A seat posture control method, system and vehicle

Abstract

The application provides a seat posture control method, system and vehicle, and relates to the technical field of vehicle seat control. The method obtains the pressure space distribution atlas of each part of the seat after the occupant is seated, extracts the pressure distribution uniformity index and the pressure gravity center offset vector, uses the two as constraint conditions to solve the zero-gravity reference posture adapted to the current occupant, and controls the seat to adjust to the posture. The pressure state is continuously monitored thereafter, and posture correction is automatically triggered when the seat deviates from the zero-gravity reference posture until the occupant gets off. The application replaces the point pressure sensor with the pressure space distribution atlas, dynamically establishes the personalized zero-gravity reference posture, and realizes the accurate adaptation and stable maintenance of the seat posture to different body type occupants.

Description

Technical Field

[0001] This invention relates to the field of vehicle seat control technology, and in particular to a seat posture control method, system and vehicle. Background Technology

[0002] Zero-gravity seats are a comfort feature in automobiles. By adjusting the angles of the seat back, cushion, and leg rest, the body is placed in a relaxed posture close to weightlessness, thus reducing passenger fatigue.

[0003] Current zero-gravity seats are controlled by preset fixed angles, which are switched to a fixed posture after the occupant sits down. This fails to dynamically adapt the seat posture according to individual differences among occupants, and cannot determine whether the current seat posture truly suits the occupant's body shape and weight distribution, resulting in uneven pressure distribution, inaccurate zero-gravity state, and insufficient occupant comfort. Summary of the Invention

[0004] To address the technical problems existing in the background art, the present invention provides a seat posture control method, system, and vehicle.

[0005] To achieve the above objectives, the first aspect of the present invention provides a seat posture control method, comprising: After the occupant is seated, the pressure spatial distribution map of each part of the seat is obtained. After processing by pressure distribution uniformity calculation and pressure center of gravity offset calculation, the pressure distribution uniformity index and pressure center of gravity offset vector are obtained. The pressure distribution uniformity index and the pressure center of gravity offset vector are input into the zero gravity reference posture solution to obtain a seat posture that makes the pressure distribution uniformity index not lower than a preset uniformity threshold and the magnitude of the pressure center of gravity offset vector not exceed a preset offset threshold. This posture is used as the zero gravity reference posture, and the seat is controlled to adjust to the zero gravity reference posture. The pressure distribution uniformity calculation and pressure center of gravity offset calculation are continuously performed. When the seat deviates from the zero gravity reference posture, the seat posture is automatically corrected until the occupant leaves the seat.

[0006] Furthermore, it also includes: acquiring the longitudinal acceleration and lateral acceleration of the vehicle during driving, processing them through composite acceleration calculation to obtain the composite acceleration of the vehicle; calculating the vehicle cooperative compensation torque based on the composite acceleration of the vehicle, and controlling the seat to perform the compensation adjustment corresponding to the vehicle cooperative compensation torque.

[0007] Furthermore, the vehicle cooperative compensation torque Calculate using the following formula:

[0008] in, The equivalent mass of the occupants is estimated by dividing the total pressure value of the pressure spatial distribution map by the acceleration due to gravity. This refers to the vehicle's longitudinal or lateral acceleration. The vertical height of the occupant's center of gravity from point H on the seat. The angle between the seat back and the vertical direction.

[0009] Furthermore, after the compensation adjustment is executed, the change of the pressure center of gravity offset vector is collected within a preset verification time window; if the magnitude of the pressure center of gravity offset vector does not recover to within the preset offset threshold, the estimated vehicle acceleration value is corrected and a second compensation is performed.

[0010] Furthermore, it also includes: calculating and processing the vehicle's composite acceleration using a comfort-safety dynamic trade-off coefficient to obtain a trade-off coefficient; executing a comfort adjustment command with the complement of the trade-off coefficient as the weight, executing a safety compensation command with the trade-off coefficient as the weight, and outputting the final adjustment amount after weighted superposition of the two types of commands.

[0011] Furthermore, the aforementioned tradeoff coefficient Calculate using the following formula:

[0012] in, , The combined acceleration of the vehicle's longitudinal and lateral acceleration. The acceleration threshold is based on ergonomic calibration. To balance the transition steepness coefficient.

[0013] Furthermore, when an emergency braking signal is detected, the weighting coefficient is set... Take the maximum value and lock the seat back to a safe angle.

[0014] Furthermore, the pressure distribution uniformity index Calculate using the following formula:

[0015] in, , The total number of sensing units. For the first The measured pressure value of each sensing unit This is the arithmetic mean of the pressure values ​​of all sensing units.

[0016] Furthermore, the pressure centroid offset vector Calculate using the following formula:

[0017] in, , For the first The position coordinates of each sensing unit , Establish the ideal pressure center of gravity reference coordinates for the personalized benchmark stage.

[0018] Furthermore, it also includes: continuously performing occupant intention intensity calculation processing on the pressure spatial distribution map to obtain the occupant active intention intensity index and directional consistency coefficient; when the occupant active intention intensity index is not lower than the preset intention recognition threshold and the directional consistency coefficient is greater than zero, the occupant active intention is responded to first and the zero gravity reference attitude is updated.

[0019] Furthermore, the occupant's active intention intensity index Calculate using the following formula:

[0020] in, This is the pressure center of gravity offset vector at the current moment. for Pressure center of gravity offset vector before time. The sampling time interval, This is the directional consistency coefficient.

[0021] Furthermore, the directional consistency coefficient Calculate using the following formula:

[0022] in, The length of the time window for assessing directional consistency. For integration time variable, for The pressure center of gravity offset vector at any given moment. This is the pressure center of gravity offset vector at the current moment.

[0023] Furthermore, it also includes: using the zero-gravity reference posture as a reference, controlling the seat back, seat cushion and leg rest to periodically and collaboratively adjust according to a preset rhythm, with the adjustment actions of each part coordinating with each other in sequence.

[0024] A second aspect of the present invention provides a seat posture control system, comprising: The pressure state calculation module is used to obtain the pressure spatial distribution map of various parts of the seat after the occupant is seated. After pressure distribution uniformity calculation and pressure center of gravity offset calculation, the pressure distribution uniformity index and pressure center of gravity offset vector are obtained. The zero-gravity reference attitude solving module is used to input the pressure distribution uniformity index and the pressure center of gravity offset vector into the zero-gravity reference attitude solving process to obtain a seat attitude that makes the pressure distribution uniformity index not lower than a preset uniformity threshold and the magnitude of the pressure center of gravity offset vector not exceed a preset offset threshold, which is used as the zero-gravity reference attitude, and controls the seat to adjust to the zero-gravity reference attitude. The posture correction module is used to continuously perform the pressure distribution uniformity calculation and pressure center of gravity offset calculation. When the seat deviates from the zero gravity reference posture, it triggers automatic seat posture correction until the occupant leaves the seat.

[0025] Furthermore, it also includes: a pressure distribution matrix acquisition module, installed in various parts of the seat, using an N×M flexible pressure sensing array, used to acquire the pressure spatial distribution map of each contact area of ​​the human body and output it to the pressure state calculation module.

[0026] Furthermore, it also includes: a vehicle attitude acquisition module, used to detect the longitudinal acceleration and lateral acceleration of the vehicle during driving and output them to the zero-gravity reference attitude solving module.

[0027] Furthermore, it also includes: a seat adjustment module, used to control the angle and height of the seat back, seat cushion and leg rest according to the adjustment commands output by the zero gravity reference attitude solving module and the attitude correction module, and to provide real-time feedback on the backrest angle.

[0028] Furthermore, it also includes: an occupant intention perception module, used to calculate the intensity of occupant intention based on the pressure spatial distribution map, and to receive adjustment preference instructions actively input by the occupant in conjunction with the touch fine-tuning area and / or voice interaction module, and output the occupant active intention intensity index and directional consistency coefficient to the attitude correction module.

[0029] A third aspect of the present invention provides a vehicle including a seat and a seat posture control system as described in the second aspect of the present invention, the seat posture control system being mounted on the seat.

[0030] A fourth aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the seat posture control method described in the first aspect of the present invention.

[0031] The fifth aspect of the present invention provides a computer program product, including software code, wherein when the program in the software code is executed by a processor, it implements the seat posture control method described in the first aspect of the present invention.

