Seat motor synchronous control method, device and equipment, electric seat and vehicle

Abstract

The embodiment of the application provides a seat motor synchronous control method, device, equipment, electric seat and vehicle. It relates to the technical field of seat adjustment. The method is applied to an electric seat equipped with multiple motors. The seat motor synchronous control method comprises the following steps: receiving an adjustment instruction of a seat position; determining corresponding target Hall numbers when adjusting the seat to a target position based on a mapping relationship between actual total strokes of each motor in the seat and motor Hall numbers; driving each motor to run to the target Hall numbers, and acquiring real-time Hall numbers in the driving process; if the real-time Hall numbers of any motor do not reach the corresponding target Hall numbers, and any motor is blocked, simultaneously stopping driving each motor; after waiting for a preset protection time, re-driving each motor to run to the target position corresponding to the target Hall numbers until the real-time Hall numbers of each motor reach the corresponding target Hall numbers. The application is used to improve the reliability and adaptability of seat synchronous control.

Description

Technical Field

[0001] This application relates to the field of seat adjustment technology, and in particular to a method, device, equipment, electric seat and vehicle for synchronous control of seat motors. Background Technology

[0002] The power seats used in vehicles are typically driven by dual motors. These motors enable electric adjustment of the seat; however, due to the difference in speed between the two motors, the seat may twist during adjustment. Therefore, synchronization control of the two motors is necessary.

[0003] In related technologies, electric seats employ dual-motor drive, monitoring the instantaneous speeds of both motors. Then, based on a proportional-integral-derivative (PID) control algorithm, the pulse-width modulation (PWM) signals of the two motors are dynamically adjusted to balance the speed differences between them. However, this method is susceptible to problems such as manufacturing variations, assembly deviations, or aging of the motors. It struggles to fully compensate for accumulated position errors, potentially leading to malfunctions in the electric seat's adjustment function and resulting in poor reliability and adaptability of the synchronous control. Summary of the Invention

[0004] This application provides a method, apparatus, device, electric seat, and vehicle for synchronous control of seat motors, in order to improve the reliability and adaptability of seat synchronous control.

[0005] In a first aspect, embodiments of this application provide a seat motor synchronization control method, comprising: applied to an electric seat equipped with multiple motors, the seat motor synchronization control method comprising:

[0006] Receives a seat position adjustment command, which instructs the seat to be adjusted to the target position;

[0007] Based on the mapping relationship between the actual total stroke of each motor in the seat and the number of motor Hall effect sensors, the target number of each motor is determined when the seat is adjusted to the target position.

[0008] Drive each motor to the target position corresponding to the target Hall number, and acquire the real-time Hall number of each motor during the driving process;

[0009] If the real-time Hall count of any motor fails to reach the corresponding target Hall count, and any motor stalls, then all motors will be stopped simultaneously.

[0010] After waiting for the preset protection time, each motor is re-driven to run towards the target position corresponding to the target Hall number until the real-time Hall number of each motor reaches the corresponding target Hall number; wherein, the number of times each motor is re-driven is less than the preset maximum number of retries.

[0011] In one possible implementation, a motor is determined to be stalled when the operating current of any motor within a set stall window exceeds the corresponding preset current threshold.

[0012] In one possible implementation, the mapping relationship between the actual total stroke of each motor and the motor Hall number is obtained in the following way:

[0013] In response to receiving the seat self-learning command, drive each motor to move to the zero position;

[0014] When any motor stalls, the drive is stopped and the current Hall value of each motor is recorded to obtain the corresponding zero-point Hall value of each motor.

[0015] Drive each motor to the endpoint position. When the endpoint trigger condition is met, the current Hall value of each motor is recorded as the corresponding endpoint Hall value of each motor.

[0016] The difference between the terminal Hall count and the zero Hall count of each motor is taken as the actual total stroke of each motor.

[0017] Based on the actual total stroke of each motor, a linear mapping relationship is constructed between the seat position and the Hall number of each motor.

[0018] In one possible implementation, each motor is driven to run towards the endpoint position. When the endpoint trigger condition is met, the current Hall effect value of each motor and the endpoint Hall effect value corresponding to each motor are recorded, including:

[0019] During the process of driving each motor to the end position, the cumulative Hall increment of each motor is monitored; whereby the cumulative Hall increment is the difference between the current Hall number of each motor and the corresponding zero-point Hall number of each motor.

[0020] If the cumulative Hall increment does not reach the preset stroke Hall number corresponding to each motor, and any motor stalls, all motors will stop being driven simultaneously.

[0021] After the preset stall protection time, all motors are simultaneously driven to the endpoint position again until the endpoint trigger condition is met, and the current Hall value of each motor is recorded as the corresponding endpoint Hall value.

[0022] In one possible implementation, the endpoint triggering condition includes the cumulative Hall increment of at least one motor reaching a corresponding preset stroke Hall number.

[0023] Secondly, embodiments of this application provide a seat motor synchronization control device, deployed in the control unit of an electric seat equipped with multiple motors. The seat motor synchronization control device includes:

[0024] The acquisition module is used to receive adjustment instructions for the seat position, which instruct the seat to be adjusted to the target position.

[0025] The processing module is used to determine the target Hall number of each motor when the seat is adjusted to the target position based on the mapping relationship between the actual total stroke of each motor in the seat and the Hall number of the motor; drive each motor to run towards the target position corresponding to the target Hall number, and acquire the real-time Hall number of each motor during the driving process; if the real-time Hall number of any motor does not reach the corresponding target Hall number, and any motor stalls, then drive all motors simultaneously; after waiting for a preset protection time, drive each motor again to run towards the target position corresponding to the target Hall number, until the real-time Hall number of each motor reaches the corresponding target Hall number; wherein, the number of times each motor is redriven is less than the preset maximum number of retries.

