Seat and adaptive adjustment method for airbags

Abstract

The present application discloses a seat. Airbags are arranged on a backrest and / or a cushion, inflation or deflation of the airbags is achieved by means of an air pump, the air pump is controlled by means of a control module, and the seat can perform adaptive adjustment of the airbags; the surface of each airbag facing an occupant is provided with a sensing unit or a part of the sensing unit; the control module comprises an MCU module and a plurality of independent oscillation circuits connected to the MCU module, and each oscillation circuit is electrically connected to one sensing unit; when the occupant contacts or applies pressure to any sensing unit, the charging and discharging frequency of the oscillation circuit connected to the sensing unit is changed, the MCU module can obtain an occupant contact pressure value by detecting the change in the charging and discharging frequency of the oscillation circuit before and after the contact or pressure application, and the MCU module outputs an instruction by means of a logic operation on the basis of the measured occupant contact pressure value, to control the air pump to inflate or deflate the corresponding airbag. The present application further discloses an adaptive adjustment method for airbags.

Description

Seat and airbag adaptive adjustment method

[0001] This application is based on and claims priority to the Chinese patent application with Chinese application number CN202311335086.9 and application date October 16, 2023. The disclosed content of the Chinese patent application is hereby introduced as a whole into this application. Technical Field

[0002] The present application relates to the technical field of seats, and in particular to a seat and an air bag adaptive adjustment method. Background Art

[0003] Intelligent comfort in cars is becoming increasingly important, and vehicle seating systems significantly impact both these capabilities. Traditional car seats require active adjustment and lack the ability to automatically adjust based on the scene, making them increasingly unable to meet the demands of intelligent cockpits.

[0004] The intelligent adaptive seat adjustment system, based on composite sensing technology, allows the control system to continuously collect sensor feedback. Based on this feedback, the controller intelligently identifies the occupant's state and automatically generates actions that ensure comfort and safety. The sensor system can also be trained using big data to automatically match the current occupant's body type, and the software system can customize action thresholds based on body type. These automated recognition and actions help achieve a more intelligent and comfortable vehicle cabin.

[0005] Chinese invention patent application publication number CN113787940A discloses an adaptive seat adjustment system based on composite sensing. The system incorporates a seat comfort adjustment module on the vehicle seat, which is connected to an MCU control module via a heating drive module, a motor drive module, and a valve drive module. The MCU control module is then connected to a communication module. The seat comfort adjustment module incorporates several sensors, including a capacitance sensor, a current sensor, a humidity sensor, a temperature sensor, and a health sensor, which are connected to the MCU control module via a sensor monitoring module. Compared to existing technologies, the control system reads the values ​​of the composite sensors to assess the occupant's status in real time and appropriately adjust the pump's inflation and deflation, the seat motor's forward and reverse rotation, heating, ventilation, fatigue monitoring, and massage activation. This patent application requires the use of multiple sensors, which is costly.

[0006] Chinese invention patent application publication number CN114620000A discloses a method for determining the seat occupancy status of a motor vehicle, the method being performed by a determination system comprising a seat, six interdigitated capacitance sensors, and a controller, the controller comprising a reference capacitance value and a threshold value for each interdigitated capacitance sensor, the method comprising the steps of measuring three capacitance values ​​for each interdigitated capacitance sensor, the controller performing the following steps for the measured capacitance values: calculating a capacitance value based on the measured capacitance value, calculating the difference between the capacitance value and the reference capacitance value, comparing the calculated difference with the threshold value, and determining the seat occupancy status based on the comparison result. This patent directly measures the capacitance value, requiring expensive capacitance detection sensors, and the patent application only identifies whether the seat is occupied.

[0007] Chinese invention patent application publication number CN113119809A discloses a chair comprising: a backrest; a seat portion connected to the backrest; and at least one measurement area defined on the backrest and / or the seat portion, the at least one measurement area comprising at least one interdigital capacitive sensor capable of measuring the distance or movement of a user occupying the chair. This patent application utilizes a non-interdigital arrangement, performing only detection without subsequent airbag adaptive adjustment.

[0008] Chinese invention patent application publication number CN112229641A discloses a vehicle seat with a compensation system, comprising: at least one temperature and / or humidity sensor; foam; and a measurement system comprising at least one capacitive sensor in contact with the foam and adapted to measure pressure applied by a user to the foam, wherein compensation appropriate for the measured pressure is determined based on the temperature and / or humidity provided by the at least one temperature and / or humidity sensor. This patent describes a temperature and humidity compensation solution for a capacitive sensor, which performs only measurement and does not perform subsequent airbag adaptive adjustment.

[0009] Chinese invention patent application publication number CN111051145A discloses a sensor and method for a vehicle occupant classification system. The occupant classification system includes an occupant weight sensor, an occupant presence sensor, and a logic device configured to communicate with the occupant sensor. The occupant weight sensor includes at least: a first conductive electrode and a second conductive electrode separated by a dielectric layer; a top protective plastic layer and a bottom protective plastic layer configured to support the respective first and second conductive electrodes; and an adhesive layer disposed between the plastic layer and the conductive electrodes, and between the conductive electrodes and the dielectric layer. The top protective plastic layer is longer and / or wider than the first conductive electrode, while the bottom protective plastic layer is longer and / or wider than the second conductive electrode to provide edge protection against electrical shorting between the first and second conductive electrodes. This patent is for an occupant classification system that detects occupant weight. It only performs detection and does not perform subsequent airbag adaptive adjustment. It uses the mutual capacitance principle.