[0032] Compared with the prior art, the seat posture control method, system and vehicle provided by the present invention have the following beneficial effects: by quantifying the complete pressure spatial distribution state of the human body contact surface into two calculable indicators, uniformity and center of gravity offset, the seat posture is solved in this way, so that the seat can dynamically establish a personalized zero gravity benchmark for occupants of different body types and weights, and continuously monitor the pressure state and automatically trigger posture correction throughout the occupant's sitting process, thereby achieving accurate adaptation and stable maintenance of seat posture to individual differences of occupants. Attached Figure Description

[0033] The accompanying drawings, which form part of this disclosure, are used to provide a further understanding of this disclosure. The illustrative embodiments of this disclosure and their descriptions are used to explain this disclosure and do not constitute an undue limitation of this disclosure.

[0034] Figure 1 This is a flowchart of a seat posture control method provided in Embodiment 1 of the present invention.

[0035] Figure 2 The pressure spatial distribution map and pressure state calculation principle diagram provided in Embodiment 1 of the present invention.

[0036] Figure 3 The flowchart is for the personalized zero-gravity reference attitude solution method provided in Embodiment 1 of the present invention.

[0037] Figure 4 The flowchart is a closed-loop method for continuous correction of seat posture provided in Embodiment 1 of the present invention.

[0038] Figure 5 This is a flowchart of the vehicle cooperative compensation control method provided in Embodiment 1 of the present invention.

[0039] Figure 6 The flowchart is for the comfort-safety dynamic trade-off control method provided in Embodiment 1 of the present invention.

[0040] Figure 7 This is a flowchart of the occupant active intent recognition and baseline posture update method provided in Embodiment 1 of the present invention.

[0041] Figure 8 This is an architecture diagram of the seat posture control system provided in Embodiment 2 of the present invention. Detailed Implementation

[0042] Embodiments of the present invention will now be described in more detail with reference to the accompanying drawings. While some embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the invention. It should be understood that the drawings and embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of protection of the invention. In the description of the embodiments of the present invention, the term "comprising" and similar terms should be understood as open-ended inclusion, i.e., "including but not limited to". The term "based on" should be understood as "at least partially based on". The term "one embodiment" or "this embodiment" should be understood as "at least one embodiment". The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this embodiment, unless otherwise stated, "a plurality of" means two or more.

[0043] Before describing specific embodiments of the present invention, the key terms involved in the present invention will first be explained: 1. Pressure Spatial Distribution Map: This refers to a complete two-dimensional pressure distribution dataset obtained by spatially collecting pressure data from various contact areas of the seat. It reflects the actual force on each sensing unit on the contact surface between the human body and the seat, including the position coordinates of each sensing unit and the corresponding measured pressure value. This differs from point pressure sensors that only output the total pressure value of the area. The pressure spatial distribution map can simultaneously characterize the uniformity of pressure distribution and the spatial location of the pressure center of gravity, providing a complete data foundation for the precise quantitative adjustment of seat posture.

[0044] 2. Pressure distribution uniformity index ( ): A quantitative index characterizing the degree of dispersion of pressure distribution after normalization of the sum of squares of the differences between the pressure values ​​of each sensing unit and the mean. , This indicates that the pressure values ​​of all sensing units are completely equal, meaning the pressure distribution is completely uniform. A lower value indicates a more uneven pressure distribution. This indicator is constructed with reference to the concept of mean square error in statistical mechanics, and can quantitatively reflect the pressure distribution on the human body contact surface, providing an objective quantitative basis for triggering seat adjustment commands.

[0045] 3. Pressure center of gravity offset vector ( This is a two-dimensional vector calculated by weighting the pressure values ​​of each sensing unit into a weighted center of gravity coordinate, and then comparing it with the ideal pressure center of gravity reference coordinate calibrated during the personalized reference establishment phase. Its direction indicates the offset direction of the current pressure center of gravity relative to the human anatomical reference, i.e., the direction the seat needs to be adjusted; its magnitude indicates the offset magnitude, i.e., the force required for adjustment. This vector provides precise spatial direction information for seat adjustment, giving the adjustment a clear physical meaning.

[0046] 4. Zero-gravity reference attitude: refers to ensuring that the pressure distribution uniformity index is not lower than a preset uniformity threshold. Furthermore, the seat posture in which the magnitude of the pressure center offset vector does not exceed the preset offset threshold is determined dynamically by the pressure space distribution state when the occupant actually sits down. This ensures that the pressure center is aligned with the body's center of gravity and that the pressure distribution is uniform. It varies depending on individual occupant differences (body shape, weight, sitting habits, etc.), overcoming the shortcomings of fixed preset angles that cannot adapt to different occupants.

[0047] 5. Seat H-point: The human hip joint reference point is an internationally recognized ergonomic reference point for seats, used to describe the relative position of the occupant in the seat. This invention uses the seat H-point as the rotational reference point for calculating the vehicle's collaborative compensation torque, ensuring that the calculated compensation torque corresponds to the actual force points on the human body, thus improving compensation accuracy.

[0048] 6. Comfort-Safety Dynamic Trade-off Coefficient ( : A quantization coefficient that is continuously mapped to the (0,1) interval by the Sigmoid function based on the ratio of the vehicle's synthetic acceleration to the ergonomic safety threshold. The timing system prioritizes comfort adjustment. The system prioritizes safety compensation. This coefficient evolves continuously and smoothly with changes in the vehicle's motion state, avoiding abrupt control changes caused by switching from a fixed threshold, and achieving a dynamic quantitative trade-off between comfort and safety.

[0049] 7. Occupant's Active Intention Intensity Index ( The intensity of an occupant's active posture adjustment intention is quantified by multiplying the rate of change of the pressure center of gravity offset vector within the sampling interval by the directional consistency coefficient. This index simultaneously considers two dimensions of intention: "rate of change" and "directional persistence," effectively distinguishing between occupant's active posture adjustment and random pressure fluctuations caused by vehicle disturbances, providing a reliable basis for intention recognition in human-machine collaborative control. A preset intention recognition threshold is denoted as... ,when The intent response is triggered at a certain time.

[0050] 8. Directional consistency coefficient ( ): The degree of consistency of the offset direction is quantified by calculating the mean cosine similarity between the historical pressure centroid offset vector and the current offset vector within the time window. , The closer it is to 1, the more stable and continuous the offset direction is, and the more likely it is to be an active intention of the occupants; This indicates a reversal of direction or random fluctuations, which is judged as a disturbance and will not trigger the intended response.

[0051] Example 1 like Figure 1 This embodiment provides a seat posture control method, including: S101. Obtain the pressure spatial distribution map of each part of the seat after the occupant is seated. After pressure distribution uniformity calculation and pressure center of gravity offset calculation, obtain the pressure distribution uniformity index and pressure center of gravity offset vector.

[0052] Specifically, once the occupant is seated, the pressure space distribution map acquisition process is initiated. Comprehensive pressure space information is collected from the human contact areas of the seat back, seat cushion, and leg rest to obtain a complete pressure space distribution map, which is then transmitted in real time for subsequent calculation and processing.

[0053] like Figure 2 As shown, the principle of pressure spatial distribution map acquisition and pressure state calculation is as follows: An N×M flexible pressure sensing array is arranged in the human contact area of ​​the seat back, seat cushion, and leg rest. Each sensing unit independently outputs the measured pressure value. The position coordinates of all sensing units and the measured pressure values ​​together constitute the pressure spatial distribution map; the pressure peaks in the map represent local pressure concentration areas. This pressure spatial distribution map is processed in two ways: one way calculates the pressure distribution uniformity index. The other path calculates the pressure center offset vector. . Figure 2 In this context, x and y represent the seat coordinate system. Based on the current weighted pressure center of gravity and the ideal pressure center of gravity reference coordinates The difference between the two values ​​indicates the direction in which the seat needs to be adjusted, and the magnitude indicates the force required for adjustment.

[0054] Furthermore, after obtaining the pressure spatial distribution map, the pressure distribution uniformity of each sensing unit in the map is calculated to obtain the pressure distribution uniformity index. Pressure distribution uniformity index Calculate using the following formula:

[0055] in, ; This represents the total number of sensing units in the pressure spatial distribution map. For the first The measured pressure value of each sensing unit, in Pa; This is the arithmetic mean of the pressure values ​​of all sensing units, in Pa. This indicates that the pressure values ​​of all sensing units are completely equal, that is, the pressure distribution is completely uniform. The lower the value, the more uneven the pressure distribution, and the more severe the local pressure on the occupants. When Below the preset uniformity threshold When the seat adjustment command is triggered, the adjustment target is to make the seat more comfortable. This ensures that the pressure distribution is uniform.

