Seat and vehicle

Abstract

Provided are a seat (100) and a vehicle. The seat (100) comprises a seat framework (101); a cushion layer (102) arranged on the outer side of the seat framework (101), wherein a through hole (106) is provided in the cushion layer (102); a cover layer (103) arranged on the outer side of the cushion layer (102); and a sensor (104) located between the cushion layer (102) and the cover layer (103), wherein the sensor (104) is electrically connected to a control device (180) by means of a wire (105) running through the through hole (106). By optimizing a wiring structure in the seat (100), the riding comfort of the seat (100) can be improved.

Description

Seats and vehicles

[0001] This application claims priority to Chinese patent application filed on May 27, 2024, with application number 202410672173.1 and entitled "Seating and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of adaptive adjustment technology, and in particular to a seat and vehicle. Background Technology

[0003] Adaptive seat adjustment systems in car cabins typically include sensors and control units. Sensors are mounted on the seat to detect passenger information, and the control units automatically adjust the seat position based on this information so that different parts of the seat can fully conform to the corresponding parts of the human body, providing passengers with a personalized comfort experience.

[0004] Sensors within a seat are typically electrically connected to control devices via wires. The large number of sensors makes the routing and layout of these wires difficult. Current wiring methods can create a foreign object sensation on the seat surface, thus affecting seating comfort. Summary of the Invention

[0005] This application provides a seat and a vehicle. By optimizing the wiring structure inside the seat, the seating comfort can be improved.

[0006] In a first aspect, a seat is provided, including a seat frame; a buffer layer disposed on the outside of the seat frame, the buffer layer having through holes; a cover layer disposed on the outside of the buffer layer; and a sensor located between the buffer layer and the cover layer, the sensor being electrically connected to a control device via a wire passing through the through holes.

[0007] The seat cushion layer provided in this application embodiment has through holes, through which wires can pass and extend to the inside of the seat to achieve electrical connection between the sensor and the control device. Because the wires are guided and housed within the through holes, rather than being randomly clamped between the cover layer and the cushion layer, the presence of wires can effectively alleviate the foreign body sensation on the cover layer surface that affects passenger comfort. Furthermore, the edges of the cushion layer are typically subjected to significant compressive force from the cover layer, making them a sensitive area that greatly impacts comfort. By providing through holes, the wires do not need to bypass the edges of the cushion layer and pass into the seat interior, thus also preventing the presence of wires that could cause a foreign body sensation at the edges of the cushion layer and affect passenger comfort. Some embodiments of this application optimize the routing structure of the wires connecting the sensors, thereby improving seat comfort and preventing the sensor placement from significantly impacting seat comfort.

[0008] In some examples, the seat frame can be a metal frame or a plastic frame, but it is not limited to these.

[0009] In some examples, the seat frame can be a seat cushion frame, a backrest frame, a headrest frame, or a leg rest frame. Alternatively, the seat frame may include at least one of a seat cushion frame, a backrest frame, a headrest frame, and a leg rest frame.

[0010] In some examples, the cushioning layer may include a foam layer or a foam layer, but is not limited thereto. For example, the cushioning layer may include one or more of the following: a polypropylene foam layer, a polyurethane foam layer, a sponge layer, a porous elastic material layer, a foam layer, a rubber layer, a plastic layer, and a latex cotton layer.

[0011] In some examples, the faceplate layer may include a leather layer and / or a fabric layer, but is not limited to this.

[0012] In some examples, the conductor can be a metallic conductor, or any other wiring structure capable of electrical connection, such as conductive fibers. The conductor can include a single conductor or multiple conductors electrically insulated from each other (i.e., the conductor can be a bundle of wires), and this application does not limit this.

[0013] In some examples, the through-hole penetrates both the inner and outer surfaces of the buffer layer. For instance, the through-hole penetrates the buffer layer perpendicularly. The cross-sectional shape (orifice) of the through-hole can be any regular or irregular shape, such as circular, elliptical, triangular, quadrilateral (rectangular, rhomboid, or trapezoidal), or pentagonal. A through-hole may include one or multiple through-holes; this application does not limit this. For example, a conductor may include multiple conductors, which may all be threaded through a single through-hole or distributed across multiple through-holes.

[0014] In some examples, the control device is located inside the seat, for example, inside the seat frame; in addition, the seat frame is usually a hollow structure, and the control device can also be located inside the seat frame; the control device can also be located outside the seat. This application does not make any special limitation on the specific location of the control device.

[0015] In one possible implementation, the distance between the through-hole and the edge of the buffer layer is 10 to 20 millimeters. For example, this distance can be 11 mm, 12 mm, 15 mm, 16 mm, or 18 mm, etc. Exemplarily, the distance between the through-hole and the edge of the buffer layer can be the closest distance between the two, for example, it can be the closest distance between the opening edge of the through-hole and the edge of the buffer layer.

[0016] If the distance between the through-hole and the edge of the buffer layer is small, the wires (e.g., wire harnesses) inside the through-hole are easily subjected to severe compression by the cover layer at the edge of the buffer layer, which will affect the comfort of the seat after covering and the signal transmission performance of the sensor. If the distance between the through-hole and the edge of the buffer layer is large, the through-hole and the wires inside it will be too close to the middle area of ​​the seat, which will also affect the comfort of the seat. Some embodiments of this application, by configuring the distance between the through-hole and the edge of the buffer layer, can balance the signal transmission effect of the sensor and the comfort of the seat.

[0017] In some examples, a clamping groove is provided at at least one edge of the buffer layer. In this case, the edge of the groove adjacent to the through hole can be regarded as the edge of the buffer layer. Therefore, the aforementioned "distance between the through hole and the edge of the buffer layer" can also be understood as the distance between the through hole and the clamping groove, for example, the shortest distance between the opening edge of the through hole and the groove edge of the clamping groove.

[0018] In one possible implementation, the sensor is a sheet-like structure disposed on the buffer layer, and the projection of the sensor on the buffer layer is located inside the edge of the buffer layer.

[0019] The above settings allow the sensor to cover the surface of the cushioning layer, ensuring the flatness of the seat surface. Furthermore, the sensor's projection is located inside the edge of the cushioning layer, meaning neither edge of the sensor extends beyond the edge of the cushioning layer. This not only ensures comfort at the edge of the cushioning layer but also prevents the sensor from being severely compressed by the cover layer at the edge of the cushioning layer, ensuring stable operation of the sensor over extended periods.

[0020] In some examples, the sensor can be a capacitive pressure sensing pad with a flexible structure.

[0021] In some examples, both the sensor and the buffer layer are rectangular structures, with the edge of the sensor parallel to the edge of the corresponding side of the buffer layer.

[0022] In one possible implementation, the distance between the edge of the sensor and the edge of the corresponding buffer layer is 10–20 mm. For example, this distance can be 11 mm, 12 mm, 15 mm, 16 mm, or 18 mm, etc. Exemplarily, the distance between the sensor and the edge of the buffer layer can be the closest distance between them, for example, the closest distance between the edge of the sensor and the edge of the buffer layer.

[0023] If the distance between the sensor and the edge of the buffer layer is small, the sensor is easily subjected to severe compression from the cover layer at the edge of the buffer layer, which will affect the riding comfort after the seat is covered and the sensor's detection performance. If the distance between the sensor and the edge of the buffer layer is large, the sensor area will be small, that is, the coverage area of ​​the buffer layer will also be small, which will also affect the sensor's detection performance. Some embodiments of this application, by configuring the distance between the through hole and the edge of the buffer layer, can balance the sensor's detection performance and the riding comfort of the seat.

[0024] In some examples, a clamping groove is provided at at least one edge of the buffer layer. In this case, the edge of the groove adjacent to the sensor can be regarded as the edge of the buffer layer. Therefore, the aforementioned "distance between the sensor and the edge of the buffer layer" can also be understood as the distance between the sensor and the clamping groove, for example, the shortest distance between the edge of the sensor and the edge of the clamping groove.

[0025] In one possible implementation, the sensor covers the through-hole.

[0026] By placing the sensor over the through-hole, the impact of the through-hole and the wires inside it on ride comfort can be reduced. Furthermore, since the sensor does not need to be deliberately avoided, its area can be set larger, thereby improving its detection performance.

[0027] In one possible implementation, a clamping groove is provided at at least one edge of the buffer layer. A clamping bar or clamping strap or other clamping element can be provided in the clamping groove, with its two ends connected to the buffer layer and the cover layer, respectively, so that the cover layer can reliably adhere to the surface of the buffer layer.

[0028] In one possible implementation, the sensor includes a capacitive pressure sensing pad, which includes a first electrode layer, a dielectric layer, and a second electrode layer stacked together. The first electrode layer includes a non-electrode region and an electrode region, and the electrode region is electrically connected to the wire.

