Headrest, seat, vehicle, and headrest control method

Abstract

The application relates to a headrest, a seat, a vehicle and a headrest control method, and relates to the technical field of vehicles.The headrest comprises a shell and a power device, an enclosed area of the shell is configured as an accommodating cavity, and one side of the shell is configured as a support wall; the power device is arranged in the accommodating cavity, the power device comprises a gas charging and discharging assembly, a driving assembly and a plurality of traction pieces, the gas charging and discharging assembly is used for charging or discharging the accommodating cavity, the plurality of traction pieces are connected with the driving assembly, and the plurality of traction pieces are respectively connected with different parts of the support wall. The headrest, the seat, the vehicle and the headrest control method provided by the application can adaptively adjust the shape of the support wall of the headrest according to the contour of the head and neck, and improve the riding comfort.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a headrest, seat, vehicle, and headrest control method. Background Technology

[0002] In vehicles, headrests, as supporting components of seats, are typically used to provide support for passengers' heads and necks. Traditional headrests are usually filled with a fixed structure (such as sponge, polyester fiber, etc.). The shape of the support walls in the headrest that support the passenger's head and neck cannot be adaptively adjusted according to the contours of the head and neck. This results in uneven pressure distribution on the support walls of the headrest, which can easily lead to localized pressure concentration after prolonged use, affecting riding comfort.

[0003] Therefore, how to make the shape of the headrest support wall adaptively adjust according to the contour of the head and neck to improve riding comfort is a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0004] To address the aforementioned technical problems, this application provides a headrest, a seat, a vehicle, and a headrest control method, which enables the shape of the headrest's support wall to be adaptively adjusted according to the contour of the head and neck, thereby improving riding comfort.

[0005] Firstly, a headrest is provided, comprising: The outer shell, the area enclosed by the outer shell is configured as a receiving cavity, and one side of the outer shell is configured as a supporting wall; A power unit is disposed within the receiving cavity. The power unit includes an inflation / deflation assembly, a drive assembly, and multiple traction components. The inflation / deflation assembly is used to inflate or deflate the receiving cavity. The multiple traction components are connected to the drive assembly and are respectively connected to different parts of the support wall. The drive assembly is used to displace different parts of the support wall through the multiple traction components.

[0006] According to a first aspect of this application, the drive assembly includes multiple sets of drive units, which are spaced apart along a first direction, and each set of drive units is independently connected to multiple traction members.

[0007] According to a first aspect of this application, the driving unit includes: Electric motor; A drive shaft is connected to the output shaft of the motor, and the drive shaft extends along a second direction; wherein the second direction intersects with the first direction; Multiple damping wheels are spaced apart on the drive shaft along the second direction; the traction element is wound around each of the damping wheels.

[0008] According to a first aspect of this application, the power unit includes: A locking element selectively abuts against a plurality of the damping wheels to restrict rotation of the plurality of the damping wheels.

[0009] According to a first aspect of this application, the locking element includes: First air pump; An airbag, the inlet of which is connected to the outlet of the first air pump; the airbag is used to abut against the plurality of damping wheels after being inflated.

[0010] According to a first aspect of this application, the housing is provided with a first air inlet and a first exhaust outlet; The locking element further includes: The first air intake pipe has one end connected to the input port of the first air pump and the other end connected to the first air intake through hole. A first exhaust pipe, one end of which is connected to the output port of the airbag, and the other end of which is connected to the first exhaust through hole; A first valve is provided on the first exhaust pipe to connect or disconnect the first exhaust pipe.

[0011] According to a first aspect of this application, the housing is provided with a second air inlet and a second exhaust outlet; The inflation / deflation assembly includes: Second air pump; The second air intake pipe has one end connected to the input port of the second air pump and the other end connected to the second air intake through hole. The second exhaust pipe has one end connected to the receiving cavity and the other end connected to the second exhaust through hole. A second valve is provided on the second exhaust pipe to allow the second exhaust pipe to be connected or disconnected.

[0012] According to a first aspect of this application, the power unit further includes: A protective housing, in which the drive assembly is housed, the protective housing having a plurality of guide holes, through which a plurality of traction components are led out from the protective housing.

[0013] According to a first aspect of this application, the housing is provided with mounting through holes; The power unit also includes: The mounting platform is connected to the protective shell. The end of the mounting platform away from the protective shell mates with the mounting through hole, and the end of the mounting platform away from the protective shell is recessed with a slot.

[0014] According to a first aspect of this application, the traction member is constructed as a flexible linear structure.

[0015] According to a first aspect of this application, the headrest further includes: Multiple pressure sensors are spaced apart on the support wall.

[0016] According to a first aspect of this application, the housing is provided with a control interface, which is electrically connected to the inflation / deflation assembly, the drive assembly, and the plurality of pressure sensors.

[0017] Secondly, a seat is also provided, including: Chair body; As described above, the headrest has its outer shell mounted on the chair body.

[0018] Thirdly, a vehicle is also provided, including: Vehicle body; The seat as described above is installed inside the vehicle body.

[0019] The fourth aspect also provides a headrest control method for controlling the headrest as described above; The headrest control method includes: Execute the inflation command to control the inflation / deflation assembly to inflate the receiving cavity; Execute the venting command to control the inflation / deflation assembly to vent the accommodating cavity; and control the drive assembly to drive the plurality of traction members to pull different parts of the support wall to cause displacement. Execute the stop venting command to control the inflation / deflation assembly so that the accommodating cavity stops venting.