[0056] Furthermore, the pressure centroid shift is calculated on the pressure spatial distribution map to obtain the pressure centroid shift vector. Pressure center of gravity offset vector Calculate using the following formula:

[0057] in, , For the first The position coordinates of each sensing unit in the seat coordinate system, in meters; , The reference coordinates for the ideal pressure center of gravity, based on human anatomy, are measured in meters and are determined after calibration of the occupant during the personalized reference establishment phase. The direction indicates the offset direction of the current pressure center of gravity relative to the human anatomical reference, that is, the direction in which the seat needs to be adjusted; The size indicates the offset magnitude, i.e., the required adjustment force. When When the preset offset threshold is exceeded, The direction and magnitude drive compensate for the adjustment of the seat parts in the corresponding direction.

[0058] In one specific embodiment, and The calculations are performed continuously at a fixed sampling frequency, which can be configured according to the actual application scenario and control accuracy requirements to ensure that the system can respond in real time to changes in occupant posture and vehicle driving status.

[0059] In one optional embodiment, the calibration process in the personalized baseline establishment phase is as follows: After the occupant initially sits down and adjusts to a comfortable sitting posture, the current pressure spatial distribution map is collected, and the pressure center of gravity coordinates are calculated as the ideal pressure center of gravity reference coordinates for the occupant. Simultaneously estimate the equivalent mass of the occupants. Vertical height of the occupant's center of gravity from point H of the seat The aforementioned personalized parameters are stored for subsequent zero-gravity baseline attitude solving and vehicle cooperative compensation torque calculation. For multi-occupant shared seating scenarios, multiple sets of personalized parameters can be stored, and the corresponding parameters can be automatically called through occupant identification mechanisms (such as pressure spatial distribution map feature matching).

[0060] In one optional embodiment, the acquisition of the pressure spatial distribution map covers the cervical, thoracic, lumbar, and sacral regions of the seat back, the thigh and buttock regions of the seat cushion, and the calf region of the leg rest, thereby comprehensively reflecting the force state of each major contact area of ​​the human body and providing a complete spatial pressure information basis for the calculation of the uniformity index and the center of gravity offset vector.

[0061] S102. Input the pressure distribution uniformity index and the pressure center of gravity offset vector into the zero gravity reference posture solution to obtain a seat posture that makes the pressure distribution uniformity index not lower than a preset uniformity threshold and the magnitude of the pressure center of gravity offset vector not exceed a preset offset threshold, which is taken as the zero gravity reference posture, and control the seat to adjust to the zero gravity reference posture.

[0062] Specifically, the pressure distribution uniformity index output by S101 and pressure center offset vector As input, and The condition of not exceeding the preset offset threshold is a dual constraint. The combination of seat back angle, seat cushion tilt angle and leg rest angle that satisfies the above constraints is determined by iterative solution. This combination is defined as the zero-gravity reference posture of the current occupant. Adjustment commands are output to the seat adjustment actuator to control the various parts of the seat to gradually adjust to the zero-gravity reference posture.

[0063] like Figure 3 As shown, the zero-gravity reference attitude solution process specifically includes: obtaining the pressure distribution uniformity index U and the pressure centroid offset vector δ; and setting dual constraint conditions. Preset uniformity threshold and Preset offset threshold; estimate personalized parameters, including occupant equivalent mass. Ideal pressure center of gravity reference coordinates and occupant center of gravity height from seat H point Iteratively solve for the backrest angle, seat cushion tilt angle, and leg rest angle; determine whether the solution meets the dual constraints; if not, update the adjustment amount and return to the iterative solution; if yes, output the zero-gravity reference posture; control the seat backrest, seat cushion, and leg rest to gradually adjust to the zero-gravity reference posture.

[0064] Furthermore, the process of solving the zero-gravity reference posture is based on the pressure spatial distribution state when the occupant is actually seated. It dynamically generates personalized reference postures for occupants with different body types, weights, and sitting habits, rather than using a uniform preset fixed angle. This mechanism ensures that the center of pressure is spatially aligned with the center of gravity of the human body, so that the support force of various parts of the seat on the human body is evenly distributed, fundamentally solving the problem of local discomfort caused by uneven pressure distribution in the fixed-angle scheme.

[0065] Furthermore, during the zero-gravity baseline attitude solution process, the following personalized parameters are simultaneously estimated: occupant equivalent mass. The pressure value is estimated by dividing the total pressure value of the pressure spatial distribution map when seated by the acceleration due to gravity, and the unit is kg; the vertical height of the occupant's center of gravity from point H on the seat. The parameters are estimated based on the spatial distribution characteristics of the pressure spatial distribution map during the personalized benchmark establishment phase, and the unit is meters. These parameters will be used in the vehicle cooperative compensation torque calculation in S103, eliminating the need for additional weight sensors, fully utilizing the pressure spatial distribution map data, and reducing hardware complexity.

[0066] In one specific embodiment, the process of adjusting the seat to a zero-gravity reference posture employs a gradual adjustment strategy: the difference between the target posture and the current posture is decomposed into multiple small steps, and the adjustment is performed step by step at a preset adjustment rate to avoid discomfort or dizziness caused by large, rapid adjustments. The adjustment rate can be adaptively adjusted according to the current operating conditions: under normal driving conditions, a lower adjustment rate is used to ensure comfort; under emergency compensation conditions, a higher adjustment rate is used to ensure timely response. Continuous monitoring is performed during the adjustment process. and The changes are monitored to confirm the correctness of the adjustment direction, and the adjustment is stopped when the target constraint is reached.

[0067] In one optional embodiment, after the seat is adjusted to a zero-gravity reference posture, periodic micro-amplitude linkage adjustment is initiated: based on the zero-gravity reference posture, the seat back, seat cushion, and leg rest are controlled to periodically and collaboratively adjust at a preset rhythm. The adjustment actions of each part are coordinated in sequence, and the single adjustment amplitude of each part is within the perceptible sway threshold of the occupant. The purpose of periodic micro-amplitude linkage adjustment is to enable the occupant's muscles to continuously engage in slight passive activity during long-term sitting, avoiding muscle stiffness and local blood circulation obstruction caused by maintaining a completely static posture for a long time, thereby relieving fatigue from prolonged sitting. Because the single adjustment amplitude of each part is extremely small, the occupant will not subjectively perceive any obvious swaying, and the overall stability of the zero-gravity reference posture is maintained.

[0068] In one optional embodiment, the rhythm parameters of the periodic micro-amplitude linkage adjustment (including the adjustment period, the upper limit of the adjustment amplitude of each part, the timing phase difference of the adjustment of each part, etc.) can be configured according to the personal preferences of the occupants, or can be automatically adjusted according to the current driving conditions: under stable driving conditions, a lower frequency micro-amplitude linkage adjustment is adopted; under bumpy road conditions, the linkage adjustment amplitude is appropriately reduced to avoid superimposed with road vibration.

[0069] S103. Continue to perform the pressure distribution uniformity calculation and pressure center of gravity offset calculation. When the seat deviates from the zero gravity reference posture, trigger automatic seat posture correction until the occupant leaves the seat.

[0070] Specifically, during the period when occupants are seated, pressure distribution uniformity calculation and pressure center of gravity offset calculation are continuously performed at a fixed sampling frequency to obtain the current status in real time. and The value, and compared with the preset uniformity threshold. Compare with a preset offset threshold. When or When the offset exceeds a preset threshold, the seat is determined to have deviated from the zero-gravity reference posture, triggering an automatic posture correction command to control the seat to adjust in the direction of restoring the zero-gravity reference posture until... and The seat returns to within the preset offset threshold. This closed-loop process of continuous detection and automatic correction continues to run during occupant seating until a signal indicating occupant departure is detected, at which point the seat returns to its initial position.