[0010] Chinese invention patent application publication number CN112498186A discloses occupant position detection using an active electric field sensor, including a seat having a backrest having an array of at least two electrodes arranged in the backrest such that a primary electrode exhibits an electric field greater than the electric field of each of the other electrodes in the array, thereby detecting a total capacitance change from the array. A controller outputs occupant movement data indicating a first state of the seat to a vehicle control subsystem in response to a capacitance change calculated from the primary electrode being greater than a first threshold and each of the other electrodes in the array being greater than a second threshold. This patent does not include a main motor; instead, it detects the capacitance change caused by each of the sub-electrodes, rather than the total capacitance change.

[0011] Summary of the Invention

[0012] The object of the present application is to provide a seat and an air bag adaptive adjustment method, which can overcome at least one drawback in the prior art.

[0013] In particular, one of the technical problems that the present application needs to solve is to provide a seat, especially an airbag adaptive adjustment seat, to address the problem that the above-mentioned prior art only performs detection but does not perform subsequent airbag adaptive adjustment.

[0014] In particular, one of the technical problems that the present application needs to solve is to provide an air bag adaptive adjustment method to address the problem that the above-mentioned prior art does not perform subsequent air bag adaptive adjustment.

[0015] In order to achieve the above-mentioned purpose of the invention, the first aspect of the present application relates to a seat, in particular an air bag adaptive adjustment seat, the seat comprising a backrest and a seat cushion, at least one air bag being arranged on the backrest and / or seat cushion, the inflation or deflation of each air bag being achieved by an air pump connected thereto, the air pump being controlled by a control module, and the seat being capable of adaptive adjustment of the air bag. Among them, at least one sensing unit or a part of at least one sensing unit is provided on the side or the one side of each air bag facing the occupant, and the control module includes an MCU module and a plurality of oscillation circuits connected to the MCU module, each oscillation circuit is independent of each other, and each oscillation circuit is electrically connected to a sensing unit; when any sensing unit is contacted or pressured (especially by an occupant), the charging and discharging frequency of the oscillation circuit connected to the sensing unit will change, and the MCU module is configured to detect the change in the charging and discharging frequency of the oscillation circuit before and after contact or pressure is applied, and the contact pressure value, especially the occupant contact pressure value, can be obtained through the change in the charging and discharging frequency. The MCU module is also configured to output instructions through logical operations based on the detected contact pressure value, especially the occupant contact pressure value, to control the corresponding air pump to inflate or deflate the corresponding air bag.

[0016] In a preferred embodiment of the present application, the air bags are arranged on the backrest and / or seat cushion in an array structure or a single row structure.

[0017] In a preferred embodiment of the present application, the air bags are arranged in an array structure or a single row structure in the foam body of the backrest and / or the foam body of the seat cushion.

[0018] In a preferred embodiment of the present application, the air pump is fixed on a backrest frame in the backrest or on a seat cushion frame in the seat cushion.

[0019] In a preferred embodiment of the present application, at least one sensor unit or a portion of at least one sensor unit is directly adhered to the side of each airbag facing the occupant using double-sided tape or hot-melt adhesive.

[0020] In a preferred embodiment of the present application, at least one sensor unit is arranged in the foam body of the backrest or / and between the foam body of the seat cushion and the surface cover and is located in front of and / or above the side of the air bag facing the occupant.

[0021] In a preferred embodiment of the present application, at least one sensor unit is arranged in the foam body of the backrest or between the foam body of the backrest and the face cover and is located in front of the side of the air bag facing the occupant; or / and at least one sensor unit is arranged in the foam body of the seat cushion or between the foam body of the seat cushion and the face cover and is located above the side of the air bag facing the occupant. In a preferred embodiment of the present application, at least one sensor unit is arranged in the foam body of the backrest or / and between the foam body of the seat cushion and the air bag and is located in front of or / and above the side of the air bag facing the occupant.

[0022] In a preferred embodiment of the present application, at least one sensing unit is arranged in the foam body of the backrest or between the foam body of the backrest and the air bag and is located in front of the side of the air bag facing the occupant; or / and at least one sensing unit is arranged in the foam body of the seat cushion or between the foam body of the seat cushion and the air bag and is located above the side of the air bag facing the occupant.

[0023] In a preferred embodiment of the present application, the sensing unit is a capacitive sensing unit.

[0024] In a preferred embodiment of the present application, protective layers are provided on both sides of at least one sensing unit, and the protective layers are respectively connected to the sensing units via adhesive layers.

[0025] In a preferred embodiment of the present application, when there are multiple sensing units, they are arranged in a dot matrix structure, or in a strip structure with intervals, or in a cross structure.

[0026] In a preferred embodiment of the present application, the seat includes a plurality of sensing units, and the plurality of sensing units are arranged in a dot matrix structure, or arranged at intervals in a strip structure, or arranged in a cross structure.

[0027] In a preferred embodiment of the present application, when a plurality of sensing units are arranged in a cross structure, adjacent sensing units in the cross structure are isolated by an insulating layer.

[0028] In a preferred embodiment of the present application, the seat includes a plurality of sensing units arranged in a cross structure, and adjacent sensing units in the cross structure are isolated by an insulating layer.

