Seat control method and device, electronic equipment and vehicle

Abstract

The present disclosure provides a seat control method and device, electronic equipment and vehicle, and relates to the technical field of vehicles. In the method, in response to a seat adjustment instruction, the pose of a target seat is obtained. The seat adjustment instruction is used to instruct the target seat to be adjusted to a target pose. The target seat is adjusted to the target pose with the pose of the target seat as an initial adjustment pose. Thus, the target seat can be directly adjusted to the target pose when the target seat is in any pose, which can improve the adjustment efficiency of the seat and is beneficial to user experience.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more particularly to a seat control method, device, electronic device, and vehicle. Background Technology

[0002] With the continuous development of vehicle intelligence technology, adjustable seat function has become one of the important factors to improve the user's driving experience.

[0003] Because the interior space of a vehicle is relatively cramped, in order to avoid the seat to be adjusted from colliding with other seats during the adjustment process, it is usually necessary to reset the seat to the preset position first, and then adjust the seat to the desired position. This adjustment is inefficient and not conducive to user experience. Summary of the Invention

[0004] This disclosure provides a seat control method, device, electronic device, and vehicle, mainly to solve the problem of low seat adjustment efficiency, improve seat adjustment efficiency, and benefit user experience.

[0005] The technical solution disclosed herein to solve the above-mentioned technical problems is as follows: In a first aspect, this disclosure provides a seat control method, comprising: obtaining the position of a target seat in response to a seat adjustment command; the seat adjustment command being used to instruct the target seat to be adjusted to the target position; and adjusting the target seat to the target position using the position of the target seat as the initial adjustment position.

[0006] Based on the above technical solution, the present disclosure can be further improved as follows.

[0007] Furthermore, in response to the seat adjustment command corresponding to the target mode, the position and posture of the target seat are obtained.

[0008] Furthermore, when the target seat is in a first initial pose, the target seat is adjusted to the target pose along a first adjustment path; when the target seat is in a second initial pose, the target seat is adjusted to the target pose along a second adjustment path; wherein, when the first initial pose and the second initial pose are different, the first adjustment path and the second adjustment path are different.

[0009] Furthermore, the target seat includes a first seat and a second seat; the target position includes a first position and a second position; the first seat and the second seat are adjusted to adjust the first seat to the first position and the second seat to the second position; wherein, when there is no collision risk to the first seat and the second seat, the first seat and the second seat are both in the adjustment state for at least one adjustment period.

[0010] Furthermore, adjusting the first seat and the second seat includes at least one of the following situations: adjusting the second seat to move in the same direction as the first seat; adjusting the second seat to move towards the first seat; adjusting the first seat to rotate and the second seat to move away from the first seat; adjusting the first seat to rotate and the second seat to move closer to the first seat; adjusting the rotation of the first seat and the second seat; adjusting the posture of the first seat; adjusting the posture of the second seat.

[0011] Furthermore, when the first seat and the second seat are adjacent to each other, the first seat and the second seat are at no risk of collision if at least one of the following conditions is met: the first seat is not located between the second seat and the first critical position; the first critical position is obtained based on the horizontal position of the second seat; the backrest tilt angle of the second seat is less than or equal to the target critical angle; the target critical angle is obtained based on the horizontal position of the first seat, and / or the target critical angle is obtained based on the horizontal and vertical positions of the second seat.

[0012] Furthermore, when the first seat and the second seat are adjacent to each other and the seat adjustment command is used to instruct the first seat to be rotated to the first position, if the second seat is not between the first seat and the second critical position, then there is no risk of collision between the first seat and the second seat; the second critical position is obtained based on the target angle corresponding to the first seat; the target angle corresponding to the first seat is obtained based on the rotation angle corresponding to the initial adjustment position of the first seat and the rotation angle corresponding to the first position.

[0013] Further, an adjustment strategy is obtained based on at least one first task for adjusting the first seat and at least one second task for adjusting the second seat; the adjustment strategy includes the execution timing of at least one first task and at least one second task; the execution timing of the target first task in at least one first task and the target second task in at least one second task are the same; the first seat and the second seat are adjusted according to the adjustment strategy.

[0014] Furthermore, during the first adjustment period, a first type of adjustment task is performed on the first seat and the second seat; during the second adjustment period, a second type of adjustment task is performed on the first seat and the second seat; the second type of adjustment task is different from the first type of adjustment task.

[0015] Secondly, this disclosure provides a seat control device, comprising: The detection module is used to obtain the pose of the target seat in response to the seat adjustment command; the seat adjustment command is used to instruct the target seat to be adjusted to the target pose. The control module is used to adjust the target seat to the target position, using the target seat's position as the initial adjustment position.

[0016] Thirdly, this disclosure provides an electronic device, including: At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the seat control method described in the first aspect and any one thereof.

[0017] Fourthly, this disclosure provides a vehicle that includes the seat control device described in the second aspect above, or the electronic device described in the third aspect above.

[0018] The seat control method, device, electronic equipment, and vehicle disclosed herein can directly adjust the target seat to the target position when the target seat is in any position, thereby improving the efficiency of seat adjustment and benefiting the user experience. Attached Figure Description

[0019] Figure 1 This is a flowchart illustrating a seat adjustment method in related technologies; Figure 2 A schematic flowchart illustrating the seat control method provided in this embodiment of the disclosure; Figure 3 A schematic diagram of the seating distribution of a seven-seat vehicle provided in an embodiment of this disclosure; Figure 4 A schematic diagram illustrating the positional relationship between the first seat and the second seat provided in an embodiment of this disclosure; Figure 5 A schematic diagram illustrating another positional relationship between the first seat and the second seat provided in an embodiment of this disclosure; Figure 6 A schematic diagram of the vehicle interior partitioning provided in an embodiment of this disclosure; Figure 7 This is a schematic diagram of the structure of the seat control device provided in an embodiment of this disclosure. Detailed Implementation

[0020] The technical solutions of the embodiments of this disclosure will be described below with reference to the accompanying drawings. In the description of this disclosure, unless otherwise stated, " / " indicates that the objects before and after are in an "or" relationship. For example, A / B can represent A or B. "And / or" in this disclosure is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone, where A and B can be singular or plural. Furthermore, in the description of this disclosure, unless otherwise stated, "multiple" refers to two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple. Furthermore, to facilitate a clear description of the technical solutions of the embodiments of this disclosure, the terms "first" and "second" are used in the embodiments of this disclosure to distinguish identical or similar items with substantially the same function and effect. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that "first" and "second" are not necessarily different. Meanwhile, in the embodiments of this disclosure, words such as "exemplary" or "for example" are used to indicate that something is being used as an example, illustration, or description. Any embodiment or design scheme described as "exemplary" or "for example" in the embodiments of this disclosure should not be construed as being more preferred or advantageous than other embodiments or design schemes.

[0021] With the continuous development of vehicle intelligence technology, adjustable seat function has become one of the important factors to improve the user's driving experience.

[0022] Because the interior space of a vehicle is relatively cramped, the seating arrangement is relatively compact, and the clearance between seats is limited. If multiple seats are adjusted at the same time (e.g., rotate, move, adjust height, or adjust backrest angle), the adjustment trajectories of each seat may intersect, and the space occupied may overlap, which may cause collisions between different seats. This may not only damage the seats, but also interrupt the adjustment process and affect the use of the seat adjustment function.

[0023] In one related technology, to avoid collisions caused by the simultaneous adjustment of multiple seats, it is usually necessary to reset each seat to its initial position before adjusting each seat.

[0024] Taking rotating the right-side seat in the second row of a car to 180° as an example, the typical procedure for seat adjustment in related technologies is as follows: Figure 1 As shown, it includes the following steps: S101: The right-side seats of the first row are reset from position 1 to the first preset position.

[0025] S102: The right-side seat in the second row is reset from position 2 to the second preset position.

[0026] S103: After the right-side seat of the first row adjusts its posture from the first posture to the first preset posture, it moves forward from the first preset position to the first target position to make room for the right-side seat of the second row to rotate.