[0071] like Figure 4 As shown, the closed-loop continuous correction of seat posture specifically includes: continuously acquiring the pressure spatial distribution map; calculating the current pressure distribution uniformity index. and pressure center offset vector ; Obtain the current seat posture and compare it with the zero-gravity reference posture; Determine if the conditions are met. Preset uniformity threshold and Preset offset threshold: If the threshold is met, the current posture is maintained and monitoring continues; if the threshold is not met, an automatic posture correction command is generated, and the seat adjustment actuator adjusts the backrest, seat cushion, and leg rest; then it is determined whether the occupant has left the seat: if the occupant has not left the seat, the continuous data acquisition step is returned; if the occupant has left the seat, the closed loop is closed and reset.

[0072] Furthermore, during the continuous revision of S103, the vehicle cooperative compensation control logic is executed simultaneously.

[0073] like Figure 5 As shown, vehicle cooperative compensation control specifically includes: acquiring the vehicle's longitudinal acceleration. and lateral acceleration ; Calculate the vehicle's composite acceleration Obtain the equivalent mass of the occupants. The height of the occupant's center of gravity from the seat point H and backrest angle ; Calculate the vehicle cooperative compensation torque Generate compensation adjustment commands; control the backrest, seat cushion, and leg rest to perform compensation adjustments; collect the pressure center of gravity offset vector within a preset verification time window. Changes; Judgment Has the vehicle acceleration been restored to within the preset offset threshold? If yes, maintain the compensation result; otherwise, correct the estimated vehicle acceleration value and perform secondary compensation, then return to the vehicle acceleration acquisition step to continue monitoring.

[0074] Specifically, the longitudinal and lateral accelerations of the vehicle during movement are acquired in real time, and then processed through composite acceleration calculation to obtain the vehicle's composite acceleration. :

[0075] in, The longitudinal acceleration of the vehicle, in m / s² 2 ; The lateral acceleration of the vehicle is expressed in m / s². 2 .

[0076] Furthermore, when the vehicle accelerates, decelerates, or turns, the occupants are subjected to longitudinal inertial forces or lateral centrifugal forces, generating an equivalent disturbance torque around point H of the seat. This causes the occupants' center of gravity to deviate from the equilibrium position corresponding to the zero-gravity reference posture, resulting in... Increase. Calculate the vehicle's cooperative compensation torque based on the vehicle's combined acceleration. :

[0077] in, The equivalent mass of the occupants is expressed in kg and is estimated from the individualized parameters in S102. The acceleration is the vehicle's longitudinal acceleration (acceleration / deceleration) or lateral acceleration (turning), measured in m / s². 2 Provided in real time by vehicle posture acquisition and processing; The vertical height of the occupant's center of gravity from point H on the seat is in meters and is estimated from the personalized parameters in S102. The angle between the seat back and the vertical direction, measured in rad, is provided in real-time by the seat adjustment mechanism. The commands are converted into corresponding seat adjustment commands, which control the seat back and leg rest to perform corresponding compensatory adjustment actions to counteract the effects of vehicle driving disturbances on the zero-gravity reference posture.

[0078] Furthermore, to address the issue of the inability to verify the compensation effect in simple feedforward compensation, data is continuously collected within a preset verification time window after the compensation action is executed. The changes, in order to Whether the compensation effect is achieved is determined by whether the object has recovered to within a preset offset threshold. If the situation has recovered to within the threshold, the compensation is deemed valid, and the process awaits the next sampling period; if... If the recovery does not reach below the threshold, the compensation is deemed insufficient. The estimated value is corrected (e.g., based on...). The residual offset increases proportionally. (estimated value), corrected and recalculated. It also performs secondary compensation. The composite compensation control structure that combines feedforward compensation and feedback verification eliminates the problems of over-compensation or under-compensation in simple feedforward control, and enables the compensation accuracy to be continuously optimized as the running time increases.

[0079] In one specific embodiment, the length of the preset verification time window is determined by combining the response time of the seat adjustment actuator and the rate of change of vehicle acceleration, so as to ensure that the verification of the compensation effect and the execution of secondary compensation are completed before the next significant change in the vehicle acceleration state occurs.

[0080] Furthermore, during the continuous revision of S103, the comfort-safety dynamic trade-off control logic is executed simultaneously.

[0081] like Figure 6 As shown, the comfort-safety dynamic trade-off control specifically includes: acquiring the vehicle's longitudinal acceleration. and lateral acceleration And calculate the vehicle's composite acceleration. Determine if an emergency braking signal has been detected: if not, then according to... and Calculate the comfort-safety dynamic trade-off coefficient ,by Generate a comfort adjustment component for the weights; if so, maximize the weighting coefficient λ, lock the seat back to a safe angle, and... Generate a safety compensation component for the weights; weight and superimpose the comfort adjustment component and the safety compensation component to output the final adjustment amount; control the seat back, seat cushion and leg rest to perform the adjustment; provide feedback on the current seat posture and return to continuous monitoring.

[0082] Specifically, based on the vehicle's composite acceleration After processing through comfort-safety dynamic trade-off coefficient calculation, the trade-off coefficient is obtained. :

[0083] in, ; The acceleration threshold is ergonomically calibrated and is expressed in m / s². 2 This represents the subjective safety boundary of the human body's perception of acceleration; To balance the transition steepness coefficient, dimensionless, The larger Follow The steeper the transition, the faster the mode switch; The smaller the value, the smoother the transition and the gentler the switch. To execute comfort adjustment commands based on weight, The safety compensation instruction is executed for the weights, and the final adjustment amount is output after the two types of instructions are weighted and superimposed.

[0084] In one specific embodiment, when much smaller hour, Prioritizing comfort adjustments, the execution weight of safety compensation commands is extremely low; the seat prioritizes periodic, micro-level adjustments and adjustments based on... , Posture correction; when Approaching or exceeding hour, Prioritizing safety compensation, comfort adjustment commands have a very low weight in execution; the seat prioritizes the execution of commands based on... The vehicle-to-vehicle collaborative compensation adjustment ensures passenger stability under significant driving disturbances. This continuously differentiable trade-off mechanism avoids the control chattering problem caused by repeated switching near critical conditions, as seen in fixed threshold switching schemes.

[0085] Furthermore, when an emergency braking signal is detected, the weighting factor is set... Skipping the normal Sigmoid function calculation process, the system immediately locks the seat back to a safe angle to prevent occupants from being injured due to forward momentum caused by braking. The emergency braking signal can originate from the ABS trigger signal of the vehicle's braking system, the ESC intervention signal of the vehicle stability system, or a trigger condition where the vehicle's acceleration exceeds a preset emergency braking threshold. Falling back to After that, The system will automatically resume normal calculations according to the Sigmoid function formula mentioned above, unlock the seat back, and return to normal adjustment.

[0086] In an alternative embodiment, the tradeoff coefficient The calculation method can be replaced by: based on vehicle composite acceleration The fuzzy set is used to output a safety priority coefficient through pre-designed fuzzy control rules. This safety priority coefficient serves as the execution weight for safety compensation commands, while its complement (i.e., 1 minus the safety priority coefficient) serves as the execution weight for comfort adjustment commands. The design of the fuzzy control rules can refer to research findings in ergonomics regarding occupant comfort and safety requirements at different acceleration levels, achieving the same dynamic trade-off effect through an expert knowledge rule base. This alternative solution is suitable for application scenarios with high requirements for control rule transparency and ease of engineering debugging, and is functionally equivalent to the sigmoid function-based solution.

[0087] Furthermore, during the continuous revision process of S103, the occupant's active intention recognition and response control logic is executed simultaneously.

[0088] like Figure 7 As shown, the occupant active intent recognition and baseline attitude update specifically include: continuously acquiring the pressure spatial distribution map; obtaining the pressure centroid offset vector at the current moment. and Pressure center of gravity offset vector before time ; Calculate the occupant's active intention intensity index ; Calculate the directional consistency coefficient ;judge Is it not lower than the preset intent recognition threshold and Is it greater than 0? If no, it is determined to be vehicle disturbance or random noise, and no intention response is triggered; if yes, it is determined that there is an intention for the occupant to actively adjust their posture, and according to... The system generates an intention response adjustment command, prioritizing the adjustment of the seat according to the occupant's intended direction; it then determines whether the adjustment result meets the pressure distribution uniformity constraint: if not, it limits or corrects the adjustment amount; if it does, it updates the zero-gravity reference attitude and stores the updated reference attitude; and returns to continuous monitoring.

[0089] Specifically, the occupant intention intensity is continuously calculated from the pressure spatial distribution map to obtain the occupant active intention intensity index. and directional consistency coefficient .

