications, improvements, and corrections are suggested in this application, and therefore remain within the spirit and scope of the exemplary embodiments of this application.

[0072] Furthermore, this application uses specific terms to describe embodiments of the application. For example, "an embodiment," "one embodiment," and / or "some embodiments" refer to a particular feature, structure, or characteristic related to at least one embodiment of the application. Therefore, it should be emphasized and noted that "an embodiment," "one embodiment," or "an alternative embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of the application can be appropriately combined.

[0073] Similarly, it should be noted that, in order to simplify the description of the present application and thus aid in the understanding of one or more embodiments, the foregoing description of the embodiments of the present application sometimes combines multiple features into a single embodiment, drawing, or description thereof. However, this disclosure method does not imply that the subject matter of the present application requires more features than those mentioned in the claims. In fact, the embodiments contain fewer features than all the features of the single embodiments disclosed above.

[0074] In some embodiments, numbers describing the quantity of components and attributes are used. It should be understood that such numbers used in the description of embodiments are modified in some examples with the terms "approximately," "approximately," or "generally." Unless otherwise stated, "approximately," "approximately," or "generally" indicates that the numbers are allowed to vary by ±20%. Accordingly, in some embodiments, the numerical parameters used in the specification and claims are approximate values, which may be changed depending on the characteristics required by individual embodiments. In some embodiments, numerical parameters should take into account specified significant digits and employ a general method of digit reservation. Although the numerical ranges and parameters used to confirm their breadth of scope in some embodiments of this application are approximate values, in specific embodiments, such values ​​are set as precisely as feasible.

[0075] Some aspects of this application can be executed entirely by hardware, entirely by software (including firmware, resident software, microcode, etc.), or by a combination of hardware and software. The aforementioned hardware or software may be referred to as a "data block," "module," "engine," "unit," "component," or "system." The processor may be one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DAPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, or combinations thereof. Furthermore, aspects of this application may manifest as computer products residing in one or more computer-readable media, including computer-readable program code. For example, computer-readable media may include, but are not limited to, magnetic storage devices (e.g., hard disks, floppy disks, magnetic tapes, etc.), optical discs (e.g., compressed CDs, digital multifunction DVDs, etc.), smart cards, and flash memory devices (e.g., cards, sticks, key drives, etc.).

[0076] A computer-readable medium may contain a propagated data signal containing computer program code, for example, on baseband or as part of a carrier wave. This propagated signal may take various forms, including electromagnetic, optical, and so on, or suitable combinations thereof. A computer-readable medium can be any computer-readable medium other than a computer-readable storage medium, which can be connected to an instruction execution system, apparatus, or device to enable communication, propagation, or transmission of a program for use. The program code located on the computer-readable medium can be propagated through any suitable medium, including radio, cable, fiber optic cable, radio frequency signals, or similar media, or any combination of the above media.

[0077] Although this application has been described with reference to specific embodiments, those skilled in the art should recognize that the above embodiments are only used to illustrate this application, and various equivalent changes or substitutions can be made without departing from the spirit of this application. Therefore, any changes or modifications to the above embodiments within the essential spirit of this application will fall within the scope of the claims of this application.

Claims

1. A control method for seat inertial comfort compensation, characterized in that, The control method, applied to a vehicle seat, includes: Obtain vehicle braking-related data; Based on the vehicle braking correlation data, vehicle braking deceleration data and inertial comfort compensation amount are determined, wherein the inertial comfort compensation amount is used to determine the degree of comfort compensation for the passenger on the seat under the braking condition corresponding to the vehicle braking correlation data. The initial compensation angle of the seat is determined based on the vehicle braking deceleration data. The target compensation angle of the seat is determined based on the initial compensation angle and the inertial comfort compensation amount; Adjust the posture of the seat according to the target compensation angle. The vehicle braking associated data includes the vehicle braking data, the passenger's passenger status data, and the seat's seat posture data. The step of determining the vehicle braking deceleration data and the inertial comfort compensation amount based on the vehicle braking associated data further includes: Based on the vehicle braking data, the vehicle braking deceleration data is determined, wherein the vehicle braking deceleration data includes the vehicle braking deceleration and the rate of change of vehicle braking deceleration within the prediction time window, as well as the prediction braking duration. The inertial comfort compensation amount is determined based on the vehicle braking deceleration data, the passenger status data, and the seat posture data. The inertial comfort compensation amount is determined based on the vehicle braking deceleration, the vehicle braking deceleration rate of change, the predicted braking duration, the occupant state influence amount, and the seat posture influence amount, wherein the occupant state influence amount is determined based on the passenger state data, and the seat posture influence amount is determined based on the seat posture data. The passenger status data includes seat belt data, the passenger's pelvic position and sitting posture feature vector, and the seat cushion pressure distribution data.