[0029] In some examples, the air permeability of non-electrode areas is greater than that of electrode areas.

[0030] In other words, the breathability of the non-electrode area and the electrode area can differ. The non-electrode area has higher breathability, ensuring that the pressure-sensing pad has good overall breathability and improving the seating comfort. The electrode area has lower breathability, allowing for greater consideration of the pressure-sensing performance of the detection unit. For example, the density of conductive fibers can be increased in the electrode area to ensure stable and reliable sensing performance of the detection unit. Therefore, some embodiments of this application, through the above-mentioned design, can simultaneously consider the structural stability of the detection unit (pressure-sensing requirements) and the overall breathability of the fabric, avoiding a reduction in seating comfort due to the design of the pressure-sensing pad.

[0031] In one possible implementation, the electrode region of the first electrode layer includes woven conductive fibers, the wire is a metal wire, and a connector is provided on the first electrode layer, through which the electrode region is electrically connected to the wire.

[0032] In this embodiment, the electrode region can be formed by weaving conductive fibers. That is, the first electrode layer can be manufactured using a textile process (e.g., knitting or weaving), which is simple, easy to implement, and inexpensive. However, conductive fibers cannot be soldered to the control device. Therefore, in this embodiment, a connector is provided on the first electrode layer. One end of the connector is electrically connected to the electrode region, and the other end is electrically connected (e.g., soldered) to one end of a metal wire. Thus, the other end of the wire can be electrically connected to the control device by soldering. This arrangement enables a reliable connection between the sensor and the control device.

[0033] In some examples, a connector is provided on the first electrode layer, which can be directly placed on the electrode area, thereby facilitating electrical connection between the electrode area and the connector.

[0034] In some examples, the electrode area is electrically connected to the connector via conductive fibers. This arrangement allows for more flexible connector placement, makes the electrical connection between the electrode area and the connector easier and simpler, and ensures a more reliable connection.

[0035] In some examples, multiple electrode regions are connected to the same side of the first electrode layer via conductive fibers and simultaneously electrically connected to one end of a connector. The other end of the connector is electrically connected to multiple wires, thereby achieving a reliable connection between multiple electrode regions and the control device. This configuration also facilitates the organization and routing of wires; multiple wires converge at the connector (i.e., are bundled together) and can be directly routed out through through-holes.

[0036] In some examples, the connector can be a conductive metal button with a diameter less than 5mm, such as 2mm, 3mm, or 4mm, to minimize the impact on ride comfort. In this case, the conductive metal button simply engages with the opening formed by the conductive fibers to achieve electrical connection between the connector and the electrode area. This connection method is simple and offers high reliability.

[0037] In one possible implementation, the sensor includes at least one of a pressure sensor, a temperature sensor, a heart rate sensor, a blood pressure sensor, a humidity sensor, a distance sensor, a displacement sensor, or an acceleration sensor.

[0038] In one possible implementation, the sensors include a seat cushion pressure sensor on the seat cushion, a backrest pressure sensor on the backrest, a headrest pressure sensor on the headrest, and a leg rest pressure sensor on the leg rest. Some embodiments of this application, by setting multiple pressure sensors distributed at different locations on the seat, can achieve more intelligent and efficient adaptive seat adjustment.

[0039] In one possible implementation, the seat cushion pressure sensor, the backrest pressure sensor, the headrest pressure sensor, and the leg support pressure sensor each include multiple detection units arranged in an array, wherein the density of the detection units of the headrest pressure sensor is greater than the density of the detection units of the seat cushion pressure sensor, the backrest pressure sensor, and the leg support pressure sensor.

[0040] In other words, compared to other areas, the headrest has the highest number of detection units per unit area, thus meeting the high-precision pressure detection requirements for passengers' heads; while the density of detection units in other areas can be relatively lower, thereby reducing the material cost of the sensors. Some embodiments of this application, through the configuration of the above-mentioned detection unit density, reduce the material cost of the sensors while meeting the detection requirements.

[0041] In a second aspect, a vehicle is provided, comprising one or more (e.g., two, three, or four) seats provided by any of the possible implementations of the first aspect described above.

[0042] Since the vehicle uses the seat provided in the first aspect mentioned above, the vehicle also has the technical effects corresponding to the seat, which will not be elaborated here.

[0043] In some examples, the vehicle can be any vehicle such as a car, train, bullet train, high-speed train, or airplane, but is not limited to these. The car can be, for example, a sedan, truck, bus, pickup truck, multi-purpose vehicle (MPV), or sport utility vehicle (SUV). Furthermore, the car can be a gasoline-powered vehicle, or a new energy vehicle such as a pure electric vehicle, hybrid vehicle, or range-extended electric vehicle. The car can be a vehicle with partial or full autonomous driving capabilities. This application does not impose any limitations on the type or form of the vehicle. Attached Figure Description

[0044] Figure 1 is a structural schematic diagram of the seat provided in an embodiment of this application.

[0045] Figure 2 is an internal structural diagram of the seat provided in an embodiment of this application.

[0046] Figure 3 is an installation schematic diagram of another example of the pressure sensor provided in the embodiments of this application.

[0047] Figure 4 is a pressure distribution image drawn based on pressure data applied by passengers to different positions on the seat.

[0048] Figure 5 is a side view of the pressure sensor provided in an embodiment of this application.

[0049] Figure 6 is a front view of the first electrode layer provided in an embodiment of this application.

[0050] Figure 7 is a front view of an example of the first electrode layer and the second electrode layer.

[0051] Figure 8 is a front view of another example of the first electrode layer and the second electrode layer.

[0052] Figure 9 is a front view of another example of the first electrode layer and the second electrode layer.

[0053] Figure 10 is a cross-sectional view of the seat provided in an embodiment of this application.

[0054] Figure 11 is a top view of the seat after the cover layer has been removed, according to an embodiment of this application.

[0055] Figure 12 is a circuit connection diagram of an example of the second electrode layer.

[0056] Figure 13 is a circuit connection diagram of another example of the second electrode layer.

[0057] Reference numerals: Seat 100; Seat frame 101; Buffer layer 102; Cover layer 103; Sensor 104; Wire 105; Through hole 106; Suspension groove 107; Seat cushion 110; Backrest 120; Lumbar support airbag 121; Lumbar support airbag height adjustment assembly 122; Headrest height adjustment assembly 123; Headrest 130; Leg rest 140; Adjustment base 150; Side wing 160; Side wing airbag 161; Adjustment mechanism 170; Control device 180; Air pump 181; Lateral acceleration sensor 182; Pressure sensor 200; Detection unit 200a; First electrode layer 201; Non-electrode area 201a; Electrode area 201b; Dielectric layer 202; Second electrode layer 203; Connecting layer 204; Seat cushion pressure sensor 210; Backrest pressure sensor 220; Headrest pressure sensor 230; Leg rest pressure sensor 240. Detailed Implementation

[0058] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0059] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between the components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0060] In the description of this application, it should be understood that the terms "upper", "lower", "side", "front", "rear", etc., indicate the orientation or positional relationship based on the installation orientation or positional relationship, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0061] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of embodiments of this application, unless otherwise stated, "a plurality of" means two or more.

[0062] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0063] With the gradual development of automotive intelligence, the concept of intelligent cockpits has emerged and become a key development direction for future automobiles. As an important component of the cockpit, the adjustment methods of seats are also transforming towards intelligence. Sensor-based adaptive seat adjustment systems can improve passenger comfort and safety and are now widely used in the automotive industry.

[0064] Adaptive seat adjustment systems typically include multiple sensors and control devices. The sensors are mounted on the seat to detect information such as the passenger's height, weight, and body shape. The control devices automatically adjust the seat to the optimal position based on this information, so that each part of the seat can fully conform to the corresponding parts of the human body, providing passengers with a personalized comfort experience.

[0065] In related technologies, multiple sensors within the seat are typically electrically connected to the control device via wires. Due to the large number of sensors, the routing and layout of these wires within the seat becomes difficult. Current wiring structures can create a foreign object sensation on the seat surface, thus affecting seating comfort.

[0066] In view of this, this application provides a seat that improves seating comfort by optimizing the routing structure of the wires connecting the sensors, thus avoiding a significant impact on seating comfort due to the sensor placement.