[0090] Crew active intention intensity index Calculate using the following formula:

[0091] in, This is the pressure center of gravity offset vector at the current moment, in meters; for The pressure center of gravity offset vector before time, in meters; The sampling time interval is expressed in seconds (s). This is the directional consistency coefficient; A preset intent recognition threshold is used to determine whether the occupant's active intent is significant. When entering the direction consistency judgment.

[0092] Directional consistency coefficient Calculate using the following formula:

[0093] in, The time window length for directional consistency assessment, in seconds; The time variable is the integral time variable, and the unit is seconds (s). for The pressure center of gravity offset vector at any given moment, in meters; The pressure center of gravity offset vector at the current moment, in meters; molecule It is the inner product of two vectors, used to measure the consistency between the offset direction of the historical moment and the current moment; The closer the value is to 1, the more likely it is to be within the time window. The more consistently the internal offset direction is maintained.

[0094] Furthermore, when and At that time, it was determined that the occupant's intention to actively adjust their sitting posture was detected, and... The direction of the occupant's intention is used as the target direction for adjustment. This intention response command has higher priority than the system's automatic adjustment command. The seat posture is adjusted according to the occupant's intended direction, and the adjusted posture is updated as a new zero-gravity reference posture and stored for subsequent continuous correction. or If the current pressure center of gravity shift is determined to be caused by vehicle disturbance or random noise, the intention response is not triggered, and the automatic adjustment logic continues to be executed.

[0095] In one specific embodiment, the mechanism for distinguishing between occupant intentions and vehicle disturbances is as follows: the pressure center shift caused by vehicle disturbances (such as road bumps, rapid acceleration, sharp turns) is usually random, and the direction changes frequently within a short period of time. The value is low or even negative; however, when the occupant actively adjusts their posture, the pressure center of gravity offset vector will continuously change in the same direction for a short period of time. The value is high and close to 1. (Passed) and The combined judgment can accurately distinguish between the two types of signals under complex driving conditions, avoiding misidentifying vehicle disturbances as the active intentions of the occupants, and also avoiding misjudging the true intentions of the occupants as disturbance noise.

[0096] In an optional embodiment, the perception of the occupant's active intent further includes receiving adjustment preference commands input by the occupant via a touch-sensitive adjustment area, and / or receiving adjustment preference commands input by the occupant via a voice interaction module. The touch-sensitive adjustment area is located on the seat armrest, allowing the occupant to directly input their preference for adjustment direction and amplitude through swiping or tapping. The voice interaction module converts the occupant's verbal commands into seat adjustment parameters using voice recognition technology. This active input method complements the passive intent recognition based on pressure spatial distribution maps, enabling the occupant to implicitly express their intent through natural posture changes and explicitly input preferences through active operation, thus improving the flexibility and accuracy of human-computer interaction. The execution result of the adjustment preference command must meet the following requirements: The safety constraints ensure that active adjustment does not disrupt the basic uniformity of pressure distribution.

[0097] In an alternative embodiment, the perception of the occupant's active intent may rely solely on the voice interaction module without configuring a touch-sensitive fine-tuning area, or solely on dynamic analysis of the pressure spatial distribution map to calculate the intent intensity index. All of these methods can achieve the perception and response to the active intentions of passengers without affecting the realization of the core functions of this method.

[0098] Furthermore, the various parallel control logics in S103 (continuous attitude correction closed loop, vehicle cooperative compensation and effect verification, comfort-safety dynamic trade-off, occupant active intention recognition and response) operate in a multi-task concurrent manner. The output commands of each logic module are weighted and superimposed through a unified command fusion mechanism before outputting the final adjustment amount to the seat adjustment actuator. The priority order of the command fusion mechanism is: emergency braking locking command > occupant active intention response command > vehicle cooperative compensation command > comfort adjustment and attitude correction command, ensuring the safety and consistency of behavior under various operating conditions.

[0099] The above S101 to S103 constitute a complete seat posture control closed loop, which is continuously executed during the occupant's sitting period until a signal indicating that the occupant has left the seat is detected, at which point the loop is closed and the seat returns to its initial position.

[0100] The following four specific application scenarios further illustrate the implementation of this method, so that those skilled in the art can more clearly understand the technical solution and implementation details of this method.

[0101] Application Scenario 1: Basic Implementation Method This scenario uses a smart zero-gravity seat in a mid-size passenger vehicle as an example to illustrate the basic implementation process of this method.

[0102] After the occupants are seated, the acquisition of the pressure spatial distribution map is initiated. Comprehensive data is collected from all contact areas of the human body, including the seat back, seat cushion, and leg rest, to obtain an initial pressure spatial distribution map. The pressure distribution uniformity index is then calculated. and pressure center offset vector and with and Within permissible constraints, determine the suitable zero-gravity reference posture for the occupant. Output adjustment commands to the seat adjustment actuator to gradually adjust the seat back, cushion, and leg rest to the stated zero-gravity reference posture. Continuous monitoring is performed during the adjustment process. and After confirming the correct adjustment direction based on the changes in the attitude, stop adjusting once the constraints are met, thus completing the establishment of the personalized zero-gravity reference attitude.

[0103] Once the baseline posture is established, periodic micro-adjustments are initiated. Various parts of the seat slowly and subtly adjust according to a set rhythm, with the amplitude remaining within the perceptible sway threshold for the occupant. This alleviates muscle stiffness without disrupting the zero-gravity state. Simultaneously, this process continues... and The system calculates and monitors in real time whether the seat deviates from the zero-gravity reference posture. Once a deviation is detected, it immediately triggers automatic correction.

[0104] Real-time calculation during vehicle operation The sigmoid function outputs the tradeoff coefficients. ,according to Weighted adjustment for comfort, press Weighted safety compensation is applied. When the vehicle accelerates or turns, [the following applies]. Calculate the compensation torque and drive the backrest and leg rest to perform compensation adjustments; after compensation is performed, data is collected within a preset verification time window. The changes are verified to confirm the compensation effect; if the compensation is insufficient, a second correction is automatically performed.

[0105] At the same time, the intensity index of occupant active intention is continuously calculated. and directional consistency coefficient ,like and The system prioritizes responding to the occupant's intentions and updates the zero-gravity reference attitude within the safety boundaries. All of the above control logics operate in parallel and continuously cycle until the occupant disembarks, the system shuts down, and the seat resets.

[0106] Application Scenario 2: Adaptation for occupants of different body types This scenario illustrates the method's ability to adapt to individual needs of passengers of different body types.

[0107] For larger occupants (heavier weight, wider build), the pressure distribution pattern after seating shows a higher overall pressure value and a larger contact area between the seat cushion and backrest. Based on this, a larger equivalent occupant mass can be estimated. And calculate the corresponding pressure centroid offset vector. Because the center of gravity of larger occupants may deviate significantly from the standard reference coordinates, the adjustment amounts for the backrest angle and leg rest angle in the zero-gravity reference attitude solution are correspondingly larger to ensure uniform pressure distribution and center of gravity alignment.

[0108] For smaller occupants (lighter weight, slender build), the pressure spatial distribution pattern after seating exhibits lower overall pressure values ​​and a smaller contact area. This allows for the estimation of the smaller occupant's equivalent mass. The adjustment amounts of each part in the zero-gravity reference attitude solution are relatively small, and the vehicle cooperative compensation torque is also relatively small. The calculated value is also relatively small, which matches the actual stress situation.

[0109] In one specific embodiment, for occupants with special body shape characteristics such as scoliosis or pelvic tilt, the spatial pressure distribution pattern will show obvious left-right or front-back asymmetry. The direction and magnitude can accurately reflect this asymmetry. Based on this, during the zero-gravity reference attitude solution process, the tilt angle of the left and right backrest airbags (if configured) or the seat cushion can be adjusted in a targeted manner to make the center of pressure as close as possible to the ideal reference coordinates, achieving optimal personalized adaptation within the allowable adjustment range.

[0110] Application Scenario 3: Safety Protection under Extreme Driving Conditions This scenario illustrates the safety protection mechanism of this method under extreme driving conditions.