[0029] In a preferred embodiment of the present application, each oscillation circuit is composed of a resistor, a capacitor, an equivalent capacitor and a square wave signal module, and the equivalent capacitance is generated by the connected sensing unit and the entire seat, wherein: one end of the equivalent capacitor is connected to both ends of the resistor, one end of the capacitor and the VCC output end of the MCU module, and the first end of the square wave signal module, the other end of the equivalent capacitor and the other end of the capacitor are grounded, the second end of the square wave signal module is connected to the control end of the MCU module, and the third end of the square wave signal module is grounded; the MCU module is powered on through the BATT port, and adjusts the voltage to supply power to each oscillation circuit through the VCC output end, so that the oscillation circuit generates an oscillating current, and the waveform period of the oscillating current within a fixed time, that is, the frequency, is counted through the square wave signal module, and the frequency change reflects the change of the equivalent capacitance.

[0030] To achieve the aforementioned invention objectives, the second aspect of this application relates to an airbag adaptive adjustment method. After an occupant takes a seat, a control module detects the pressure distribution between the occupant's back and / or buttocks and the seat backrest and / or cushion via various oscillating circuits and sensing units. The control module adaptively adjusts the airbag pressure on the backrest and / or cushion so that the airbag pressure distribution at each point meets a pressure distribution equation, thereby achieving adaptive backrest and / or cushion adjustment for occupants of different body types. This airbag adaptive adjustment method is particularly based on the seat described in accordance with the first aspect of this application.

[0031] In a preferred embodiment of the present application, different contact pressure distributions are corresponding to people of different body types or passengers of different body types, and the pressure value of the contact pressure is an equivalent pressure value, which is marked with a capacitance value.

[0032] In a preferred embodiment of the present application, the MCU module in the control module uses the pressure distribution relationship as a basis, compares the contact pressure distribution detected by each sensor unit through logical operations, and outputs a signal to the air pump corresponding to each sensor unit to inflate or deflate the air bag, so that the final detected contact pressure is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship, thereby realizing adaptive adjustment.

[0033] In a preferred embodiment of the present application, the specific steps of the airbag adaptive adjustment method are as follows:

[0034] Step 1: Before the passenger gets on the vehicle, the MCU module in the control module collects the reference capacitance value C0 of each sensor unit and collects the real-time capacitance value C0' of each sensor unit after a predetermined time interval, and calculates the capacitance difference ΔC=C0-C0'.

[0035] Step 2: Calculate the capacitance change ratio ΔC / C0 of each sensing unit. When ΔC / C0>threshold, it is determined to be a valid value. If it is a valid value, go to step 3. If it is not a valid value, return to step 1.

[0036] Step 3: The vehicle's SBR system determines whether there is an occupant in the seat. If yes, it proceeds to step 4. If not, it returns to step 1.

[0037] Step 4: After the passenger sits on the seat and leans against the backrest or headrest, the MCU module in the control module collects the capacitance value C of each sensor unit. 实， Calculate the capacitance difference ΔC 实 =C0-C 实 And it is equivalent to the equivalent pressure value, and then the equivalent pressure value detected on each sensing unit is compared to see whether it is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship. If it is equal, the MCU module in the control module does not send a signal to the air pump, the air pump does not work, and the adaptive adjustment process ends; if it is not equal, go to step five;

[0038] Step 5: The MCU module in the control module determines whether the equivalent pressure value detected on each sensing unit is greater than the corresponding calibrated equivalent pressure value in the pressure distribution relationship formula, or less than the corresponding calibrated equivalent pressure value in the pressure distribution relationship formula; if it is greater, it is determined that the air bag needs to be deflated; if it is less, it is determined that the air bag needs to be inflated. Based on the judgment result, the MCU module in the control module starts the air pump to inflate or deflate accordingly, and then enters step 6;

[0039] Step 6: The MCU module in the control module collects the capacitance value C of each sensor unit again 实， Calculate the capacitance difference ΔC 实 =C0-C 实 And it is equivalent to an equivalent pressure value, and then the equivalent pressure value detected on each sensing unit is compared to see whether it is equal to the calibrated equivalent pressure value corresponding to the pressure distribution relationship. If it is equal, the MCU module in the control module sends a stop signal to the air pump, and the air pump stops working; if it is not equal, return to step five; the step of judging the equivalent pressure value can be executed multiple times until the equivalent pressure value is equal to the calibrated equivalent pressure value corresponding to the pressure distribution relationship, and the adaptive adjustment process ends.

[0040] In a preferred embodiment of the present application, the calibrated equivalent pressure value is obtained by statistical induction after multiple measurements, especially for eliminating environmental interference.

[0041] In a preferred embodiment of the present application, in step 1, the reference capacitance value C0 is collected when the seat is unoccupied. An unoccupied seat can be understood as having neither a passenger sitting on the seat nor an object placed on the seat.

[0042] In a preferred embodiment of the present application, in step 2, as long as there is a sensing unit that satisfies ΔC / C0>threshold, the process proceeds to step 3.

[0043] In a preferred embodiment of the present application, in step four, the occupants are divided into different categories according to the sum of each equivalent pressure value, and different pressure distribution relationship formulas are used for different categories of occupants.

[0044] Due to the adoption of the above technical solution, this application has the following advantages:

[0045] 1. It adopts the principle of self-capacitance, with simpler structure, easier installation and layout, and better durability and stability than resistive sensors.

[0046] 2. The indirect capacitance detection method (square wave frequency) adopted can effectively reduce the price of electronic components in the control module (the price of the square wave frequency counting chip is less than the price of the capacitance value detection chip).

[0047] 3. It can detect contact pressure distribution through capacitance and adaptively adjust the airbag to provide customers with a smart seat experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] FIG1 is one of the assembly schematic diagrams of several sensing units according to an exemplary embodiment 1 of the present application.

[0049] FIG2 is a second schematic diagram of the assembly of several sensing units according to an exemplary embodiment 1 of the present application.