[0067] Figure 1 is a structural schematic diagram of the seat 100 provided in an embodiment of this application. The seat 100 provided in this embodiment can be a seat in any vehicle such as a car, train, bullet train, high-speed train, or airplane, or it can be a massage chair, home chair, or other seat that requires comfort, but is not limited thereto. The car can be, for example, a sedan, truck, passenger bus, pickup truck, multi-purpose vehicle (MPV), or sport utility vehicle (SUV), etc. In addition, the car can be a gasoline car, or a new energy vehicle such as a pure electric vehicle, hybrid vehicle, or range-extended vehicle. The car can be a car with partial or full autonomous driving functions. This application does not limit the type or form of the car. The following description uses the application of the seat 100 in a car as an example.

[0068] As shown in Figure 1, the seat 100 can be installed in the smart cockpit of a car. The seat 100 includes a seat cushion 110, a backrest 120, and a headrest 130. The seat cushion 110 is used to support the passenger's thighs and buttocks. The backrest 120 is installed at the rear of the seat cushion 110 to support the passenger's waist and back. The headrest 130 is installed on the upper part of the backrest 120 to support the passenger's head and neck.

[0069] In some examples, seat 100 also includes an adjustment base 150, through which seat cushion 110 is movably mounted to the vehicle floor. For example, seat cushion 110 can be raised, lowered, and / or moved back and forth on adjustment base 150; seat cushion 110 can also be tilted relative to adjustment base 150 to change the tilt angle of seat cushion 110; furthermore, the firmness of seat cushion 110 can be adjusted to meet the needs of different passengers. For example, the firmness of seat cushion 110 can be adjusted by changing the inflation level of the airbag within seat cushion 110.

[0070] In some examples, the backrest 120 is rotatably mounted to the rear of the seat cushion 110 (i.e., the side away from the leg rest 140) so that the tilt angle of the backrest 120 is adjustable. In addition, an airbag may be provided inside the backrest 120, and the firmness of the backrest 120 can be adjusted by changing the inflation amount of the airbag.

[0071] Figure 2 is an internal structural diagram of the seat 100 provided in an embodiment of this application. In some examples, as shown in Figure 2, a lumbar support airbag 121 is provided on the lower inner side of the backrest 120. The lumbar support airbag 121 can be a support airbag that overlaps with the passenger's lumbar region. Its function is to support the passenger's L3 vertebrae, better conforming to the natural physiological curve of the human body, thereby improving seating comfort. The lumbar support airbag 121 is height-adjustable inside the backrest 120 via a lumbar support airbag height adjustment component 122. This allows the height of the lumbar support airbag 121 to be adjusted via the lumbar support airbag height adjustment component 122, thereby meeting the lumbar support needs of passengers of different heights. Exemplarily, the lumbar support airbag height adjustment component 122 may include a power source such as a motor, electric motor, or cylinder, and a transmission mechanism such as a ball screw or gear rack disposed between the power source and the lumbar support airbag 121, but is not limited thereto.

[0072] In some examples, the seat 100 also includes an air pump 181. The lumbar support airbag 121 is connected to the air pump 181 via a pipe. A solenoid valve is installed on the pipe. By controlling the opening and closing of the solenoid valve, the air pump 181 can be controlled to inflate or deflate the lumbar support airbag 121. By changing the inflation amount of the lumbar support airbag 121, the support strength (support force) provided by the lumbar support airbag 121 to the passenger can be changed, thereby achieving reasonable support for the passenger's spine.

[0073] In some examples, the lumbar support airbag 121 includes multiple airbags arranged sequentially along the height direction. These multiple airbags are each connected to an air pump 181 via tubing and can be individually inflated or deflated. In this case, without the aforementioned lumbar support airbag height adjustment assembly 122, accurate lumbar support for passengers of different heights can be achieved by inflating airbags located at different heights.

[0074] In some examples, as shown in Figure 2, a headrest height adjustment assembly 123 is also provided inside the backrest 120. The headrest height adjustment assembly 123 is used to mount the headrest 130 in a height-adjustable manner on the upper part of the backrest 120. The height of the headrest 130 can be adjusted by the headrest height adjustment assembly 123 to meet the head support needs of passengers with different sitting heights / body heights. Exemplarily, the headrest height adjustment assembly 123 may include a power source such as a motor, electric motor, or cylinder, and a transmission mechanism such as a ball screw, gear rack, etc., disposed between the power source and the headrest 130, but is not limited thereto.

[0075] In some examples, the headrest 130 also includes one or more speakers (not shown in the figure) to provide a more personalized and comfortable listening experience for passengers seated on the seat 100, such as enabling independent sound zones, active noise cancellation, or spatial sound reproduction. For example, a speaker is provided on each side of the headrest 130, so that the passenger's left and right ears can hear the sound from the speakers on the adjacent side, respectively.

[0076] In some examples, as shown in Figures 1 and 2, the seat 100 also includes a leg rest 140 disposed on the front side of the seat cushion 110. The leg rest 140 is used to support the passenger's lower legs to improve seating comfort. The leg rest 140 is movably disposed on the front edge of the seat cushion 110. For example, the leg rest 140 can rotate and / or extend relative to the seat cushion 110 and can be held in multiple different positions to meet the needs of different passengers. Furthermore, when the passenger does not need to use the leg rest 140, it can be folded away for storage.

[0077] In some examples, as shown in Figures 1 and 2, the seat 100 also includes side wings 160 disposed on both sides of the backrest 120. The side wings 160 are used to clamp the passenger and provide lateral support, thereby improving the passenger's riding comfort and safety.

[0078] In some examples, a side wing airbag 161 is provided within the side wing 160. The side wing airbag 161 is connected to an air pump 181 via a pipe. A solenoid valve is installed on the pipe. By controlling the opening and closing of the solenoid valve, the air pump 181 is controlled to inflate or deflate the side wing airbag 161. By changing the inflation amount of the side wing airbag 161, the clamping force and lateral support of the side wing 160 on the passenger can be adjusted, thereby maximizing passenger comfort.

[0079] In some examples, the two side airbags 161 on both sides of the backrest 120 are connected to the air pump 181. At this time, the inflation and deflation of the two side airbags 161 can be controlled separately according to factors such as the passenger's sitting posture and the vehicle's driving status (e.g., sharp turns). For example, the inflation volume of one side airbag 161 can be increased while the inflation volume of the other side airbag 161 remains unchanged.

[0080] In some examples, as shown in Figures 1 and 2, the seat 100 also includes an adjustment mechanism 170 and a control device 180. The control device 180 can be located inside the seat, for example, inside the adjustment base 150. The adjustment mechanism 170 is located on the outer wall of the adjustment base 150 for easy operation by the passenger to manually adjust the seat 100. The control device 180 can be electrically connected via wiring harnesses to the aforementioned lumbar support airbag height adjustment assembly 122, headrest height adjustment assembly 123, adjustment base 150, air pump 181, solenoid valve, and adjustment mechanism 170, among other controlled components. The user can output adjustment commands to the control device 180 through the adjustment mechanism 170. The control device 180 then outputs control commands to the corresponding controlled components based on these commands, thereby achieving manual adjustment or control of the seat 100.

[0081] In some examples, the adjustment mechanism 170 may include components that are easy for users to operate, such as buttons, knobs, switches, handles, or touch screens. Users can output adjustment commands to the control device 180 through the adjustment mechanism 170, and the control device 180 outputs control commands to the corresponding controlled components according to the adjustment commands, so as to manually adjust the seat 100 through the controlled components.

[0082] For example, the position or tilt angle of the seat cushion 110 can be adjusted. At this time, when the user operates the adjustment mechanism 170, the control device 180 receives the adjustment command from the adjustment mechanism 170, and then can adjust the height of the seat cushion 110, move the seat position forward (i.e., in the direction of vehicle travel) or backward, or adjust the firmness of the seat cushion 110 through the adjustment base 150, but is not limited to these.

[0083] In addition, passengers can also adjust the tilt angle and / or firmness of the backrest 120, the support position (height) and / or inflation amount of the lumbar support airbag 121, the height of the headrest 130, the angle and / or extension of the leg rest 140, and the inflation amount of the side wing airbag 161 through the adjustment mechanism 170, but are not limited to these.

[0084] In some examples, seat 100 may also include functional components such as seat heating, seat ventilation, and seat massage. Each of these functional components can be communicatively connected to control device 180 via wiring harnesses. Passengers can then adjust or control these functional components by operating adjustment mechanism 170. For example, passengers can turn seat heating on or off using adjustment mechanism 170, and can also adjust the level or intensity of seat massage using adjustment mechanism 170.

[0085] In some examples, the control device 180 can implement the above-mentioned functions and other functions by executing the corresponding program (software) through a processor. Alternatively, it can be implemented by hardware such as large-scale integration (LSI) or application-specific integrated circuit (ASIC), or by a combination of software and hardware.

