Seat adjustment method, adjustment apparatus, and adjustment system, and vehicle

Abstract

A seat adjustment method, adjustment apparatus, and adjustment system, and a vehicle. The method is used in the vehicle, and comprises: obtaining roll risk information representing the roll risk of the vehicle; and adjusting seat side bolsters according to the roll risk information. In the method, the roll risk information representing the roll risk of the vehicle is obtained and the seat side bolsters are adjusted according to the roll risk information. Thus, it can be accurately determined whether the body of a passenger is significantly tilted, and whether it is necessary for the seat side bolsters to support the passenger, thereby enabling more accurate adjustment of the seat side bolsters, and improving passenger comfort.

Description

Seat adjustment method, adjustment device, adjustment system and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to Chinese patent application No. 202310819598.6, filed on July 5, 2023, entitled “Seat adjustment method, adjustment device, adjustment system and vehicle,” the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0003] The present application relates to the technical field of seat adjustment, and more specifically, to a seat adjustment method, an adjustment device, an adjustment system, and a vehicle. Background Art

[0004] In the prior art, vehicle seat wing adjustment typically generates a control signal based on vehicle speed and steering information, adjusting the wing's support angle accordingly. However, this adjustment method fails to reflect the vehicle's roll state, making the wing adjustment inappropriate for the occupant's posture.

[0005] Therefore, it is necessary to provide a new technical solution to solve the above technical problems.

[0006] Summary of the Invention

[0007] One purpose of the present application is to provide a new technical solution for a seat adjustment method to solve the technical problem that the existing adjustment method cannot reflect the vehicle's roll state.

[0008] According to a first aspect of the present application, a seat adjustment method is provided, which is applied to a vehicle. The method comprises:

[0009] Acquiring roll risk information representing a roll risk of the vehicle;

[0010] The seat wings are adjusted according to the roll risk information.

[0011] According to one embodiment of the present disclosure, the roll risk information includes a risk parameter;

[0012] The adjusting the seat wing according to the roll risk information includes:

[0013] When the risk parameter is greater than or equal to a set threshold, the seat wing is adjusted.

[0014] According to one embodiment of the present disclosure, the risk parameter includes at least one of the following:

[0015] The risk parameter includes a tilt angle of the vehicle, the set threshold includes an angle threshold, and the angle threshold is 8° to 25°;

[0016] The risk parameter includes the speed of the vehicle, the set threshold includes a speed threshold, and the speed threshold is 20 km / h to 40 km / h;

[0017] The risk parameter includes a steering angle of the vehicle, and the set threshold includes a steering angle threshold, which is 5° to 30°.

[0018] According to one embodiment of the present disclosure, the set threshold includes a first set threshold and a second set threshold, and the second set threshold is greater than the first set threshold.

[0019] According to one embodiment of the present disclosure, the roll risk information includes: a tilt angle of the vehicle.

[0020] According to one embodiment of the present disclosure, the roll risk information further includes: at least one of the speed of the vehicle and the steering angle of the vehicle.

[0021] According to one embodiment of the present disclosure, before adjusting the seat wing according to the roll risk information, the method further includes:

[0022] It is confirmed that the seat wing has not reached the target state.

[0023] According to one embodiment of the present disclosure, the target state is a state when the occupant roll risk meets safety requirements.

[0024] According to one embodiment of the present disclosure, the target state is a state when the target air pressure of the air bag of the seat meets safety requirements.

[0025] According to one embodiment of the present disclosure, adjusting the seat wing comprises:

[0026] At least one of the air pressure of the air bag of the seat and the support angle of the seat is adjusted.

[0027] According to one embodiment of the present disclosure, adjusting the seat wing according to the roll risk information further includes:

[0028] Under the condition that the risk parameter is less than a set threshold for a set time, the seat wing is adjusted to return to the initial position.

[0029] According to a second aspect of the present application, a seat adjustment device is provided, comprising: a processor connected to a memory, the processor being configured to execute a program in the memory to implement any of the above methods.

[0030] According to a third aspect of the present application, a seat adjustment system is provided. The system comprises the aforementioned adjustment device and an adjustment unit, wherein the adjustment device controls the adjustment unit to adjust the seat wing. According to one embodiment of the present disclosure, the adjustment unit comprises an air bag and a gas supply unit, wherein the air bag is adapted to be connected to the gas supply unit and is used to adjust the angle of the seat wing.

[0031] According to one embodiment of the present disclosure, a pneumatic system controller is further included, the gas supply unit is connected to the air bag through the pneumatic system controller, and the regulating device controls the air pressure of the air bag by controlling the pneumatic system controller.

[0032] According to one embodiment of the present disclosure, a pressure reducing valve group is further included, the gas supply unit includes a high-pressure gas source, the working pressure of the high-pressure gas source is greater than the working pressure of the air bag, and the high-pressure gas source is connected to the pneumatic system controller through the pressure reducing valve group.

[0033] According to one embodiment of the present disclosure, the pressure reducing valve group includes a plurality of pressure reducing valves connected in series.

[0034] According to one embodiment of the present disclosure, the seat adjustment system includes a low-pressure air source, and the gas supply unit includes a high-pressure air source. The working pressure of the high-pressure air source is higher than the working pressure of the low-pressure air source. Both the low-pressure air source and the high-pressure air source are suitable for connection with the pneumatic system controller. The low-pressure air source is used to adjust the seat according to the riding needs of the occupants.

[0035] According to one embodiment of the present disclosure, at least one of the high-pressure gas source and the low-pressure gas source includes an air pump and an air storage tank, the air pump is connected to the air storage tank, and the air storage tank is suitable for connecting to the pneumatic system controller.

[0036] According to one embodiment of the present disclosure, the low-pressure air source is provided on the seat.

[0037] According to one embodiment of the present disclosure, the pneumatic system controller includes a wing support solenoid valve, the high-pressure air source and the low-pressure air source are both connected to the wing support solenoid valve, and the wing support solenoid valve is connected to the air bag.

[0038] According to one embodiment of the present disclosure, the pneumatic system controller includes a switching valve, and the high-pressure air source is suitable for being connected to the wing support solenoid valve through the switching valve. When the speed of the vehicle is greater than or equal to a speed threshold and the tilt angle of the vehicle is greater than or equal to the adjustment threshold, the switching valve is opened.