[0027] During step S103, the right-side seat in the second row remained stationary and waiting.

[0028] S104: After the second-row right seat adjusts its posture from the second posture to the second preset posture, it moves from the second preset position to the preset rotation position and rotates 180° at the preset rotation position.

[0029] During step S104, the right-side seats remain stationary and waiting.

[0030] S105: The second-row right seat returns from the rotated position to the second preset position, and then returns from the second preset position to position 2.

[0031] S106: After the right-side seat of the first row is reset from the first target position to the first preset position, it is then reset from the first preset position to position 1.

[0032] S107: After the second-row right-side seat adjusts its posture from the second preset posture to the second posture, the first-row right-side seat adjusts its posture from the first preset posture to the first posture.

[0033] As can be seen, while the above adjustment method can achieve collision-free adjustment of multiple seats in the vehicle, it requires resetting each seat to a preset position before adjusting it to the desired position. Furthermore, each adjustment step must wait for the previous step to complete before proceeding, significantly extending the overall seat adjustment time, resulting in low efficiency and a poor user experience.

[0034] To address the aforementioned issues, this disclosure provides a seat control method, device, electronic device, and vehicle that can directly adjust the target seat to the target position when the target seat is in any position, thereby improving the efficiency of seat adjustment and benefiting the user experience.

[0035] Figure 2 This is a schematic flowchart illustrating the seat control method provided in an embodiment of this disclosure. Figure 2 As shown, the seat control method provided in this embodiment includes the following steps S201-S202: S201: In response to a seat adjustment command, obtain the position of the target seat.

[0036] The seat adjustment command is used to instruct the target seat to be adjusted to the target position.

[0037] The target seat refers to any adjustable seat in the vehicle. It can refer to a single seat or multiple seats. For example, the left-hand seat in the second row can be the target seat, or all seats in the second row can be target seats.

[0038] Specifically, the adjustment function refers to the ability to adjust the posture and / or position of the corresponding seat. This adjustment function may include adjustments for the backrest tilt, rotation, fore-and-aft movement, left-and-right movement, seat cushion height, leg rest tilt, and headrest height, etc., which are not limited in the embodiments disclosed herein.

[0039] For example, Figure 3 This is a schematic diagram of the seating distribution of a seven-seat vehicle provided as an embodiment of this disclosure. Figure 3 As shown, the vehicle 300 may include a driver's seat 301, a front passenger seat 302, a second-row left seat 303, a second-row right seat 304, a rear left seat 305, a rear middle seat 306, and a rear right seat 307. Both the second-row left seat 303 and the second-row right seat 304 have adjustment functions, such as the ability to rotate left and right within a preset range (e.g., 0°-180°). Therefore, both the second-row left seat 303 and the second-row right seat 304 can be used as target seats in this embodiment of the present disclosure.

[0040] also, Figure 2 This description of the target seats is merely illustrative of the interior space layout of a 7-seater vehicle. In reality, the vehicle can also be a 5-seater, 9-seater, 11-seater, or other similar model, and this disclosure is not limiting.

[0041] Seat adjustment commands can be based on user-vehicle interaction. For example, a user can use voice commands to input "rotate seat xx to 90°". Alternatively, a user can select controls associated with the adjustment function of the target seat displayed on a target terminal to input seat adjustment commands. The target terminal can be an in-vehicle terminal or a mobile terminal connected to it. Another example is that a user can interact with mechanical buttons (or knobs) associated with the adjustment function of the target seat within the vehicle to input seat adjustment commands.

[0042] Furthermore, seat adjustment commands can also be control commands automatically generated by the vehicle in certain scenarios. For example, when the vehicle enters a certain function mode, it can automatically generate seat adjustment commands for the target seat.

[0043] Seat adjustment instructions are used to instruct a target seat to be adjusted to a target position. Therefore, seat adjustment instructions may include a seat identifier to indicate the target seat, so that the vehicle (or the vehicle's control module / control system / control unit / control device) can determine which seat(s) to adjust after receiving the seat adjustment instruction.

[0044] The position of the target seat can refer to the position of the vehicle before the target seat is adjusted according to the seat adjustment command.

[0045] Specifically, the pose of the target seat can be the current pose of the target seat obtained by the vehicle when it receives the seat adjustment command (also known as the real-time pose of the target seat). For example, if the vehicle receives the seat adjustment command at time t1, it can obtain the pose of the target seat at time t1 and determine the pose of the target seat at time t1 as the pose of the target seat.

[0046] The pose of the target seat can be defined as the pose of the target seat within a preset time period after the moment the vehicle receives the seat adjustment command. For example, if the preset time period is 1 second, and the vehicle receives the seat adjustment command at time t1, then the pose of the target seat within the time period from time t1 to (t1+1s) can be determined as the pose of the target seat.

[0047] In one implementation, the pose (position and orientation) of the target seat can be acquired using an image acquisition device (such as a camera).

[0048] For example, at least one image acquisition device can be deployed in the vehicle, and these devices can be distributed in different locations within the vehicle to cover the area where all seats are located.

[0049] Upon receiving a seat adjustment command, the vehicle (or its infotainment system) can respond by acquiring images of all seats in the cabin, captured by an image acquisition device. Furthermore, based on a preset image algorithm, it can analyze these images to determine the positional distribution of each seat and the orientation of the target seat. The position of the target seat can then be determined based on the positional distribution of the seats.

[0050] Upon receiving a seat adjustment command, the vehicle (or its infotainment system) can respond by acquiring an image of the target seat captured by an image acquisition device. Furthermore, it can analyze the image of the target seat using a preset image algorithm to determine the target seat's posture. Additionally, it can determine the target seat's position by combining the image of the target seat with the position of the image acquisition device that captured the image.

[0051] In one implementation, the pose of the target seat can be obtained using displacement sensors and angle sensors.

[0052] For example, at least one displacement sensor can be deployed on the slide rail structure of the target seat. Based on the displacement sensor deployed on the slide rail structure of the target seat, the direction and distance of movement of the target seat can be obtained. Based on the direction and distance of movement of the target seat, the position of the target seat can be determined.

[0053] At least one angle sensor can also be deployed on the slide rail structure of the target seat. The rotation angle of the target seat can be obtained based on the angle sensor deployed on the slide rail structure. At least one displacement sensor can also be deployed on the height-adjustable components of the target seat, such as the headrest and seat cushion (which can also be referred to as lifting components in this embodiment). The direction and displacement of the corresponding lifting component within its movable range can be obtained based on the displacement sensor deployed on the lifting component. At least one angle sensor can be deployed on the tilt-adjustable components of the target seat, such as the backrest and leg rest (which can also be referred to as rotating components in this embodiment). The tilt angle of the corresponding rotating component can be obtained based on the angle sensor deployed on the rotating component. The posture of the target seat can be obtained based on the rotation angle of the target seat, the direction and displacement of each lifting component within its movable range, and the tilt angle of each rotating component.

[0054] It should be noted that the embodiments of this application do not limit the way of obtaining the pose of the target seat, and all ways of obtaining the pose of the target seat should be covered within the protection scope of this disclosure.

[0055] S202: Using the target seat's position as the initial adjustment position, adjust the target seat to the target position.

[0056] Once the vehicle obtains the target seat's position, it can adjust the target seat to the target position without resetting it. This eliminates the need for a redundant resetting process, thus reducing the time required to adjust the target seat and improving adjustment efficiency, which benefits the user experience.

[0057] In addition, in some embodiments, the position of the target seat is obtained in response to a seat adjustment command corresponding to the target mode.

[0058] Among them, the target mode is a preset functional mode adapted to specific vehicle usage scenarios or user needs. For example, the target mode may include a calibrated seat mode, a convenient entry and exit mode, a scenic mode, a family room mode, a large living room mode, etc., so as to achieve rapid adaptation of the seat layout through pattern-based triggering, without requiring users to manually set adjustment parameters for the target seats one by one.