[0086] For example, the control device 180 can be a cockpit domain controller (CDC), or any electronic control unit (ECU) or microcontroller unit (MCU), etc.

[0087] For example, in addition to being able to manually adjust the seat 100 via the adjustment mechanism 170, the seat 100 provided in this application embodiment also has an adaptive adjustment function, which not only ensures passenger safety to a greater extent, but also meets people's development requirements for future seat comfort, customization and leisure.

[0088] Specifically, the seat 100 provided in this application embodiment also includes multiple sensors, which are electrically connected to the control device 180 and are used to sense information such as the passenger's height, weight, and body shape (e.g., fat / thin). The control device 180 is used to automatically adjust the seat 100 to the optimal position based on the above information so that each part of the seat 100 can fully fit the corresponding parts of the human body, thereby providing passengers with a personalized comfort experience.

[0089] In some examples, the plurality of sensors includes at least one of the following: a pressure sensor, a distance sensor, a displacement sensor, an acceleration sensor (e.g., lateral acceleration sensor 182 in Figure 2), a body temperature sensor, a heart rate sensor, or a humidity sensor, or any sensor capable of detecting the physiological characteristics or state of a passenger. Furthermore, the plurality of sensors may also include an image sensor or camera capable of acquiring images of the passenger.

[0090] In some examples, as shown in Figure 2, the multiple sensors include multiple pressure sensors 200, which are positioned at different locations on the seat 100 to collect pressure data applied by the passenger at different locations on the seat 100. The control device 180 can determine physiological characteristic parameters such as the passenger's sitting height, height, weight, and body type (fat / thin) based on the pressure data, that is, to identify the passenger based on the pressure data, and then adaptively adjust the seat 100 according to the identification results.

[0091] As shown in Figure 2, the plurality of pressure sensors 200 include a seat cushion pressure sensor 210, a backrest pressure sensor 220, a headrest pressure sensor 230, and a leg support pressure sensor 240. Each sensor can be electrically connected to the control device 180 via wires (such as metal wires or conductive fibers). Each of the above sensors can be, for example, a pressure sensing pad.

[0092] A seat pressure sensor 210 is disposed inside or on the surface of the seat cushion 110 to collect pressure data applied by a passenger to multiple different locations on the seat cushion 110. The seat pressure sensor 210 includes multiple detection units 200a arranged in an array at different locations on the seat cushion 110. These multiple detection units 200a are used to detect the pressure exerted on the seat cushion 110 at different locations to obtain multiple pressure values, and send the detected multiple pressure values ​​to the control device 180.

[0093] A backrest pressure sensor 220 is disposed inside or on the surface of the backrest 120 to collect pressure data from multiple different locations on the backrest 120 applied by the passenger's back. The backrest pressure sensor 220 includes multiple detection units 200a arranged in an array at different locations on the backrest 120. These multiple detection units 200a are used to detect the pressure at different locations on the backrest 120 to obtain multiple pressure values, and send the detected multiple pressure values ​​to the control device 180.

[0094] A headrest pressure sensor 230 is disposed inside or on the surface of the headrest 130 to collect pressure data at multiple different locations on the headrest 130 applied by the passenger's head. The headrest pressure sensor 230 includes multiple detection units 200a arranged in an array at different locations on the headrest 130. These multiple detection units 200a are used to detect the pressure at different locations on the headrest 130 to obtain multiple pressure values, and send the detected multiple pressure values ​​to the control device 180.

[0095] A leg support pressure sensor 240 is disposed inside or on the surface of the leg support 140 to collect pressure data at multiple different locations on the leg support 140 applied by the passenger's calves. The leg support pressure sensor 240 includes multiple detection units 200a arranged in an array at different locations on the leg support 140. These multiple detection units 200a are used to detect the pressure at different locations on the leg support 140 to obtain multiple pressure values, and send the detected multiple pressure values ​​to the control device 180.

[0096] For example, the seat cushion pressure sensor 210, backrest pressure sensor 220, headrest pressure sensor 230, and leg support pressure sensor 240 in this application embodiment all include multiple detection units 200a arranged in an array. The array arrangement can be in the form of a one-dimensional array or a two-dimensional array. When multiple detection units 200a are arranged in the form of a one-dimensional array, the arrangement direction can be any direction such as up and down (vertical direction), horizontal (left and right direction of the seat), or front and back (moving / reversing direction of the vehicle). This application does not limit this.

[0097] In some examples, as shown in Figure 2, the seat pressure sensor 210 is disposed inside or on the surface of the seat cushion 110. The detection unit 200a of the seat pressure sensor 210 is configured as a long strip extending along the horizontal direction (i.e., the left-right direction of the seat), and multiple detection units 200a are arranged in a one-dimensional array at intervals along the front-back direction of the seat cushion 110 on the upper side of the seat cushion 110. In this case, the seat pressure sensor 210 can collect pressure data at multiple different positions of the seat cushion 110 in the front-back direction.

[0098] As shown in Figure 2, the backrest pressure sensor 220 is disposed inside or on the surface of the backrest 120. The detection unit 200a of the backrest pressure sensor 220 is configured as a long strip structure extending horizontally, and multiple detection units 200a are arranged in a one-dimensional array at intervals along the vertical direction on the front side of the backrest 120. At this time, the backrest pressure sensor 220 can collect pressure data at multiple different positions of the backrest 120 in the vertical direction.

[0099] As shown in Figure 2, the headrest pressure sensor 230 is disposed inside or on the surface of the headrest 130. The detection unit 200a of the headrest pressure sensor 230 is configured as a long strip structure extending horizontally, and multiple detection units 200a are arranged in a one-dimensional array at intervals along the vertical direction on the front side of the headrest 130. In this configuration, the headrest pressure sensor 230 can collect pressure data at multiple different positions of the headrest 130 in the vertical direction.

[0100] As shown in Figure 2, the leg support pressure sensor 240 is disposed inside or on the surface of the leg support 140. The detection unit 200a of the leg support pressure sensor 240 is configured as a long strip structure extending horizontally, and multiple detection units 200a are arranged in a one-dimensional array at intervals along the front-back direction of the leg support 140 on the upper side of the leg support 140. At this time, the leg support pressure sensor 240 can collect pressure data at multiple different positions of the leg support 140 in the front-back direction.

[0101] Figure 3 is a schematic diagram of the installation of another example of the pressure sensor 200 provided in this application embodiment. In some examples, as shown in Figure 3, the seat pressure sensor 210 is disposed on the seat cushion 110, and the detection unit 200a of the seat pressure sensor 210 is configured as an elongated strip structure extending along the front-back direction. Multiple detection units 200a are arranged in a one-dimensional array at intervals along the horizontal direction of the upper side of the seat cushion 110. In this case, the seat pressure sensor 210 can collect pressure data at multiple different positions of the seat cushion 110 in the horizontal direction.

[0102] As shown in Figure 3, the backrest pressure sensor 220 is disposed on the backrest 120. Multiple detection units 200a of the backrest pressure sensor 220 are arranged in a rectangular block structure (or other shapes such as triangles, trapezoids, or circles), and these multiple detection units 200a are arranged in a two-dimensional array on the front side of the backrest 120. In this configuration, the backrest pressure sensor 220 can collect pressure data at multiple locations on the two-dimensional plane (i.e., the front side) of the backrest 120.

[0103] As shown in Figure 3, a headrest pressure sensor 230 is disposed on the headrest 130. Multiple detection units 200a of the headrest pressure sensor 230 are arranged in a rectangular block structure (or other shapes such as triangles, trapezoids, or circles), and these multiple detection units 200a are arranged in a two-dimensional array on the front side of the headrest 130. In this configuration, the headrest pressure sensor 230 can collect pressure data at multiple locations on the two-dimensional plane (i.e., the front side) of the headrest 130.

[0104] In some examples, as shown in Figures 2-4, the size (e.g., width and / or length), shape, area, density, number, and spacing of the detection units 200a of the seat pressure sensor 210, backrest pressure sensor 220, headrest pressure sensor 230, and leg support pressure sensor 240 can be set differently according to the required detection accuracy for different body parts. This allows for the reduction of sensor material costs while meeting detection requirements.

[0105] For example, the density of detection units 200a in the headrest pressure sensor 230 is greater than that of other sensors, meaning that the number of detection units 200a set per unit area of ​​the headrest 130 is the largest, thus meeting the high-precision pressure detection requirements of passengers' heads.

[0106] For example, the number of detection units 200a in the leg support pressure sensor 240 is less than that in other sensors, that is, the number of detection units 200a set on the leg support 140 is set to the minimum, so as to reduce the material cost of the sensor while meeting the pressure detection requirements of the user's leg.