[0020] According to a fourth aspect of this application, the headrest further includes a plurality of pressure sensors, which are spaced apart on the support wall; After the drive assembly is controlled to move the multiple traction members to displace different parts of the support wall, the headrest control method further includes: Obtain the pressure values ​​detected by the multiple pressure sensors; If the difference between the pressure values ​​detected by any two pressure sensors is less than a first preset pressure threshold, the stop venting command is generated.

[0021] According to a fourth aspect of this application, after executing the stop deflation command and controlling the inflation / deflation assembly to stop deflation of the receiving cavity, the headrest control method further includes: If the difference between the pressure value detected by at least one of the pressure sensors and the average pressure value detected by all the pressure sensors is greater than a second preset pressure threshold, the inflation command, the deflation command, and the stop deflation command are regenerated and executed.

[0022] According to a fourth aspect of this application, after executing the stop deflation command and controlling the inflation / deflation assembly to stop deflation of the receiving cavity, the headrest control method further includes: Acquire passengers' biosignal parameters; If the passenger's biosignal parameters exceed a preset threshold, a signal indicating that the passenger is in a state of fatigue will be output.

[0023] The headrest provided in this application adjusts the overall support rigidity of the support wall by installing a power device in the receiving cavity and inflating or deflating the receiving cavity with the help of an inflation / deflation assembly. Multiple traction components, under the action of the drive assembly, cause different parts of the support wall to move, thereby achieving the function of actively and precisely adjusting the shape of the support wall. This allows the support wall to adapt to the head and neck contours of different passengers, as well as the head and neck contours of the same passenger in different sitting positions. It effectively disperses the pressure between the passenger's head and neck and the support wall, achieving uniform pressure distribution and improving the problem of local pressure concentration that easily occurs after long-term use, thereby enhancing riding comfort. Attached Figure Description

[0024] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0025] Figure 1 A schematic diagram of the structure of a headrest provided in an exemplary embodiment of this application from a first-view perspective.

[0026] Figure 2 A schematic diagram of the headrest provided in an exemplary embodiment of this application from a second perspective.

[0027] Figure 3 for Figure 2 Sectional view at point AA.

[0028] Figure 4 A schematic diagram of the power device provided in an exemplary embodiment of this application from a first-view perspective.

[0029] Figure 5 This is a schematic diagram of the internal structure of a power device provided for an exemplary embodiment of this application.

[0030] Figure 6 This is a schematic diagram of the structure of a driving unit provided in an exemplary embodiment of this application.

[0031] Figure 7 This is a schematic diagram of the headrest provided in an exemplary embodiment of this application from a third-person perspective.

[0032] Figure 8 for Figure 7 Sectional view at point BB.

[0033] Figure 9 A schematic diagram of the power device provided in an exemplary embodiment of this application from a second perspective.

[0034] Figure 10 This is a schematic diagram of the headrest provided in an exemplary embodiment of this application from a fourth-person perspective.

[0035] Figure 11 This is a schematic diagram of the structure of the support wall and pressure sensor provided for an exemplary embodiment of this application.

[0036] Figure 12 A schematic flowchart of a headrest control method provided for an exemplary embodiment of this application.

[0037] Figure 13 A schematic flowchart of a headrest control method provided for another exemplary embodiment of this application.

[0038] Figure 14 A schematic flowchart of a headrest control method provided for another exemplary embodiment of this application.

[0039] Figure 15 A schematic flowchart of a headrest control method provided for another exemplary embodiment of this application.

[0040] Reference numerals: 100-Headrest; 110-Outer shell; 111-Receiving cavity; 112-Support wall; 113-First air inlet; 114-First exhaust outlet; 115-Second air inlet; 116-Second exhaust outlet; 117-Mounting hole; 118-Control interface; 120-Power unit; 121-Inflation / deflation assembly; 1211-Second air pump; 1212-Second air inlet pipe; 1213-Second exhaust pipe; 1214-Second valve ; 122-Drive assembly; 1221-Drive unit; 12211-Motor; 12212-Drive shaft; 12213-Damping wheel; 123-Traction component; 124-Locking component; 1241-First air pump; 1242-Airbag; 1243-First air inlet pipe; 1244-First exhaust pipe; 1245-First valve; 125-Protective shell; 1251-Guide hole; 126-Mounting platform; 1261-Slot; 130-Pressure sensor. Detailed Implementation

[0041] Hereinafter, exemplary embodiments according to this application will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this application, and not all embodiments of this application. It should be understood that this application is not limited to the exemplary embodiments described herein.

[0042] In vehicles, headrests, as supporting components of seats, are typically used to provide support for passengers' heads and necks. Traditional headrests are usually filled with a fixed structure (such as sponge, polyester fiber, etc.). The shape of the support walls in the headrest that support the passenger's head and neck cannot be adaptively adjusted according to the contours of the head and neck. This results in uneven pressure distribution on the support walls of the headrest, which can easily lead to localized pressure concentration after prolonged use, affecting riding comfort.