[0026] In one possible implementation, a motor is determined to be stalled when the operating current of any motor within a set stall window exceeds the corresponding preset current threshold.

[0027] In one possible implementation, the processing module is further configured to obtain the mapping relationship between the actual total travel of each motor and the Hall effect count of the motor by: in response to receiving a seat self-learning command, driving each motor to the zero position; when any motor stalls, stopping the drive and recording the current Hall effect value of each motor to obtain the zero-point Hall effect count corresponding to each motor; driving each motor to the endpoint position, and when the endpoint triggering condition is met, assigning the current Hall effect value of each motor to the endpoint Hall effect count corresponding to each motor; using the difference between the endpoint Hall effect count and the zero-point Hall effect count of each motor as the actual total travel of each motor; and constructing a linear mapping relationship between the seat position of the seat and the Hall effect count of each motor based on the actual total travel of each motor.

[0028] In one possible implementation, each motor is driven to run towards the endpoint position. When the endpoint trigger condition is met, the current Hall value of each motor is compared with the endpoint Hall value corresponding to each motor. The processing module is further configured to: monitor the cumulative Hall increment of each motor during the process of driving each motor to the endpoint position; wherein, the cumulative Hall increment is the difference between the current Hall value of each motor and the zero-point Hall value corresponding to each motor; when the cumulative Hall increment does not reach the preset stroke Hall value corresponding to each motor, and any motor stalls, the driving of each motor is stopped simultaneously; after a preset stall protection time, the motors are driven to run towards the endpoint position again simultaneously until the endpoint trigger condition is met, and the current Hall value of each motor is compared with the endpoint Hall value corresponding to each motor.

[0029] In one possible implementation, the endpoint triggering condition includes the cumulative Hall increment of at least one motor reaching a corresponding preset stroke Hall number.

[0030] Thirdly, embodiments of this application provide a seat motor synchronous control device, including: a memory and a processor;

[0031] The memory is equipped with a seat motor synchronization control device as described in the second aspect and / or various possible embodiments of the second aspect;

[0032] A processor for executing the seat motor synchronization control method as described in the first aspect and / or various possible implementations of the first aspect.

[0033] Fourthly, embodiments of this application provide an electric seat, which includes a plurality of motors and a seat motor synchronization control device as described in the third aspect above and / or various possible embodiments of the third aspect. The seat motor synchronization control device is used to control the plurality of motors in the electric seat to perform the seat motor synchronization control method as described in the first aspect above and / or various possible embodiments of the first aspect.

[0034] In one possible implementation, the number of motors is two.

[0035] Fifthly, embodiments of this application provide a vehicle in which at least one electric seat as described in the fourth aspect and / or various possible implementations of the fourth aspect is deployed.

[0036] In a sixth aspect, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0037] In a seventh aspect, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0038] The seat motor synchronization control method, device, equipment, electric seat, and vehicle provided in this application embodiment receive adjustment commands during seat adjustment to instruct the seat to be adjusted to a target position. Based on the mapping relationship between the actual total stroke of each motor within the seat and the motor Hall effect count, the target Hall effect count for each motor is determined. This transforms the target seat position into a quantifiable and uniformly controllable target position for each motor. Consequently, it improves the accuracy of position control and the consistency of synchronization reference during multi-motor linkage adjustment. By driving each motor to the target position corresponding to the target Hall effect count and acquiring the real-time Hall effect count of each motor during the driving process, the operating status of each motor can be synchronously controlled based on position feedback, thereby reducing the accumulation of synchronization deviations caused by differences in motor manufacturing, assembly deviations, load changes, or aging. By simultaneously stopping the driving of each motor when the real-time Hall effect count of any motor fails to reach the corresponding target Hall effect count and a stall occurs, and then restarting the motors after a preset protection time with the number of retries less than the preset maximum number of retries, the multi-motor linkage process can be protected and adjustment restored under abnormal operating conditions, thereby improving the stability and reliability of position learning and actual adjustment processes. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0040] Figure 1 A schematic diagram illustrating a scenario for the seat motor synchronization control method provided in this application embodiment;

[0041] Figure 2 A schematic flowchart illustrating a seat motor synchronization control method provided in an embodiment of this application;

[0042] Figure 3 This is a schematic diagram of the structure of the seat motor synchronization control device provided in the embodiments of this application;

[0043] Figure 4 This is a schematic diagram of the structure of the seat motor synchronous control device provided in the embodiment of this application.

[0044] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0045] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application.

[0046] In vehicle seat electric adjustment technology, dual-motor linkage mechanisms are commonly used for seat fore-aft, height, or posture adjustment to drive the synchronous movement of the left and right sides or related transmission components. The relevant system typically includes a seat controller, multiple drive motors, and a detection unit for feedback on motor displacement status, performing position control during production line position learning and vehicle use.

[0047] In related technologies, closed-loop control is often established around the speed consistency of the two motors. The controller adjusts the drive output based on speed feedback to reduce the speed difference between the two motors, thus moving the seat towards the target position. This type of approach can achieve conventional synchronous control when the hardware has speed adjustment capabilities, but the control logic mainly focuses on correcting deviations at the speed level.

[0048] In practical applications, the operation of dual motors is also affected by factors such as manufacturing differences, assembly deviations, changes in seat mechanism resistance, uneven occupant load, and long-term aging. Abnormal operation often manifests as inconsistent Hall effect counting, local jamming, or stalling, rather than simply a deviation in speed. When the speed adjustment capability of the controller hardware is limited, it is difficult to continuously compensate for these nonlinear differences. During position learning, unstable zero-point or full-stroke calibration is prone to occur, and during user adjustments, synchronization deviation accumulation, inaccurate stop position, and function interruption are also likely to occur.