[0107] For example, referring to Figures 2 and 4, the headrest pressure sensor 230 includes 10 detection units 200a, that is, 10 detection units 200a are provided on the headrest 130. Each detection unit 200a is a strip structure with a width of 1 cm, and the distance between adjacent detection units 200a is 0.5 cm. The seat cushion pressure sensor 210 and the backrest pressure sensor 220 each include 10 detection units 200a, that is, 10 detection units 200a are provided on the seat cushion 110 and the backrest 120 respectively. Each detection unit 200a is a strip structure with a width of 2 cm, and the distance between adjacent detection units 200a is 2 cm. The leg support pressure sensor 240 includes 6 detection units 200a, that is, 6 detection units 200a are provided on the leg support 140. Each detection unit 200a is a strip structure with a width of 2 cm, and the distance between adjacent detection units 200a is 1 cm.

[0108] After receiving pressure data collected by the seat cushion pressure sensor 210, backrest pressure sensor 220, headrest pressure sensor 230, and leg support pressure sensor 240, the control device 180 can identify the passenger's sitting height, height, weight, and body type (fat / thin) based on the pressure data and the position information of each detection unit 200a, and can adaptively adjust the seat 100 according to the physiological characteristic parameters.

[0109] Specifically, the pressure data acquired by the control device 180 is the pressure value detected by each detection unit 200a. The control device 180 stores the position information of each detection unit 200a. Thus, the control device 180 can draw the pressure distribution image shown in Figure 4 based on the pressure value detected by the detection unit 200a and its own position information. Figure 4 is a pressure distribution image drawn based on the pressure data applied by the passenger to different positions of the seat 100. In Figure 4, the darker the grayscale of the detection unit 200a, the greater the pressure value detected by the detection unit 200a; the lighter the grayscale of the detection unit 200a, the smaller the pressure value detected by the detection unit 200a. Based on the above pressure distribution image and combined with a preset algorithm (which can be determined based on the size characteristics of the human body), the control device 180 can obtain physiological characteristic parameters such as the passenger's sitting height, height, weight, and body type (thin, normal, slightly overweight, or obese). In addition, it can also identify the passenger's current sitting posture and adaptively adjust the seat 100 accordingly.

[0110] In some examples, the adaptive adjustment here may include at least one of the following adjustments:

[0111] Adjust the height of the headrest 130, the height of the lumbar support airbag 121, the inflation amount of the lumbar support airbag 121, the inflation amount of the side wing airbag 161, the height, fore-and-aft position, tilt angle, or firmness of the seat cushion 110, adjust the speaker inside the headrest 130, adjust the tilt angle or firmness of the backrest 120, and adjust the tilt angle or extension of the leg rest 140, etc.

[0112] The structural details of the pressure sensor 200 in the embodiments of this application will be further described below with reference to Figures 5 to 9.

[0113] In some examples, pressure sensor 200 (e.g., seat cushion pressure sensor 210, backrest pressure sensor 220, headrest pressure sensor 230, or leg rest pressure sensor 240) can be a flexible pressure sensor, thereby balancing the seating comfort of seat 100 with the pressure sensing requirements. For example, pressure sensor 200 can be a resistive flexible pressure sensor or a capacitive flexible pressure sensor.

[0114] Figure 5 is a side view of the pressure sensor 200 provided in an embodiment of this application. As shown in Figure 5, in this embodiment, the pressure sensor 200 is a capacitive flexible pressure sensor. Capacitive sensors have advantages such as high accuracy, low power consumption, fast response speed, simple manufacturing process, and good temperature resistance. Their working mechanism is to change the thickness of the dielectric layer by applying pressure, thereby causing a change in the capacitance of the dielectric layer, and converting the change in capacitance into an electrical signal, which is then used to determine the magnitude of the pressure.

[0115] As shown in Figure 5, the pressure sensor 200 can be formed by sequentially stacking multiple flexible functional membrane layers. In this case, the pressure sensor 200 as a whole can constitute a pressure sensing pad, and multiple detection units 200a are arranged in an array on this pressure sensing pad in a certain manner. The pressure sensor 200 can be embedded within the covering layer of the seat 100.

[0116] Specifically, the pressure sensor 200 includes a first electrode layer 201, a dielectric layer 202, and a second electrode layer 203 stacked sequentially. The first electrode layer 201 and the second electrode layer 203 can each be disposed on opposite surfaces of the dielectric layer 202 via connecting layers 204 to form a "sandwich" structure. The connecting layer 204 can be, for example, a thermoplastic polyurethane (TPU) adhesive layer, and the dielectric layer 202 can be, for example, a spacer fabric or foam material. When pressure is applied to the surface of the pressure sensor 200, the dielectric layer 202 in the middle will change in thickness, becoming less than its initial thickness when no pressure is applied. At this time, the distance between the first electrode layer 201 and the second electrode layer 203 decreases, and the capacitance between the two electrode layers increases. The thickness of the dielectric layer 202 can be adjusted according to the sensitivity requirements of the sensor in sensing pressure.

[0117] In some examples, referring to Figures 2-5, considering that the pressure applied to the seat 100 by different body parts of the passenger may vary, the sensitivity (i.e., pressure sensing range) of the detection unit 200a of the cushion pressure sensor 210, backrest pressure sensor 220, headrest pressure sensor 230, and leg rest pressure sensor 240 can be set differently, so as to match the pressure range applied to the seat 100 by the corresponding body parts and meet the sensitivity requirements for pressure detection of different body parts.

[0118] For example, considering that the pressure exerted by the passenger's head on the headrest 130 and the pressure exerted by the passenger's legs on the leg rest 140 are relatively small, the sensitivity of the headrest pressure sensor 230 and the leg rest pressure sensor 240 is higher than that of the seat cushion pressure sensor 210 and the backrest pressure sensor 220. That is, the detection unit 200a on the headrest 130 and the leg rest 140 has a higher sensing sensitivity. The higher the sensitivity, the smaller the pressure sensing range, thus meeting the pressure detection requirements of the passenger's head and legs.

[0119] In some examples, the sensitivity of the sensor depends on the thickness and compressibility of the dielectric layer. For instance, a thinner dielectric layer results in higher sensitivity and a smaller pressure sensing range, while a thicker dielectric layer results in lower sensitivity and a larger pressure sensing range. Higher compressibility of the dielectric layer leads to higher sensitivity, while lower compressibility leads to lower sensitivity. Lower material density and softer material in the dielectric layer result in higher compressibility. Therefore, the sensitivity of each sensor can be adjusted by changing the thickness of the dielectric layer 202 and / or the material density and hardness of the dielectric layer.

[0120] For example, the thickness of the dielectric layer 202 of the headrest pressure sensor 230 and the leg support pressure sensor 240 can be 0.5 mm to 2 mm, such as 0.8 mm, 1 mm, 1.2 mm or 1.5 mm; the thickness of the dielectric layer 202 of the backrest pressure sensor 220 can be 2 mm to 4 mm, such as 2.5 mm, 3 mm, 3.5 mm or 3.8 mm; the thickness of the dielectric layer 202 of the seat cushion pressure sensor 210 can be 3 mm to 5 mm, such as 3.5 mm, 4 mm, 4.5 mm or 4.8 mm.

[0121] For example, the material density (e.g., the density of spacer fibers in the spacer fabric, or the ppi value of the filter cotton) of the dielectric layer 202 of the headrest pressure sensor 230 and the leg support pressure sensor 240 is less than that of the dielectric layer 202 of the seat cushion pressure sensor 210 and the backrest pressure sensor 220.

[0122] In some examples, dielectric layer 202 may include a spacer fabric layer and / or a filter cotton layer, but is not limited thereto.

[0123] The structures of the first electrode layer 201 and the second electrode layer 203 can be the same or different, and this application does not limit this. The electrode layers in this application embodiment will be described below using the first electrode layer 201 as an example. Figure 6 is a front view of the first electrode layer 201 provided in this application embodiment. As shown in Figure 6, the first electrode layer 201 includes a textile fabric, for example, the first electrode layer 201 can be a knitted or woven fabric. The first electrode layer 201 includes a non-electrode region 201a and an electrode region 201b. The non-electrode region 201a includes non-conductive fibers, and the electrode region 201b includes conductive fibers. The non-electrode region 201a has better air permeability than the electrode region 201b.

[0124] Air permeability refers to the ability of a fabric to allow air to pass through it when there is a pressure difference between its two sides. Specifically, it measures the volume of air flowing through a unit area of ​​the fabric per unit time under a specified pressure difference. Higher or better air permeability means that air can more easily penetrate the fabric under the same conditions.