[0039] According to one embodiment of the present disclosure, the wing support solenoid valve includes an inflation valve, which is connected to the inflation end of the airbag, and the switch valve and the low-pressure air source are both connected to the inflation valve.

[0040] According to one embodiment of the present disclosure, a relief valve is provided between the inflation valve and the inflation end of the air bag, and the relief valve is adapted to deflate when the air pressure between the inflation valve and the inflation end of the air bag is greater than or equal to a set air pressure.

[0041] According to one embodiment of the present disclosure, the pneumatic system controller includes an air release valve connected to the exhaust end of the air bag, and the air release valve is used to exhaust the air bag.

[0042] According to one embodiment of the present disclosure, the air inlet of the gas supply unit is adapted to take in air from within the vehicle cabin.

[0043] According to one embodiment of the present disclosure, a first pressure sensing device is provided between the high-pressure gas source and the pneumatic system controller.

[0044] According to one embodiment of the present disclosure, a second pressure sensing device is provided between the inflation valve and the air bag.

[0045] According to a fourth aspect of the present application, a vehicle is provided, comprising any one of the seat adjustment systems described above.

[0046] In the embodiments of the present application, by acquiring roll risk information indicating the risk of vehicle rollover and adjusting the seat wings based on the roll risk information, this approach can accurately determine whether the occupant's body is significantly tilted and whether the seat wings are needed to support the occupant, thereby making the seat wings more accurately adjusted and improving the occupant's riding comfort.

[0047] Other features and advantages of the present application will become apparent from the following detailed description of exemplary embodiments of the present application with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the application and, together with the description, serve to explain the principles of the application.

[0049] FIG1 is a flow chart of a seat adjustment method according to an embodiment of the present application.

[0050] FIG2 is a block diagram of a seat adjustment system according to an embodiment of the present application.

[0051] FIG3 is a schematic structural diagram of a seat adjustment system according to an embodiment of the present application.

[0052] Explanation of the accompanying drawings: 100, signal acquisition unit; 101, tilt sensor; 102, steering angle sensor; 103, speed sensor; 200, control unit; 300, adjustment unit; 301, high-pressure gas source; 302, low-pressure gas source; 303, cabin; 304, first pressure reducing valve; 305, second pressure reducing valve; 306, first pressure sensor; 307, third pressure sensor; 308, second pressure sensor; 309, pneumatic system controller; 310, switch valve; 311, air bag; 3111, high-pressure gas inlet; 3112, low-pressure gas inlet; 312, support solenoid valve; 3121, inflation valve; 3122, deflation valve; 313, overflow valve; 401, backrest side wings; 402, seat cushion side wings. DETAILED DESCRIPTION

[0053] Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present application.

[0054] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0055] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered part of the specification.

[0056] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0057] It should be noted that like reference numerals and letters refer to like items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0058] According to one embodiment of the present application, a seat adjustment method is provided. As shown in FIG1 , the seat adjustment method is applied to a vehicle and includes:

[0059] Acquiring roll risk information representing a roll risk of the vehicle;

[0060] The seat wings are adjusted according to the roll risk information.

[0061] Specifically, this seat adjustment method is used to adjust the support angle of the seat's side wings. As shown in Figure 3, the seat's side wings include seat cushion wings 402 and backrest wings 401. By adjusting the support angles of seat cushion wings 402 and / or backrest wings 401, appropriate support is provided to the occupant, preventing them from excessively leaning when the vehicle rolls.

[0062] Of course, the seat side wings are not limited to the above embodiments, and the seat side wings may also only include the seat cushion side wings 402 or the backrest side wings 401 , or other forms of side wings.

[0063] Typically, a vehicle is longer than it is wide, so the risk of the vehicle rolling over is high. For example, when a vehicle encounters a slope or turns, it is prone to rolling over, causing passengers or objects carried by the vehicle to tilt.

[0064] In this example, by acquiring roll risk information indicating the risk of vehicle rollover and adjusting the seat wings based on this roll risk information, this approach accurately determines whether the occupant's body is significantly tilted and whether the seat wings are needed for support. This allows for more precise adjustment of the seat wings and improves passenger comfort.

[0065] Of course, the seat side wings may also provide support for objects carried by the vehicle to improve the stability of the objects.

[0066] In one example, the roll risk information includes a risk parameter;

[0067] The adjusting the seat wing according to the roll risk information includes:

[0068] When the risk parameter is greater than or equal to a set threshold, the seat wing is adjusted.

[0069] In this example, the seat wings are adjusted based on a comparison of a risk parameter with a set threshold. Instead of adjusting the wing under all conditions, the seat wings are adjusted only when the risk parameter exceeds the threshold and the vehicle rolls to a set degree. This approach not only allows for more precise timing of wing adjustments but also saves energy by only adjusting the wing when the preset conditions are met.

[0070] In one example, the tilt risk information includes the vehicle's tilt angle. The tilt angle directly indicates the vehicle's roll angle. For example, a vehicle is prone to roll when traveling on a sloped road or when the vehicle is unevenly loaded. Adjusting the seat wings based on the vehicle's tilt angle can effectively determine the degree of vehicle roll and accurately determine the timing of seat wing adjustment.

[0071] Of course, the risk parameter is not limited to the tilt angle, and those skilled in the art can select it according to actual needs.

[0072] In one example, the roll risk information further includes at least one of a speed of the vehicle and a steering angle of the vehicle.

[0073] In this example, the seat wings are adjusted based on the vehicle's tilt angle and at least one of the vehicle's speed and steering angle. The steering angle refers to the angle at which the vehicle's steering wheel is turned. A vehicle is prone to rolling when turning. The higher the vehicle's speed, the greater the risk of rolling. A comprehensive assessment of multiple risk parameters can more effectively assess the risk of rolling.

[0074] For example, the seat wings are adjusted according to the vehicle's tilt angle and speed;

[0075] or, based on the steering and lean angles of the vehicle;

[0076] or, based on the vehicle's lean angle, steering angle, and speed;

[0077] Alternatively, the risk parameter includes at least two of the above conditions.