[0059] Vehicles can enter target modes in two ways: user-initiated and vehicle-automatic recognition. User-initiated modes can be achieved through in-vehicle touch controls, voice commands, or physical button presses. Vehicle-automatic recognition, on the other hand, can be based on parameters such as vehicle driving status, environmental data, and user behavior. For example, the vehicle can automatically enter a convenient entry and exit mode when it detects that a user has parked and opened the rear door.

[0060] Specifically, when the target mode is the calibrated sitting mode, if the target seat is the front driver's seat, the target posture can be the standard sitting posture of the front driver's seat. Specifically, this can be that the seat cushion is kept horizontal, the backrest tilt angle is adjusted to 85° (the calibration value corresponding to the backrest of the target seat is preset), the headrest height is level with the shoulders, the leg rest is fully retracted, the seat position is in the standard driving coordinate along the length of the vehicle body, and the seat is kept in a non-rotating state.

[0061] When the target mode is the convenient entry and exit mode, if the target seat is the second-row left seat, the target position can be the position after the second-row left seat is rotated 45° towards the door. By rotating the seat, the entry and exit passage space at the rear door can be expanded, making it easier for passengers to enter and exit quickly.

[0062] When the target mode is the viewing mode, if the target seat is the second-row left seat, the target posture can be the posture of the second-row left seat after rotating 90° towards the outside window of the vehicle, so that the passengers of the second-row left seat can directly face the window, which is suitable for the riding needs of the viewing scenario.

[0063] When the target mode is the family room mode, if the target seat is the left seat of the second row, the target position can be the position of the left seat of the second row after rotating 180° towards the third row, so that the left seat of the second row is opposite the left seat of the third row, which facilitates the interaction between the passengers of the third row and the passengers of the left seat of the second row.

[0064] When the target mode is the large living room mode, if the target seats are the second row left seat and the second row right seat, the target posture can include the posture of the second row left seat after rotating 180° towards the third row, and the posture of the second row right seat after rotating 180° towards the third row simultaneously, so that the second row seats and the third row seats form a relatively large living room layout, which is suitable for the needs of multi-person gatherings and communication.

[0065] It should be noted that the type parameters of the target seat and the pose parameters corresponding to the target pose in different target modes can be pre-calibrated based on the functional requirements of the vehicle. Users can also personalize and save the type parameters of the target seat and / or the pose parameters corresponding to the target pose in each mode through the in-vehicle system. When the vehicle enters the corresponding target mode, the user-defined parameters can be called first to generate seat adjustment commands, further improving the adaptability of the seat layout and conforming to the user's habits.

[0066] As can be seen, the design of triggering seat adjustment commands through target modes in this embodiment solves the tedious problem of users manually adjusting seats one by one. By triggering in a pattern, the seat layout can be quickly adapted and switched, saving users' operation time and improving the convenience of seat adjustment. Furthermore, different target modes accurately cover diverse scenario needs such as regular driving, convenient getting in and out of the vehicle, sightseeing, parent-child interaction, and group gatherings, enabling the seat layout to be highly adaptable to the usage scenario and effectively improving the diversity and comfort of the driving and riding experience.

[0067] In addition, in some embodiments, when the target seat is in a first initial pose, the target seat is adjusted to the target pose along a first adjustment path; when the target seat is in a second initial pose, the target seat is adjusted to the target pose along a second adjustment path; wherein, when the first initial pose and the second initial pose are different, the first adjustment path and the second adjustment path are different.

[0068] The adjustment path is the travel trajectory of the target seat from the initial adjustment position to the target position, including but not limited to: the movement trajectory of the target seat on the horizontal plane, the movement trajectory of the target seat on the vertical plane (a plane perpendicular to the horizontal plane), the adjustment trajectory of the backrest tilt angle of the target seat, the rotation trajectory of the target seat, the adjustment trajectory of the seat cushion height of the target seat, the adjustment trajectory of the leg rest tilt angle of the target seat, and the adjustment trajectory of the headrest height of the target seat.

[0069] Even though the target posture indicated by the seat adjustment command is the same, the adjustment path of the target seat to the target posture differs when the target seat is in different initial postures. When the target seat receives the seat adjustment command, it can adjust to the target posture indicated by the command from any posture it is in at the moment without resetting. This shortens the time to adjust the target seat to the target posture, improves the adjustment efficiency of the target seat, and benefits the user experience.

[0070] In addition, in some embodiments, the target seat includes a first seat and a second seat; the target pose includes a first pose and a second pose; the first seat and the second seat are adjusted to adjust the first seat to the first pose and the second seat to the second pose; wherein, when there is no collision risk to the first seat and the second seat, the first seat and the second seat are both in the adjustment state for at least one adjustment period.

[0071] Specifically, the first seat and the second seat are different. Furthermore, the first seat and the second seat are associated. This association includes situations where the first seat and the second seat are adjacent to each other front-to-back; for example, if the first seat is the left-hand seat in the second row of the vehicle, then the second seat can be the left-hand seat in the first row. Alternatively, the association can also include situations where the first seat and the second seat are adjacent to each other left-to-right; for example, if the first seat is the left-hand seat in the second row of the vehicle, then the second seat can be the right-hand seat in the second row.

[0072] Furthermore, "first seat" can refer to one seat or multiple seats. For example, the seat on the left side of the second row in a vehicle can be the first seat, and all seats in the second row of a vehicle can also be the first seats. Similarly, "second seat" can refer to one seat or multiple seats. For example, the seat on the left side of the first row in a vehicle can be the second seat, and all seats in the first row of a vehicle can also be the second seats.

[0073] The target pose includes a first pose and a second pose. The first pose is the desired pose for adjusting the first seat from its initial adjustment pose to the final desired pose. The second pose is the desired pose for adjusting the second seat from its initial adjustment pose to the final desired pose. The first and second seats can be adjusted to move the first seat to the first pose and the second seat to the second pose.

[0074] Collision risk refers to the possibility that the first and second seats may come into contact or interfere with each other during adjustment. This risk arises from partial overlap or excessive proximity between the first and second seats in space, which may affect the smooth execution of adjustment actions on the first and second seats, or even cause damage to the first and / or second seats.

[0075] Furthermore, during the adjustment of the first and second seats, if there is no risk of collision between the first and second seats, they can be adjusted in parallel during at least one adjustment period. For example, if the first seat is the left seat of the second row and the second seat is the left seat of the first row, the left seat of the first row can be adjusted to continuously move forward to make way for the adjustment of the left seat of the second row during period A. Additionally, the left seat of the second row can be adjusted to rotate in place. That is, the continuous forward movement of the left seat of the first row and the rotation of the left seat of the second row are performed in parallel. Compared to the redundant process of waiting for the previous seat to complete its adjustment before starting the next action in traditional serial adjustments, this solves the problem of low adjustment efficiency caused by traditional serial adjustments where the overall adjustment process of multiple seats needs to be broken down into multiple independent steps and executed in a fixed order. This embodiment of the present disclosure can simultaneously adjust multiple seats in parallel and eliminates the redundant step of resetting before adjusting the seats, saving overall seat adjustment time, improving seat adjustment efficiency, and benefiting user experience.

[0076] In addition, in some embodiments, adjusting the first seat and the second seat includes at least one of the following: Adjust the second seat to move in the same direction as the first seat; Adjust the second seat to face the first seat; Adjust the rotation of the first seat, and move the second seat away from the first seat; Adjust the rotation of the first seat, and move the second seat closer to the first seat; Adjust the rotation of the first and second seats; Adjust the position of the first seat; Adjust the position of the second seat.

[0077] The above situations will be explained in detail below.

[0078] 1. Adjust the second seat to move in the same direction as the first seat. Adjusting the second seat to move in the same direction as the first seat means that the first and second seats move in the same direction, maintaining a consistent direction of movement. For example, both the first and second seats may move forward or backward along the length of the vehicle, or move to the left or right along the width of the vehicle.