[0125] In this embodiment, the air permeability of the non-electrode region 201a and the electrode region 201b can be different. The non-electrode region 201a has strong air permeability, thereby ensuring that the pressure sensor 200 has good overall air permeability and improving the seating comfort of the seat 100. The electrode region 201b has weaker air permeability, allowing for greater consideration of the pressure sensing performance of the detection unit 200a. For example, the density of conductive fibers can be increased in the electrode region 201b to ensure stable and reliable sensing performance of the detection unit 200a. In other words, some embodiments of this application, through the above settings, can simultaneously consider the structural stability of the detection unit 200a (pressure sensing requirements) and the overall air permeability of the fabric, avoiding a reduction in the seating comfort of the seat 100 due to the setting of the pressure sensor 200.

[0126] As shown in part (a) of Figure 6, the first electrode layer 201 can be a knitted fabric. The electrode region 201b formed by conductive fibers has a large coil density, that is, the fabric porosity is small and the structure is dense and stable, which is beneficial to the signal stability of the capacitive sensor (i.e., detection unit 200a) formed between the upper and lower electrodes. On the other hand, the non-electrode region formed by non-conductive fibers has a small coil density, that is, the fabric porosity is large and the structure is sparse and breathable.

[0127] As shown in part (b) of Figure 6, the first electrode layer 201 can be a woven fabric. The warp or weft yarns have different densities in different regions. For example, the warp yarns have different densities at different positions to create varying degrees of sparseness overall; while the weft yarns can have the same density. In this case, the warp yarns in electrode region 201b are conductive fibers (black lines in the figure) with a higher density, while the warp yarns in non-electrode region 201a are non-conductive fibers (gray lines in the figure) with a lower density. The weft yarns can all be non-conductive fibers with the same density at any position.

[0128] In some examples, the weft threads may have different sparseness densities at different locations, while the warp threads have the same density. In this case, the weft threads located in electrode region 201b are conductive fibers with a higher density, while the weft threads located in non-electrode region 201a are non-conductive fibers with a lower density. The warp threads can all be non-conductive fibers with the same density at any location.

[0129] In some examples, it can also be a combination of the two methods mentioned above, that is, the latitude and longitude lines are arranged with different degrees of sparseness at different locations.

[0130] In some examples, for the first electrode layer 201 formed by the woven structure, the non-electrode region 201a can be perforated on the fabric surface by processes such as laser cutting, so as to ensure the air permeability of the non-electrode region 201a while satisfying the requirement of a dense structure in the electrode region 201b.

[0131] In some examples, for the first electrode layer 201 formed by a knitted or woven structure, the air permeability of the non-electrode region 201a and the structural stability of the electrode region 201b can be adjusted by changing the fiber thickness. For example, finer non-conductive fibers can be selected to form the non-electrode region 201a, while coarser conductive fibers can be selected to form the electrode region 201b.

[0132] In some examples, the non-conductive fiber can be a natural fiber, such as cotton, wool, flax, silk, etc.; or a synthetic fiber, such as polyester, spandex, acrylic, aramid, nylon, acrylic, polypropylene, polyester fiber, nylon, etc., but is not limited to these.

[0133] In some examples, the conductive fiber can be a carbon fiber, such as carbon fiber or graphite fiber; it can also be a natural fiber or synthetic fiber with conductive particles coated on its surface, such as a conductive material coated on its surface with gold, silver, silver nanowires, copper, etc.; it can also be a conductive wire, such as copper wire, silver wire, stainless steel wire, etc., but is not limited to these.

[0134] The capacitive sensor array formed by the first electrode layer 201 and the second electrode layer 203 can be a one-dimensional inter-plate capacitive array or a two-dimensional inter-plate capacitive array. Here, the capacitive sensor is the aforementioned detection unit 200a; that is, each capacitive sensor corresponds to one detection unit 200a, and the capacitive sensor array is the aforementioned array of detection units 200a. For a one-dimensional capacitive array, the upper and lower electrode fabrics form overlapping electrode regions 201b in the same direction, such as overlapping row electrodes (i.e., electrode regions 201b are elongated and extend horizontally) or overlapping column electrodes (i.e., electrode regions 201b are elongated and extend vertically). In this case, each row or column is a capacitive sensor. For a two-dimensional capacitive array, the upper and lower electrode fabrics form intersecting electrode regions in opposite directions. For example, the upper surface electrode fabric has row-oriented electrode regions 201b, while the lower surface electrode fabric has column-oriented electrode regions 201b. The area where each row and column intersects is a capacitive sensor.

[0135] Figure 7 is a front view of an example of the first electrode layer 201 and the second electrode layer 203. Part (a) of Figure 7 is a front view of the first electrode layer 201, and part (b) is a front view of the second electrode layer 203. As shown in Figure 7, corresponding to the detection unit 200a of the backrest pressure sensor 220 and the headrest pressure sensor 230 in Figure 3, the first electrode layer 201 includes multiple strip-shaped electrode regions 201b. Each electrode region 201b extends horizontally, and the multiple electrode regions 201b are arranged parallel to each other and spaced apart in the vertical direction. The electrode regions 201b on the first electrode layer 201 can be referred to as row electrodes. The second electrode layer 203 includes multiple strip-shaped electrode regions 201b. Each electrode region 201b extends vertically, and the multiple electrode regions 201b are arranged parallel to each other and spaced apart in the horizontal direction. The electrode regions 201b on the second electrode layer 203 can be referred to as column electrodes. At this time, the electrode regions 201b on the first electrode layer 201 and the electrode regions 201b on the second electrode layer 203 are intersected. The areas where each row electrode and each column electrode intersect (opposite or overlapping) form a capacitive sensor, which forms the detection unit 200a of the backrest pressure sensor 220 and the headrest pressure sensor 230 in Figure 3. The above-mentioned capacitive sensors are electrically connected to the control device 180. The control device 180 can determine the magnitude and distribution of the pressure on the seat surface by reading the changes in capacitance values.

[0136] Figure 8 is a front view of another example of the first electrode layer 201 and the second electrode layer 203. Part (a) of Figure 8 is a front view of the first electrode layer 201, and part (b) is a front view of the second electrode layer 203. As shown in Figure 8, corresponding to the detection unit 200a of the seat pressure sensor 210 in Figure 3, the first electrode layer 201 and the second electrode layer 203 have the same structure, both including multiple strip-shaped electrode regions 201b. Each electrode region 201b extends vertically, and the multiple electrode regions 201b are arranged parallel and spaced apart in the horizontal direction. At this time, the electrode regions 201b on the first electrode layer 201 and the electrode regions 201b on the second electrode layer 203 are parallel to each other and face each other (overlap). Each pair of facing or overlapping electrode regions 201b forms a capacitive sensor, that is, the detection unit 200a of the seat pressure sensor 210 in Figure 3.

[0137] Figure 9 is a front view of another example of the first electrode layer 201 and the second electrode layer 203. Part (a) of Figure 9 is a front view of the first electrode layer 201, and part (b) is a front view of the second electrode layer 203. As shown in Figure 9, corresponding to the detection unit 200a in Figure 2, the first electrode layer 201 and the second electrode layer 203 have the same structure, both including multiple strip-shaped electrode regions 201b. Each electrode region 201b extends horizontally, and the multiple electrode regions 201b are arranged parallel and spaced apart in the vertical direction. At this time, the electrode regions 201b on the first electrode layer 201 and the electrode regions 201b on the second electrode layer 203 are parallel to each other and face each other (overlap). Each pair of facing or overlapping electrode regions 201b forms a capacitive sensor, i.e., the detection unit 200a in Figure 2.

[0138] The seat 100 provided in the embodiments of this application will be further described below with reference to Figures 10-13. Figure 10 is a cross-sectional view of the seat 100 provided in the embodiments of this application. As shown in Figure 10, the seat 100 includes a seat frame 101, a buffer layer 102 disposed (e.g., covering) on ​​the outside of the seat frame 101, and a cover layer 103 disposed on the outside of the buffer layer 102, wherein the buffer layer 102 is provided with through holes 106.

[0139] The seat 100 also includes a sensor 104 located between the buffer layer 102 and the cover layer 103. The sensor 104 is electrically connected to the control device 180 through a wire 105 passing through a through hole 106, so that the control device 180 can adaptively adjust or control the seat 100 according to the detection signal of the sensor 104.