[0050] FIG3 is a schematic diagram of the distribution of sensing units according to an exemplary embodiment 1 of the present application.

[0051] FIG4 is a schematic diagram of air bag distribution according to an exemplary embodiment 1 of the present application.

[0052] FIG5 is a schematic diagram of a seat according to an exemplary embodiment 1 of the present application.

[0053] FIG6 is a schematic diagram of an electrical principle according to an exemplary embodiment 1 of the present application.

[0054] FIG7 is a principle block diagram of an air bag adaptive adjustment method according to an exemplary embodiment 1 of the present application.

[0055] FIG8 is a flow chart of an air bag adaptive adjustment method according to an exemplary embodiment 1 of the present application.

[0056] FIG9 is a schematic diagram of the distribution of sensing units according to an exemplary embodiment 2 of the present application.

[0057] FIG10 is a schematic diagram of air bag distribution according to an exemplary embodiment 2 of the present application.

[0058] FIG11 is a schematic diagram of the assembly of several sensing units according to an exemplary embodiment 3 of the present application.

[0059] FIG12 is a schematic diagram of the distribution of sensing units according to an exemplary embodiment 3 of the present application.

[0060] FIG13 is a schematic diagram of a seat according to an exemplary embodiment 4 of the present application.

[0061] FIG14 is a schematic diagram of a seat according to an exemplary embodiment 5 of the present application.

[0062] FIG15 is a schematic diagram of a seat according to an exemplary embodiment 6 of the present application. DETAILED DESCRIPTION

[0063] The present application is further described below with reference to the accompanying drawings and specific embodiments. Note that the specific embodiments described below are merely exemplary illustrations of the technical solutions of the present application and do not constitute a limitation on the scope of protection of the present application as defined by the claims.

[0064] Example 1

[0065] Referring to Figures 1 to 5, an air bag adaptive adjustment seat is shown in the figures. Figure 5 shows a seat 100, which includes a backrest 110 and a seat cushion 120. The backrest 110 includes a backrest frame 111, a backrest foam 112 and a backrest cover 113. The seat cushion 120 includes a cushion frame (not shown in the figure), a cushion foam (not shown in the figure) and a cover (not shown in the figure).

[0066] Eight air bags 200 are arranged on the backrest 110 in a lattice or matrix configuration, positioned between the backrest frame 111 and the backrest foam 112. Each air bag 200 is inflated or deflated by a connected air pump (not shown), which is controlled by a control module 500 mounted on the backrest frame 111.

[0067] Each airbag 200 is provided with a sensor unit 300 on the side facing the occupant, for a total of eight sensor units 300. Like the eight airbags 200, the eight sensor units 300 are arranged in a dot matrix. Each airbag 200 is associated with one sensor unit 300. Each sensor unit 300 utilizes a capacitive sensor and is electrically connected to the control module 500 via a wire.

[0068] As shown in Figures 1 and 2, the eight sensor units 300 can be formed into a cushion 400. Specifically, the eight sensor units 300 are arranged in a matrix to form a sensing layer 410. Protective layers 440 and 450 are bonded to both sides of the sensing layer 410 via adhesive layers 420 and 430. As shown in Figure 5, the entire cushion 400 is positioned in front of the occupant-facing side of the eight airbags 200, that is, between the occupant-facing side of the backrest foam 112 and the backrest cover 113.

[0069] The control module 500 includes an MCU module 510 and several oscillator circuits connected to the MCU module 510 (see Figure 6 ). Each oscillator circuit is independent of each other and is electrically connected to a sensor unit 300 via a wire. Therefore, for eight sensor units 300, this embodiment has a total of eight oscillator circuits. For clarity, Figure 6 shows only three oscillator circuits connected to the MCU module 510.

[0070] Referring particularly to FIG6 , each oscillation circuit may be composed of a resistor R, a capacitor C, an equivalent capacitor C', and a square wave signal module IC. The equivalent capacitor C' is generated by the connected sensing unit 300 and the entire seat 100, wherein: one end of the equivalent capacitor C' is connected to both ends of the resistor R, one end of the capacitor C is connected to the VCC output end of the MCU module 510, and the first end of the square wave signal module IC; the other end of the equivalent capacitor C' and the other end of the capacitor C are grounded; the second end of the square wave signal module IC is connected to the control end of the MCU module 510, and the third end of the square wave signal module IC is grounded; the MCU module 510 is powered on via BATT and adjusts the voltage to supply VCC to each oscillation circuit, causing the oscillation circuit to generate an oscillating current. The square wave signal module IC counts the waveform period, i.e., the frequency, of the oscillating current within a fixed time. The frequency change Δf is the change ΔC' of the equivalent capacitance.

[0071] When an occupant contacts or applies pressure to any sensor unit 300, the charge and discharge frequency of the oscillation circuit connected to the sensor unit 300 will change. The MCU module 510 detects the change in the charge and discharge frequency of the oscillation circuit before and after the contact or pressure is applied, and obtains the occupant contact pressure value. The MCU module 510 outputs instructions through logical operations based on the detected occupant contact pressure value, and controls the corresponding air pump to inflate or deflate the corresponding air bag.

[0072] Refer in particular to Figures 7 and 8, Figure 7 exemplarily shows a signal flow diagram between the various components according to an embodiment of the present application; Figure 8 exemplarily shows a flow chart of an air bag adaptive adjustment method according to an embodiment of the present application, wherein, after the occupant is seated, the control module 500 can detect the pressure distribution between the occupant's back or / and buttocks and the backrest 110 and / or seat cushion 120 of the seat 100 through various oscillation circuits and eight sensor units 300, and adaptively adjust the pressure value of the air bag 200 on the backrest 110 and / or seat cushion 120, so that the pressure distribution of the air bag 200 at each point reaches a pressure distribution relationship, thereby realizing adaptive backrest 110 adjustment for occupants of different body types.