[0079] Specifically, adjusting the second seat to move in the same direction as the first seat includes the following two scenarios: The first scenario involves simultaneously adjusting the movement of the first and second seats in the same direction, suitable for situations requiring a quick change in the overall seating layout. For example, if a user wants to increase the seating space in the second row, the first seat becomes the left seat in the second row, and the second seat becomes the right seat in the second row; both need to move backward simultaneously to increase the seating space in the second row (increasing legroom). Another example is switching to the convenient entry and exit mode, where the first seat becomes the left seat in the first row, and the second seat becomes the right seat in the second row; both move forward simultaneously to create more space for passengers to get in and out of the second row.

[0080] The second scenario involves adjusting the first seat so that the second seat moves in the same direction to make way for it. This applies when the adjustment path of the first seat requires more space, necessitating sufficient clearance through the unidirectional movement of the second seat. For example, if the first seat is the right-hand seat in the second row and needs to move forward a considerable distance to reach the first-position driving position, while the second seat is the right-hand seat in the first row and its current position would affect the forward movement of the first seat. In this case, controlling the second seat to move forward a certain distance in the same direction as the first seat allows sufficient space for the first seat to move, enabling it to adjust to the first-position driving position.

[0081] Adjust the second seat to face the first seat. Adjusting the second seat to face the first seat means that the first and second seats move in opposite directions, gradually moving closer together. For example, the first seat is the right-hand seat in the second row of the vehicle, and the second seat is the right-hand seat in the first row. The first seat moves forward along the length of the vehicle, and the second seat moves backward along the length of the vehicle, etc.

[0082] Specifically, adjusting the second seat to move in the opposite direction to the first seat includes the following two scenarios: The first scenario involves simultaneously adjusting the movement of the first and second seats towards each other, suitable for situations requiring a rapid change in the overall seating layout. For example, if a user wants to reduce the distance between the front and rear seats, with the first seat being the right-hand seat of the second row and the second seat being the right-hand seat of the first row, controlling the first seat to move forward and the second seat to move backward will allow them to gradually move closer together, quickly shortening the distance between the front and rear seats and facilitating interaction between front and rear passengers.

[0083] The second scenario involves adjusting the first seat to allow the second seat to move aside and then return to its original position. This applies when the adjustment path of the first seat requires the second seat to temporarily move aside, and after moving aside, the second seat needs to return to its original position and form a reasonable distance from the first seat. For example, the first seat is the right-hand seat in the second row, which needs to move forward a considerable distance along the length of the vehicle to reach the first position. The second seat is the right-hand seat in the first row, and its current position would obstruct the forward movement of the first seat. In this case, the second seat can be controlled to move forward along the length of the vehicle to avoid the first seat. As the second seat moves forward, the distance between the first and second seats gradually increases. When sufficient space is detected to accommodate the forward movement of the first seat, the forward movement of the first seat is initiated simultaneously, without waiting for the second seat to completely move aside. As the first seat continues to move forward towards the first position, the second seat can be simultaneously controlled to move backward along the length of the vehicle to return to its original position, ensuring that the movement trajectories of the two seats do not overlap or interfere with each other. Finally, the first seat moves to the first position, and the second seat also returns to its corresponding position.

[0084] 3. Adjust the rotation of the first seat and move the second seat away from the first seat. Adjusting the rotation of the first seat while the second seat moves away from the first seat means that the first seat rotates around its own center of rotation, while the second seat moves away from the first seat, with both movements occurring simultaneously. For example, if the first seat is the left-hand seat in the second row of the vehicle, and the second seat is the left-hand seat in the first row, the first seat rotates 180° counterclockwise, and the second seat moves forward along the length of the vehicle.

[0085] Specifically, adjusting the rotation of the first seat and moving the second seat away from the first seat includes the following two scenarios: The first scenario involves simultaneously adjusting the rotation of the first seat and the movement of the second seat away from the first seat. This is suitable for situations requiring a quick change in the overall seating layout. For example, if the first seat is the left-hand seat in the second row and needs to rotate 180° to face the third row, and the second seat is the left-hand seat in the first row, both seats move synchronously. The first seat rotates counterclockwise while the second seat moves forward along the length of the vehicle. Ultimately, the first seat faces the third row, and the second seat moves forward to the target position, facilitating face-to-face interaction between passengers in the second and third rows, while maintaining a reasonable seating distance between the front and rear seats.

[0086] The second scenario involves moving the second seat away to make room for adjusting the first seat. This applies when the adjustment path of the first seat requires more space, necessitating sufficient clearance through the movement of the second seat away. For example, if the first seat is the left seat in the second row and needs to rotate 180° to face the third row, while the second seat is the left seat in the first row, the area behind the second seat back overlaps with the space required for the first seat's rotation, limiting the first seat's rotation range. In this case, the second seat is controlled to move forward along the length of the vehicle. As the second seat moves forward, the longitudinal gap between the first and second seats gradually widens. When sufficient space is detected to allow the first seat to rotate completely, the first seat simultaneously begins to rotate counter-clockwise, without waiting for the second seat to move completely to the front. As the second seat continues to move forward, the rotation space for the first seat becomes increasingly ample, allowing for a smooth 180° rotation.

[0087] 4. Adjust the rotation of the first seat and move the second seat closer to the first seat. Adjusting the rotation of the first seat while the second seat moves closer to the first seat means that the first seat rotates around its own center of rotation, while the second seat moves towards the first seat, with both movements occurring simultaneously. For example, if the first seat is the right-hand seat in the second row of the vehicle, and the second seat is the right-hand seat in the first row, the first seat rotates 90° clockwise towards the center of the passenger compartment, and the second seat moves forward along the length of the vehicle.

[0088] Specifically, adjusting the rotation of the first seat and moving the second seat closer to the first seat includes the following two scenarios: The first scenario involves simultaneously adjusting the rotation of the first seat and the movement of the second seat closer to the first seat. This is suitable for situations requiring a quick change in the overall seating layout. For example, if the first seat is the left seat in the second row and needs to rotate 90° towards the center of the vehicle, and the second seat is the left seat in the first row, both seats move synchronously. The first seat rotates 90° counterclockwise towards the center of the vehicle, while the second seat moves backward along the length of the vehicle. Ultimately, the first seat turns towards the center area, and the second seat moves backward to a preset distance, creating an interactive layout where the front and rear seats are relatively close together. This facilitates front passengers bending over to care for children in the back, or allows front and rear passengers to pass items or communicate smoothly, while maintaining a reasonable distance between the two seats that does not affect passenger comfort.

[0089] The second scenario involves adjusting the first seat, causing the second seat to move aside and then return to its original position. This applies when the first seat's rotation trajectory requires the second seat to temporarily move aside, and after moving aside, it needs to return to its target distance by moving closer. For example, the first seat is the right-hand seat in the second row, which needs to rotate 180° to face the third row. The second seat is the right-hand seat in the first row, and its backrest area overlaps with the first seat's rotation trajectory, hindering the first seat's rotation. In this case, the second seat is first controlled to move forward along the length of the vehicle to make way. As the second seat moves away from the first seat, the longitudinal distance between the first and second seats gradually increases. When sufficient rotation space is detected, the first seat's clockwise rotation is initiated simultaneously, without waiting for the second seat to completely move aside. As the first seat continues to rotate towards the first position, the second seat is simultaneously controlled to move backward along the length of the vehicle to return to its original position, i.e., moving closer to the first seat. Finally, when the first seat is precisely rotated to face the third row, the second seat also returns to its position with a reasonable longitudinal distance from the first seat.

[0090] V. Adjust the rotation of the first and second seats. Adjusting the rotation of the first and second seats means that the first seat rotates around its own center of rotation, and the second seat rotates around its own center of rotation simultaneously. For example, if the first seat is the left-hand seat in the second row and the second seat is the left-hand seat in the first row, the first seat rotates 180° counterclockwise to face the third row, and the second seat rotates 90° clockwise to face the center of the passenger compartment. Another example: if the first seat is the right-hand seat in the second row and the second seat is the left-hand seat in the second row, the first seat rotates 180° clockwise to face the third row, and the second seat rotates 180° counterclockwise to face the third row.