[0078] In one example, the seat wings are adjusted when the risk parameter is greater than or equal to a set threshold.

[0079] For example, the seat wing is adjusted under the condition that the speed of the vehicle is greater than or equal to a speed threshold, and the tilt angle is greater than or equal to an angle threshold.

[0080] Alternatively, the seat wing is adjusted under the condition that the vehicle tilt angle is greater than or equal to an angle threshold, and the steering angle is greater than or equal to a turning angle threshold.

[0081] Alternatively, the seat wing is adjusted under the condition that the speed of the vehicle is greater than or equal to a speed threshold, the steering angle is greater than or equal to a turning angle threshold, and the tilt angle is greater than or equal to an angle threshold.

[0082] According to different risk parameters, the method for generating the seat wing adjustment parameters can also be a combination of any of the above conditions. Those skilled in the art can select and set the threshold value and risk parameter according to actual needs.

[0083] Among them, when the risk parameter is a combination of speed, tilt angle and steering angle, the judgment of vehicle roll risk is more accurate.

[0084] In one example, the risk parameter includes at least one of the following:

[0085] The risk parameter includes a tilt angle of the vehicle, the set threshold includes an angle threshold, and the angle threshold is 8° to 25°;

[0086] The risk parameter includes the speed of the vehicle, the set threshold includes a speed threshold, and the speed threshold is 20 km / h to 40 km / h;

[0087] The risk parameter includes a steering angle of the vehicle, and the set threshold includes a steering angle threshold, which is 5° to 30°.

[0088] In this example, by controlling the range of the set threshold, it is possible to effectively determine whether the seat wing needs to be adjusted, thereby more accurately controlling the timing of adjusting the seat wing.

[0089] Of course, the range of setting the threshold is not limited to the above embodiment, and those skilled in the art can make a selection according to actual needs.

[0090] At low speeds, even if the vehicle rolls, passengers can adjust their sitting posture to accommodate the tilt. At high speeds, passengers have less time to adjust their sitting posture. Similarly, at low speeds, if the vehicle's tilt angle is small, passengers won't experience significant discomfort.

[0091] In one specific example, the vehicle's speed is compared with a speed threshold, and the vehicle's tilt angle is compared with an angle threshold. Reaching the speed threshold and the tilt angle reaching the angle threshold serve as trigger conditions for seat winglet adjustment. When these trigger conditions are met, the seat winglets are adjusted. This approach prevents unnecessary seat winglet adjustments.

[0092] For example, the speed threshold is 30 km / h and the angle threshold is 10°. When the vehicle is traveling and the speed reaches 30 km / h and the tilt angle reaches 10°, the adjustment parameters of the seat wing are generated to adjust the seat wing.

[0093] If the speed does not reach 30 km / h or the inclination angle does not reach 10°, the seat wings will not be adjusted.

[0094] In one specific example, the vehicle's tilt angle is compared with an angle threshold, and the vehicle's steering angle is compared with a rotation angle threshold. The vehicle's tilt angle reaching the angle threshold and the steering angle reaching the rotation angle threshold serve as trigger conditions for seat winglet adjustment. When these trigger conditions are met, seat winglet adjustment parameters are generated to adjust the seat winglets. This approach also prevents unnecessary seat winglet adjustments.

[0095] For example, the speed threshold is 8° and the turning angle threshold is 5°. When the vehicle is traveling and the vehicle's tilt angle reaches 8° and the steering angle reaches 5°, the adjustment parameters of the seat wing are generated to adjust the seat wing.

[0096] If the reclining angle does not reach 8° or the steering angle does not reach 5°, the seat wings are not adjusted.

[0097] In one specific example, the vehicle's speed is compared with a speed threshold, its tilt angle is compared with an angle threshold, and its steering angle is compared with a turning angle threshold. Reaching the speed threshold, the tilt angle reaching the angle threshold, or the steering angle reaching the turning angle threshold serves as a trigger for winglet adjustment. When these trigger conditions are met, winglet adjustment parameters are generated to adjust the winglets. This approach also prevents unnecessary winglet adjustments.

[0098] For example, the speed threshold is 20 km / h, the angle threshold is 25°, and the turning angle threshold is 15°. When the vehicle is traveling, the speed reaches 20 km / h, the tilt angle reaches 25°, and the steering angle reaches 15°, the seat wing adjustment parameters are generated to adjust the seat wing.

[0099] If the speed does not reach 20 km / h, the tilt angle does not reach 25° or the steering angle does not reach 15°, the seat wings will not be adjusted.

[0100] Of course, the speed threshold, the rotation angle threshold, and the angle threshold are not limited to the above embodiments, and those skilled in the art can select them according to actual needs.

[0101] In one example, the set threshold includes a first set threshold and a second set threshold, and the second set threshold is greater than the first set threshold.

[0102] In this example, by setting different thresholds, multiple adjustment parameters can be generated, providing multiple levels of seat wing adjustment to meet the needs of seat wing adjustment in different scenarios. For example, a larger threshold indicates a greater vehicle roll angle, requiring a larger adjustment parameter to meet occupant support requirements. Conversely, a smaller threshold indicates a smaller vehicle roll angle, requiring a smaller adjustment parameter.

[0103] In a specific example, the threshold is set as an angle threshold, which includes a first angle threshold and a second angle threshold, wherein the second angle threshold is greater than the first angle threshold.

[0104] In this example, under the condition that the tilt angle is greater than or equal to the first angle threshold but less than a second angle threshold, a first adjustment parameter is generated to adjust the seat wing.

[0105] Under the condition that the tilt angle is greater than or equal to the second angle threshold, a second adjustment parameter is generated to adjust the seat wing. Since the second angle threshold is greater than the first angle threshold, the second adjustment parameter makes the seat wing adjust to a larger angle.

[0106] For example, the first angle threshold is 10°, and the second angle threshold is 15°. In this way, the adjustment of the seat wing is provided with two gears, thereby meeting the seat wing adjustment requirements in different scenarios.

[0107] Of course, the set threshold is not limited to two, and those skilled in the art can set the number of the set threshold according to actual needs.

[0108] In one example, adjusting the seat wing includes adjusting at least one of the air pressure of an air bag of the seat and a support angle of the seat wing.