[0073] The above pressure distribution relationship is an empirical formula obtained through research on seat ride comfort. The ride comfort of people of different body types corresponds to different contact pressure distributions. The pressure value of the contact pressure is the equivalent pressure value, which is marked with the capacitance value.

[0074] Specifically, the pressure distribution equation can be understood as an empirical value derived from seat comfort research, namely, the pressure value of each airbag 200 that ensures a comfortable ride for the occupant. For people of different body types (e.g., those corresponding to the 5% female dummy, the 50% dummy, or the 95% male dummy), the pressure distribution (or the pressure value of each airbag 200) required to achieve a comfortable ride experience can vary. Therefore, different pressure distribution equations can be used for occupants of different body types.

[0075] For example, in the exemplary embodiment shown in FIG1 to FIG5, eight air bags 200 are arranged on the backrest 110, and the eight air bags 200 are arranged in a dot matrix. Each air bag 200 corresponds to a sensor unit 300, and there are eight sensor units 300 in total. Each sensor unit 300 detects a capacitance value C 实They can be C1, C2, C3, C4, C5, C6, C7, and C8, respectively. A capacitance difference ΔC1 = C0 - C1 can be calculated for the first sensor unit, where C0 is the reference capacitance value C0 of the corresponding sensor unit, i.e., the capacitance value detected by the corresponding sensor unit when the seat is unoccupied. The calculation for the other sensor units is similar, and corresponding capacitance differences ΔC2, ΔC3, ΔC4, ΔC5, ΔC6, ΔC7, and ΔC8 are calculated and equated to equivalent pressure values. The capacitance differences of each sensor unit, and therefore their equivalent pressure values ​​ΔC1, ΔC2, ΔC3, ΔC4, ΔC5, ΔC6, ΔC7, and ΔC8, can be presented, in particular, as absolute values. ΔC1 + ΔC2 + ΔC3 + ΔC4 + ΔC5 + ΔC6 + ΔC7 + ΔC8 can be used to determine the pressure exerted on the backrest 110 by occupants of different body types. To distinguish occupants of different body types, occupants can be divided into categories smaller than the 5th percentile female dummy, between the 5th percentile female dummy and the 95th percentile male dummy, and larger than the 95th percentile male dummy. Parameters α and β can be used as the basis for this classification. α and β can be pressure equivalent values ​​obtained through big data statistics. Data from a certain number of occupants is collected and their post-occupancy pressure equivalent values ​​are recorded. α is the sum of the pressure equivalent values ​​for occupants who meet the 5th percentile female dummy weight (ΔC1+ΔC2+ΔC3+ΔC4+ΔC5+ΔC6+ΔC7+ΔC8), and β is the sum of the pressure equivalent values ​​for occupants who meet the 95th percentile male dummy weight (ΔC1+ΔC2+ΔC3+ΔC4+ΔC5+ΔC6+ΔC7+ΔC8).

[0076] When ΔC1+ΔC2+ΔC3+ΔC4+ΔC5+ΔC6+ΔC7+ΔC8 < α, meaning the occupant's body size is smaller than the 5% female dummy, the calibrated equivalent pressure values ​​can be ΔC1', ΔC2', ΔC3', ΔC4', ΔC5', ΔC6', ΔC7', and ΔC8'. These calibrated equivalent pressure values ​​can be understood as the pressure distribution equation described previously, namely, the equivalent pressure values ​​for each airbag 200 that are comfortable for an occupant smaller than the 5% female dummy.

[0077] When ΔC1+ΔC2+ΔC3+ΔC4+ΔC5+ΔC6+ΔC7+ΔC8>β, that is, the occupant's body size is larger than the 95th percentile male dummy, the calibrated equivalent pressure values ​​may be ΔC1", ΔC2", ΔC3", ΔC4", ΔC5", ΔC6", ΔC7", ΔC8". Here, the above-mentioned calibrated equivalent pressure values ​​may be understood as the pressure distribution relationship described previously, that is, the equivalent pressure values ​​of each airbag 200 that are comfortable for an occupant whose body size is larger than the 95th percentile male dummy.

[0078] When β>ΔC1+ΔC2+ΔC3+ΔC4+ΔC5+ΔC6+ΔC7+ΔC8>α, that is, the occupant's body size is between the 5% female dummy and the 95% male dummy, then the calibrated equivalent pressure values ​​may be ΔC1', ΔC2', ΔC3', ΔC4', ΔC5', ΔC6', ΔC7', ΔC8'. Here, the above-mentioned calibrated equivalent pressure values ​​may be understood as the pressure distribution relationship described previously, that is, the equivalent pressure values ​​of each airbag 200 that are comfortable for an occupant whose body size is between the 5% female dummy and the 95% male dummy.

[0079] Thus, occupants can be classified into different categories (based on body type or weight) based on the sum of the equivalent pressure values ​​of each sensor unit, i.e., ΔC1+ΔC2+ΔC3+ΔC4+ΔC5+ΔC6+ΔC7+ΔC8. For occupants of different body types, different pressure distribution equations or different calibrated equivalent pressure values ​​can be used as target values ​​for adjusting each airbag 200.