[0091] Specifically, adjusting the rotation of the first and second seats includes the following two scenarios: The first scenario involves simultaneously adjusting the rotation of the first and second seats, suitable for situations requiring a quick switch in the overall interactive layout. For example, the first seat is the left seat in the second row, and the second seat is the left seat in the first row. Both move synchronously: the first seat rotates 180° counter-clockwise towards the third row, and the second seat rotates 90° clockwise towards the center of the vehicle. Ultimately, the first seat faces the third row, and the second seat faces the second row, creating a continuous interactive layout that facilitates cross-row communication among multiple passengers. Another example is the first seat being the right seat in the second row, and the second seat being the left seat in the second row. The first seat rotates 180° clockwise, and the second seat rotates 180° counter-clockwise, both facing the third row, allowing passengers in the second and third rows to interact face-to-face.

[0092] The second scenario involves rotating the second seat to avoid a collision and then resetting it to its original position to adjust the first seat. For example, the first seat is the right-hand seat in the second row, which needs to be rotated 180° to face the third row. The second seat is the left-hand seat in the second row, and its initial 45° counter-clockwise rotation would place the target position within the rotation path of the first seat, posing a collision risk. In this case, the second seat is first controlled to rotate 45° clockwise to a temporary avoidance position. Once it is detected that there is no collision risk between the two seats, the clockwise rotation of the first seat is initiated simultaneously, without waiting for the second seat to fully avoid the collision. As the first seat continues to rotate to 180°, the second seat can be simultaneously controlled to rotate 45° counter-clockwise to reset to the target position. Finally, when the first seat is precisely rotated to face the first seat of the third row, the second seat also resets to the corresponding position.

[0093] VI. Adjust the posture of the first seat Adjusting the posture of the first seat refers to adjusting the state of the components of the first seat (such as the backrest tilt angle, headrest height, lumbar support, seat cushion angle, etc.).

[0094] Specifically, adjusting the posture of the first seat includes the following two scenarios: The first scenario involves adjusting the posture of the first seat individually to suit the user's seating needs. For example, if the first seat is the right-hand seat in the first row, its backrest can be adjusted to a 30° angle, and the headrest can be slightly adjusted to support the neck, thus improving driving comfort.

[0095] The second scenario involves adjusting the posture of the first seat to avoid a collision and then resetting it to its original position in order to adjust the second seat. This is applicable when there is a risk of interference between the adjustment path of the second seat and the current posture of the first seat. For example, if the second seat is the right-hand seat in the second row, and needs to be moved a considerable distance backward along the length of the vehicle to reach the second position, but the backrest angle of the first seat (right-hand seat in the first row) is too large (50°), its backrest area encroaches on the movement path of the second seat, posing a collision risk. In this case, firstly, the backrest of the first seat is adjusted forward to a 20° avoidance posture, leaving space for the second seat to move; after detecting that there is no collision risk between the two seats, the rearward movement of the second seat is initiated simultaneously, without waiting for the first seat to complete its adjustment; as the second seat continues to move towards the second position, the backrest of the first seat is simultaneously and slowly reset to the target comfortable posture; finally, when the second seat moves precisely to the corresponding posture, the first seat also resets to the corresponding comfortable posture.

[0096] 7. Adjust the posture of the second seat. Adjusting the posture of the second seat refers to adjusting the state of the second seat components (such as the backrest tilt angle, headrest height, lumbar support, seat cushion angle, etc.).

[0097] Specifically, adjusting the posture of the second seat includes the following two scenarios: The first scenario involves adjusting the posture of the second seat individually to suit user needs or the overall layout. This is suitable for situations where a quick optimization of the riding experience or to accommodate the spatial arrangement is required. For example, if the second seat is the right-hand seat in the second row, adjusting its backrest angle to 35° can improve passenger comfort.

[0098] The second scenario involves adjusting the first seat to allow the second seat to avoid a collision and then return to its original position. This applies when there is a risk of collision between the adjustment path of the first seat and the current position of the second seat. For example, if the first seat is the left seat in the second row and needs to move forward a considerable distance along the length of the vehicle to reach the first position, but the backrest angle of the second seat (left seat in the first row) is too large (50°), its backrest area encroaches on the movement path of the first seat, posing a collision risk. In this case, the backrest of the second seat can be adjusted forward to a temporary avoidance position of 20°, leaving space for the first seat to move. Once it is detected that there is no risk of collision between the two seats, the forward movement of the first seat is initiated simultaneously, without waiting for the second seat to fully avoid the collision. As the first seat continues to move towards the first position, the backrest of the second seat can be simultaneously controlled to slowly return to the corresponding position. Finally, when the first seat moves precisely to the first position facing the front of the vehicle, the second seat also returns to the corresponding comfortable position.

[0099] By flexibly combining the above seven seat adjustment methods, compared with the redundant process of waiting for the previous seat to complete the adjustment before starting the next action in the traditional serial adjustment, the embodiments of this disclosure support the simultaneous adjustment of the first seat and the second seat (such as parallel rotation and movement, parallel posture adjustment and position adjustment, etc.), eliminating the steps of repeated seat reset and waiting at rest, compressing the overall time of multi-seat adjustment to the approximate time of single-seat adjustment, which can improve the overall seat adjustment efficiency and shorten the overall adjustment time.

[0100] Additionally, in some embodiments, when the first seat and the second seat are adjacent to each other, the first seat and the second seat are at no risk of collision if at least one of the following conditions is met: The first seat is not positioned between the second seat and the first critical position; the first critical position is determined based on the horizontal position of the second seat. The backrest tilt angle of the second seat is less than or equal to the target critical angle; the target critical angle is obtained based on the horizontal position of the first seat, and / or, the target critical angle is obtained based on the horizontal and vertical positions of the second seat.

[0101] Specifically, when the first seat and the second seat are arranged adjacent to each other (for example, the first seat is the right seat of the second row of the vehicle and the second seat is the right seat of the first row of the vehicle, or the first seat is the left seat of the third row and the second seat is the left seat of the second row, etc.), the criteria for determining the absence of collision risk between the first seat and the second seat can be clarified from two dimensions: spatial isolation and posture space occupancy restrictions. The two dimensions mentioned above will be explained in detail below.

[0102] 1. The first seat is not positioned between the second seat and the first critical position. In this context, "the first seat is not located between the second seat and the first critical position" means that the calibration point on the first seat is not located between the second seat and the first critical position. The calibration point on the first seat can be any pre-calibrated point on the first seat, such as the center point of the seat cushion, the center point of the backrest, etc., and this embodiment of the present disclosure is not limited to this.

[0103] The first critical position is a safety reference position set along the length of the vehicle body to define the safe occupancy range around the second seat. Its core is to use the second seat (the calibration point) as a reference to define a safety isolation boundary along the length of the vehicle body towards the side (rear or front) of the first seat. The first seat (the calibration point) must be located outside this boundary (the side away from the second seat) to avoid encroaching on the safety space of the second seat.

[0104] For example, see Figure 4 The second seat 401 is the right-side seat in the first row, and its position along the length of the vehicle body is designated as calibration point O1. The first critical position O2 is the safety boundary extending from calibration point O1 towards the second row of seats. If the first seat 402 is the right-side seat in the second row, and the position of the first seat 402 is designated as calibration point O3, and calibration point O3 is located outside the safety boundary (away from the first row of seats), then it is determined that the first seat 402 is not located between the second seat 401 and the first critical position O2.