[0043] To address the aforementioned issues, this application provides a headrest that uses a power device within a cavity to inflate or deflate the cavity via an inflation / deflation assembly to adjust the overall support rigidity of the support wall. Multiple traction components, driven by a drive assembly, displace different parts of the support wall, enabling proactive and precise adjustment of its shape. This allows the support wall to adapt to the head and neck contours of different passengers, as well as the head and neck contours of the same passenger in different sitting positions. This effectively disperses the pressure between the passenger's head and neck and the support wall, achieving a uniform pressure distribution and mitigating the problem of localized pressure concentration after prolonged use, thereby enhancing seating comfort.

[0044] Figure 1 A schematic diagram of the structure of a headrest provided in an exemplary embodiment of this application from a first-view perspective. Figure 2 A schematic diagram of the headrest provided in an exemplary embodiment of this application from a second perspective. Figure 3for Figure 2 Sectional view at point AA. Figure 4 A schematic diagram of the power device provided in an exemplary embodiment of this application from a first-view perspective. Figure 5 This is a schematic diagram of the internal structure of a power device provided for an exemplary embodiment of this application.

[0045] like Figures 1 to 5 As shown, the headrest 100 provided in this application embodiment may include a housing 110 and a power unit 120.

[0046] It should be noted that the area enclosed by the outer shell 110 is configured as a receiving cavity 111, and one side of the outer shell 110 is configured as a supporting wall 112. In practical applications, the supporting wall 112 can be understood as the side wall of the outer shell 110 facing the passenger's head and neck, which is used to directly contact and support the passenger's head and neck.

[0047] like Figures 3 to 5 As shown, the power unit 120 is housed within the receiving cavity 111. The power unit 120 includes an inflation / deflation assembly 121, a drive assembly 122, and multiple traction components 123. Therefore, the inflation / deflation assembly 121, the drive assembly 122, and the multiple traction components 123 are also housed within the receiving cavity 111. This allows for full utilization of the space within the receiving cavity 111, resulting in a more compact structure. It also reduces the amount of exposed mechanical structure on the exterior of the outer casing 110, preventing structures exposed outside the outer casing 110 from negatively impacting the passenger's user experience.

[0048] It should be noted that the inflation / deflation assembly 121 is used to inflate or deflate the receiving cavity 111. After the inflation / deflation assembly 121 inflates the receiving cavity 111, the outer shell 110 can expand in the inflated state to fully cover the passenger's head and neck area; after the inflation / deflation assembly 121 deflates the receiving cavity 111, the air pressure inside the receiving cavity 111 decreases, and the support wall 112 is gradually squeezed by the passenger's head and neck during the deflation process, causing deformation.

[0049] like Figures 3 to 5 As shown, multiple traction members 123 are connected to the drive assembly 122, and each traction member 123 is connected to a different part of the support wall 112. That is, one end of each traction member 123 is connected to the drive assembly 122, and the other end is connected to a specific position on the support wall 112. In this way, the drive assembly 122 can apply independent tension to different parts of the support wall 112 through the multiple traction members 123, thereby causing different parts of the support wall 112 to displace.

[0050] In practical applications, the inflation / deflation assembly 121 can be controlled to inflate the receiving cavity 111, causing the outer shell 110 to expand and effectively cover the passenger's head and neck. Then, the inflation / deflation assembly 121 can be controlled to deflate the receiving cavity 111. With the passenger's head and neck pressed against the support wall 112, the receiving cavity 111 is in a continuous deflation state, gradually reducing the air pressure inside. Under the combined effect of the reduced air pressure inside the receiving cavity 111 and the pressure on the passenger's head and neck, the support wall 112 deforms, gradually conforming to the contour of the passenger's head and neck. During the deflation process of the receiving cavity 111, the drive assembly 122 can use multiple traction elements 123 to displace different parts of the support wall 112, precisely adjusting its shape to adaptively conform to the contour of the passenger's head and neck. This achieves uniform pressure distribution, improves localized pressure concentration, and enhances passenger comfort. Furthermore, after the venting chamber 111 stops deflation, the extension and retraction length of each traction component 123, the air pressure inside the venting chamber 111, and the shape of the support wall 112 can be maintained in their current state, so that passengers can continue to receive support that matches the contour of their head and neck during subsequent riding. In the long-term use, it can still effectively improve the problem of local pressure concentration.

[0051] Therefore, the headrest 100 provided in this application embodiment, through the cooperation of the power device 120 and the support wall 112, enables the drive component 122 to displace different parts of the support wall 112 through multiple traction members 123 during the deflation process of the receiving cavity 111, thereby achieving the function of actively and accurately adjusting the shape of the support wall 112. This allows the support wall 112 to adapt to the head and neck contours of different passengers, as well as the head and neck contours of the same passenger in different sitting postures, effectively dispersing the pressure between the passenger's head and neck and the support wall 112, achieving uniform pressure distribution, improving the problem of local pressure concentration, and thus enhancing riding comfort.

[0052] In one embodiment, the traction member 123 can be constructed as a flexible linear structure. The flexible linear structure may include a shaping wire, steel wire rope, nylon thread, etc. The flexible linear structure has a small volume and high tensile strength, so it can be flexibly arranged within the limited space of the receiving cavity 111, and can withstand the tensile force required by the traction support wall 112, ensuring that it is not easily broken during long-term use.