[0080] The following table lists the airbag adjustment logic of the airbag adaptive adjustment method according to an embodiment of the present application.

[0081] The MCU module 510 in the control module 500 uses the corresponding pressure distribution relationship as a basis, compares the contact pressure distribution detected by each sensor unit 300 through logical operations, and outputs a signal to the air pump corresponding to each sensor unit 300 to inflate or deflate the air bag 200. The final detected contact pressure is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship, thereby realizing adaptive adjustment.

[0082] Specifically, as shown in the table above, for example, for the 1# sensing unit and the air bag, if the actual equivalent pressure value ΔC1 detected by it is less than the calibrated equivalent pressure value (ΔC1', ΔC1", or ΔC1"'), it can be determined that the air bag needs to be inflated. If the actual equivalent pressure value ΔC1 detected by it is greater than the calibrated equivalent pressure value (ΔC1', ΔC1", or ΔC1"'), it can be determined that the air bag needs to be deflated. If the actual equivalent pressure value ΔC1 detected by it is equal to the selected calibrated equivalent pressure value (ΔC1', ΔC1", or ΔC1"'), it can be determined that the current pressure of the air bag needs to be maintained.

[0083] The adjustment of the other air bags can be performed in a similar manner.

[0084] The specific steps of the air bag adaptive adjustment method according to one embodiment of the present application may be as follows:

[0085] Step 1: Before a passenger sits down, specifically when the seat is unoccupied, the MCU module 510 in the control module 500 collects the baseline capacitance value C0 of each sensor unit 300. After a predetermined period of time, the real-time capacitance value C0' of each sensor unit is collected. At this point, the capacitance difference ΔC = C0 - C0'. Here, an unoccupied seat can be understood as meaning that neither a passenger nor an object is seated on the seat.

[0086] Step 2: Calculate the capacitance change ratio of each sensing unit 300 as ΔC / C0. When ΔC / C0>threshold, determine it as a valid value. If it is a valid value, proceed to step 3. If it is not a valid value, return to step 1.

[0087] Step 3: The vehicle's SBR system determines whether there is an occupant in the seat. If yes, it proceeds to step 4. If not, it returns to step 1.

[0088] Step 4: After the passenger sits on the seat and leans against the backrest or cushion, the MCU module 510 in the control module 500 collects the capacitance value C of each sensor unit 300. 实， Calculate the capacitance difference ΔC 实 =C0-C 实 And it is equivalent to the equivalent pressure value, and then the equivalent pressure value detected on each sensing unit is compared to see whether it is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship. If it is equal, the MCU module 510 in the control module 500 does not send a signal to the air pump, the air pump does not work, and the adaptive adjustment process ends; if it is not equal, go to step five;

[0089] Step 5: The MCU module 510 in the control module 500 determines whether the equivalent pressure value detected on each sensor unit 300 is greater than the corresponding calibrated equivalent pressure value in the pressure distribution relationship formula, or less than the corresponding calibrated equivalent pressure value in the pressure distribution relationship formula; if it is greater, it is determined that the air bag 200 needs to be deflated; if it is less, it is determined that the air bag 200 needs to be inflated. Regardless of whether it is inflated or deflated, the MCU module 510 in the control module 500 starts the air pump to inflate or deflate, and then enters step 6;

[0090] Step 6: The MCU module 510 in the control module 500 collects the capacitance value C of each sensor unit 300 again. 实， Calculate the capacitance difference ΔC 实 =C0-C 实And it is equivalent to an equivalent pressure value, and then compares whether the equivalent pressure value detected on each sensing unit 300 is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship. If equal, the MCU module 510 in the control module 500 sends a stop signal to the air pump, the air pump stops working, and the adaptive adjustment process ends; if not equal, return to step five; the step of judging the equivalent pressure value can be executed multiple times until the equivalent pressure value is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship, and the adaptive adjustment process ends.

[0091] The threshold value can be a calibrated value, which can be obtained in advance through testing. When an occupant (e.g., a 5% female dummy) is seated upright (in contact with both the backrest and the seat), the MCU in the control module collects the real-time capacitance value C0", of each sensor unit and calculates the capacitance difference ΔC' = C0 - C0", as the capacitance change ratio ΔC' / C0. ΔC' / C0 can be used as the threshold value. When ΔC / C0 > the threshold value, i.e., ΔC / C0 > ΔC' / C0, the value is determined to be valid.

[0092] The calibrated equivalent pressure value can be obtained by statistically summarizing multiple measurements to eliminate environmental interference.

[0093] Example 2

[0094] 9 and 10 , this embodiment differs from Example 1 in that: the airbags 200a are strip-shaped, with four in number and spaced apart in a row, and the sensor units 300a are also strip-shaped, with four in number and spaced apart in a row. The rest of this embodiment is similar to Example 1.

[0095] Example 3

[0096] Referring to Figures 11 and 12 , this embodiment differs from Example 1 in that the sensor units 300b are strip-shaped, and there are six of them. Four of the sensor units 300b are arranged in a row, with the remaining two arranged in two rows, overlapping the four sensor units 300b. An insulating layer 600 is provided between the two sensor units 300b and the four sensor units 300b. The remainder of this embodiment is similar to Example 1.

[0097] Example 4

[0098] 13 , this embodiment differs from Embodiments 1, 2, and 3 in that the entire cushion 400 is disposed in front of the side of the airbag 200 facing the occupant, that is, between the airbag 200 and the backrest foam 112. The remainder of this embodiment is similar to Embodiment 1, 2, or 3.