[0049] The seat motor synchronous control method provided in this application combines the determination of steering position results and abnormal states during seat control, describes the target position using the correspondence between the total motor stroke and Hall effect counts, and converts the target position into the target Hall effect counts corresponding to each motor after receiving the seat position adjustment command. During motor operation, the real-time Hall effect counts are continuously compared with the target Hall effect counts. If any motor fails to reach the target position and stalls, all motors are stopped simultaneously. After a protection wait, all motors are driven again towards the target position, and the number of re-drives is limited to a preset range, thereby completing multi-motor synchronous adjustment and abnormal recovery around the target position.

[0050] Figure 1 This is a schematic diagram of a scenario for the seat motor synchronization control method provided in the embodiments of this application, such as... Figure 1 As shown, the specific application scenarios of this application embodiment include an electric seat 12 equipped with multiple motors 11 and a control center 13, wherein:

[0051] The motor 11 is mounted on the electric seat 12, and its output shaft is connected to the mechanical adjustment mechanism of the electric seat 12. The control center 13 establishes a communication connection with the motor 11 through the vehicle bus to realize real-time interaction between command issuance and status feedback.

[0052] Motor 11 is used to respond to drive commands issued by control center 13, output drive torque to drive the transmission mechanism of electric seat 12, thereby realizing the displacement of the seat in dimensions such as forward and backward sliding, height adjustment, or backrest tilt adjustment. Each motor 11 is equipped with a Hall sensor to collect Hall pulse signals generated by the motor rotation in real time, so that control center 13 can calculate the number of rotations of motor 11 and the corresponding displacement.

[0053] The electric seat 12 is used to carry the occupant and performs multi-degree-of-freedom adjustment movements under the drive of the motor 11.

[0054] The control center 13 is used to send drive commands to the motor 11 and receive Hall signals and current detection signals fed back by the motor 11 in real time; it is also used to execute the synchronous control method of this application, including: controlling the motor 11 to perform zero / end point calibration in response to self-learning commands, performing position mapping based on Hall numbers, and performing dual-motor synchronous drive and stall protection processing during normal adjustment.

[0055] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0056] Figure 2 This is a schematic flowchart illustrating a seat motor synchronization control method provided in one embodiment of this application. Figure 2 As shown, this seat motor synchronization control method is applied to an electric seat equipped with multiple motors. The seat motor synchronization control method includes:

[0057] S201. Receive a seat position adjustment command, which instructs the seat to be adjusted to the target position.

[0058] As a controlled object, an electric seat includes at least a seat controller, two or more drive motors, Hall effect detection units corresponding to each drive motor, and motor drive circuits.

[0059] The adjustment command represents the user's or vehicle control system's request to adjust the seat position. The target position represents the actual position the seat should reach at the end of this adjustment. The target position can correspond to the seat's fore-and-aft sliding position, height position, backrest posture position, or other seat position parameters achieved by the linkage of multiple motors.

[0060] Specifically, the seat controller can receive adjustment commands through physical button components on the side of the seat, and the button components can output directional commands such as moving forward, moving backward, raising, and lowering; it can also receive position control requests with target position parameters through the body control module, door control module, memory seat module, or vehicle network bus.

[0061] For example, when the adjustment command is a continuous operation command, the seat controller converts the currently held button signal into a continuous adjustment request and generates the target position in real time by combining the current position.

[0062] For example, when the adjustment command is a memory position recall command, the seat controller directly reads the pre-stored target position data as the control endpoint.

[0063] To ensure consistent input for subsequent dual-motor or multi-motor synchronous control, the seat controller verifies the legality of the adjustment command upon receiving it. This verification includes checking the ignition status, whether the power supply voltage is within the permissible drive range, whether there are any remaining fault lockout flags, and whether the target position is within the adjustable range of the corresponding mechanism. Upon successful verification, the seat controller latches the adjustment task identifier, records the adjustment direction, target position value, and the numbers of each motor involved in the linkage, and uses this target position as the unified basis for subsequent calculations of the target Hall effect number.

[0064] The adjustment commands are converted into target position data that can be processed within the seat controller, ensuring that each motor subsequently performs control around the same endpoint position, thereby establishing a consistent control entry point for the synchronous operation of multiple motors.

[0065] S202. Based on the mapping relationship between the actual total stroke of each motor in the seat and the number of motor Hall effect sensors, determine the target number of Hall effect sensors for each motor when the seat is adjusted to the target position.

[0066] Actual total stroke, used to characterize the actual displacement range of a single motor-driven mechanism from the mechanical zero point to the mechanical end point. Motor Hall count, used to characterize the cumulative Hall pulse count generated by the motor within this stroke. Mapping relationship, used to establish the correspondence between displacement position and Hall pulse count. Target Hall count, used to characterize the cumulative Hall pulse count value that a motor should have when reaching the target position.

[0067] Specifically, the seat controller can obtain or store the mapping relationship between the actual total stroke of each motor and the number of Hall effect sensors in advance, and determine the target number of Hall effect sensors for each motor based on the target position and the mapping relationship between each motor.

[0068] Optionally, for dual motors with the same structure on the left and right sides but different assembly deviations, the seat controller calculates the target Hall count based on their respective independent mapping relationships, instead of directly using a unified target Hall pulse count value, thereby enabling each motor to correspond to the same target seat position with its own actual parameters.

[0069] Optionally, if there is a difference in the transmission direction of the seat mechanism, the seat controller further combines the motor direction polarity parameter during the calculation process to convert the Hall increase / decrease direction so that the target Hall number is consistent with the driving direction.

[0070] The seat controller writes the target Hall effect count of each motor into the task cache for subsequent real-time comparison and positioning determination.

[0071] By decomposing the seat position target into Hall pulse count targets that can be executed by each motor, the control reference is transformed from simple speed consistency to position result consistency. Furthermore, the influence of manufacturing errors, assembly deviations, and mechanical differences on synchronous control is absorbed through independent mapping.