[0105] The core collision risk between adjacent seats stems from the overlapping space occupied by the two seats along the length of the vehicle. The area between the second seat and the first critical position serves as a shared safety buffer zone to ensure parallel adjustment and subsequent use of both seats. This area includes the space necessary for the second seat's adjustment and use, and also provides a safety buffer clearance for the adjustment of the first seat. If the first seat encroaches on this area, it will not only infringe on the normal use space of the second seat, but also cause the structural integrity or adjustment trajectory of the two seats to intersect, inevitably posing a collision risk. When the first seat is located outside the first critical position, the collision risk caused by the longitudinal overlap of the two seats can be eliminated from the spatial layout, providing a basic safety guarantee for the parallel adjustment of the two seats. After comprehensive judgment based on other criteria, it can be ensured that the overall adjustment process is collision-free, balancing adjustment efficiency and safety.

[0106] Second, the backrest tilt angle of the second seat is less than or equal to the target critical angle. The second seat's backrest tilt angle is the angle at which the second seat's backrest tilts relative to the calibrated tilt position. The target critical angle is a safety angle threshold set for scenarios with adjacent seats in front and behind. The core purpose is to limit the maximum tilt range of the second seat's backrest to prevent it from excessively encroaching on the adjustment and usage space of the first seat.

[0107] For example, see Figure 5 The second seat 501 is the left-hand seat in the first row, and the first seat 502 is the left-hand seat in the second row, arranged adjacent to each other. If the target critical angle is 30°, and the backrest tilt angle of the second seat 501 is 45°, since this angle is greater than the target critical angle of 30°, it is determined that the backrest tilt angle of the second seat is not less than or equal to the target critical angle. If the backrest tilt angle of the second seat 501 is 25°, since this angle is less than or equal to the target critical angle of 30°, it is determined that the backrest tilt angle of the second seat is less than or equal to the target critical angle.

[0108] See also Figure 5The backrest tilt angle of the second seat 501 directly affects its space occupancy along the vehicle's length. A larger backrest tilt angle compresses the adjustment space of the first seat 502. If the backrest tilt angle of the second seat 501 exceeds the target critical angle, its rear edge will excessively encroach on the adjustment trajectory of the first seat 502, causing direct interference between the two seats' structural components or adjustment actions, inevitably posing a collision risk. When the backrest tilt angle of the second seat 501 is less than or equal to the target critical angle, its rear edge's space occupancy is within a safe range. This eliminates the risk of collision with the first seat 502 due to excessive backrest tilt, providing a basic safety guarantee for parallel adjustment of both seats. Combined with other judgment conditions, this ensures a collision-free adjustment process, balancing adjustment efficiency and safety.

[0109] The first critical position and the target critical angle will be described in detail below.

[0110] I. First Critical Position The horizontal position of the second seat can be obtained, which can be the location of a calibration point on the second seat on a horizontal plane. This calibration point can be any point on the second seat. For example, it could be the center point of the seat cushion, the center point of the backrest, etc., and this embodiment is not limited thereto. Based on the horizontal position of the second seat, the horizontal area where the second seat is located in the vehicle cabin space can be determined. See also... Figure 6 In (a), the cabin space can be divided into multiple horizontal areas along the length of the vehicle body, such as A1, B1, C1, D1, etc., or see [the following text is missing]. Figure 6 In (b), the cabin space can be divided into multiple horizontal regions along the width of the vehicle, such as A2, B2, C2, and D2. The horizontal region where the calibration point on the second seat is located can be defined as the horizontal region where the second seat is located in the cabin space. Each horizontal region has a corresponding critical position pre-marked. Therefore, the critical position corresponding to the horizontal region where the second seat is located can be defined as the first critical position.

[0111] II. Target Critical Angle In one implementation, the horizontal position of the first seat can be obtained, which can be the position of a calibration point on the first seat on a horizontal plane. The calibration point on the first seat can be any point on the first seat. For example, the calibration point on the first seat can be the center point of the seat cushion, the center point of the backrest, etc., and this embodiment is not limited thereto. Based on the horizontal position of the first seat, the horizontal region where the first seat is located in the vehicle cabin space can be determined. The horizontal region where the calibration point on the first seat is located can be determined as the horizontal region where the first seat is located in the vehicle cabin space. Each horizontal region is pre-calibrated with a corresponding critical angle. Therefore, the critical angle corresponding to the horizontal region where the first seat is located (which can also be referred to as the first critical angle in this embodiment) can be determined as the target critical angle.

[0112] In one implementation, the horizontal and vertical positions of the second seat can be obtained. The vertical position of the second seat can be the location of a calibration point on the second seat along the vehicle's height. Based on the horizontal position of the second seat, the horizontal area of ​​the second seat within the vehicle cabin space can be determined. Based on the vertical position of the second seat, the vertical area of ​​the second seat within the vehicle cabin space can be determined. For example, see... Figure 6 In section (c), the vehicle cabin space can be divided into multiple vertical regions along the vehicle height direction, such as A3, B3, C3, and D3. The vertical region where the calibration point on the second seat is located can be defined as the vertical region where the second seat is located in the vehicle cabin space. Each combination of horizontal and vertical regions is pre-calibrated with a corresponding critical angle. Therefore, the critical angle corresponding to the combination of the horizontal and vertical regions where the second seat is located (which can also be referred to as the second critical angle in this embodiment) can be determined as the target critical angle.

[0113] In one implementation, a first critical angle and a second critical angle can be obtained, and their magnitudes can be compared. The smaller of the first and second critical angles can be determined as the target critical angle.

[0114] As can be seen, the present invention constructs a criterion for judging the collision risk between seats from two dimensions: seat space position and seat posture occupancy. The judgment logic is simple and accurate, which can effectively avoid the collision risk of parallel adjustment of adjacent seats in front and behind, and take into account both adjustment safety and efficiency.

[0115] In addition, in some embodiments, when the first seat and the second seat are adjacent to each other and the seat adjustment command is used to indicate that the first seat is rotated to the first position, if the second seat is not between the first seat and the second critical position, then the first seat and the second seat have no risk of collision; the second critical position is obtained according to the target angle corresponding to the first seat; the target angle corresponding to the first seat is obtained according to the rotation angle corresponding to the initial adjustment position of the first seat and the rotation angle corresponding to the first position.

[0116] The target angle corresponding to the first seat is the maximum seat angle during the adjustment to the first position. The seat angle refers to the angle of the corresponding seat relative to the standard position; for example, the standard position is when the seat faces directly forward or backward, at which point the seat angle is 0°; after rotating 30° clockwise, the seat angle is 30°. Similarly, when the seat faces directly backward, the seat angle is also 0°, and after rotating 30° counterclockwise, the seat angle is also 30°.

[0117] The rotation angle corresponding to the initial adjustment posture of the first seat (also referred to as rotation angle 1 in this embodiment) and the rotation angle corresponding to the first posture (also referred to as rotation angle 2 in this embodiment) can be compared, and the larger value of rotation angle 1 and rotation angle 2 can be determined as the target angle corresponding to the first seat.

[0118] For each rotation angle of the first seat, a corresponding critical position is pre-defined. Therefore, the critical position corresponding to the maximum seat angle of the first seat during rotation can be determined as the second critical position.

[0119] The second seat not being located between the first seat and the second critical position means that the calibration point on the second seat is not located between the first seat and the second critical position. For a description of the calibration point on the second seat, please refer to the description in the foregoing embodiments, which will not be repeated here.

[0120] The second critical position is a safety reference position set along the width of the vehicle body, used to define the lateral safety occupancy range when the first seat rotates. Its core is to use the calibration point on the first seat as a reference to draw a safety isolation boundary along the width of the vehicle body towards the second seat. The calibration point of the second seat (must be located outside this boundary) (on the side away from the first seat) to avoid encroaching on the safety space required for the first seat to rotate.

[0121] For example, the second seat is the right seat of the second row (adjacent to the left seat of the second row). The coordinate of the calibration point (center point of the seat cushion) on the first seat (left seat of the second row) along the width of the vehicle body is Y=80cm (the positive direction is from the left to the right of the vehicle). The second critical position Y=88cm is the safety boundary extending from this calibration point towards the right seat of the second row. If the coordinate of the calibration point (center point of the seat cushion) of the second seat along the width of the vehicle body is Y=90cm, which is outside this safety boundary (the side away from the left seat of the second row), then it is determined that the second seat is not between the target position and the second critical position of the first seat.