[0099] Example 5

[0100] Referring to Figure 14 , this embodiment differs from Embodiments 1, 2, and 3 in that an air bag 200 is disposed on the seat back 120, positioned between the backrest frame 121 and the backrest foam 122. Each air bag 200 is inflated or deflated by an air pump (not shown) connected thereto, which is controlled by a control module 500 ; the control module 500 can be mounted on the seat cushion frame 121.

[0101] The entire cushion 400 is arranged above the side of the air bag 200 facing the occupant, that is, between the side of the seat cushion foam 122 facing the occupant and the seat cushion cover 123. The rest of this embodiment is similar to that of embodiment 1, embodiment 2, or embodiment 3.

[0102] Example 6

[0103] 15 , the difference between this embodiment and embodiment 5 is that the entire cushion 400 is arranged above the side of the air bag 200 facing the occupant, that is, between the air bag 200 and the seat foam 122. The rest of this embodiment is similar to embodiment 5.

[0104] It should be noted that the terms used herein are for the purpose of describing specific aspects only and are not intended to limit the disclosure. As used herein, the singular forms "a" and "the one" shall include the plural forms unless the context clearly indicates otherwise. It will be understood that the terms "include" and "comprise" and other similar terms, when used in the application documents, specify the presence of the stated operations, elements and / or parts, and do not exclude the presence or addition of one or more other operations, elements, parts and / or combinations thereof. As used herein, the term "and / or" includes all arbitrary combinations of one or more related enumerated items. In the description of the drawings, similar reference numerals always represent similar elements.

[0105] The thickness of the elements in the accompanying drawings can be exaggerated for the sake of clarity. It will also be understood that if an element is referred to as being on, coupled to, or connected to another element, then the element can be formed directly on, coupled to, or connected to the other element, or one or more intervening elements can be present between them. On the contrary, if the expressions "directly on...", "directly coupled to...", and "directly connected to..." are used herein, then there is no intervening element. Other words used to illustrate the relationship between elements should be interpreted similarly, such as "between..." and "directly between...", "attached to," and "directly attached to," "adjacent to," and "directly adjacent to," etc.

[0106] Terms such as "top," "bottom," "above," "below," "upper," "below," etc., are used herein to describe the relationship of one element, layer, or region to another element, layer, or region as illustrated in the figures. It will be understood that these terms are intended to encompass orientations of the device in addition to the orientation depicted in the figures.

[0107] It will be understood that although the terms "first," "second," etc. may be used herein to describe different elements, these elements should not be limited by these terms. These terms are merely used to distinguish one element from another. Thus, a first element may be referred to as a second element without departing from the teachings of the inventive concept of this application.

[0108] It is also conceivable that all exemplary embodiments disclosed herein can be combined with one another in any desired manner.

[0109] Finally, it should be pointed out that the above embodiments are only used to understand the present application and do not limit the scope of protection of the present application. For those skilled in the art, modifications can be made based on the above embodiments, and these modifications do not depart from the scope of protection of the present application.

Claims

1. A seat, characterized in that: The seat comprises a backrest and a seat cushion, at least one air bag is arranged on the backrest and / or the seat cushion, the inflation or deflation of each air bag is realized by an air pump connected thereto, the air pump is controlled by a control module, and the seat can perform adaptive adjustment of the air bag; wherein, at least one sensor unit or a part of at least one sensor unit is arranged on the side of each air bag facing the occupant, the control module comprises an MCU module and a plurality of oscillation circuits connected to the MCU module, each oscillation circuit is independent of each other, and each oscillation circuit is electrically connected to a sensor unit; when any sensor unit is contacted or pressurized, the charge and discharge frequency of the oscillation circuit connected to the sensor unit will change, the MCU module is configured to detect the change of the charge and discharge frequency of the oscillation circuit before and after contact or pressure is applied, and the contact pressure value can be obtained by the change of the charge and discharge frequency, and the MCU module is also configured to output instructions through logical operations according to the detected contact pressure value, so as to control the corresponding air pump to inflate or deflate the corresponding air bag.

2. The seat according to claim 1, characterized in that: The air bags are arranged on the backrest or / and seat cushion in an array structure or a single row structure.

3. The seat according to claim 1, characterized in that: The air bags are arranged in an array structure or a single row structure in the foam body of the backrest or / and the foam body of the seat cushion.

4. The seat according to any one of claims 1 to 3, characterized in that: The air pump is fixed on a backrest frame in the backrest or on a cushion frame in the seat cushion.

5. The seat according to any one of claims 1 to 3, characterized in that: At least one sensor unit or a part of at least one sensor unit is directly adhered to the side of each air bag facing the occupant by using double-sided adhesive or hot-melt adhesive.

6. The seat according to any one of claims 1 to 3, characterized in that: At least one sensing unit is arranged in the foam body of the backrest or between the foam body of the backrest and the face cover and is located in front of the side of the air bag facing the occupant; or / and at least one sensing unit is arranged in the foam body of the seat cushion or between the foam body of the seat cushion and the face cover and is located above the side of the air bag facing the occupant.

7. The seat according to any one of claims 1 to 3, characterized in that: At least one sensing unit is arranged in the foam body of the backrest or between the foam body of the backrest and the air bag and is located in front of the side of the air bag facing the occupant; or / and at least one sensing unit is arranged in the foam body of the seat cushion or between the foam body of the seat cushion and the air bag and is located above the side of the air bag facing the occupant.

8. The seat according to any one of claims 1 to 3, characterized in that: The sensing unit is a capacitive sensing unit.

9. The seat according to any one of claims 1 to 3, characterized in that: Protective layers are provided on both sides of at least one sensor unit, and the protective layers are respectively connected to the sensor unit through adhesive layers.