[0072] S203. Drive each motor to run towards the target position corresponding to the target Hall number, and acquire the real-time Hall number of each motor during the driving process.

[0073] The target position corresponding to the target Hall count indicates the actual endpoint that the motor should reach in this adjustment task. The real-time Hall count represents the current Hall pulse count value accumulated by the seat controller based on Hall signals during motor operation. The real-time Hall count reflects the motor's current position and running progress.

[0074] Specifically, the seat controller outputs a unidirectional drive control signal to the drive circuit of the corresponding motor based on the target Hall effect count of each motor. Each motor receives the unidirectional drive control signal and starts operating simultaneously, driving the associated seat mechanism to move.

[0075] Optionally, for DC motors using full-bridge or half-bridge drives, the seat controller can output forward or reverse signals through the drive port and output a fixed duty cycle drive under permissible hardware conditions.

[0076] Optionally, for control hardware that lacks fine speed regulation capabilities, on / off control can still be used to make each motor run toward a unified target position.

[0077] After each motor starts running towards the target position corresponding to the target Hall number, the seat controller reads the pulse signal output by the Hall detection unit of each motor according to the preset sampling period, and updates the real-time Hall number based on interrupt counting or timed scanning.

[0078] Furthermore, to ensure the validity of the count, the seat controller combines the Hall reference value at startup with the cumulative number of pulses during operation to form an independent real-time Hall pulse count register for each motor. When the motor is running in the forward direction, the rule for incrementing or decrementing the Hall pulse count is determined by the pre-stored direction parameters.

[0079] Optionally, the seat controller compares the real-time Hall effect count with the corresponding target Hall effect count in each sampling period and calculates the remaining Hall effect difference. When a motor has reached or exceeded the target Hall effect count threshold, the motor's position status is recorded. When the other motors have not yet reached their positions, the seat controller maintains overall synchronous task monitoring. This is to prevent misjudgments caused by Hall effect jitter or single-pulse errors.

[0080] Optionally, when driving each motor to the target position corresponding to the target Hall count, a positioning determination is performed on each motor. The positioning determination can be configured with a Hall pulse count tolerance window; for example, the absolute value of the difference between the target Hall count and the real-time Hall count can be set to be no greater than a preset tolerance value as the positioning condition.

[0081] Therefore, without relying on speed closed-loop fine-tuning, the seat controller continuously acquires the difference in Hall pulse counts between each motor and the target position, providing real-time position information for synchronous stopping and subsequent retries.

[0082] Based on the above analysis, it can be seen that by using the method of simultaneous driving and data acquisition, the multi-motor linkage control process is implemented on real-time Hall effect monitoring, enabling the seat controller to determine whether to continue operation around the position endpoint, rather than making corrections based solely on instantaneous speed differences.

[0083] S204. If the real-time Hall effect value of any motor fails to reach the corresponding target Hall effect value, and any motor stalls, then all motors shall be stopped simultaneously.

[0084] Stalled rotation indicates a state where the motor cannot continue to rotate normally due to mechanical obstruction, abnormal load, or transmission jamming, even with drive output present. A real-time Hall effect reading below the target Hall effect reading limits the occurrence of stalled rotation during the current positioning task, thus distinguishing between mid-way abnormalities and normal stopping at the correct position.

[0085] Specifically, during the driving process, the seat controller determines whether any motor has stalled based on a preset stall detection rule. When the combined conditions of failing to reach the target Hall effect count and stalling are met, the seat controller immediately cancels the drive enable signals of all associated motors, causing all motors to stop simultaneously, rather than only stopping the malfunctioning motor.

[0086] Furthermore, this simultaneous stop relationship applies to the left and right motors in a dual-motor linkage mechanism, as well as to a synchronization mechanism with more linkage motors. The controlled object is all the motors involved in this adjustment task.

[0087] Based on the above analysis, it can be seen that if all motors are stopped synchronously before any motor reaches the corresponding target Hall number, the abnormality can be limited to a unified control section, preventing other motors from continuing to advance and causing the positional deviation of the left and right mechanisms of the seat to expand, thereby maintaining the synchronization reference of the linkage mechanism.

[0088] S205. After waiting for the preset protection time, each motor is re-driven to run towards the target position corresponding to the target Hall number until the real-time Hall number of each motor reaches the corresponding target Hall number; wherein, the number of times each motor is re-driven is less than the preset maximum number of retries.

[0089] The preset protection time provides a uniform pause after stall stops, allowing the motor windings, drive components, and mechanism to recover from abnormal operating conditions. Re-drive resumes previously interrupted position tasks after the protection wait period ends. The maximum number of retries limits the upper limit of repeated recovery operations.

[0090] Optionally, the preset protection time can be set to a fixed value ranging from hundreds of milliseconds to several seconds. For example, the preset protection time is 200 milliseconds.

[0091] Optionally, the maximum number of retries can be set to a finite integer value from 1 to several times. The specific value of the parameter is determined during the calibration stage based on the motor's thermal characteristics, the driver's tolerance, and the mechanism's recovery characteristics.

[0092] Specifically, after all motors stop, the seat controller starts a protection timer. Before the protection timer expires, all relevant drive channels remain closed. At the same time, the target Hall number for this task remains unchanged, and the current real-time Hall number of each motor is retained as the starting point for the next round of operation.

[0093] When the protection time expires, firstly, the current retry count is read. If the retry count is less than the preset maximum number of retries, the retry count is incremented by one, and drive signals are output to all motors again in the original adjustment direction, so that each motor continues to run towards its uncompleted target Hall effect count. If the retry count has reached the maximum number of retries, the current adjustment task is terminated, the abnormal status flag is set, and drive signals are no longer output.