[0140] The seat 100 provided in this embodiment has a through hole 106 on its buffer layer 102. A wire 105 can pass through the through hole 106 and extend to the inside of the seat 100 to achieve electrical connection between the sensor 104 and the control device 180. Since the wire 105 is guided and accommodated in the through hole 106, instead of being randomly clamped between the cover layer 103 and the buffer layer 102, the presence of the wire 105 can effectively alleviate the foreign body sensation on the surface of the cover layer 103, which affects the passenger's riding comfort. In addition, the edge of the buffer layer 102 is usually subjected to greater compressive force from the cover layer 103. As a sensitive area that greatly affects riding comfort, the through hole 106 in this application eliminates the need for the wire 105 to bypass the edge of the buffer layer 102 and pass into the interior of the seat 100. Therefore, the presence of the wire 105 can also avoid the foreign body sensation at the edge of the buffer layer 102 that affects the passenger's riding comfort. Some embodiments of this application optimize the routing structure of the wires 105 connecting the sensor 104, thereby improving the seating comfort and avoiding a significant impact on the seating comfort of the seat 100 due to the placement of the sensor 104.

[0141] In some examples, the seat frame 101 can be a metal frame or a plastic frame, but is not limited to these.

[0142] In some examples, the seat frame 101 may be a seat cushion frame, a backrest frame, a headrest frame, or a leg rest frame. Alternatively, the seat frame 101 may include at least one of a seat cushion frame, a backrest frame, a headrest frame, and a leg rest frame.

[0143] In some examples, the buffer layer 102 may include a foam layer or a foam layer, but is not limited thereto. For example, the buffer layer 102 may include one or more of the following: a polypropylene foam layer, a polyurethane foam layer, a sponge layer, a porous elastic material layer, a foam layer, a rubber layer, a plastic layer, and a latex cotton layer.

[0144] In some examples, the faceplate layer 103 may include a leather layer and / or a fabric layer, but is not limited thereto.

[0145] In some examples, sensor 104 includes at least one of a pressure sensor, a temperature sensor, a heart rate sensor, a blood pressure sensor, a humidity sensor, a distance sensor, a displacement sensor, or an acceleration sensor, but is not limited thereto. For example, sensor 104 may be a capacitive pressure sensing pad, such as the pressure sensor 200 shown in Figures 2-9 above.

[0146] In some examples, conductor 105 can be a metal conductor, or any other circuit structure capable of electrical connection, such as conductive fiber. Conductor 105 can include a single conductor or multiple conductors electrically insulated from each other (i.e., conductor 105 can be a wire bundle), and this application does not limit this.

[0147] In some examples, the through-hole 106 penetrates both the inner and outer surfaces of the buffer layer 102. For example, the through-hole 106 penetrates the buffer layer 102 perpendicularly. The cross-sectional shape (orifice) of the through-hole 106 can be any regular or irregular shape, such as circular, elliptical, triangular, quadrilateral (rectangular, rhomboid, or trapezoidal), or pentagonal. The through-hole 106 may include one or multiple through-holes, and this application does not limit this. For example, the wire 105 may include multiple wires, which may all be passed through a single through-hole 106 or distributed across multiple through-holes 106.

[0148] In some examples, as shown in Figure 10, the distance s between the through-hole 106 and the edge of the buffer layer 102 is 10 to 20 millimeters (mm). For example, this distance s can be 11 mm, 12 mm, 15 mm, 16 mm, or 18 mm, etc. Exemplarily, the distance s between the through-hole 106 and the edge of the buffer layer 102 can be the closest distance between the two, for example, it can be the closest distance between the opening edge of the through-hole 106 and the edge of the buffer layer 102.

[0149] In some examples, as shown in Figures 10 and 11, a lifting groove 107 is provided at at least one edge of the buffer layer 102. A lifting bar or a lifting strap (not shown in the figure) can be provided in the lifting groove 107. The two ends of the lifting member are respectively connected to the buffer layer 102 and the cover layer 103 so that the cover layer 103 can reliably adhere to the surface of the buffer layer 102.

[0150] At this point, the edge of the groove on the side of the lifting groove 107 adjacent to the through hole 106 can be regarded as the edge of the buffer layer 102. Therefore, the aforementioned "distance between the through hole 106 and the edge of the buffer layer 102" can also be understood as the distance between the through hole 106 and the lifting groove 107, for example, it can be the shortest distance between the opening edge of the through hole 106 and the groove edge of the lifting groove 107.

[0151] If the distance between the through-hole 106 and the edge of the buffer layer 102 is small, the wire 105 (e.g., wire harness) inside the through-hole 106 is easily subjected to severe compression by the cover layer 103 at the edge of the buffer layer 102, which will affect the comfort of the seat after covering and the signal transmission performance of the sensor 104. If the distance between the through-hole 106 and the edge of the buffer layer 102 is large, the through-hole 106 and the wire 105 inside the through-hole will be too close to the middle area of ​​the seat, which will also affect the comfort of the seat. Some embodiments of this application, by configuring the distance between the through-hole 106 and the edge of the buffer layer 102, can balance the signal transmission effect of the sensor 104 and the comfort of the seat 100.

[0152] In some examples, as shown in Figure 10, the control device 180 is located inside the seat 100, for example, it may be located inside the seat frame 101; in addition, the seat frame 101 is usually a hollow structure, and the control device 180 may also be located inside the seat frame 101; the control device 180 may also be located outside the seat 100. This application does not make any special limitation on the specific location of the control device 180.

[0153] Figure 11 is a top view of the seat 100 provided in the embodiment of this application after removing the cover layer 103. As shown in Figures 10 and 11, the sensor 104 has a sheet-like structure and is laid on the buffer layer 102. The projection of the sensor 104 on the buffer layer 102 is located inside the edge of the buffer layer 102.

[0154] Through the above settings, the sensor 104 can cover the surface of the buffer layer 102 to ensure the flatness of the seat surface. In addition, the projection of the sensor 104 is located inside the edge of the buffer layer 102, that is, neither edge of the sensor 104 exceeds the edge of the buffer layer 102. This not only ensures the riding comfort at the edge of the buffer layer 102, but also avoids the sensor 104 being severely squeezed by the cover layer 103 at the edge of the buffer layer 102, ensuring that the sensor 104 can work stably for a long time.

[0155] In some examples, sensor 104 can be a capacitive pressure sensing pad with a flexible structure, such as the pressure sensor 200 shown in Figures 2-9 above.

[0156] In some examples, as shown in Figure 11, both the sensor 104 and the buffer layer 102 are rectangular structures, and the edge of the sensor 104 is parallel to the edge of the corresponding side of the buffer layer 102.

[0157] In some examples, as shown in Figure 11, the distance d between the edge of sensor 104 and the edge of the corresponding buffer layer 102 is 10–20 mm. For example, this distance d can be 11 mm, 12 mm, 15 mm, 16 mm, or 18 mm, etc. Exemplarily, the distance d between the edge of sensor 104 and the edge of buffer layer 102 can be the closest distance between them, for example, it can be the closest distance between the edge of sensor 104 and the edge of buffer layer 102.

[0158] In some examples, as shown in Figures 10 and 11, a clamping groove 107 is provided at at least one edge of the buffer layer 102. In this case, the edge of the groove 107 adjacent to the sensor 104 can be regarded as the edge of the buffer layer 102. Therefore, the aforementioned "distance between the sensor 104 and the edge of the buffer layer 102" can also be understood as the distance between the sensor 104 and the clamping groove 107, for example, the shortest distance between the edge of the sensor 104 and the edge of the groove 107.

[0159] If the distance between sensor 104 and the edge of buffer layer 102 is small, sensor 104 is easily subjected to severe compression by the cover layer 103 at the edge of buffer layer 102, which will affect the comfort of the seat after covering and the detection performance of sensor 104. If the distance between sensor 104 and the edge of buffer layer 102 is large, the area of ​​sensor 104 will be small, that is, the coverage area of ​​buffer layer 102 will also be small, which will also affect the detection performance of sensor 104. Some embodiments of this application, by configuring the distance between through hole 106 and the edge of buffer layer 102, can balance the detection performance of sensor 104 and the comfort of seat 100.

[0160] In some examples, as shown in Figure 10, the sensor 104 has a sheet-like structure and is laid on the buffer layer 102, covering the through hole 106. By setting the sensor 104 to cover the through hole 106, on the one hand, the impact of the through hole 106 and the wire 105 inside the through hole on ride comfort can be reduced through the covering effect of the sensor 104; on the other hand, since the sensor 104 does not need to deliberately avoid the through hole 106, the area of ​​the sensor 104 can be set to be larger, thereby improving the detection performance of the sensor 104.

[0161] In some examples, as shown in Figures 5-9 and 11, the sensor 104 includes a capacitive pressure sensing pad with a flexible structure. For example, the sensor 104 can be the aforementioned pressure sensor 200, which includes a first electrode layer 201, a dielectric layer 202, and a second electrode layer 203 stacked in sequence. The first electrode layer 201 and the second electrode layer 203 each include a non-electrode region 201a and an electrode region 201b.