[0053] Figure 6 This is a schematic diagram of the structure of a driving unit provided in an exemplary embodiment of this application. Figure 3 , Figure 5 and Figure 6 As shown, the drive assembly 122 may include multiple sets of drive units 1221, which are arranged along a first direction (see reference for details). Figure 3 and Figure 5The drive units 1221 are distributed at intervals along the Y-axis, and each group of drive units 1221 is independently connected to multiple traction components 123.

[0054] It should be noted that the multiple sets of drive units 1221 are distributed at intervals along the first direction, so that different parts of the support wall 112 in the first direction correspond to different drive units 1221. Each set of drive units 1221 can independently adjust the extension and retraction of the corresponding traction member 123 according to the pressure on the passenger's head and neck at the corresponding part, thereby achieving a uniform pressure distribution in the first direction.

[0055] like Figure 5 and Figure 6 As shown, each drive unit 1221 includes a motor 12211, a drive shaft 12212, and multiple damping wheels 12213.

[0056] It should be noted that the drive shaft 12212 is connected to the output shaft of the motor 12211, and the drive shaft 12212 is along the second direction (see reference for details). Figure 5 and Figure 6 Extending along the X-axis direction, multiple damping wheels 12213 are spaced apart on the drive shaft 12212 along the second direction, and each damping wheel 12213 is wound with a traction member 123. That is, one end of each traction member 123 is wound around the corresponding damping wheel 12213, and the other end is connected to a specific part on the support wall 112.

[0057] It should be noted that the second direction is intersecting with the first direction. This intersecting layout makes the connecting parts of the traction member 123 on the support wall 112 distributed in a mesh pattern. This allows for the displacement of different areas on the support wall 112, resulting in more adjustable deformation parts. The deformed shape of the support wall 112 can more accurately adapt to the contour of the passenger's head and neck, avoiding insufficient deformation of other parts due to the traction member 123 acting in a single area. This helps to improve the adaptability of the support wall 112 to the contour of the passenger's head and neck.

[0058] In one embodiment, the second direction may intersect the first direction at an acute angle; or, the second direction may be perpendicular to the first direction.

[0059] It should be noted that the damping wheel 12213 and the drive shaft 12212 transmit torque through friction. When the tension of a certain traction component 123 reaches the threshold corresponding to the sliding friction between the damping wheel 12213 and the drive shaft 12212, the damping wheel 12213 will generate sliding friction relative to the drive shaft 12212 and will no longer rotate with the drive shaft 12212, thereby achieving constant tension control.

[0060] In one embodiment, multiple damping wheels 12213 use the same damping material (such as damping paper) to ensure that the tension of each traction member 123 tends to be consistent. That is, in practical applications, although the retraction length of each traction member 123 varies due to the different amounts of compression deformation of the passenger's head and neck on different parts of the support wall 112, the tension applied by each traction member 123 is basically consistent. In this way, the problem of local pressure concentration caused by excessive or insufficient traction force on the support wall 112 can be avoided, which is conducive to achieving a uniform pressure distribution between the passenger's head and neck and the support wall 112 and improving riding comfort.

[0061] like Figure 5 As shown, the power unit 120 also includes a locking member 124, which selectively abuts against a plurality of damping wheels 12213 to restrict the rotation of the plurality of damping wheels 12213.

[0062] It should be noted that "selective engagement" in the preceding text can be understood as the locking element 124 engaging with the damping wheel 12213 when locking is required to prevent the damping wheel 12213 from rotating, and separating from the damping wheel 12213 when unlocking is required to allow the damping wheel 12213 to rotate freely.

[0063] It should be noted that the locking member 124 locks the multiple damping wheels 12213 by abutting against them. This fixes the length of the multiple traction members 123 wound around the corresponding damping wheels at their current length, thereby simultaneously locking the current shape of multiple parts of the support wall 112 to maintain a shape that fits the passenger's head and neck, and continuously maintain the passenger's riding comfort. When it is necessary to adjust the shape of the headrest 100 (e.g., when changing passengers), the locking member 124 can be separated from the multiple damping wheels 12213, releasing the locking of the multiple damping wheels 12213, allowing the traction members 123 to pull the different parts of the support wall 112 to adapt to the head and neck contour of the changed passenger.

[0064] like Figure 5 As shown, the locking member 124 may include a first air pump 1241 and an airbag 1242, with the input port of the airbag 1242 connected to the output port of the first air pump 1241.

[0065] It should be noted that the first air pump 1241 serves as the air source for the airbag 1242, supplying gas to it. After inflation, the airbag 1242 fills the spaces between the multiple damping wheels 12213 and comes into contact with them. Thus, the clamping force generated by the air pressure in the airbag 1242 restricts the rotation of the multiple damping wheels 12213.

[0066] It should be noted that during the expansion process, the surface of the airbag 1242 can adaptively conform to the outer peripheral surface of each damping wheel 12213; similarly, when the airbag 1242 deflates, it will automatically separate from the multiple damping wheels 12213, releasing the locked state of the multiple damping wheels 12213. In this way, multiple damping wheels 12213 can be locked and unlocked by a single airbag 1242. The locking method is simple, the cost is low, and it can achieve rapid switching between locking and unlocking.