[0109] In this example, the seat winglets can be adjusted directly by adjusting the support angle of the seat winglets. When the support angle of the seat winglets reaches the set support angle, the adjustment stops. This adjustment method can accurately adjust the seat winglets.

[0110] Alternatively, the winglets can be indirectly adjusted by adjusting the air pressure in the winglet's airbags. For example, the adjustment parameter may include the air pressure in airbag 311. A higher air pressure in airbag 311 increases the volume of airbag 311 and increases the winglet's support angle. Conversely, a lower air pressure in airbag 311 decreases the winglet's support angle. Indirectly adjusting the winglet's support angle through the air pressure in airbag 311 simplifies winglet adjustment.

[0111] In one example, adjusting the seat wing according to the roll risk information further includes:

[0112] Under the condition that the risk parameter is less than a set threshold for a set time, the seat wing is adjusted to return to the initial position.

[0113] For example, under the condition that the speed of the vehicle is less than a speed threshold and / or the tilt angle is less than an angle threshold for a set time period, the seat wing returns to the initial state.

[0114] For example, the duration is set to 3 seconds. In this example, the seat wing remains in its adjusted state until the trigger condition is removed. After the trigger condition is met, the seat wing remains in its adjusted state for 3 seconds, after which it gradually returns to its initial state. For example, the initial state is the state before the seat wing is adjusted or when the seat wing reaches a set angle, such as 0°.

[0115] Of course, the seat wing may also return to its initial state when the vehicle's steering angle is less than a set angle threshold for a set time period. The set time period is not limited here and can be set by those skilled in the art according to actual needs.

[0116] In one example, before adjusting the seat wing according to the roll risk information, the method further includes: confirming that the seat wing has not reached a target state.

[0117] For example, a current state of the seat wing is obtained and compared with a target state corresponding to an adjustment parameter; if the current state does not reach the target state, the seat wing is adjusted; if the current state has reached the target state, the seat wing is not adjusted.

[0118] In this way, it is possible to effectively determine whether the seat wing needs to be adjusted, thus avoiding unnecessary operations.

[0119] The current state of the seat wing may include a current support angle, etc. The target state is a target support angle of the seat wing. If the current support angle does not reach the target support angle, the support angle of the seat wing is increased to reach the target support angle.

[0120] If the current support angle is greater than or equal to the target support angle, it indicates that the seat wing has been adjusted to the correct position. In this case, the seat wing is not adjusted.

[0121] In this way, whether the seat wing needs to be adjusted can be determined based on the comparison between the current state of the seat wing and the target state, thereby improving the accuracy of seat adjustment.

[0122] In a specific example, the current support angle of the seat wing is 30° (e.g., relative to the seat cushion or backrest). If the target support angle is 40°, the seat wing is adjusted to achieve a 40° angle. If the current support angle is greater than or equal to 40°, this indicates that the seat wing has been adjusted to the desired angle and no further adjustment is required. This effectively prevents over-adjustment of the seat wing.

[0123] Alternatively, the current state is the current air pressure of the air bag, and the target state is the target air pressure of the air bag.

[0124] Seat winglets are typically adjusted using air bags, and the air pressure indicates the support angle of the seat winglets. In this example, the current air bag pressure is obtained and compared with the target pressure to determine whether the seat winglets need to be adjusted. Air bag pressure is easier and more accurate to obtain than the current support angle of the seat winglets, making this approach more precise in adjusting the seat winglets.

[0125] In one example, the target state is a state when the occupant tilt risk meets safety requirements.

[0126] For example, a passenger's tilt angle of less than or equal to a set value satisfies safety requirements. Under this condition, the passenger will not feel uncomfortable due to the tilt, or there is no risk of the passenger falling over. The set value is, for example, 20° to 45°.

[0127] Of course, the setting value is not limited to the above embodiment, and those skilled in the art can select it according to actual needs.

[0128] In one example, the target state is a state where the target air pressure of the air bag of the seat meets safety requirements.

[0129] For example, when the air bag pressure reaches the set value, the support angle of the seat side wings can meet the support requirements of the occupants to ensure that the occupant tilt risk meets safety requirements.

[0130] Of course, those skilled in the art can select the set value according to actual needs.

[0131] According to another embodiment of the present application, a seat adjustment device is provided. As shown in FIG2 , the device includes a processor connected to a memory, and configured to execute a program in the memory to perform the seat adjustment method described above.

[0132] According to another embodiment of the present application, a seat adjustment system is provided. The system includes the aforementioned adjustment device and an adjustment unit. The adjustment device controls the adjustment unit to adjust the seat wing. For example, the adjustment device includes a signal acquisition unit 100 and a control unit 200. The signal acquisition unit 100 is used to obtain roll risk information indicating the risk of vehicle roll.

[0133] The adjustment unit 300 is used to adjust the seat wings according to the roll risk information.

[0134] For example, the signal acquisition unit 100 includes a speed sensor 103 and an inclination sensor 101. The speed sensor 103 is, for example, a speed sensor 103 in an integrated power brake system (IPB). The inclination sensor 101 is, for example, a inclination sensor 101 in an electric active suspension system (DISUS). The speed sensor 103 is used to obtain the vehicle's speed. The inclination sensor 101 is used to obtain the vehicle's inclination angle.

[0135] In other examples, the signal acquisition unit 100 is also used to acquire the steering angle of the vehicle's steering wheel. For example, the signal acquisition unit 100 may also include a steering angle sensor 102 for the steering wheel in an electric power steering system (EPS). Active adjustment of the seat wings can also be achieved by acquiring the steering angle of the steering wheel.

[0136] The signal acquisition unit 100 is connected to the control unit 200. The control unit 200 is, for example, a vehicle controller or an independent controller of a seat adjustment system. The control unit 200 is used to issue tilt risk information. The tilt risk information is as described above.

[0137] The adjustment unit 300 adjusts the seat wing through structures such as an air pressure adjustment structure and a connecting rod adjustment structure.

[0138] The seat's adjustment system can actively adjust the seat's side wings, so that when the vehicle is moving and the vehicle rolls over, the seat's side wings can be adjusted in time to adjust the angle of the seat's side wings, thereby providing support for the occupants and preventing them from tilting to excessive degrees.