[0162] The electrode regions 201b of the first electrode layer 201 and the electrode regions 201b of the second electrode layer 203 are arranged opposite to each other to form a plurality of detection units 200a. Each detection unit 200a can be electrically connected to a plurality of wires 105, thereby achieving an electrical connection with the control device 180. Specifically, the electrode regions 201b of the first electrode layer 201 are electrically connected to the wires 105 (e.g., wire harnesses) to achieve an electrical connection with the control device 180 via the wires 105; the electrode regions 201b of the second electrode layer 203 are also electrically connected to the wires 105 to achieve an electrical connection with the control device 180 via the wires 105.

[0163] In some examples, as shown in FIG11, the electrode region 201b of the first electrode layer 201 includes woven conductive fibers. For example, the electrode region 201b is woven or spun (e.g., the aforementioned knitted or woven) by conductive fibers. The wire 105 is a metal wire. The first electrode layer 201 is provided with a connector 108, and the electrode region 201b is electrically connected to the wire 105 through the connector 108.

[0164] In this embodiment, the electrode region 201b can be formed by weaving conductive fibers, meaning the first electrode layer 201 can be manufactured using a textile process (e.g., knitting or weaving). However, conductive fibers cannot be soldered to the control device 180. Therefore, in this embodiment, a connector 108 is provided on the first electrode layer 201. One end of the connector 108 is electrically connected to the electrode region 201b, and the other end is electrically connected (e.g., soldered) to one end of a metal wire 105. Thus, the other end of the wire 105 can be electrically connected to the control device 180 by soldering. With these features, a reliable connection between the sensor 104 and the control device 180 can be achieved.

[0165] In some examples, a connector 108 is provided on the first electrode layer 201, which can be directly provided on the electrode region 201b, thereby facilitating the electrical connection between the electrode region 201b and the connector 108.

[0166] In some examples, as shown in Figure 11, the electrode region 201b is electrically connected to the connector 108 via conductive fibers (gray lines in Figure 11). This arrangement allows for more flexible placement of the connector 108, makes the electrical connection between the electrode region 201b and the connector 108 easier and simpler, and ensures a more reliable connection.

[0167] In some examples, as shown in Figure 11, multiple electrode regions 201b are connected to the same side of the first electrode layer 201 via conductive fibers and simultaneously electrically connected to one end of connector 108. The other end of connector 108 is correspondingly electrically connected to multiple wires 105, thereby achieving a reliable connection between the multiple electrode regions 201b and the control device 180. This configuration also facilitates the organization and routing of the wires 105. After multiple wires 105 converge at connector 108 (i.e., are bundled together), they can be directly routed out through through-hole 106.

[0168] In some examples, connector 108 can be a conductive metal button with a diameter less than 5mm, such as 2mm, 3mm, or 4mm, to reduce the impact on ride comfort. In this case, the conductive metal button can be fastened into the opening formed by the conductive fibers to achieve electrical connection between connector 108 and electrode region 201b. The connection method is simple and the electrical connection has high reliability.

[0169] In some examples, sensor 104 can be the pressure sensor 200 shown in Figures 8 or 9 above, with multiple detection units 200a arranged in a one-dimensional array. In this case, the multiple electrode regions 201b of the second electrode layer 203 can be electrically connected to each other and then electrically connected to the control device 180 as a signal output. Figure 12 is a circuit connection diagram of an example of the second electrode layer 203. As shown in Figure 12, after the multiple electrode regions 201b are electrically connected to each other, they are electrically connected to one end of a connector 108 on the second electrode layer 203 via conductive fibers. The other end of the connector 108 is electrically connected to the control device 180 via a wire 105.

[0170] In some examples, sensor 104 can be the pressure sensor 200 shown in FIG. 7, with multiple detection units 200a arranged in a two-dimensional array. In this case, the multiple electrode regions 201b of the second electrode layer 203 are insulated from each other and electrically connected to the control device 180 as multiple signal outputs. That is, the circuit connection structure of the second electrode layer 203 is approximately the same as the circuit connection structure of the first electrode layer 201 shown in FIG. 11. FIG. 13 is a circuit connection structure diagram of another example of the second electrode layer 203. As shown in FIG. 13, multiple electrode regions 201b are electrically connected one-to-one to one end of a connector 108 on the second electrode layer 203 via multiple conductive fibers, and the other end of the connector 108 is electrically connected to the control device 180 via multiple wires 105.

[0171] In some examples, referring to Figures 1-4 and Figure 8, sensor 104 includes a seat cushion pressure sensor 210 located on the seat cushion 110, a backrest pressure sensor 220 located on the backrest 120, a headrest pressure sensor 230 located on the headrest 130, and a leg rest pressure sensor 240 located on the leg rest 140. Some embodiments of this application, by setting multiple pressure sensors distributed at different locations on the seat, can achieve more intelligent and efficient adaptive seat adjustment.

[0172] In some examples, referring to Figures 1-4 and Figure 8, the seat pressure sensor 210, backrest pressure sensor 220, headrest pressure sensor 230, and leg support pressure sensor 240 all include multiple detection units 200a arranged in an array. The density of the detection units 200a in the headrest pressure sensor 230 is greater than the density of the detection units 200a in the seat pressure sensor 210, backrest pressure sensor 220, and leg support pressure sensor 240.

[0173] In other words, compared to other areas, the headrest 130 has the largest number of detection units 200a per unit area, thus meeting the high-precision pressure detection requirements for passengers' heads; while the density of detection units 200a in other areas can be relatively smaller, thereby reducing the material cost of the sensors. Some embodiments of this application, by configuring the above-mentioned density of detection units 200a, reduce the material cost of the sensors while meeting the detection requirements.

[0174] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A seat, characterized in that, The application relates to a seat cushion, which comprises: a seat skeleton (101); a cushion layer (102) arranged outside the seat skeleton (101), wherein a through hole (106) is arranged on the cushion layer (102); a surface cover layer (103) arranged outside the cushion layer (102); a sensor (104) arranged between the cushion layer (102) and the surface cover layer (103), wherein the sensor (104) is electrically connected with a control device (180) through a wire (105) penetrating the through hole (106).

2. The seat of claim 1, wherein The distance between the through hole (106) and the edge of the cushion layer (102) is 10-20 mm.

3. The seat according to claim 1 or 2, characterized in that The sensor (104) is in a sheet structure and arranged on the cushion layer (102), and the projection of the sensor (104) on the cushion layer (102) is located inside the edge of the cushion layer (102).

4. The seat of claim 3, wherein The distance between the edge of the sensor (104) and the edge of the cushion layer (102) on the corresponding side is 10-20 mm.

5. The seat according to claim 3, characterized in that, The sensor (104) covers the through hole (106).

6. The seat of any one of claims 1-5, wherein, At least one edge of the cushion layer (102) is provided with a hanging groove (107).

7. The seat of any one of claims 1-6, wherein, The sensor (104) comprises a capacitive pressure sensing pad, which comprises a first electrode layer (201), a dielectric layer (202) and a second electrode layer (203) arranged in layers, the first electrode layer (201) comprises a non-electrode area (201a) and an electrode area (201b), and the electrode area (201b) is electrically connected with the wire (105).

8. The seat of claim 7, wherein, The electrode area (201b) of the first electrode layer (201) comprises a woven conductive fiber, the wire (105) is a metal wire, the first electrode layer (201) is provided with a connector (108), and the electrode area (201b) is electrically connected with the wire (105) through the connector (108).

9. The seat of any of claims 1-8, wherein, The sensor (104) comprises at least one of a pressure sensor, a temperature sensor, a heart rate sensor, a blood pressure sensor, a humidity sensor, a distance sensor, a displacement sensor or an acceleration sensor.

10. The seat of any of claims 1-9, wherein, The sensor (104) comprises a seat cushion pressure sensor (210) arranged on a seat cushion (110), a backrest pressure sensor (220) arranged on a backrest (120), a headrest pressure sensor (230) arranged on a headrest (130) and a leg support pressure sensor (240) arranged on a leg support (140).

11. The seat of claim 10, wherein, The seat cushion pressure sensor (210), the backrest pressure sensor (220), the headrest pressure sensor (230) and the leg support pressure sensor (240) each comprise a plurality of detection units (200a) arranged in an array, wherein the setting density of the detection units (200a) of the headrest pressure sensor (230) is greater than that of the seat cushion pressure sensor (210), the backrest pressure sensor (220) and the leg support pressure sensor (240).

12. A vehicle characterized by comprising: The application further relates to a seat cushion system, which comprises one or more seats as described in any one of claims 1-11.

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