[0067] In one embodiment, the locking member 124 may also adopt a mechanical locking structure such as a lifting top plate, ratchet pawl, or ring clamp to restrict the rotation of the damping wheel 12213.

[0068] Figure 7 This is a schematic diagram of the headrest provided in an exemplary embodiment of this application from a third-person perspective. Figure 8 for Figure 7 A sectional view at point BB. (See image below.) Figure 5 and Figure 8 As shown, the outer casing 110 is provided with a first air inlet 113 and a first exhaust 114. Correspondingly, the locking member 124 includes a first air inlet pipe 1243, a first exhaust pipe 1244, and a first valve 1245. One end of the first air inlet pipe 1243 is connected to the input port of the first air pump 1241, and the other end of the first air inlet pipe 1243 is connected to the first air inlet 113. One end of the first exhaust pipe 1244 is connected to the output port of the airbag 1242, and the other end of the first exhaust pipe 1244 is connected to the first exhaust 114. The first valve 1245 is provided on the first exhaust pipe 1244 to allow the first exhaust pipe 1244 to be connected or disconnected.

[0069] It should be noted that when the airbag 1242 needs to be inflated to lock multiple damping wheels 12213, the first valve 1245 is closed, the first exhaust pipe 1244 is disconnected, and the first air pump 1241 can draw in gas from outside the housing 110 through the first air inlet pipe 1243 and then input it into the airbag 1242. When it is necessary to release the locking of multiple damping wheels 12213, the first valve 1245 is open, the first exhaust pipe 1244 is connected, and the gas in the airbag 1242 can be discharged to the outside of the housing 110 through the first exhaust pipe 1244 and the first exhaust port 114.

[0070] It should be noted that the first air inlet 113 and the first exhaust 114 are provided on the outer shell 110, and the corresponding first air inlet pipe 1243 and the first exhaust pipe 1244 are used, and the first valve 1245 is provided on the first exhaust pipe 1244. On the one hand, this ensures that the inflation and deflation processes of the airbag 1242 operate independently, avoiding the situation where the inflation and deflation processes of the airbag 1242 occur simultaneously, which is beneficial to improving inflation efficiency. The airbag 1242 can expand quickly and lock the multiple damping wheels 12213 in time. On the other hand, during the inflation process of the airbag 1242, gas is input from outside the outer shell 110, and during the deflation process of the airbag 1242, gas is discharged outside the outer shell 110. This can reduce the impact of the inflation and deflation process of the airbag 1242 on the air pressure in the receiving cavity 111, and avoid the shape of the support wall 112 changing due to excessive air pressure changes in the receiving cavity 111, which would affect the passenger's riding comfort.

[0071] In one embodiment, the first valve 1245 may be a solenoid valve, a pneumatic valve, or the like.

[0072] like Figure 5 and Figure 8 As shown, the outer casing 110 is provided with a second air inlet 115 and a second exhaust 116. Correspondingly, the inflation / deflation assembly 121 includes a second air pump 1211, a second air inlet pipe 1212, a second exhaust pipe 1213, and a second valve 1214. One end of the second air inlet pipe 1212 is connected to the input port of the second air pump 1211, and the other end of the second air inlet pipe 1212 is connected to the second air inlet 115. One end of the second exhaust pipe 1213 is connected to the receiving cavity 111, and the other end of the second exhaust pipe 1213 is connected to the second exhaust 116. The second valve 1214 is provided on the second exhaust pipe 1213 to allow the second exhaust pipe 1213 to be connected or disconnected.

[0073] It should be noted that when the receiving cavity 111 needs to be inflated, the second valve 1214 is closed, the second exhaust pipe 1213 is disconnected, and the second air pump 1211 can draw in gas from outside the outer casing 110 through the second air inlet pipe 1212 and then input it into the receiving cavity 111. After inflation stops, the second valve 1214 remains closed, and the second exhaust pipe 1213 is disconnected, which can maintain a stable air pressure inside the receiving cavity 111. When the receiving cavity 111 needs to be deflated, the second valve 1214 is open, the second exhaust pipe 1213 is connected, and the gas inside the receiving cavity 111 can be discharged to the outside of the outer casing 110 through the second exhaust pipe 1213 and the second exhaust port 116.

[0074] It should be noted that by providing a second air inlet 115 and a second exhaust 116 on the outer casing 110, and by using the corresponding second air inlet pipe 1212 and second exhaust pipe 1213, and by providing a second valve 1214 on the second exhaust pipe 1213, it can be ensured that the inflation and deflation processes of the receiving cavity 111 operate independently, avoiding the situation where the inflation and deflation processes of the receiving cavity 111 occur simultaneously, which is beneficial to improving inflation efficiency.

[0075] In one embodiment, the second valve 1214 may be a solenoid valve, a pneumatic valve, or the like.

[0076] like Figure 4 and Figure 5 As shown, the power unit 120 may also include a protective housing 125, in which the drive assembly 122 is housed, and the protective housing 125 provides effective protection for the drive assembly 122.

[0077] It should be noted that the protective shell 125 is provided with multiple guide holes 1251, and multiple traction members 123 are led out from the protective shell 125 through the multiple guide holes 1251 respectively, with each guide hole 1251 corresponding to one traction member 123. The guide holes 1251 can provide directional guidance for the path of the traction member 123 from the inside of the protective shell 125 to the support wall 112, preventing the traction member 123 from getting tangled or deviating during the extension and retraction process, ensuring that each traction member 123 accurately pulls the corresponding part on the support wall 112, which helps to improve the accuracy of the shape adjustment of the support wall 112.