[0122] It is evident that in scenarios where the first seat rotates and the second seat changes position, the collision risk arises from the overlapping space occupied by the two seats along the width of the vehicle. The area between the calibration point of the first seat and the second critical position serves as a safety buffer zone, ensuring the integrity of the first seat's rotation trajectory and the safety of the second seat's position change. This area not only matches the trajectory space requirements of the first seat during rotation but also provides a safe buffer clearance for the second seat's position change. If the calibration point of the second seat encroaches on this area, it will not only compress the rotation space of the first seat but also cause the position change trajectory of the second seat to directly intersect with the rotation trajectory of the first seat, posing a collision risk. When the calibration point of the second seat is located outside the second critical position, the collision risk caused by the lateral space overlap between the two seats can be eliminated from the spatial layout, providing safety assurance for the rotation adjustment of the first seat and the position change of the second seat, balancing the efficiency and safety of seat adjustment.

[0123] In addition, in some embodiments, an adjustment strategy is obtained based on at least one first task for adjusting the first seat and at least one second task for adjusting the second seat; the adjustment strategy includes the execution timing of at least one first task and at least one second task; the execution timing of the target first task in at least one first task and the target second task in at least one second task is the same; the first seat and the second seat are adjusted according to the adjustment strategy.

[0124] The first task may include adjusting the fore-and-aft position, left-and-right position, backrest tilt angle, seat cushion height, headrest height, and leg rest tilt of the first seat. The second task may include adjusting the fore-and-aft position, left-and-right position, backrest tilt angle, seat cushion height, headrest height, and leg rest tilt of the second seat.

[0125] Before adjusting the first and second seats, at least one first task requiring adjustment of the first seat and at least one second task requiring adjustment of the second seat can be determined. Then, the execution sequence of each first and second task can be arranged. For example, the first task may include moving the first seat forward by 30cm, adjusting the backrest tilt angle of the first seat to 30°, and adjusting the leg rest tilt angle of the first seat to 10°. The second task may include moving the second seat forward by 10cm, adjusting the backrest tilt angle of the second seat to 10°, and adjusting the leg rest tilt angle of the first seat to 20°. In this case, an adjustment strategy can be generated: first, adjust the backrest tilt angle of the first seat to 30° and the backrest tilt angle of the second seat to 10° in parallel; then, adjust the first seat forward by 30cm, the leg rest tilt angle of the first seat to 10°, and the second seat forward by 10cm in parallel. This ensures the safety of adjusting the first and second seats while achieving parallel adjustment of both seats, improving the overall adjustment efficiency of the first and second seats.

[0126] In addition, in some embodiments, during a first adjustment period, a first type of adjustment task is performed on the first seat and the second seat; during a second adjustment period, a second type of adjustment task is performed on the first seat and the second seat; the second type of adjustment task is different from the first type of adjustment task.

[0127] The first type of adjustment task for the first seat and the second seat may include adjusting at least one first seat component of the first seat, adjusting at least one second seat component of the second seat, etc.; the second type of adjustment task for the first seat and the second seat may include adjusting the movement and / or rotation of the first seat, adjusting the movement and / or rotation of the second seat, adjusting at least one third seat component of the first seat, adjusting at least one fourth seat component of the second seat, etc.

[0128] The first, second, third, and fourth seat components all include adjustable seat components such as backrests, headrests, seat cushions, and leg rests. The specific types can be dynamically matched according to the adjustment scenario. The corresponding combinations of seat components can be flexibly adjusted in different scenarios, with the core being to adapt to the functional requirements of two-step adjustment.

[0129] Specifically, the first adjustment period is earlier than the second adjustment period. The purpose of the first adjustment period is to perform spatial preprocessing. By fine-tuning specific seat components of the first and second seats, the space occupied by the first and second seats in their initial state is reduced, leaving sufficient safety clearance for subsequent movement and / or rotation of the first and second seats, and avoiding adjustment interference caused by improper condition of the seat components of the first or second seats.

[0130] For example, in a scenario where both the left and right seats in the second row need to rotate 180° to face the third row, the first seat component can be set as the leg rest of the first seat, and the second seat component can be set as the seat cushion and leg rest of the second seat. The leg rest of the first seat can be completely folded up, the seat cushion of the second seat can be slightly adjusted downwards, and the leg rest of the second seat can be completely folded up, thereby reducing the lateral width occupied by the two seats and lowering the longitudinal rotation trajectory height, reserving sufficient safety space for the subsequent 180° rotation of the seats, and avoiding the initial interference risk from the source.

[0131] The purpose of the second adjustment period is to perform the movement and / or rotation of the first and second seats based on the pre-processed safe space, and to simultaneously adjust the corresponding third and fourth seat components. This ensures that the movement and / or rotation of the first and second seats is performed smoothly, and also fine-tunes and optimizes the final posture of the first and second seats by adjusting the seat components to adapt to the target usage scenario.

[0132] Continuing with the previous example, the third seat component can be the backrest and cushion of the first seat, and the fourth seat component can be the backrest of the second seat. First, the left and right seats of the second row can be controlled to rotate synchronously 180° clockwise. During this rotation, the tilt angle of the first seat backrest is reduced, the first seat cushion is kept horizontal, and the tilt angle of the second seat backrest is reduced simultaneously. After the rotation of both seats is complete, the first seat backrest is returned to its corresponding angle, the first seat cushion is adjusted upwards, and the second seat backrest is returned to its corresponding angle.

[0133] It should be noted that the selection of the first to fourth seat components can be dynamically adapted according to the specific adjustment scenario. In different scenarios, the same seat component can be flexibly used as the first or third seat component, or as the second or fourth seat component, without the need for fixed classification of seat components.

[0134] As can be seen, the embodiments of this disclosure solve the spatial interference problem of the seat in its initial state by pre-processing the seat components and adjusting the seat movement and / or rotation actions in a multi-step manner to adapt to the seat components. This also achieves precise coordination between the seat movement and / or rotation actions and the state of the seat components. Compared with a single seat adjustment mode, it is more adaptable to the needs of parallel adjustment of multiple seats in complex scenarios.

[0135] In addition, in some embodiments, during the adjustment of the first seat and the second seat, the pose of the first seat and the pose of the second seat are detected; and the first seat and the second seat are adjusted according to the pose of the first seat and the pose of the second seat.

[0136] A target period can be preset, and the poses of the first and second seats are collected at least once every target period. This target period can be related to the adjustment speeds of the first and second seats, as well as the size of the adjustment area. For example, the faster the adjustment speed of the first or second seat and the more compact the adjustment area, the shorter the target period, ensuring timely capture of parameter changes.

[0137] Specifically, the vehicle can collect the poses of the first seat and the second seat at least once every target cycle. Based on the collected poses, it can determine whether there is a collision risk between the first and second seats. If there is no collision risk, parallel adjustments to the first and second seats can continue. If there is a collision risk, adjustments to either the first or second seat can be stopped until no collision risk is detected again, at which point parallel adjustments can resume, increasing the safety of seat adjustments.

[0138] This disclosure also provides a seat control device, see [link to relevant documentation]. Figure 7 The seat control device provided in this embodiment includes: The detection module is used to obtain the pose of the target seat in response to the seat adjustment command; the seat adjustment command is used to instruct the target seat to be adjusted to the target pose. The control module is used to adjust the target seat to the target position, using the target seat's position as the initial adjustment position.

[0139] In some embodiments, the detection module is specifically used to: obtain the pose of the target seat in response to a seat adjustment command corresponding to the target mode.

[0140] In some embodiments, when the target seat is in a first initial pose, the control module is specifically used to adjust the target seat to the target pose along a first adjustment path; when the target seat is in a second initial pose, the control module is specifically used to adjust the target seat to the target pose along a second adjustment path; wherein, when the first initial pose and the second initial pose are different, the first adjustment path and the second adjustment path are different.