2. The control method for seat inertia comfort compensation as described in claim 1, characterized in that, The calculation expression for the inertial comfort compensation amount is as follows: ， In the formula This is the inertial comfort compensation amount. , , , and These are the weight coefficients for the corresponding items. For normalization function, The maximum vehicle braking deceleration within the predicted time window. The maximum rate of change of vehicle braking deceleration within the prediction time window. For the predicted braking duration, This refers to the influence of the occupant's state. The influence of the seat posture is denoted as .

3. The control method for seat inertia comfort compensation as described in claim 1, characterized in that, The calculation expression for the occupant state influence quantity is as follows: ， In the formula This refers to the influence of the occupant's state. , , and These are the weight coefficients for the corresponding items. This refers to the seatbelt status impact amount determined based on the seatbelt data. The amount of influence of pelvic position determined based on the aforementioned pelvic position. This refers to the influence of posture offset determined based on the posture feature vector. This refers to the pressure distribution influence determined based on the seat cushion pressure distribution data.

4. The control method for seat inertia comfort compensation as described in claim 1, characterized in that, The seat includes a seat cushion, a backrest, and a leg rest. The seat posture data includes the seat cushion angle, the backrest angle, the leg rest angle, the zero-gravity posture state value of the seat, and the seat height. The calculation expression for the seat posture influence is: ， In the formula The influence of the seat posture is denoted as _____. , , , and These are the weight coefficients for the corresponding items. The angle of the seat cushion, The backrest angle is... The leg support angle is... This refers to the zero-gravity attitude state value. The height of the seat is [the specified height].

5. The control method for seat inertia comfort compensation as described in claim 1, characterized in that, The vehicle braking data includes braking pressure, braking pressure change rate, brake pedal depressing speed, vehicle acceleration, vehicle speed, vehicle speed change rate, braking torque, active emergency braking system status, and one or more of the following: distance between the vehicle and the braking target, relative speed, and relative acceleration.

6. The control method for seat inertia comfort compensation as described in claim 5, characterized in that, The expression for calculating the vehicle braking deceleration is as follows: ,in, ， ， In the formula From the current moment The next The vehicle braking deceleration corresponding to each moment. To preset the deceleration amplitude, For the clipping function, , , , , , , , and These are the weight coefficients for the corresponding items. Braking pressure, To preset the maximum braking pressure, The rate of change of braking pressure. To preset the maximum rate of change of braking pressure, The speed at which the brake pedal is depressed. To preset the maximum brake pedal depressing speed, For vehicle acceleration, To preset the maximum vehicle acceleration, For the rate of change of vehicle speed, To preset the maximum rate of change of vehicle speed, For vehicle speed, To preset the maximum vehicle speed, For braking torque, To preset the maximum braking torque, The active emergency braking system is in operation. For external environmental quantities; , and These are the weight coefficients for the corresponding items. To preset a safe distance reference value, d For the distance, ε As a preset positive number, For relative velocity, To preset the maximum relative speed, For relative acceleration, This is the preset maximum relative acceleration.

7. The control method for seat inertia comfort compensation as described in claim 1, characterized in that, The vehicle braking deceleration data includes the vehicle braking deceleration within the prediction time window, and the calculation expression for the initial compensation angle is: ， In the formula The initial compensation angle is... For compensation ratio coefficient, The maximum vehicle braking deceleration within the predicted time window. This is the acceleration due to gravity.

8. The control method for seat inertia comfort compensation as described in claim 1, characterized in that, The calculation expression for the target compensation angle is: ,in, ， In the formula For the target compensation angle, For the clipping function, The current posture angle of the seat. To compensate for the incremental angle of the target, and These are the minimum and maximum values ​​of the seat's posture angle, respectively. and These are the weight coefficients for the corresponding items. This is the inertial comfort compensation amount. The initial compensation angle is... and These are the minimum and maximum values ​​of the target compensation increment angle, respectively.

9. The control method for seat inertia comfort compensation as described in claim 1, characterized in that, The seat includes at least one posture adjustment mechanism, and the step of adjusting the posture of the seat according to the target compensation angle further includes: Based on the target compensation angle and the comprehensive cost objective function, control input data is determined at least one moment within the control time window. This control input data at the at least one moment is used to drive the at least one attitude adjustment mechanism to make the seat angle tend towards the target compensation angle. The comprehensive cost objective function includes one or more of the following at each time point: the remaining forward inertial component, the seat angle deviation, the seat equivalent angular velocity, the seat equivalent angular acceleration, the seat equivalent angular jerk, the control input, and the seat pressure distribution change. The remaining forward inertial component is determined based on the seat compensator angle and vehicle braking deceleration at the corresponding time. The seat angle deviation is determined based on the seat compensator angle and the target compensator angle at the corresponding time. The seat equivalent angular velocity, seat equivalent angular acceleration, and seat equivalent angular acceleration are determined based on the seat compensator angle. The control input is determined based on the control input data at the corresponding time. The seat pressure distribution change is determined based on the seat pressure distribution change at the corresponding time.