[0078] like Figure 5 As shown, in one embodiment, the first air pump 1241, the second air pump 1211, and the drive assembly 122 are all housed within the protective shell 125, which can reduce space occupancy and improve the design integration of the headrest 100.

[0079] Figure 9 A schematic diagram of the power device provided in an exemplary embodiment of this application from a second perspective. Figure 10 This is a schematic diagram of the structure of a headrest provided in an exemplary embodiment of this application from a fourth-person perspective. Figure 9 and Figure 10 As shown, the outer casing 110 is provided with a mounting through hole 117, and the power unit 120 also includes a mounting platform 126. The mounting platform 126 is connected to the protective casing 125. The end of the mounting platform 126 away from the protective casing 125 cooperates with the mounting through hole 117 to realize the installation and positioning of the mounting platform 126.

[0080] It should be noted that the mounting platform 126 has a recessed slot 1261 at the end away from the protective shell 125. This slot 1261 can be used to engage with the seat body (see the description of the seat structure below), thereby assembling the headrest 100 onto the seat body. It should be understood that the engagement structure between the slot 1261 and the buckle on the seat body is simple in structure and easy to install and remove, which can improve the efficiency of installing and removing the headrest 100 from the seat body.

[0081] Figure 11 This is a schematic diagram of the support wall and pressure sensor provided for an exemplary embodiment of this application. Figure 11 As shown, the headrest 100 also includes a plurality of pressure sensors 130, which are spaced apart on the support wall 112.

[0082] It should be noted that multiple pressure sensors 130 are spaced apart on the support wall 112, allowing them to collect pressure data from different parts of the support wall 112 in real time. In practical applications, by comparing the pressure values ​​detected by each pressure sensor 130, it can be determined whether the pressure on the passenger's head and neck is evenly distributed and whether the passenger's head and neck are comfortable, thereby determining whether the shape of the support wall 112 needs to be readjusted. For details on the headrest control method, please refer to the following section.

[0083] like Figure 10 As shown, the housing 110 is provided with a control interface 118, which is electrically connected to the inflation / deflation assembly 121, the drive assembly 122 and multiple pressure sensors 130.

[0084] It should be noted that a control interface 118 is provided on the outer casing 110, so that the inflation / deflation assembly 121, drive assembly 122 and pressure sensor 130 inside the headrest 100 can transmit signals to the controller (which can be the vehicle controller or a controller built into the headrest 100) through the unified control interface 118, which facilitates the integration of the headrest 100 into the seat or vehicle.

[0085] It should be noted that, through the control interface 118, the controller can send inflation or deflation control signals to the inflation / deflation assembly 121, send drive or stop control signals to the drive assembly 122, and receive pressure detection data from multiple pressure sensors 130. Based on the detection data from the pressure sensors 130, the controller can control the actions of the inflation / deflation assembly 121 and the drive assembly 122 to achieve automated adjustment of the headrest 100's shape. For details, please refer to the later description of the headrest control method.

[0086] This application embodiment also provides a seat, which includes a seat body and a headrest 100 as described in the previous embodiment, with the outer shell 110 of the headrest 100 mounted on the seat body.

[0087] In one embodiment, the chair body is provided with a buckle, and the outer shell 110 is engaged with the buckle through the slot 1261 of the mounting platform 126 to realize quick assembly between the headrest 100 and the chair body.

[0088] This application also provides a vehicle, which includes a vehicle body and a seat as described in the previous embodiment, the seat being installed in the vehicle body.

[0089] In one embodiment, the vehicle may include a passenger car, a commercial vehicle, or the like.

[0090] It should be noted that the seat and vehicle provided in this application embodiment have all the functions of the headrest 100 described above, and their beneficial effects can be referred to the beneficial effects of the headrest 100 described above.

[0091] Figure 12 This is a flowchart illustrating a headrest control method provided as an exemplary embodiment of this application. Figure 12 As shown, the headrest control method provided in this application embodiment is applied to the headrest described in the previous embodiment. Specifically, the headrest control method may include: S610: Executes the inflation command and controls the inflation / deflation assembly to inflate the receiving cavity.

[0092] S620: Executes the venting command, controls the inflation / deflation assembly to vent the containment cavity; and controls the drive assembly to drive multiple traction components to move different parts of the support wall.

[0093] S630: Executes a stop venting command to control the inflation / deflation assembly so that the venting chamber stops venting.

[0094] It should be noted that the inflation command can be triggered by the passenger via a button, or it can be automatically generated by the controller based on relevant data (such as the detection data of the pressure sensor 130 mentioned later). During the execution of the inflation command, the inflation / deflation assembly 121 is controlled to inflate the receiving cavity 111, causing the outer shell 110 of the headrest 100 to expand and fully cover the passenger's head and neck area.

[0095] In one embodiment, controlling the inflation / deflation assembly 121 to inflate the receiving cavity 111 can specifically be controlling the second air pump 1211 in the aforementioned embodiment to start and controlling the second valve 1214 to be in a closed state.