[0094] Furthermore, after re-driving, the seat controller repeats the Hall sensor acquisition, target comparison, and stall determination process: for motors that were already close to the target Hall sensor count in the previous stage, only the remaining Hall sensor difference needs to be supplemented; for motors that have experienced stalling, the count continues to accumulate to the corresponding target Hall sensor count based on the current real-time Hall sensor count. The seat controller determines that the position adjustment is complete when the real-time Hall sensor counts of all motors reach their respective target Hall sensor counts, and simultaneously shuts off all motor drive outputs and updates the seat's current position record.

[0095] To ensure a clear termination condition, the seat controller defines "all motors reaching the corresponding target Hall number" as each participating motor meeting the position condition within its target Hall number tolerance window, and the task ends only when all conditions are met.

[0096] After a unified stop, a recovery mechanism with fewer than the maximum number of retries is introduced, allowing the seat controller to continue synchronous adjustment around the target position when a non-permanent stall is detected. At the same time, the upper limit of the number of retries prevents infinite loop drive under abnormal conditions.

[0097] This application provides a method for synchronous control of seat motors, comprising: receiving an adjustment command for the seat position, the adjustment command indicating that the seat be adjusted to a target position; determining the target Hall number corresponding to each motor when the seat is adjusted to the target position based on the mapping relationship between the actual total stroke of each motor in the seat and the Hall number of the motor; driving each motor to run towards the target position corresponding to the target Hall number, and acquiring the real-time Hall number of each motor during the driving process; if the real-time Hall number of any motor does not reach the corresponding target Hall number, and any motor stalls, then driving each motor is stopped simultaneously; after waiting for a preset protection time, driving each motor to run towards the target position corresponding to the target Hall number is restarted until the real-time Hall number of each motor reaches the corresponding target Hall number. By converting the target position of the seat into the target Hall number of each motor, and continuously performing unified stop and limited retry based on the real-time Hall number and stall status during operation, the control logic directly manages the position result and abnormal status in a closed loop, enabling the multi-motor linkage mechanism to complete synchronous position adjustment even under the condition of limited hardware speed adjustment capability. When discrepancies in Hall thrust caused by manufacturing differences, assembly deviations, uneven loads, and local jamming are identified, the problem is addressed by independently mapping each motor and by stopping and recovering together. This ensures that the final stopping position is uniformly constrained by the target Hall number, reducing the accumulation of synchronization deviations and stopping inaccuracies.

[0098] In one possible implementation, a motor is determined to be stalled when the operating current of any motor within a set stall window exceeds the corresponding preset current threshold.

[0099] The seat controller obtains the real-time operating current of each motor through a current detection circuit. The current detection circuit can be set in the sampling circuit of the drive axle arm and converts the sampled value into the corresponding current value before sending it to the seat controller.

[0100] The seat controller enters stall monitoring mode immediately after the motor starts and compares continuously sampled current values ​​within a preset stall window. When the current value of any motor within the stall window is higher than the corresponding preset current threshold, the seat controller outputs a determination result that the motor has stalled.

[0101] Optionally, the stall window can be set to a fixed time interval, such as tens to hundreds of milliseconds, in order to balance response speed and false alarm suppression.

[0102] Optionally, the preset current threshold can be pre-calibrated based on the motor's rated current, the gear ratio of the reduction mechanism, and the load parameters of the seat mechanism.

[0103] By combining continuous overcurrent with time window constraints, the seat controller can promptly identify abnormalities when the motor experiences mechanical jamming, transmission obstruction, or complete stall, and trigger protection logic to stop driving each motor accordingly. This, in conjunction with subsequent retry control, completes the synchronous adjustment process.

[0104] By adopting this specific method, the stall determination does not rely on a single instantaneous current fluctuation, but is based on the continuous over-threshold state within the stall window. Therefore, it has a stronger ability to distinguish between short-term inrush current and sampling noise, which can improve the stability of stall identification and provide a reliable basis for abnormal triggering for the synchronous control of the dual motors of the seat.

[0105] In one possible implementation, the mapping relationship between the actual total travel of each motor and the Hall effect count of the motor is obtained as follows: In response to receiving a seat self-learning command, each motor is driven to the zero position; when any motor stalls, the drive is stopped and the current Hall effect value of each motor is recorded to obtain the zero-point Hall effect count corresponding to each motor; each motor is driven to the endpoint position, and when the endpoint trigger condition is met, the current Hall effect value of each motor is used as the endpoint Hall effect count corresponding to each motor; the difference between the endpoint Hall effect count and the zero-point Hall effect count of each motor is used as the actual total travel of each motor; based on the actual total travel of each motor, a linear mapping relationship between the seat position and the Hall effect count of each motor is constructed.

[0106] Specifically, after receiving the seat self-learning command, the seat controller drives each motor to move synchronously towards the zero position according to a preset direction. Simultaneously, during this movement, the Hall pulse count of each motor is collected in real time. When any motor stalls due to reaching the zero-point mechanical limit, the seat controller immediately stops driving each motor, reads the Hall pulse count of each motor at this time, and writes it into the zero-point parameter area as the corresponding zero-point Hall count for each motor.

[0107] Subsequently, the seat controller drives each motor in the reverse direction to move towards the endpoint position (i.e., the opposite direction of the zero point position), and when any motor mechanism reaches the maximum unfolded or maximum retracted position and meets the endpoint triggering condition, it records the Hall pulse count at that time as the endpoint Hall count.

[0108] Next, the difference between the endpoint Hall number and the zero-point Hall number is calculated as the actual total travel. Based on this, a linear function relationship between the seat position and the Hall number is established. This linear function relationship can be written as the seat position equals the product of the Hall number increment and the total travel proportionality coefficient. This linear mapping relationship can be written into the seat controller's memory for direct recall in subsequent position control.