[0141] In some embodiments, the target seat includes a first seat and a second seat; the target pose includes a first pose and a second pose; the control module is specifically used to adjust the first seat and the second seat to adjust the first seat to the first pose and the second seat to the second pose; wherein, when there is no collision risk to the first seat and the second seat, the first seat and the second seat are both in an adjustment state for at least one adjustment period.

[0142] In some embodiments, the detection module adjusts the first seat and the second seat in at least one of the following ways: adjusting the second seat to move in the same direction as the first seat; adjusting the second seat to move towards the first seat; adjusting the first seat to rotate and the second seat to move away from the first seat; adjusting the first seat to rotate and the second seat to move closer to the first seat; adjusting the rotation of the first seat and the second seat; adjusting the posture of the first seat; adjusting the posture of the second seat.

[0143] In some embodiments, when the first seat and the second seat are adjacent to each other, the first seat and the second seat are not at risk of collision if at least one of the following conditions is met: the first seat is not located between the second seat and the first critical position; the first critical position is obtained based on the horizontal position of the second seat; the backrest tilt angle of the second seat is less than or equal to the target critical angle; the target critical angle is obtained based on the horizontal position of the first seat, and / or the target critical angle is obtained based on the horizontal and vertical positions of the second seat.

[0144] In some embodiments, when the first seat and the second seat are adjacent to each other and the seat adjustment command is used to instruct the first seat to be rotated to the first position, if the second seat is not between the first seat and the second critical position, then the first seat and the second seat have no risk of collision; the second critical position is obtained according to the target angle corresponding to the first seat; the target angle corresponding to the first seat is obtained according to the rotation angle corresponding to the initial adjustment position of the first seat and the rotation angle corresponding to the first position.

[0145] In some embodiments, the control module is specifically configured to: obtain an adjustment strategy based on at least one first task for adjusting the first seat and at least one second task for adjusting the second seat; the adjustment strategy includes the execution timing of at least one first task and at least one second task; the execution timing of the target first task in at least one first task and the target second task in at least one second task is the same; and adjust the first seat and the second seat according to the adjustment strategy.

[0146] In some embodiments, the control module is specifically used for: During the first adjustment period, the first type of adjustment task is performed on the first and second seats; During the second adjustment period, a second type of adjustment task is performed on the first and second seats; the second type of adjustment task is different from the first type of adjustment task.

[0147] This disclosure also provides an electronic device, including: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform some or all of the steps in the seat control method provided in this disclosure.

[0148] This disclosure also provides a vehicle that includes the seat control device provided in the aforementioned embodiments of this disclosure, or that includes the electronic device provided in the aforementioned embodiments of this disclosure.

[0149] In some solutions, multiple embodiments of this disclosure can be combined, and the combined solution can be implemented. Optionally, some operations in the processes of each method embodiment may be combined, and / or the order of some operations may be changed. Furthermore, the execution order between the steps of each process is merely exemplary and does not constitute a limitation on the execution order between steps; other execution orders are also possible. It is not intended to indicate that the execution order is the only possible order in which these operations can be performed. Those skilled in the art will conceive of various ways to reorder the operations described herein. In addition, it should be noted that the process details involved in one embodiment of this document are similarly applicable to other embodiments, or different embodiments may be combined.

[0150] Furthermore, some steps in the method embodiments can be equivalently replaced with other possible steps. Alternatively, some steps in the method embodiments may be optional and can be deleted in certain use cases. Or, other possible steps may be added to the method embodiments. Moreover, the various method embodiments can be implemented individually or in combination.

[0151] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0152] In the several embodiments provided in this disclosure, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0153] Furthermore, the functional units in the various embodiments of this disclosure 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. The integrated unit can be implemented in hardware or as a software functional unit.

[0154] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this disclosure, in essence, or the contributing part, or all or part of the technical solution, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this disclosure. 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.

[0155] The above description is merely a specific embodiment of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any changes or substitutions within the technical scope disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A seat control method, characterized in that, include: In response to a seat adjustment command, the position and orientation of the target seat are obtained; The seat adjustment command is used to instruct the target seat to be adjusted to the target position; Using the target seat's position as the initial adjustment position, the target seat is adjusted to the target position.

2. The method according to claim 1, characterized in that, The step of obtaining the position and orientation of the target seat in response to a seat adjustment command includes: In response to the seat adjustment command corresponding to the target mode, the position and posture of the target seat are obtained.

3. The method according to claim 1 or 2, characterized in that, The step of adjusting the target seat to the target position using the target seat's position as the initial adjustment position includes: When the target seat is in the first initial pose, the target seat is adjusted to the target pose along the first adjustment path; If the target seat is in the second initial position, the target seat is adjusted to the target position along the second adjustment path; Where the first initial pose and the second initial pose are different, the first adjustment path and the second adjustment path are different.

4. The method according to any one of claims 1-3, characterized in that, The target seat includes a first seat and a second seat; the target pose includes a first pose and a second pose; adjusting the target seat to the target pose includes: The first seat and the second seat are adjusted to adjust the first seat to the first position and the second seat to the second position; wherein, when there is no risk of collision between the first seat and the second seat, the first seat and the second seat are in the adjustment state for at least one adjustment period.

5. The method according to claim 4, characterized in that, The adjustment of the first seat and the second seat includes at least one of the following situations: Adjust the second seat to move in the same direction as the first seat; Adjust the second seat to move in the opposite direction to the first seat; The first seat is rotated, and the second seat is moved away from the first seat; The first seat is rotated, and the second seat moves toward the first seat; Adjust the rotation of the first seat and the second seat; Adjust the posture of the first seat; Adjust the posture of the second seat.

6. The method according to claim 4 or 5, characterized in that, When the first seat and the second seat are adjacent to each other, there is no risk of collision between the first seat and the second seat if at least one of the following conditions is met: The first seat is not positioned between the second seat and the first critical position; the first critical position is determined based on the horizontal position of the second seat. The backrest tilt angle of the second seat is less than or equal to the target critical angle; the target critical angle is obtained based on the horizontal position of the first seat, and / or, the target critical angle is obtained based on the horizontal and vertical positions of the second seat.

7. The method according to any one of claims 4-6, characterized in that, When the first seat and the second seat are adjacent to each other on the left and right, and the seat adjustment command is used to instruct the first seat to be rotated to the first position, if the second seat is not between the first seat and the second critical position, then the first seat and the second seat have no risk of collision; the second critical position is obtained according to the target angle corresponding to the first seat; the target angle is obtained according to the rotation angle corresponding to the initial adjustment position of the first seat and the rotation angle corresponding to the first position.

8. The method according to any one of claims 4-7, characterized in that, The adjustment of the first seat and the second seat includes: An adjustment strategy is obtained based on at least one first task for adjusting the first seat and at least one second task for adjusting the second seat; the adjustment strategy includes the execution sequence of the at least one first task and the at least one second task; the execution sequence of the target first task in the at least one first task and the target second task in the at least one second task is the same; Adjust the first seat and the second seat according to the adjustment strategy.

9. The method according to any one of claims 4-8, characterized in that, The adjustment of the first seat and the second seat includes: During the first adjustment period, a first type of adjustment task is performed on the first seat and the second seat; During the second adjustment period, a second type of adjustment task is performed on the first seat and the second seat; the second type of adjustment task is different from the first type of adjustment task.

10. A seat control device, characterized in that, include: The detection module is used to obtain the pose of the target seat in response to the seat adjustment command; The seat adjustment command is used to instruct the target seat to be adjusted to the target position; The control module is used to adjust the target seat to the target position using the target seat's position as the initial adjustment position.

11. An electronic device, characterized in that, include: At least one processor; And, a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the seat control method according to any one of claims 1-9.

12. A vehicle, characterized in that, The vehicle includes the seat control device of claim 10, or the electronic device of claim 11.

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