[0096] It should be noted that the deflation command can be triggered by the passenger via a button or automatically generated by the controller after the passenger's head and neck are pressed against the support wall 112 of the headrest 100. During the deflation process, the receiving cavity 111 releases air, reducing the air pressure inside the receiving cavity 111. Under the combined effect of the reduced air pressure inside the receiving cavity 111 and the pressure on the passenger's head and neck, the support wall 112 deforms and gradually conforms to the contour of the passenger's head and neck. During the deflation process of the receiving cavity 111, the control drive component 122 drives multiple traction components 123 to pull different parts of the support wall 112, causing them to shift. This allows for precise adjustment of the shape of the support wall 112, enabling it to adaptively conform to the contour of the passenger's head and neck, achieving a uniform pressure distribution, improving the problem of localized pressure concentration, and enhancing riding comfort.

[0097] In one embodiment, controlling the inflation / deflation assembly 121 to deflate the receiving cavity 111 can specifically involve stopping the second air pump 1211 in the aforementioned embodiment and controlling the second valve 1214 to be in the open state.

[0098] It should be noted that the stop deflation command can be triggered by the passenger via a button when the headrest 100 reaches a comfortable state (manual stop), or it can be automatically generated by the controller based on relevant data (such as the detection data of the pressure sensor 130 mentioned later) (automatic stop). When the stop deflation command is executed, the inflation / deflation assembly 121 is controlled to stop the deflation of the receiving cavity 111, maintaining the extension / retraction length of each traction member 123, the air pressure in the receiving cavity 111, and the shape of the support wall 112 in their current state. This ensures that the passenger continues to receive support that conforms to the contour of their head and neck during subsequent riding, effectively improving the problem of local pressure concentration and enhancing riding comfort during long-term use.

[0099] In one embodiment, controlling the inflation / deflation assembly 121 to stop the deflation of the receiving cavity 111 can specifically be controlling the second air pump 1211 in the aforementioned embodiment to stop and controlling the second valve 1214 to be in a closed state.

[0100] Figure 13 A schematic flowchart illustrating a headrest control method provided as another exemplary embodiment of this application. (See attached diagram.) Figure 13 As shown, after step S620, the headrest control method may include: S640: Acquires pressure values ​​detected by multiple pressure sensors.

[0101] S650: If the difference between the pressure values ​​detected by any two pressure sensors is less than the first preset pressure threshold, a stop venting command is generated.

[0102] It should be noted that after step S620, the support wall 112 has deformed under the pull of the traction member 123 and is in contact with the passenger's head and neck. The pressure values ​​detected by the multiple pressure sensors 130 can reflect the current contact effect and pressure distribution. If the difference between the pressure values ​​detected by any two pressure sensors 130 is less than the first preset pressure threshold, it can be considered that the current pressure distribution has become uniform and the passenger's head and neck are in a comfortable state. There is no need to continue adjusting the shape of the support wall 112. Therefore, a stop deflation command can be generated, and then step S630 can be executed.

[0103] It should be noted that the first preset pressure threshold can be set according to the actual situation, and this application embodiment does not specifically limit it.

[0104] Figure 14 A schematic flowchart illustrating a headrest control method provided as another exemplary embodiment of this application. (See attached diagram.) Figure 14 As shown, after S630, the headrest control method may include: S660: If the difference between the pressure value detected by at least one pressure sensor and the average pressure value detected by all pressure sensors is greater than the second preset pressure threshold, regenerate and execute the inflation command, deflation command, and stop deflation command.

[0105] It should be noted that if the difference between the pressure value detected by at least one pressure sensor 130 and the average pressure value detected by multiple pressure sensors 130 is greater than the second preset pressure threshold, it can be determined that there is a problem of local stress concentration. At this time, the inflation command, deflation command and stop deflation command can be regenerated and executed, that is, steps S610, S620 and S630 are re-executed to reshape the shape of the support wall 112 and improve the fit between the shape of the support wall 112 and the passenger's head and neck.

[0106] It should be noted that the second preset pressure threshold can be set according to the actual situation, and this application embodiment does not specifically limit it.

[0107] It should be noted that the first preset pressure threshold and the second preset pressure threshold may be equal or unequal.

[0108] Figure 15 A schematic flowchart illustrating a headrest control method provided as another exemplary embodiment of this application. (See attached diagram.) Figure 15 As shown, after S630, the headrest control method may include: S670: Acquire passengers' biosignal parameters; S680: If the passenger's biosignal parameters exceed the preset parameter threshold, output a signal indicating that the passenger is in a state of fatigue.

[0109] It should be noted that after step S630, passenger fatigue status can also be monitored. Passenger biosignal parameters may include parameters that reflect the passenger's physiological state, such as heart rate and body velocity. Passenger biosignal parameters can be obtained through biosignal acquisition units installed on the headrest 100 or the chair body.

[0110] It should be noted that if a passenger's biosignal parameters exceed a preset threshold, the system can determine that the passenger is in a state of fatigue and output a signal indicating this state. This signal can be delivered to the passenger through sound, text, or light.

[0111] It should be noted that different biological signal parameters have different preset parameter thresholds. For example, the preset parameter threshold for heart rate is different from that for body motion frequency. The preset parameter thresholds can be set specifically according to actual conditions, and this application embodiment does not impose specific limitations on this.