[0139] In one example, as shown in FIG2 , the adjustment unit 300 includes an air bag 311 and a gas supply unit. The air bag 311 is adapted to be connected to the gas supply unit. The air bag 311 is used to adjust the angle of the seat wing.

[0140] For example, airbag 311 includes a left wing airbag and a right wing airbag. Airbag 311 is positioned against the seat wing. The left wing airbag is used to adjust the angle of the seat wing on the left side of the seat. The right wing airbag is used to adjust the angle of the seat wing on the right side of the seat. A gas supply unit is used to supply gas to airbag 311 to change its volume. Since airbag 311 is positioned against the seat wing, the angle of the seat wing is changed by changing the volume of airbag 311.

[0141] The gas supply device includes, for example, an air pump. The air pump is adapted to be connected to the air bag 311. Furthermore, the gas supply device also includes a gas tank, etc. The air pump is connected to the gas tank. The gas tank is adapted to be connected to the air bag 311. The gas tank may be directly connected to the air bag 311 via a pipeline, or indirectly connected to the air bag 311, for example, by providing a valve, flow meter, pressure sensing device, etc. on the pipeline. The air pump may be, but is not limited to, an air compressor, a nitrogen compressor, an inert gas compressor, etc.

[0142] In this example, the adjustment unit 300 has a simple structure, a small size, and is easy to install and disassemble.

[0143] In addition, the pneumatic adjustment method is not limited by the distance between the gas supply unit and the air bag 311, and the gas supply unit and the air bag 311 can be installed according to the needs of the spatial position.

[0144] Of course, the adjustment unit 300 is not limited to the above embodiment, and the angle of the seat wing may also be adjusted by using a connecting rod, a worm gear, a lead screw, etc.

[0145] In one example, as shown in FIG2 , the seat adjustment system further includes a pneumatic system controller 309 . The gas supply unit is connected to the air bag 311 via the pneumatic system controller 309 , and the adjustment device controls the air pressure of the air bag 311 by controlling the pneumatic system controller 309 .

[0146] The pneumatic system controller 309 can open or close the circuit for the gas supply unit to supply gas to the air bag 311 according to the tilt risk information, thereby realizing the control of the gas supply unit to the air bag 311.

[0147] The pneumatic system controller 309 includes a plurality of valves. The air supply to the air bag 311 is achieved by opening and closing the plurality of valves.

[0148] In one example, the seat adjustment system also includes a pressure reducing valve group, the gas supply unit includes a high-pressure gas source 301, the working pressure of the high-pressure gas source 301 is greater than the working pressure of the air bag 311, and the high-pressure gas source 301 is connected to the pneumatic system controller 309 through the pressure reducing valve group.

[0149] In this example, high-pressure gas source 301 is able to provide sufficient high-pressure gas in a short period of time to meet the requirement for rapid inflation of air bag 311. Because the pressure of high-pressure gas source 301 is much higher than the operating pressure of air bag 311, the gas supplied by high-pressure gas source 301 needs to be decompressed. The inlet of the pressure reducing valve assembly is suitable for connection to high-pressure gas source 301, and the outlet of the pressure reducing valve assembly is suitable for connection to air bag 311. The pressure reducing valve assembly can effectively reduce the pressure of the high-pressure gas supplied by high-pressure gas source 301 to adapt to the operating pressure of the pneumatic system controller 309 and air bag 311 described below.

[0150] According to one embodiment of the present disclosure, the high-pressure air source 301 is the air source of the vehicle's air suspension system. In this example, the air suspension system and the seat adjustment system share the high-pressure air source 301, thereby saving space inside the vehicle.

[0151] Alternatively, the high-pressure gas source 301 may be an independently provided gas source so as to supply gas to the air bag 311 in a more timely manner.

[0152] In a specific example of the present application, as shown in FIG2 , the pressure reducing valve group includes a plurality of pressure reducing valves connected in series.

[0153] Typically, the pressure of the high-pressure gas from high-pressure gas source 301 is much higher than the operating pressure of air bag 311. Using only a single pressure-reducing valve for pressure reduction places high demands on the valve's quality and can easily damage it. In this example, multiple pressure-reducing valves are provided to gradually reduce the high-pressure gas, effectively extending the service life of the pressure-reducing valve assembly.

[0154] For example, the working pressure of the high-pressure gas source 301 is 2 MPa. However, the maximum air pressure that the pneumatic system controller 309 can withstand is 0.2 MPa. The rated working pressure of the air bag 311 is 0.15 MPa. In order to meet the working pressure requirements of the pneumatic system controller 309 and the air bag 311, the pressure reducing valve group includes a first pressure reducing valve 304 and a second pressure reducing valve 305. The first pressure reducing valve 304 and the second pressure reducing valve 305 are connected in series on the pipeline between the high-pressure gas source 301 and the starting system controller. For example, the first pressure reducing valve 304 is used to reduce the pressure of the high-pressure gas output by the high-pressure gas source 301 from 2 MPa to 0.2 MPa. The second pressure reducing valve 305 is used to reduce the pressure of the gas from 0.2 MPa to the rated working pressure of the air bag 311, that is, 0.15 MPa.

[0155] The high-pressure gas supplied by the high-pressure gas source 301 can be effectively reduced in pressure by the multiple pressure reducing valves, and the multiple pressure reducing valves have a long service life.

[0156] In addition, even if some of the multiple pressure reducing valves fail, the other pressure reducing valves can still work, so the high-pressure gas can be prevented from damaging the components downstream of the pressure reducing valve group, thereby effectively reducing the failure rate of the seat adjustment system.

[0157] In one example, as shown in FIG. 2 , a first pressure sensing device is provided between the high-pressure gas source 301 and the pneumatic system controller 309 .

[0158] The first pressure sensing device can effectively reflect the air pressure of the pipeline between the high-pressure air source 301 and the pneumatic system controller 309 , thereby preventing the pneumatic system controller 309 from being damaged due to excessive air pressure in the pipeline.