[0111] When the vehicle accelerates rapidly Significantly increased This increases significantly. The output of the Sigmoid function... The value rapidly approaches 1, pausing comfort fine-tuning and focusing execution weights on safety compensation instructions. A large compensation torque is calculated to drive the backrest to tilt appropriately to counteract the occupant's forward momentum and maintain stability in a zero-gravity baseline posture. The compensation is then verified within a preset verification time window. The changes are assessed to confirm the compensation effect; if insufficient, a second correction is performed.

[0112] When the vehicle is making a sharp turn. Significantly increased It then increases significantly. When the value approaches 1, the compensation torque is calculated based on the lateral acceleration, driving the seat cushion and backrest to provide lateral support compensation, offsetting the effect of centrifugal force on the occupant's center of gravity, and maintaining the occupant's stable position in the seat.

[0113] When the vehicle performs emergency braking, an emergency braking signal is detected, and immediately... Skipping the Sigmoid function calculation, the seat back is directly locked to a safe angle to prevent injury to the occupant due to forward momentum during braking. Emergency braking ends. Falling back to After that, The system automatically resumes normal calculations, unlocks the backrest, and returns to normal adjustment. The entire emergency response process, from detecting the braking signal to the backrest locking being completed, has an extremely short response time, ensuring occupant safety.

[0114] In an optional embodiment, the tradeoff coefficient can also be adjusted in advance based on navigation information or predictive signals from the driver assistance system before the vehicle enters a curve or is about to perform a braking operation. This enables preventative safety compensation and further enhances the timeliness of response.

[0115] Application Scenario 4: Passenger Active Intent Response This scenario illustrates the mechanism by which this method identifies and responds to an occupant's intention to actively adjust their sitting posture.

[0116] When passengers actively adjust their posture during the journey due to personal preferences or changes in fatigue, the active displacement of their center of gravity will cause a shift in the pressure center of gravity vector. It continuously changes in the same direction over a short period of time. Real-time calculation. and ,like and It was determined to be the occupant's active intention, and The direction of the occupant is used as the target direction for adjustment, which has a higher priority than the system's automatic adjustment command. The seat is controlled to adjust according to the occupant's intended direction, and the adjusted posture is updated to the new zero-gravity reference posture.

[0117] In one specific embodiment, when the occupant actively leans back... Continue to shift backward. The value is close to 1. The value is relatively large, indicating the occupant's intention to increase the backrest tilt angle. The backrest is then adjusted to tilt back appropriately, and a new tilt is achieved. After constraining, stop adjusting and store the new attitude as the updated zero-gravity reference attitude.

[0118] In an optional embodiment, occupants can also directly input fine-tuning commands via the armrest touch area. For example, sliding forward indicates a desire for the backrest to tilt forward, and sliding backward indicates a desire for the backrest to tilt backward. The system responds in real time and updates the baseline posture, and the adjustment result must meet certain requirements. Safety constraints. Passengers can also input verbal commands such as "adjust the backrest forward" and "increase the leg rest angle" through the voice interaction module, and the voice recognition technology will analyze the commands and execute the corresponding adjustments.

[0119] In one alternative embodiment, a learning mechanism can be used to record and accumulate the active intention responses of passengers during multiple rides into a personalized preference model. In subsequent rides, the adjustment preferences of passengers can be predicted in advance, and preference adjustments can be proactively recommended or automatically executed, thereby further improving the level of intelligence in human-machine collaboration.

[0120] Example 2 like Figure 8 This embodiment provides a seat posture control system, including: 201. Pressure State Calculation Module: This module is used to obtain the spatial distribution map of pressure in various parts of the seat after the occupant is seated. After processing the pressure distribution uniformity calculation and pressure center of gravity offset calculation, the pressure distribution uniformity index and pressure center of gravity offset vector are obtained.

[0121] Specifically, the pressure state calculation module is electrically connected to the pressure distribution matrix acquisition module (204), continuously receives pressure spatial distribution map data output from the pressure distribution matrix acquisition module, and performs pressure distribution uniformity calculation and pressure center of gravity offset calculation on the map data. The calculation results are output in real time to the zero gravity reference attitude solution module (202) and attitude correction module (203), providing a real-time pressure state data basis for the calculation of subsequent modules.

[0122] Furthermore, the pressure state calculation module is also responsible for maintaining and managing the storage of personalized reference parameters, including the ideal pressure center of gravity reference coordinates for each crew member. Passenger equivalent quality and the vertical height of the occupant's center of gravity from point H of the seat These parameters are automatically invoked when passengers are seated, and the system supports separate storage and quick switching of personalized parameters for multiple passengers.

[0123] In one specific embodiment, the pressure state calculation module is integrated into the processor of the seat control unit and implemented as an embedded software module. The processor's computing power is sufficient to complete the real-time calculation of pressure data from all sensing units at a set sampling frequency. In another optional embodiment, the pressure state calculation module can be implemented in a distributed manner, with local processing units installed in various parts of the seat performing preprocessing of pressure data for each area, and then the preprocessing results being aggregated to the central processing unit for final processing. and The calculations are reduced to decrease the computational load on the central processing unit.

[0124] 202. Zero gravity reference attitude solving module, used to input the pressure distribution uniformity index and pressure center of gravity offset vector into the zero gravity reference attitude solving process, to obtain a seat attitude that makes the pressure distribution uniformity index not lower than a preset uniformity threshold and the magnitude of the pressure center of gravity offset vector not exceed a preset offset threshold, as the zero gravity reference attitude, and control the seat to adjust to the zero gravity reference attitude.

[0125] Specifically, the zero-gravity reference attitude solving module receives the output from the pressure state calculation module. and ,by and The condition of not exceeding the preset offset threshold is a dual constraint. The optimal combination of seat back angle, seat cushion tilt angle and leg support angle that satisfies the above constraints is determined by the iterative solution algorithm. This combination is defined as the zero-gravity reference posture of the current occupant and the corresponding adjustment command is output to the seat adjustment module (206).

[0126] Furthermore, the zero-gravity baseline attitude solving module is also responsible for initializing and estimating personalized parameters, including the occupant's equivalent mass, when the occupant is seated. Vertical height of the occupant's center of gravity from point H of the seat The estimation results are stored in the pressure state calculation module for use in the vehicle cooperative compensation torque calculation in the attitude correction module (203).

[0127] In one specific embodiment, the zero-gravity reference attitude solution module employs an iterative solution algorithm based on constraint optimization, with the optimization objective being to minimize the adjustment amount of each part of the seat, while satisfying... and The optimal adjustment scheme is solved under the constraint of the offset threshold, so that the seat can achieve personalized adaptation while minimizing the adjustment range and reducing the interference to the occupants during the adjustment process.

[0128] In an optional embodiment, the zero-gravity reference attitude solving module can integrate a machine learning model. By learning from historical occupant data, it can establish a mapping relationship between body shape characteristics and the optimal zero-gravity reference attitude. When a new occupant sits down, it can quickly predict the optimal reference attitude based on the pressure spatial distribution map characteristics, thereby reducing the time required for iterative solving and improving the response speed.

[0129] 203. Posture correction module, used to continuously perform the pressure distribution uniformity calculation and pressure center of gravity offset calculation. When the seat deviates from the zero gravity reference posture, it triggers automatic seat posture correction until the occupant leaves the seat.

[0130] Specifically, the attitude correction module continuously receives real-time output from the pressure state calculation module. and , and the preset uniformity threshold When the seat is detected to deviate from the zero-gravity reference posture, a correction adjustment command is output to the seat adjustment module (206) to control the seat to adjust in the direction of restoring the zero-gravity reference posture.

[0131] Furthermore, the attitude correction module integrates a vehicle cooperative compensation submodule, which receives the longitudinal and lateral accelerations output from the vehicle attitude acquisition module (205) and calculates the vehicle's composite acceleration. and according to Passenger equivalent quality Passenger center of gravity height and real-time backrest angle Calculate the vehicle cooperative compensation torque It outputs a compensation adjustment command to the seat adjustment module; after the compensation action is executed, it receives real-time data from the pressure state calculation module within a preset verification time window. Data is used to verify the effectiveness of compensation, and secondary compensation is performed if necessary.

[0132] Furthermore, the posture correction module integrates a comfort-safety trade-off submodule, based on... Calculate the trade-off coefficient The system weights and superimposes comfort adjustment commands and safety compensation commands, outputting the final adjustment amount to the seat adjustment module; when an emergency braking signal is received, it instructs... It outputs a backrest locking command to the seat adjustment module.