[0109] In this way, the seat controller can generate effective stroke parameters for each motor based on the zero-point Hall effect count and the end-point Hall effect count, and convert these parameters into a unified seat position scale. This allows for the calculation of the target Hall effect count from the target seat position or the deduction of the current position from the real-time Hall effect count during subsequent adjustments. Since the mapping relationship is obtained from actual data acquisition, it can be matched with the specific seat mechanism and motor assembly state, thus ensuring the consistency and repeatability of the position conversion results and providing an accurate stroke reference for subsequent synchronous control and stall recovery.

[0110] Optionally, the mapping relationship between the actual total stroke of each motor and the number of motor Hall sensors can be obtained during the production line calibration stage through a complete zero-to-endpoint learning process to ensure factory consistency.

[0111] Furthermore, after the vehicle is delivered to the user, when the motor or transmission mechanism experiences long-term wear, component replacement, or Hall sensor drift, a recalibration process can be triggered proactively or on demand (i.e., re-execute the zero-point to end-point seat self-learning command) to update the travel mapping relationship, thereby compensating for positional deviations caused by mechanical wear and ensuring seat adjustment accuracy and synchronization. This recalibration process can be triggered by maintenance, periodic maintenance, or automatically based on the detection of operational anomalies.

[0112] In one possible implementation, each motor is driven to run towards the endpoint position. When the endpoint trigger condition is met, the current Hall value of each motor is recorded as the endpoint Hall value corresponding to that motor. This includes: monitoring the cumulative Hall increment of each motor during the process of driving each motor to the endpoint position; wherein the cumulative Hall increment is the difference between the current Hall value of each motor and the zero-point Hall value corresponding to that motor; when the cumulative Hall increment does not reach the preset stroke Hall value corresponding to each motor, and any motor stalls, driving each motor is stopped simultaneously; after a preset stall protection time, each motor is driven to run towards the endpoint position again simultaneously until the endpoint trigger condition is met, and the current Hall value of each motor is recorded as the endpoint Hall value corresponding to that motor.

[0113] The cumulative Hall effect increment is obtained by subtracting the zero-point Hall effect count recorded during zero-point learning from the real-time accumulated Hall effect pulse value. The cumulative Hall effect increment is compared with the preset stroke Hall effect count for each motor to determine whether the motor has approached the end area. The end-point trigger condition can be jointly limited by end-point position detection, reaching the stroke threshold, or the Hall effect pulse count stabilizing to a set range, thus ensuring accurate recording of the end-point Hall effect count even after stall recovery.

[0114] By introducing a linkage control system of stall stop, protection wait, and re-drive during the end-of-pipe learning phase, each motor can continue to complete the stroke learning after a short period of stall, and ensure that the recorded end-of-pipe Hall number is consistent with the zero-point Hall number and the actual total stroke.

[0115] By adopting the above method, the process of acquiring the endpoint Hall number is combined with the handling of stall anomalies. This can maintain the synchronous control of the other motors when any motor loses step or jams for a short time, and continue to complete the endpoint learning after recovery. This improves the stability and consistency of the endpoint Hall number recording, and makes the subsequent seat position control based on the Hall number highly repeatable.

[0116] In one possible implementation, the endpoint triggering condition includes the cumulative Hall increment of at least one motor reaching a corresponding preset stroke Hall number.

[0117] The preset stroke Hall number is the number of Hall pulses calculated based on the target stroke of the motor in the end direction, which is used to characterize the stroke threshold that the motor should have when it reaches the end position.

[0118] During the process of driving each motor to the endpoint, the seat controller continuously collects Hall effect feedback from each motor and calculates the corresponding cumulative Hall effect increment. When the cumulative Hall effect increment of at least one motor reaches the preset stroke Hall effect number for that motor, the seat controller determines that the endpoint trigger condition has been met and records the current Hall effect value of each motor as the endpoint Hall effect number. Here, "at least one motor" can be any single motor or one or more motors from a set of multiple motors, depending on the stroke consistency and trigger synchronization requirements of each motor in the linkage mechanism.

[0119] Optionally, the preset travel Hall number can be obtained by converting the actual total travel obtained during the position learning stage, and can be integerized in combination with the Hall resolution. This application does not limit this.

[0120] When using the above triggering method, the seat controller does not need to rely solely on a single time parameter or speed change to determine the endpoint. Instead, it directly reflects the actual operating displacement of the motor through the accumulated Hall pulse count, thus locking the endpoint position in a timely manner when at least one motor reaches the corresponding travel threshold. Since the endpoint Hall count is recorded synchronously when the endpoint triggering conditions are met, a consistent endpoint reference can be provided for subsequent seat position conversion, synchronous control, and anomaly recovery. This method ensures that the endpoint determination corresponds to the actual motor travel, making the target position determination more stable and improving the endpoint consistency and position control accuracy during dual-motor linkage adjustment.

[0121] Figure 3 This is a schematic diagram of the structure of the seat motor synchronization control device provided in the embodiments of this application, as shown below. Figure 3 As shown, the seat motor synchronization control device 30 provided in this embodiment is deployed in the control unit of an electric seat equipped with multiple motors. The seat motor synchronization control device 30 includes:

[0122] The acquisition module 301 is used to receive the adjustment command of the seat position, which is used to instruct the seat to be adjusted to the target position;

[0123] The processing module 302 is used to determine the target Hall number of each motor when the seat is adjusted to the target position based on the mapping relationship between the actual total stroke of each motor in the seat and the Hall number of the motor; drive each motor to run towards the target position corresponding to the target Hall number, and acquire the real-time Hall number of each motor during the driving process; if the real-time Hall number of any motor does not reach the corresponding target Hall number, and any motor stalls, then drive each motor simultaneously; after waiting for a preset protection time, drive each motor again to run towards the target position corresponding to the target Hall number, until the real-time Hall number of each motor reaches the corresponding target Hall number; wherein, the number of times each motor is redriven is less than the preset maximum number of retries.