[0159] In one embodiment of the present application, as shown in FIG2 , the first pressure sensing device includes a first pressure sensor 306. The first pressure sensor 306 is disposed between the first pressure reducing valve 304 and the second pressure reducing valve 305. The first pressure sensor 306 can effectively sense the air pressure at the outlet of the first pressure reducing valve 304, thereby determining whether the air pressure at the outlet meets the intake requirement of the second pressure reducing valve 305.

[0160] In one example, as shown in Figures 2 and 3, the seat adjustment system includes a low-pressure air source 302. The gas supply unit includes a high-pressure air source 301. The operating pressure of the high-pressure air source 301 is higher than the operating pressure of the low-pressure air source 302. Both the low-pressure air source 302 and the high-pressure air source 301 are adapted to be connected to the pneumatic system controller 309. The low-pressure air source 302 is used to adjust the seat according to the passenger's riding requirements.

[0161] In this example, low-pressure air source 302 is used to adjust the seat according to the occupant's needs. For example, the occupant manually adjusts the seat position, backrest tilt, and wing angle to meet their needs. The occupant's manual adjustment requirements send control commands to low-pressure air source 302 and pneumatic system controller 309 to achieve seat adjustment.

[0162] In this example, the air bag 311 has a high-pressure gas inlet 3111 and a low-pressure gas inlet 3112. The high-pressure gas inlet 3111 is used to supply gas from the high-pressure gas source 301 to the air bag 311. The low-pressure gas inlet 3112 is used to supply gas from the low-pressure gas source 302 to the air bag 311.

[0163] High-pressure air source 301 is used to enable active adjustment of the seat wings. Specifically, when the vehicle rolls beyond a certain angle while in motion, high-pressure air source 301 actively supplies air to adjust the angle of the seat wings to provide support for the occupant. Under these conditions, the volume of airbag 311 must be quickly increased to a set value to ensure adequate occupant support. High-pressure air source 301 can deliver a large amount of relatively high-pressure air at once.

[0164] Low-pressure air source 302 is used for passive seat adjustment, such as the aforementioned seat adjustment based on occupant needs. In this case, the adjustment speed does not need to be extremely fast, but rather needs to be gradual, tailored to the occupant's riding experience. For example, passive adjustment can be configured with multiple adjustment levels, each tailored to a specific occupant's body type. During seat adjustment, the seat can be manually adjusted to different levels to suit the occupant's riding needs.

[0165] In one example, as shown in FIG2 , at least one of the high-pressure gas source 301 and the low-pressure gas source 302 includes an air pump and an air storage tank, the air pump is connected to the air storage tank, and the air storage tank is suitable for connecting to the pneumatic system controller 309 .

[0166] The gas tank can store gas for use in seat adjustment. The gas tank can avoid frequent opening and closing of the air pump.

[0167] Of course, in other examples, due to the small amount of gas used, the low-pressure gas source 302 may only include an air pump.

[0168] In one example, as shown in FIG3 , the low-pressure air source 302 is disposed on a seat.

[0169] For example, the low-pressure gas source 302 is arranged on the backrest of the seat or below the seat cushion. In this way, the pipeline design of the low-pressure gas source 302 can be effectively simplified.

[0170] In one example, as shown in FIG2 , the pneumatic system controller 309 includes a wing support solenoid valve 312 . The high-pressure air source 301 and the low-pressure air source 302 are both connected to the wing support solenoid valve 312 . The wing support solenoid valve 312 is connected to the air bag 311 .

[0171] In this example, the wing support solenoid valve 312 is used to switch between the high-pressure air source 301 and the low-pressure air source 302 to meet the requirements of active and passive adjustment of the seat wing.

[0172] In one example, as shown in FIG2 , the pneumatic system controller 309 includes an on-off valve 310. The high-pressure air source 301 is adapted to be connected to the wing support solenoid valve 312 via the on-off valve 310. The on-off valve 310 is opened when the vehicle speed is greater than or equal to a speed threshold and the tilt angle is greater than or equal to an adjustment threshold.

[0173] In this example, when the switch valve 310 is closed, the low-pressure air source 302 can supply air to the air bag 311 to adjust the seat. When the switch valve 310 is open, the high-pressure air source 301 can supply air to the air bag 311 to adjust the seat wing.

[0174] In one example, as shown in FIG2 , the wing support solenoid valve 312 includes an inflation valve 3121 . The inflation valve 3121 is connected to the inflation end of the air bag 311 . The switch valve 310 and the low-pressure air source 302 are both connected to the inflation valve 3121 .

[0175] In this example, the seat adjustment system generally includes a plurality of air bags 311. The inflation valve 3121 distributes the gas supplied by the high-pressure gas source 301 and the low-pressure gas source 302 to the corresponding air bags 311 to adjust the seat wings.

[0176] In one example, as shown in FIG2 , the first pressure sensing device includes a third pressure sensor 307. The third pressure sensor 307 is disposed between the second pressure reducing valve 305 and the on-off valve 310. The third pressure sensor 307 can effectively sense the outlet pressure of the second pressure reducing valve 305, thereby determining whether the outlet pressure meets the intake requirement of the on-off valve 310.

[0177] 2 , a relief valve 313 is provided between the inflation valve 3121 and the inflation end of the air bag 311. The relief valve 313 is adapted to deflate when the air pressure between the inflation valve 3121 and the inflation end of the air bag 311 is greater than or equal to a set pressure.

[0178] For example, relief valve 313 is installed in the pipeline between inflation valve 3121 and the inflation end of airbag 311. If the air pressure in this pipeline is abnormal, relief valve 313 opens to release the air in the pipeline. In this way, relief valve 313 protects the components within the seat adjustment system.

[0179] Those skilled in the art can set the exhaust pressure of the relief valve 313 according to actual needs.

[0180] In one example, as shown in FIG. 2 , a second pressure sensing device is provided between the inflation valve 3121 and the air bag 311 .

[0181] The second pressure sensing device includes a second pressure sensor 308. Second pressure sensor 308 is used to sense the air pressure in the pipeline between inflation valve 3121 and the inflation end of air bag 311. This pressure reflects the air pressure within air bag 311. The provision of second pressure sensor 308 effectively determines whether the air pressure within air bag 311 meets the requirements for seat wing adjustment, preventing the air pressure within air bag 311 from being too high or too low.