[0133] Furthermore, the attitude correction module integrates an occupant intention response submodule, which receives the occupant active intention intensity index output from the occupant intention perception module (207). and directional consistency coefficient ,when and When the adjustment is completed, the highest priority intention response adjustment command is output to the seat adjustment module, and the zero-gravity reference attitude parameters are updated.

[0134] In one specific embodiment, the attitude correction module has an internal command fusion mechanism that fuses the adjustment commands output by each submodule according to their priority. The priority order is: emergency braking lock command > occupant active intention response command > vehicle cooperative compensation command > comfort adjustment and attitude correction command, to ensure that the final adjustment amount output by the system is safe, reasonable and continuous and smooth under various operating conditions.

[0135] In an optional embodiment, the attitude correction module may also integrate a periodic micro-amplitude linkage adjustment submodule, which is used when the system is in a normal adjustment state ( When the value is low, the system outputs periodic micro-adjustment commands for each part to the seat adjustment module according to a preset rhythm. The adjustment actions of each part are coordinated in sequence to alleviate the fatigue of passengers sitting for a long time.

[0136] 204. Pressure distribution matrix acquisition module, installed in various parts of the seat, uses an N×M flexible pressure sensing array to acquire the spatial distribution map of pressure in various contact areas of the human body and output it to the pressure state calculation module.

[0137] Specifically, the flexible pressure sensing array of the pressure distribution matrix acquisition module is installed on the human contact surface of the seat back, seat cushion and leg rest. Each sensing unit in the array can independently output the measured pressure value of its location. The pressure values ​​of all sensing units and their corresponding position coordinates together constitute a pressure spatial distribution map, which is transmitted to the pressure state calculation module for processing in real time.

[0138] Furthermore, the flexible pressure sensing array possesses excellent compliance, allowing it to conform to the curvature of the seat surface, ensuring full contact between each sensing unit and the human body's contact surface, and avoiding measurement errors caused by rigid sensors not conforming to curved surfaces. The density of the array's sensing units is differentiated according to the ergonomic importance of different parts of the seat, with higher sensing unit densities in key areas such as the spinal support area and the hip support area to improve the pressure sensing accuracy in these critical areas.

[0139] In an optional embodiment, the flexible pressure sensing array can be one of a piezoelectric flexible pressure array, a fiber optic pressure sensing array, or a capacitive flexible pressure array, all of which can output a spatial distribution map of human body contact pressure. The pressure state calculation module... and The calculation method remains unchanged; the specific selection can be determined comprehensively based on cost, durability, and accuracy requirements. Piezoelectric flexible pressure arrays have the advantages of fast response speed and low cost; fiber optic pressure sensing arrays have the advantages of strong anti-electromagnetic interference capability; and capacitive flexible pressure arrays have the advantages of high sensitivity and good linearity.

[0140] In one specific embodiment, the pressure distribution matrix acquisition module also integrates a temperature compensation function to correct the output data of the pressure sensing array by temperature, thereby eliminating the influence of in-vehicle temperature changes on the accuracy of pressure measurement and ensuring that the measurement accuracy of the pressure spatial distribution map remains stable under different seasons and different in-vehicle temperature conditions.

[0141] 205. Vehicle attitude acquisition module, used to detect the longitudinal acceleration and lateral acceleration of the vehicle during driving and output them to the zero gravity reference attitude solving module.

[0142] Specifically, the vehicle attitude acquisition module communicates with the vehicle bus (such as the CAN bus) to read the longitudinal acceleration output by the vehicle's inertial measurement unit (IMU) in real time. and lateral acceleration The system outputs the above data, along with the ABS trigger signal from the vehicle braking system and the ESC intervention signal from the vehicle stability system, to the attitude correction module in real time to provide vehicle cooperative compensation torque. Calculation and comfort-safety trade-off coefficient The calculation provides real-time input.

[0143] Furthermore, the vehicle attitude acquisition module can also receive predictive signals from the vehicle navigation system or driver assistance system, including curvature information of an approaching curve and warning signals of an impending braking operation. The predictive information is forwarded to the attitude correction module, enabling the system to perform preventive compensation adjustments in advance before the vehicle's motion state changes, thereby further improving the timeliness of the response.

[0144] In one specific embodiment, the vehicle attitude acquisition module performs low-pass filtering on the acceleration data read from the vehicle bus to filter out high-frequency vibration noise (such as high-frequency vibration components caused by road bumps) and retain the low-frequency acceleration signal that reflects the overall motion trend of the vehicle, so as to avoid high-frequency noise interfering with the calculation accuracy of the vehicle's cooperative compensation torque.

[0145] 206. Seat adjustment module, used to control the angle and height of the seat back, seat cushion and leg rest according to the adjustment commands output by the zero gravity reference attitude solving module and the attitude correction module, and to provide real-time feedback on the backrest angle.

[0146] Specifically, the seat adjustment module receives adjustment commands from the zero-gravity reference attitude solving module and the attitude correction module, converts the commands into control signals for the corresponding actuators (such as motors, pneumatic actuators, etc.), and drives the seat back, seat cushion, and leg rest to adjust their angles and heights according to the commands. The seat adjustment module integrates a position sensor to collect the backrest angle in real time. Posture parameters such as seat cushion tilt angle and leg rest angle, and backrest angle Real-time feedback is sent to the attitude correction module for vehicle-to-vehicle cooperative torque compensation. Real-time calculation.

[0147] Furthermore, the seat adjustment module employs a progressive adjustment strategy, breaking down the target adjustment amount into multiple small steps and executing them step by step at a preset adjustment rate to avoid discomfort to occupants caused by large, rapid adjustments. The adjustment rate can adaptively adjust according to the current operating conditions: under normal driving conditions, a lower adjustment rate is used to ensure comfort; under emergency compensation conditions, a higher adjustment rate is used to ensure timely response.

[0148] In one optional embodiment, the actuator of the seat adjustment module can be an electric adjustment method (driven by a DC motor or stepper motor to drive a lead screw or gear mechanism), a pneumatic adjustment method (controlled by inflation and deflation of airbags to adjust the support force and angle), or a hybrid adjustment method combining electric and pneumatic. The specific selection is determined according to the structural design and cost requirements of the seat, without affecting the implementation of the core control logic of this system.

[0149] 207. Occupant Intent Perception Module, used to calculate the intensity of occupant intent based on the pressure spatial distribution map, and in conjunction with the touch fine-tuning area and / or voice interaction module to receive adjustment preference commands actively input by the occupant, and output the occupant active intent intensity index and directional consistency coefficient to the attitude correction module.

[0150] Specifically, the occupant intention perception module continuously receives the real-time pressure centroid offset vector output from the pressure state calculation module. Sequence, calculate the occupant's active intention intensity index and directional consistency coefficient The calculation results are output to the attitude correction module in real time, and the occupant intention response submodule in the attitude correction module then... and The result of the judgment determines whether to trigger the intent response.

[0151] Furthermore, the occupant intention perception module integrates signal acquisition and analysis functions for the touch-sensitive adjustment area. It receives sliding or tapping operation signals input by the occupant through the touch-sensitive adjustment area, analyzes the operation signals into corresponding adjustment direction and amplitude parameters, encapsulates them into adjustment preference commands, and outputs them to the posture correction module. The touch-sensitive adjustment area is located on the seat armrest, uses a capacitive touch sensor, supports multi-directional sliding operations, and is highly intuitive, allowing occupants to complete operations without looking down.

[0152] Furthermore, the occupant intent perception module integrates the voice recognition and command parsing functions of the voice interaction module. It receives verbal adjustment commands input by the occupant through the voice interaction module, converts the speech signal into text using a voice recognition algorithm, and then parses the text into corresponding seat adjustment parameters using a natural language understanding algorithm. These are then encapsulated as adjustment preference commands and output to the posture correction module. The voice interaction module supports robust voice recognition in noisy in-vehicle environments and supports the training of personalized voice models to improve the accuracy of recognizing specific occupant voice habits.

[0153] In an optional embodiment, the occupant intention perception module may be configured with only the voice interaction module without setting the touch fine-tuning area, or may rely solely on the dynamic analysis of the pressure spatial distribution map to output the intention intensity index. Both methods can achieve the perception and response to the occupant's active intentions without affecting the realization of the core functions of this system. The specific configuration is determined based on the vehicle positioning and cost budget.