[0124] In one possible implementation, a motor is determined to be stalled when the operating current of any motor within a set stall window exceeds the corresponding preset current threshold.

[0125] In one possible implementation, the processing module 302 is further configured to obtain the mapping relationship between the actual total travel of each motor and the Hall effect number of the motor by means of: in response to receiving a seat self-learning command, driving each motor to run towards the zero position; when any motor stalls, stopping the drive and recording the current Hall effect value of each motor to obtain the zero-point Hall effect number corresponding to each motor; driving each motor to run towards the end position, and when the end trigger condition is met, using the current Hall effect value of each motor as the end position Hall effect number corresponding to each motor; using the difference between the end position Hall effect number and the zero position Hall effect number of each motor as the actual total travel of each motor; and constructing a linear mapping relationship between the seat position of the seat and the Hall effect number of each motor based on the actual total travel of each motor.

[0126] In one possible implementation, each motor is driven to run towards the endpoint position. When the endpoint trigger condition is met, the current Hall value of each motor is converted to the endpoint Hall value corresponding to each motor. The processing module 302 is further configured to: monitor the cumulative Hall increment of each motor during the process of driving each motor to run towards the endpoint position; wherein, the cumulative Hall increment is the difference between the current Hall value of each motor and the zero-point Hall value corresponding to each motor; when the cumulative Hall increment does not reach the preset stroke Hall value corresponding to each motor, and any motor stalls, the driving of each motor is stopped simultaneously; after a preset stall protection time, each motor is driven to run towards the endpoint position again simultaneously until the endpoint trigger condition is met, and the current Hall value of each motor is converted to the endpoint Hall value corresponding to each motor.

[0127] In one possible implementation, the endpoint triggering condition includes the cumulative Hall increment of at least one motor reaching a corresponding preset stroke Hall number.

[0128] The seat motor synchronization control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0129] Figure 4 This is a schematic diagram of the structure of the seat motor synchronous control device provided in an embodiment of this application. Figure 4 As shown, the seat motor synchronization control device 40 provided in this embodiment includes at least one processor 401 and a memory 402. Optionally, the seat motor synchronization control device 40 further includes a communication component 403. The processor 401, memory 402, and communication component 403 are connected via a bus 404.

[0130] In a specific implementation, at least one processor 401 executes computer execution instructions stored in memory 402, causing at least one processor 401 to perform the above-described method.

[0131] The specific implementation process of processor 401 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0132] This application provides an electric seat, including multiple motors and a seat motor synchronization control device. The seat motor synchronization control device is used to control the multiple motors to synchronously perform seat position adjustment, and to complete target position conversion, operation process monitoring and abnormal recovery control according to preset synchronization control logic.

[0133] Multiple motors refer to drive units arranged on different adjustment mechanisms of electric seats. They are used to output rotational power to drive the seat back, seat cushion, leg rest, sliding rail lifting mechanism or posture adjustment mechanism to perform linked actions, thereby realizing the seat's forward and backward movement, up and down lifting or angle adjustment.

[0134] Optionally, multiple motors are typically installed on the seat frame, the side of the slide rail, the backrest hinge, or near the lifting bracket, and connected to the corresponding actuators via a gearbox, connecting rod, lead screw, gear set, synchronous belt, or drive shaft to convert the motor output into linear or angular displacement of the seat components.

[0135] The electric seat provided in this application embodiment, during operation, when started and receiving a seat position adjustment command, the seat motor synchronous control device first converts the target position into the target Hall number corresponding to each motor based on the correspondence between the total motor stroke and the Hall count, and outputs synchronous drive signals to multiple motors so that multiple motors run together in a preset direction.

[0136] During operation, the seat motor synchronous control device continuously compares the real-time Hall effect count of each motor with the corresponding target Hall effect count, and combines the current sampling results to determine whether any motor has stalled due to not reaching the target position. When any motor shows signs of abnormal Hall effect count progression, partial jamming, or stalling, the seat motor synchronous control device simultaneously stops the drive output of each motor, temporarily interrupting the seat adjustment action at the abnormal point. After a preset protection waiting time, it reissues drive commands to each motor to resume running towards the position corresponding to the target Hall effect count.

[0137] Meanwhile, to limit the cumulative deviation caused by repeated restorations, the seat motor synchronization control device limits the number of re-drives to a preset range. When the number of restorations reaches the limit, it enters a protection state or a fault handling state to maintain the controllability of the seat adjustment process.

[0138] By establishing a correspondence between the target position and Hall count, and integrating real-time position monitoring and stall determination into the same control logic, the power seat can uniformly correct the synchronization state of multiple motors under conditions such as manufacturing differences, assembly deviations, mechanism resistance changes, and occupant load changes, and execute the compensation process of shutdown and restart when an operation abnormality occurs, so that the seat adjustment process completes synchronization correction around the target position, and the zero point, full stroke and intermediate position control during the position learning phase and the whole vehicle usage phase remain consistent. It should be understood that the above examples are only illustrative and not restrictive.

[0139] In a possible embodiment, the number of motors is two.

[0140] The two motors can be understood as execution units respectively responsible for the dual-side or dual-channel driving tasks of the seat. Each motor can act as an independent power output source to work in cooperation with the corresponding transmission mechanism, so as to form a dual-motor synchronous drive structure suitable for seat position adjustment.

[0141] When the number of motors is two, the seat can be forced from both sides simultaneously during movement, avoiding eccentric load and posture skew caused by single-side driving, and it is convenient for the seat motor synchronous control device to perform Hall count monitoring, current detection and state determination on the two motors respectively.