[0182] In addition, the second pressure sensor 308 can sense the air pressure in the second air bag 311 , thereby determining the current state of the seat wing, so as to determine whether the current state of the seat wing needs to be adjusted.

[0183] In one example, as shown in FIG2 , the pneumatic system controller 309 includes an air release valve 3122 . The air release valve 3122 is connected to the exhaust end of the air bag 311 . The air release valve 3122 is used to exhaust the air bag 311 .

[0184] In this example, the deflation valve 3122 is used to discharge the gas in the air bag 311 after the triggering condition is released, so that the seat wing returns to its initial position.

[0185] In one example, as shown in FIG. 2 , the air inlet of the gas supply unit is adapted to take in air from the vehicle cabin 303 .

[0186] The vehicle cabin 303 is, for example, a cockpit or a luggage compartment. Generally, the vehicle's external environment is complex. For example, the air quality in the external environment is unstable, such as high dust content, high humidity, and high levels of toxic and hazardous substances. If the inlet of the air intake pipe is located outside the vehicle, it may cause damage to the air supply unit.

[0187] However, the air in the cabin 303 is usually filtered by the vehicle's air filter, so the quality of the air is stable and the content of harmful components is low. In this example, the air inlet of the gas supply unit is arranged in the cabin 303 to avoid damage to the gas supply unit due to poor air quality.

[0188] In a specific embodiment of the present application, the seat adjustment system adjusts the seat according to different risk parameters under different working conditions.

[0189] For example, the seat adjustment system works as follows to adjust to the vehicle's tilt angle:

[0190] The vehicle is turned on and powered on. The first pressure sensing device located between the first pressure reducing valve 304 and the second pressure reducing valve 305 is activated. If the first pressure sensing device indicates an abnormal pressure, the air inlet of the high-pressure air source 301 is closed. If the first pressure sensing device indicates a normal pressure, the first pressure sensing device located between the second pressure reducing valve 305 and the on-off valve 310 is activated. If the first pressure sensing device indicates an abnormal pressure, the air inlet of the high-pressure air source 301 is closed.

[0191] When the first pressure sensing device indicates that the pressure is normal, the adjustment device determines whether the vehicle's speed reaches a speed threshold. When the vehicle's speed does not reach the speed threshold, the active adjustment function of the seat wing is not activated.

[0192] When the vehicle's speed reaches a speed threshold, the adjustment device determines whether the vehicle's tilt angle reaches a first angle threshold. If the vehicle's tilt angle does not reach the first angle threshold, the active adjustment function of the seat wing is not activated.

[0193] If the first angle threshold is reached, the adjustment device determines whether the vehicle's tilt angle has reached a second angle threshold. If the second angle threshold is not reached, the control unit 200 determines whether the current pressure of the airbag 311 has reached the target pressure in the first adjustment parameter corresponding to the first angle threshold. If the target pressure is not reached, the first adjustment parameter for the seat wing is generated. The on-off valve 310 opens to inflate the airbag 311 on the same side as the roll direction. If the target pressure is reached, the on-off valve 310 does not open. The active adjustment function of the seat wing is not enabled.

[0194] When the second angle threshold is reached, the adjustment device determines whether the current pressure of airbag 311 has reached the target pressure in the second adjustment parameter corresponding to the second angle threshold. If the target pressure has not been reached, a second adjustment parameter for the wing seat is generated. Switching valve 310 opens to inflate airbag 311 on the same side as the roll direction. If the target pressure has been reached, switching valve 310 does not open. The active adjustment function of the wing seat is disabled.

[0195] For example, the seat adjustment system works as follows to adjust the seat wing according to the steering angle of the steering wheel:

[0196] The vehicle is turned on and powered on. The first pressure sensing device located between the first pressure reducing valve 304 and the second pressure reducing valve 305 is activated. If the first pressure sensing device indicates an abnormal pressure, the air inlet of the high-pressure air source 301 is closed. If the first pressure sensing device indicates a normal pressure, the first pressure sensing device located between the second pressure reducing valve 305 and the on-off valve 310 is activated. If the first pressure sensing device indicates an abnormal pressure, the air inlet of the high-pressure air source 301 is closed.

[0197] If the first pressure sensing device indicates normal pressure, the adjustment device determines whether the vehicle's speed has reached a speed threshold. If the vehicle's speed has not reached the speed threshold, the control unit 200 does not generate adjustment parameters for the winglet seat. The active adjustment function for the winglet seat is not enabled.

[0198] When the vehicle's speed reaches a threshold speed, the adjustment device determines whether the steering wheel angle reaches a first angle threshold. If the first angle threshold is not reached, no wing seat adjustment parameters are generated. The active wing seat adjustment function is disabled.

[0199] If the first turning angle threshold is reached, the adjustment device determines whether the vehicle's tilt angle has reached a second turning angle threshold. If the second turning angle threshold is not reached, the adjustment device determines whether the current pressure of airbag 311 has reached the target pressure in the third adjustment parameter corresponding to the first turning angle threshold. If the target pressure is not reached, a third adjustment parameter for the wing seat is generated. Switch valve 310 opens to inflate the airbag 311 on the side opposite to the roll direction. If the target pressure is reached, switch valve 310 does not open. The active adjustment function of the wing seat is disabled.

[0200] When the second rotation angle threshold is reached, the adjustment device determines whether the current pressure of airbag 311 has reached the target pressure in the fourth adjustment parameter corresponding to the second rotation angle threshold. If the target pressure has not been reached, a fourth adjustment parameter for the wing seat is generated. Switching valve 310 opens to inflate airbag 311 on the side opposite to the roll direction. If the target pressure has been reached, switching valve 310 does not open. The active adjustment function of the wing seat is disabled.

[0201] In the embodiment of the present application, the seat adjustment system adjusts the seat according to different parameters under different working conditions. In this way, it can meet the use requirements of the vehicle under different working conditions.

[0202] According to yet another embodiment of the present application, a vehicle is provided, which includes the seat adjustment system described above.

[0203] The vehicle can realize active adjustment of the seat side wings.

[0204] The above embodiments focus on the differences between the various embodiments. As long as the different optimization features between the various embodiments are not contradictory, they can be combined to form a better embodiment. Considering the simplicity of the text, they will not be repeated here.