[0112] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0113] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0114] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0115] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0116] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A headrest, characterized in that, include: The outer shell, the area enclosed by the outer shell is configured as a receiving cavity, and one side of the outer shell is configured as a supporting wall; A power unit is disposed within the receiving cavity. The power unit includes an inflation / deflation assembly, a drive assembly, and multiple traction components. The inflation / deflation assembly is used to inflate or deflate the receiving cavity. The multiple traction components are connected to the drive assembly and are respectively connected to different parts of the support wall. The drive assembly is used to displace different parts of the support wall through the multiple traction components.

2. The headrest according to claim 1, characterized in that, The drive assembly includes multiple sets of drive units, which are spaced apart along a first direction, and each set of drive units is independently connected to multiple traction components.

3. The headrest according to claim 2, characterized in that, The driving unit includes: Electric motor; A drive shaft is connected to the output shaft of the motor, and the drive shaft extends along a second direction; wherein the second direction intersects with the first direction; Multiple damping wheels are spaced apart on the drive shaft along the second direction; the traction element is wound around each of the damping wheels.

4. The headrest according to claim 3, characterized in that, The power unit includes: A locking element selectively abuts against a plurality of the damping wheels to restrict rotation of the plurality of the damping wheels.

5. The headrest according to claim 4, characterized in that, The locking element includes: First air pump; An airbag, the inlet of which is connected to the outlet of the first air pump; the airbag is used to abut against the plurality of damping wheels after being inflated.

6. The headrest according to claim 5, characterized in that, The outer casing is provided with a first air inlet and a first exhaust outlet; The locking element further includes: The first air intake pipe has one end connected to the input port of the first air pump and the other end connected to the first air intake through hole. A first exhaust pipe, one end of which is connected to the output port of the airbag, and the other end of which is connected to the first exhaust through hole; A first valve is provided on the first exhaust pipe to connect or disconnect the first exhaust pipe.

7. The headrest according to any one of claims 1 to 6, characterized in that, The outer casing is provided with a second air inlet and a second exhaust outlet. The inflation / deflation assembly includes: Second air pump; The second air intake pipe has one end connected to the input port of the second air pump and the other end connected to the second air intake through hole. The second exhaust pipe has one end connected to the receiving cavity and the other end connected to the second exhaust through hole. A second valve is provided on the second exhaust pipe to allow the second exhaust pipe to be connected or disconnected.

8. The headrest according to any one of claims 1 to 6, characterized in that, The power unit also includes: A protective housing, in which the drive assembly is housed, the protective housing having a plurality of guide holes, through which a plurality of traction components are led out from the protective housing.

9. The headrest according to claim 8, characterized in that, The outer casing is provided with mounting through holes; The power unit also includes: The mounting platform is connected to the protective shell. The end of the mounting platform away from the protective shell mates with the mounting through hole, and the end of the mounting platform away from the protective shell is recessed with a slot.

10. The headrest according to any one of claims 1 to 6, characterized in that, The traction component is constructed as a flexible linear structure.

11. The headrest according to any one of claims 1 to 6, characterized in that, The headrest also includes: Multiple pressure sensors are spaced apart on the support wall.

12. The headrest according to claim 11, characterized in that, The housing is provided with a control interface, which is electrically connected to the inflation / deflation assembly, the drive assembly, and the plurality of pressure sensors.

13. A seat, characterized in that, include: Chair body; The headrest as claimed in any one of claims 1 to 12, wherein the outer shell is mounted on the chair body.

14. A vehicle, characterized in that, include: Vehicle body; The seat as claimed in claim 13 is mounted inside the vehicle body.

15. A headrest control method, characterized in that, Applied to control a headrest as described in any one of claims 1 to 12; The headrest control method includes: Execute the inflation command to control the inflation / deflation assembly to inflate the receiving cavity; Execute the venting command to control the inflation / deflation assembly to vent the accommodating cavity; and control the drive assembly to drive the plurality of traction members to pull different parts of the support wall to cause displacement. Execute the stop venting command to control the inflation / deflation assembly so that the accommodating cavity stops venting.

16. The headrest control method according to claim 15, characterized in that, The headrest also includes multiple pressure sensors, which are spaced apart on the support wall. After the drive assembly is controlled to move the multiple traction members to displace different parts of the support wall, the headrest control method further includes: Obtain the pressure values ​​detected by the multiple pressure sensors; If the difference between the pressure values ​​detected by any two pressure sensors is less than a first preset pressure threshold, the stop venting command is generated.

17. The headrest control method according to claim 16, characterized in that, After executing the stop deflation command and controlling the inflation / deflation assembly to stop deflation of the receiving cavity, the headrest control method further includes: If the difference between the pressure value detected by at least one of the pressure sensors and the average pressure value detected by all the pressure sensors is greater than a second preset pressure threshold, the inflation command, the deflation command, and the stop deflation command are regenerated and executed.

18. The headrest control method according to claim 15, characterized in that, After executing the stop deflation command and controlling the inflation / deflation assembly to stop deflation of the receiving cavity, the headrest control method further includes: Acquire passengers' biosignal parameters; If the passenger's biosignal parameters exceed a preset threshold, a signal indicating that the passenger is in a state of fatigue will be output.

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