10. The seat according to any one of claims 1 to 3, characterized in that: The seat comprises a plurality of sensor units, and the plurality of sensor units are arranged in a dot matrix structure, or arranged at intervals in a strip structure, or arranged in a cross structure.

11. The seat according to claim 10, characterized in that The seat comprises a plurality of sensing units arranged in a cross structure, and adjacent sensing units arranged in the cross structure are isolated by an insulating layer.

12. The seat according to any one of claims 1 to 3, characterized in that: Each oscillation circuit is composed of a resistor, a capacitor, an equivalent capacitor and a square wave signal module. The equivalent capacitance is generated by the connected sensing unit and the entire seat, wherein: one end of the equivalent capacitor is connected to both ends of the resistor, one end of the capacitor and the VCC output end of the MCU module, and the first end of the square wave signal module, the other end of the equivalent capacitor and the other end of the capacitor are grounded, the second end of the square wave signal module is connected to the control end of the MCU module, and the third end of the square wave signal module is grounded; the MCU module is powered on through the BATT port, and adjusts the voltage to supply power to each oscillation circuit via the VCC output end, so that the oscillation circuit generates an oscillating current, and the square wave signal module counts the waveform period of the oscillating current within a fixed time, that is, the frequency, and the frequency change reflects the change of the equivalent capacitance.

13. A seat airbag adaptive adjustment method based on any one of claims 1 to 12, characterized in that: After the occupant takes his seat, the control module detects the pressure distribution between the occupant's back and / or buttocks and the seat back and / or cushion through various oscillation circuits and sensor units, and adaptively adjusts the airbag pressure value on the back and / or cushion so that the pressure distribution of each airbag reaches a pressure distribution relationship, thereby realizing adaptive backrest and / or seat cushion adjustment for occupants of different body sizes.

14. The airbag adaptive adjustment method according to claim 13, characterized in that: The seating of passengers of different body sizes corresponds to different contact pressure distributions, and the pressure value of the contact pressure is an equivalent pressure value, which is marked with a capacitance value.

15. The airbag adaptive adjustment method according to claim 14, characterized in that: The MCU module in the control module uses the pressure distribution relationship as a basis, compares the contact pressure distribution detected by each sensor unit through logical operations, and outputs a signal to the air pump corresponding to each sensor unit to inflate or deflate the air bag, so that the final detected contact pressure is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship, thereby realizing adaptive adjustment.

16. The airbag adaptive adjustment method according to any one of claims 13 to 15, characterized in that: The specific steps of the airbag adaptive adjustment method are as follows: Step 1: Before the passengers board the vehicle, the MCU module in the control module collects the reference capacitance value of each sensor unit. C0, after a predetermined time period, collect the real-time capacitance value C0' of each sensing unit and calculate the capacitance difference ΔC=C0-C0'. Step 2: Calculate the capacitance change ratio of each sensing unit as ΔC / C0. When ΔC / C0>threshold, it is judged as a valid value. If it is judged as a valid value, go to step 3. If it is judged as a non-valid value, return to step 1. Step 3: The vehicle SBR system determines whether there is an occupant in the seat. If yes, it proceeds to step 4. If no, it returns to step 1. Step 4: After the passenger sits on the seat and leans against the backrest or cushion, the MCU module in the control module collects the capacitance value C of each sensor unit. 实 , calculate the capacitance difference ΔC 实 =C0-C 实 , and is equivalent to an equivalent pressure value, and then compares whether the equivalent pressure value detected on each sensing unit is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship. If equal, the MCU module in the control module does not send a signal to the air pump, the air pump does not work, and the adaptive adjustment process ends; if not equal, enter step five; Step 5: The MCU module in the control module determines whether the equivalent pressure value detected on each sensor unit is greater than the corresponding calibrated equivalent pressure value in the pressure distribution relationship, or less than the corresponding calibrated equivalent pressure value in the pressure distribution relationship; if it is greater, it is determined that the air bag needs to be deflated; if it is less, it is determined that the air bag needs to be inflated. According to the judgment result, the MCU module in the control module starts the air pump to inflate or deflate accordingly, and then enters step 6; Step 6: The MCU module in the control module collects the capacitance value C of each sensor unit again 实 , calculate the capacitance difference ΔC 实 =C0-C 实 , and is equivalent to an equivalent pressure value, and then compares whether the equivalent pressure value detected on each sensing unit is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship. If equal, the MCU module in the control module sends a stop signal to the air pump, the air pump stops working, and the adaptive adjustment process ends; if not equal, return to step five; the step of judging the equivalent pressure value can be performed multiple times until the equivalent pressure value is equal to the corresponding calibrated equivalent pressure value in the pressure distribution relationship, and the adaptive adjustment process ends.

17. The airbag adaptive adjustment method according to claim 16, characterized in that: The calibrated equivalent pressure value is obtained by statistically summarizing multiple measurements.

18. The airbag adaptive adjustment method according to claim 16 or 17, characterized in that: In step 1, the reference capacitance value C0 is collected when the seat is not occupied.

19. The airbag adaptive adjustment method according to claim 16 or 17, characterized in that: In step 2, as long as there is a sensing unit that satisfies ΔC / C0>threshold, the process proceeds to step 3.

20. The airbag adaptive adjustment method according to claim 16 or 17, characterized in that: In step 4, the occupants are divided into different categories according to the sum of each equivalent pressure value, and different pressure distribution relationships are used for different categories of occupants.

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