10. The control method for seat inertia comfort compensation as described in claim 9, characterized in that, The expression for the comprehensive cost objective function is: ， In the formula The comprehensive cost objective function is the comprehensive cost value. The total number of the at least one moment. For the first The value of the remaining forward inertial component term corresponding to each time point. For the first The value of the seat angle deviation term corresponding to each moment. For the first The value of the seat equivalent angular velocity term corresponding to each moment. For the first The value of the seat equivalent angular acceleration term corresponding to each moment. For the first The value of the seat equivalent angular acceleration term corresponding to each moment. For the first The value of the control input item corresponding to each time point. For the first The value of the seat pressure distribution change term corresponding to each time point.

11. The control method for seat inertia comfort compensation as described in claim 9, characterized in that, The calculation expression for the remaining forward inertial component is as follows: ,in, ， In the formula For the first The value of the remaining forward inertial component term corresponding to each time point. The weighting coefficients for the remaining forward inertial component terms are... From the current moment The next The remaining forward inertial component at time t. To find the maximum value function, For the first The vehicle braking deceleration corresponding to each moment. For the first The seat compensation sub-angle corresponding to each moment. This is the effective coefficient of gravity.

12. The control method for seat inertia comfort compensation as described in claim 9, characterized in that, The calculation expression for the seat angle deviation term is as follows: ， In the formula For the first The value of the seat angle deviation term corresponding to each moment. This is the weighting coefficient for the seat angle deviation term. From the current moment The next The seat compensation sub-angle corresponding to each moment. For the first The target compensator angle corresponding to each moment.

13. The control method for seat inertia comfort compensation as described in claim 9, characterized in that, The formula for calculating the equivalent angular velocity of the seat is as follows: ,in, ， In the formula For the first The value of the seat equivalent angular velocity term corresponding to each moment. The weighting coefficient for the equivalent angular velocity term of the seat. From the current moment The next The equivalent angular velocity of the seat at each moment. For the first The seat compensation sub-angle corresponding to each moment. For the first The seat compensation sub-angle corresponding to each moment. The duration between two adjacent moments; and / or The formula for calculating the equivalent angular acceleration term of the seat is as follows: ,in, ， In the formula For the first The value of the seat equivalent angular acceleration term corresponding to each moment. The weighting coefficient for the equivalent angular acceleration term of the seat is... From the current moment The next The equivalent angular acceleration of the seat at each moment. For the first The equivalent angular velocity of the seat at each moment; and / or The calculation expression for the equivalent angular acceleration term of the seat is as follows: ,in, ， In the formula For the first The value of the seat equivalent angular acceleration term corresponding to each moment. The weighting coefficient for the equivalent angular acceleration term of the seat. From the current moment The next The equivalent angular acceleration of the seat at each moment. For the first The equivalent angular acceleration of the seat at each moment.

14. The control method for seat inertia comfort compensation as described in claim 1, characterized in that, The step of adjusting the posture of the seat according to the target compensation angle further includes: Obtain security risk-related data; Based on the aforementioned safety risk correlation data, the safety risk level of the vehicle is determined; If the amount of safety risk is less than the safety risk threshold and the amount of inertial comfort compensation is not less than the inertial comfort compensation requirement threshold, then the posture of the seat is adjusted according to the target compensation angle.

15. The control method for seat inertia comfort compensation as described in claim 14, characterized in that, The step of adjusting the posture of the seat according to the target compensation angle further includes: If the safety risk amount is not less than the safety risk threshold and is less than the limit risk threshold, then the posture of the seat is adjusted according to the limit parameters of the seat and the target compensation angle.

16. The control method for seat inertia comfort compensation as described in claim 1, characterized in that, The control method further includes: For the seat adjusted according to the target compensation angle, the seat recovery posture angles corresponding to multiple moments are determined based on the recovery time and the target posture angle and the initial posture angle of the seat.

17. The control method for seat inertia comfort compensation as described in claim 16, characterized in that, The expression for calculating the seat's restored posture angle is as follows: ,in, ， In the formula For a moment The corresponding seat return posture angle, The initial attitude angle is... The target attitude angle is... For normalized time variables, The recovery time is mentioned above.

18. A seating mechanism, characterized in that, include: Seats; as well as A control device adapted to drive the seat according to any one of claims 1-17 using a control method for seat inertia comfort compensation to adjust the posture of the seat.

19. A control system for seat inertia comfort compensation, comprising: Memory is used to store instructions that can be executed by the processor; as well as A processor for executing the instructions to implement the control method for seat inertial comfort compensation as described in any one of claims 1-17.

20. A computer-readable medium storing computer program code that, when executed by a processor, implements the control method for seat inertial comfort compensation as described in any one of claims 1-17.

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