[0205] Although some specific embodiments of the present application have been described in detail by way of examples, it should be understood by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present application. It should be understood by those skilled in the art that the above embodiments may be modified without departing from the scope and spirit of the present application. The scope of the present application is defined by the appended claims.

Claims

1. A seat adjustment method, applied to a vehicle, characterized in that: include: Acquiring roll risk information representing a roll risk of the vehicle; The seat wings are adjusted according to the roll risk information.

2. The seat adjustment method according to claim 1, characterized in that: The roll risk information includes risk parameters; The step of adjusting the seat wing according to the roll risk information comprises: When the risk parameter is greater than or equal to a set threshold, the seat wing is adjusted.

3. The seat adjustment method according to claim 2, characterized in that: The risk parameters include at least one of the following: The risk parameter includes a tilt angle of the vehicle, the set threshold includes an angle threshold, and the angle threshold is 8° to 25°; The risk parameter includes the speed of the vehicle, the set threshold includes a speed threshold, and the speed threshold is 20 km / h to 40 km / h; The risk parameter includes a steering angle of the vehicle, and the set threshold includes a turning angle threshold, and the turning angle threshold is 5° to 30°.

4. The seat adjustment method according to claim 2 or 3, characterized in that: The set threshold includes a first set threshold and a second set threshold, and the second set threshold is greater than the first set threshold.

5. The seat adjustment method according to claim 1, characterized in that: The roll risk information includes: a tilt angle of the vehicle.

6. The seat adjustment method according to claim 5, characterized in that: The roll risk information further includes: at least one of a speed of the vehicle and a steering angle of the vehicle.

7. The seat adjustment method according to claim 1, characterized in that: Before adjusting the seat wing according to the roll risk information, the method further includes: It is confirmed that the seat wing has not reached the target state.

8. The seat adjustment method according to claim 7, characterized in that: The target state is a state when the occupant rollover risk meets the safety requirements.

9. The seat adjustment method according to claim 7, characterized in that: The target state is a state when the target air pressure of the air bag of the seat meets the safety requirements.

10. The seat adjustment method according to any one of claims 1 to 9, characterized in that: The adjusting the seat wing comprises: At least one of the air pressure of the air bag of the seat and the support angle of the seat wing is adjusted.

11. The seat adjustment method according to any one of claims 1 to 10, characterized in that: The step of adjusting the seat wing according to the roll risk information further comprises: Under the condition that the risk parameter is less than a set threshold value for a set time period, the seat wing is adjusted to return to the initial position.

12. A seat adjustment device, characterized in that: The invention comprises a processor connected to a memory, wherein the processor is configured to execute a program in the memory to implement the method according to any one of claims 1 to 11.

13. A seat adjustment system, characterized in that: The invention comprises the adjusting device as claimed in claim 12, and an adjusting unit, wherein the adjusting device controls the adjusting unit to adjust the seat wing.

14. The seat adjustment system according to claim 13, characterized in that: The adjustment unit comprises an air bag and a gas supply unit. The air bag is suitable for being connected to the gas supply unit. The air bag is used to adjust the angle of the seat wing.

15. The seat adjustment system according to claim 14, characterized in that: It also includes a pneumatic system controller, the gas supply unit is connected to the air bag through the pneumatic system controller, and the regulating device controls the air pressure of the air bag by controlling the pneumatic system controller.

16. The seat adjustment system according to claim 15, characterized in that: It also includes a pressure reducing valve group, the gas supply unit includes a high-pressure gas source, the working pressure of the high-pressure gas source is greater than the working pressure of the air bag, and the high-pressure gas source is connected to the pneumatic system controller through the pressure reducing valve group.

17. The seat adjustment system according to claim 16, characterized in that: The pressure reducing valve group includes a plurality of pressure reducing valves connected in series.

18. The seat adjustment system according to claim 15, characterized in that: The seat adjustment system includes a low-pressure air source, and the gas supply unit includes a high-pressure air source. The working pressure of the high-pressure air source is higher than the working pressure of the low-pressure air source. Both the low-pressure air source and the high-pressure air source are suitable for connecting to the pneumatic system controller. The low-pressure air source is used to adjust the seat according to the occupant's riding needs.

19. The seat adjustment system according to claim 18, characterized in that: At least one of the high-pressure gas source and the low-pressure gas source comprises an air pump and an air storage tank, the air pump is connected to the air storage tank, and the air storage tank is suitable for being connected to the pneumatic system controller.

20. The seat adjustment system according to claim 18, characterized in that: The low-pressure air source is arranged on the seat.

21. The seat adjustment system according to claim 18, characterized in that: The pneumatic system controller comprises a wing support solenoid valve, the high-pressure air source and the low-pressure air source are both connected to the wing support solenoid valve, and the wing support solenoid valve is connected to the air bag.

22. The seat adjustment system according to claim 21, characterized in that: The pneumatic system controller includes a switch valve, and the high-pressure air source is suitable for being connected to the wing support solenoid valve through the switch valve. When the speed of the vehicle is greater than or equal to a speed threshold and the inclination angle of the vehicle is greater than or equal to the adjustment threshold, the switch valve is opened.

23. The seat adjustment system according to claim 22, characterized in that: The wing support solenoid valve comprises an inflation valve, the inflation valve is connected to the inflation end of the air bag, and the switch valve and the low-pressure air source are both connected to the inflation valve.

24. The seat adjustment system according to claim 23, characterized in that: An overflow valve is arranged between the inflation valve and the inflation end of the air bag, and the overflow valve is suitable for deflation when the air pressure between the inflation valve and the inflation end of the air bag is greater than or equal to a set air pressure.

25. The seat adjustment system according to claim 21, characterized in that: The pneumatic system controller comprises an air release valve, which is connected to the exhaust end of the air bag and is used for exhausting the air bag.

26. The seat adjustment system according to claim 18, characterized in that: A first pressure sensing device is provided between the high pressure gas source and the pneumatic system controller.

27. The seat adjustment system according to claim 23, characterized in that: A second pressure sensing device is provided between the inflation valve and the air bag.

28. A vehicle, characterized in that An adjustment system for a seat comprising the seat as claimed in any one of claims 13 to 27.

Images