[0154] In one specific embodiment, the passenger intention perception module also integrates intention learning function. By recording and analyzing the passenger's proactive adjustment behavior during each seating process, a personalized passenger intention preference model is established. In subsequent rides, the passenger's adjustment preferences are predicted in advance, and preference adjustments are proactively recommended or automatically executed, further improving the level of intelligence in human-machine collaboration.

[0155] Example 3 Embodiment 3 of the present invention provides a vehicle, including a seat and the seat posture control system described in Embodiment 2, wherein the seat posture control system is installed on the seat.

[0156] Example 4 A fourth aspect of the present invention provides a computer-readable storage medium.

[0157] A computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the seat posture control method described in Embodiment 1 of the present invention.

[0158] Example 5 A fifth aspect of the present invention provides a computer program product.

[0159] A computer program product includes software code, wherein when the program in the software code is executed by a processor, it implements the seat posture control method described in Embodiment 1 of the present invention.

[0160] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, vehicles, computer-readable storage media, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product implemented on one or more computer-readable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-readable program code. The solutions in the embodiments of the present invention can be implemented using various computer languages. For example, in one implementation, the methods and systems can be developed based on deep learning frameworks (such as TensorFlow, PyTorch, etc.) and using the Python language. Those skilled in the art will understand that other suitable programming languages ​​or tools can also be used for implementation without departing from the core ideas of the present invention.

[0161] The above description is merely a preferred embodiment of this practice and is not intended to limit the scope of this practice. Various modifications and variations can be made to this practice by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this practice should be included within the protection scope of this practice.

Claims

1. A method for controlling seat posture, characterized in that, include: After the occupant is seated, the pressure spatial distribution map of each part of the seat is obtained. After processing by pressure distribution uniformity calculation and pressure center of gravity offset calculation, the pressure distribution uniformity index and pressure center of gravity offset vector are obtained. The pressure distribution uniformity index and the pressure center of gravity offset vector are input into the zero gravity reference posture solution to obtain a seat posture that makes the pressure distribution uniformity index not lower than a preset uniformity threshold and the magnitude of the pressure center of gravity offset vector not exceed a preset offset threshold. This posture is used as the zero gravity reference posture, and the seat is controlled to adjust to the zero gravity reference posture. The pressure distribution uniformity calculation and pressure center of gravity offset calculation are continuously performed. When the seat deviates from the zero gravity reference posture, the seat posture is automatically corrected until the occupant leaves the seat.

2. The method according to claim 1, characterized in that, Also includes: The longitudinal and lateral accelerations of the vehicle during movement are obtained, and the composite acceleration is calculated to obtain the vehicle's composite acceleration. The vehicle cooperative compensation torque is calculated based on the vehicle's composite acceleration, and the seat is controlled to perform the compensation adjustment corresponding to the vehicle cooperative compensation torque.

3. The method according to claim 2, characterized in that, The vehicle cooperative compensation torque Calculate using the following formula: in, The equivalent mass of the occupants is estimated by dividing the total pressure value of the pressure spatial distribution map by the acceleration due to gravity. This refers to the vehicle's longitudinal or lateral acceleration. The vertical height of the occupant's center of gravity from point H on the seat. The angle between the seat back and the vertical direction.

4. The method according to claim 2, characterized in that, After the compensation adjustment is executed, the change of the pressure center of gravity offset vector is collected within the preset verification time window; if the magnitude of the pressure center of gravity offset vector does not recover to within the preset offset threshold, the estimated value of vehicle acceleration is corrected and a second compensation is performed.

5. The method according to claim 2, characterized in that, Also includes: The comfort-safety dynamic trade-off coefficient is obtained by processing the vehicle's composite acceleration using the aforementioned coefficient. The comfort adjustment command is executed with the complement value of the aforementioned trade-off coefficient as the weight, and the safety compensation command is executed with the aforementioned trade-off coefficient as the weight. The final adjustment amount is output after the two types of commands are weighted and superimposed.

6. The method according to claim 5, characterized in that, The tradeoff coefficient Calculate using the following formula: in, , The combined acceleration of the vehicle's longitudinal and lateral acceleration. The acceleration threshold is based on ergonomic calibration. To balance the transition steepness coefficient.

7. The method according to claim 6, characterized in that, When an emergency braking signal is detected, let the weighting coefficient be... Take the maximum value and lock the seat back to a safe angle.

8. The method according to claim 1, characterized in that, The pressure distribution uniformity index Calculate using the following formula: in, , The total number of sensing units. For the first The measured pressure value of each sensing unit This is the arithmetic mean of the pressure values ​​of all sensing units.

9. The method according to claim 1, characterized in that, The pressure centroid offset vector Calculate using the following formula: in, , For the first The position coordinates of each sensing unit , Establish the ideal pressure center of gravity reference coordinates for the personalized benchmark stage.

10. The method according to claim 1, characterized in that, Also includes: The occupant intention intensity is continuously calculated and processed in the pressure spatial distribution map to obtain the occupant active intention intensity index and directional consistency coefficient; When the occupant's active intention intensity index is not lower than the preset intention recognition threshold and the directional consistency coefficient is greater than zero, the occupant's active intention is responded to first and the zero-gravity reference attitude is updated.

11. The method according to claim 10, characterized in that, The occupant's active intention intensity index Calculate using the following formula: in, This is the pressure center of gravity offset vector at the current moment. for Pressure center of gravity offset vector before time. The sampling time interval, This is the directional consistency coefficient.

12. The method according to claim 10, characterized in that, The directional consistency coefficient Calculate using the following formula: in, The length of the time window for assessing directional consistency. For integration time variable, for The pressure center of gravity offset vector at any given moment. This is the pressure center of gravity offset vector at the current moment.

13. The method according to claim 1, characterized in that, Also includes: Based on the zero-gravity reference posture, the seat back, seat cushion and leg rest are controlled to adjust periodically and in coordination according to a preset rhythm, with the adjustment actions of each part coordinating with each other in sequence.

14. A seat posture control system, characterized in that, include: The pressure state calculation module is used to obtain the pressure spatial distribution map of various parts of the seat after the occupant is seated. After pressure distribution uniformity calculation and pressure center of gravity offset calculation, the pressure distribution uniformity index and pressure center of gravity offset vector are obtained. The zero-gravity reference attitude solving module is used to input the pressure distribution uniformity index and the pressure center of gravity offset vector into the zero-gravity reference attitude solving process to obtain a seat attitude that makes the pressure distribution uniformity index not lower than a preset uniformity threshold and the magnitude of the pressure center of gravity offset vector not exceed a preset offset threshold, which is used as the zero-gravity reference attitude, and controls the seat to adjust to the zero-gravity reference attitude. The posture correction module is used to continuously perform the pressure distribution uniformity calculation and pressure center of gravity offset calculation. When the seat deviates from the zero gravity reference posture, it triggers automatic seat posture correction until the occupant leaves the seat.

15. The system according to claim 14, characterized in that, Also includes: The pressure distribution matrix acquisition module is installed in various parts of the seat and uses an N×M flexible pressure sensing array to collect the spatial distribution map of pressure in each contact area of ​​the human body and output it to the pressure state calculation module.

16. The system according to claim 14, characterized in that, Also includes: The vehicle attitude acquisition module is used to detect the longitudinal and lateral accelerations of the vehicle during driving and output them to the zero-gravity reference attitude solving module.

17. The system according to claim 14, characterized in that, Also includes: The seat adjustment module is used to control the angle and height of the seat back, seat cushion and leg rest according to the adjustment commands output by the zero gravity reference attitude solving module and the attitude correction module, and to provide real-time feedback on the backrest angle.

18. The system according to claim 14, characterized in that, Also includes: The occupant intention perception module is used to calculate the intensity of occupant intention based on the pressure spatial distribution map, and to receive adjustment preference commands actively input by the occupant in conjunction with the touch fine-tuning area and / or voice interaction module, and output the occupant active intention intensity index and directional consistency coefficient to the attitude correction module.

19. A vehicle, characterized in that, Includes a seat and a seat posture control system as described in any one of claims 14 to 18, wherein the seat posture control system is mounted on the seat.

20. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the seat posture control method according to any one of claims 1 to 13.

21. A computer program product, comprising software code, characterized in that, When the program in the software code is executed by the processor, it implements the seat posture control method according to any one of claims 1 to 13.

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