[0142] Exemplarily, the first motor can be installed on the left bracket at the bottom of the seat, and the second motor can be installed on the corresponding right bracket. Both are fixed to the seat frame through bolts, buckles or bracket pressing plates respectively, and transmit torque with the lead screw, gear set or linkage mechanism via the output end of the reduction box.

[0143] In another embodiment, the two motors can also be arranged in the front and rear execution branches to drive the lifting of the front end and the rear end of the seat respectively.

[0144] A vehicle, in which at least one of the power seats provided above is disposed.

[0145] By configuring the power seat in the vehicle, the seat adjustment system can directly apply the control strategy based on the correspondence between the target position and the Hall count. During the production line position learning and the whole vehicle usage process, the user adjustment instruction is converted into the target Hall count corresponding to each motor, and it is continuously judged whether the position is reached or abnormal according to the real-time Hall count, so that the dual-motor linkage control is no longer realized only by relying on speed consistency. In this way, even if affected by manufacturing errors, assembly deviations, uneven loads, mechanism resistance changes or aging, when any motor is stuck or stalled, it can be shut down synchronously and restarted for a limited number of times after protection, so that the left and right sides of the seat or related mechanisms can restore synchronization around the target position, thereby improving the adjustment accuracy, learning stability and whole vehicle usage reliability, which is beneficial to reducing stop misalignment, function interruption and long-term deviation accumulation.

[0146] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0147] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0148] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0149] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0150] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0151] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random-Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0152] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0153] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0154] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0155] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0156] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0157] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0158] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes may be made without departing from its scope.

Claims

1. A method for synchronous control of a seat motor, characterized in that, A method for synchronously controlling the motors of an electric seat equipped with multiple motors includes: Receive a seat position adjustment command, the adjustment command being used to instruct the seat to be adjusted to a target position; Based on the mapping relationship between the actual total stroke of each motor in the seat and the number of Hall effect sensors, the target number of Hall effect sensors corresponding to each motor is determined when the seat is adjusted to the target position; Drive each of the motors to the target position corresponding to the target Hall number, and acquire the real-time Hall number of each motor during the driving process; If the real-time Hall effect count of any motor fails to reach the corresponding target Hall effect count, and any motor stalls, then all motors will be stopped from driving simultaneously. After waiting for a preset protection time, each motor is re-driven to run towards the target position corresponding to the target Hall number until the real-time Hall number of each motor reaches the corresponding target Hall number; wherein, the number of times each motor is re-driven is less than the preset maximum number of retries.

2. The seat motor synchronous control method according to claim 1, characterized in that, When the operating current of any of the motors exceeds the corresponding preset current threshold within the set stall window, the motor is determined to be stalled.

3. The seat motor synchronous control method according to claim 1 or 2, characterized in that, The mapping relationship between the actual total stroke of each motor and the motor Hall number is obtained in the following way: In response to receiving a seat self-learning command, each motor is driven to move towards the zero position; When any of the motors stalls, the drive is stopped and the current Hall value of each motor is recorded to obtain the zero-point Hall value of each motor. Drive each of the motors to the endpoint position. When the endpoint trigger condition is met, the current Hall value of each motor is recorded as the endpoint Hall value corresponding to each motor. The difference between the terminal Hall number and the zero Hall number of each motor is taken as the actual total stroke of each motor. Based on the actual total stroke of each motor, a linear mapping relationship is constructed between the seat position of the seat and the Hall number of each motor.

4. The seat motor synchronous control method according to claim 3, characterized in that, The process of driving each motor to the endpoint position, upon meeting the endpoint trigger condition, involves recording the current Hall effect value of each motor and the endpoint Hall effect value corresponding to that motor, including: During the process of driving each motor to the endpoint, the cumulative Hall increment of each motor is monitored; wherein, the cumulative Hall increment is the difference between the current Hall number of each motor and the corresponding zero-point Hall number of each motor; If the cumulative Hall increment does not reach the preset stroke Hall number corresponding to each motor, and any of the motors stalls, then all the motors will stop being driven. After a preset stall protection time, all motors are simultaneously driven to the endpoint position again until the endpoint trigger condition is met, and the current Hall value of each motor is recorded as the endpoint Hall value corresponding to each motor.

5. The seat motor synchronous control method according to claim 3, characterized in that, The endpoint triggering condition includes at least one motor's cumulative Hall increment reaching a corresponding preset stroke Hall number.

6. A seat motor synchronous control device, characterized in that, A control unit deployed in an electric seat equipped with multiple motors, the seat motor synchronization control device comprising: The acquisition module is used to receive adjustment instructions for the seat position, the adjustment instructions being used to instruct the seat to be adjusted to a target position; The processing module is used to determine the target Hall number corresponding to each motor when the seat is adjusted to the target position based on the mapping relationship between the actual total stroke of each motor in the seat and the Hall number of the motor; drive each motor to run towards the target position corresponding to the target Hall number, and acquire the real-time Hall number of each motor during the driving process; if the real-time Hall number of any motor does not reach the corresponding target Hall number, and any motor stalls, then drive each motor simultaneously; after waiting for a preset protection time, drive each motor again to run towards the target position corresponding to the target Hall number, until the real-time Hall number of each motor reaches the corresponding target Hall number; wherein the number of times the motors are redriven is less than or equal to the preset maximum number of retries.

7. A seat motor synchronous control device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions. The processor is configured to execute computer execution instructions stored in the memory to perform the seat motor synchronization control method as described in any one of claims 1 to 5.

8. An electric seat, characterized in that, The electric seat includes a plurality of motors and a seat motor synchronization control device as described in claim 7, the seat motor synchronization control device being used to control the plurality of motors in the electric seat to perform the seat motor synchronization control method as described in any one of claims 1 to 5.

9. The electric seat according to claim 8, characterized in that, The number of motors is two.

10. A vehicle, characterized in that, At least one electric seat as described in claim 8 or 9 is deployed inside the vehicle.

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