Method and control system for pre-collision reset of seat for vehicle, seat for vehicle, and vehicle

Abstract

A method and control system for pre-collision reset of a seat for a vehicle, a seat for a vehicle, and a vehicle. At least one of a cushion rotation angle and a backrest rotation angle of a seat can be changed by means of a reset mechanism. The method comprises: step S1: acquiring a pre-collision signal; step S2: in response to the pre-collision signal and on the basis of the current posture of a seat, determining the minimum actuation amount required for a reset mechanism to reset the seat to a safe posture area, wherein the current posture of the seat comprises a cushion rotation angle and a backrest rotation angle; and step S3: on the basis of the determined minimum actuation amount, controlling the reset mechanism to reset the seat to a safe target posture, wherein the safe target posture is located in the safe posture area of the seat or on a boundary of the safe posture area of the seat.

Description

Methods and control systems for pre-collision reset of vehicle seats, and vehicle seats and vehicles.

[0001] Cross-reference to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202411998291.8, filed on December 31, 2024, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] This application generally relates to the technical field of vehicle seats. More specifically, this application relates to a method for pre-collision reset of a vehicle seat, a control system for pre-collision reset of a vehicle seat, a vehicle seat, and a vehicle. Background Technology

[0004] To provide an optimized riding experience for vehicle occupants, vehicle seats can be adjusted to a more comfortable posture, with zero-pressure seats being a prime example. Zero-pressure seats are high-tech seats designed based on ergonomic principles and the physiological curves of the human body. In a zero-pressure posture, they provide even and comfortable support to the body, keeping areas in prolonged contact with the body pressure-free, thereby reducing physical stress on drivers and passengers and achieving a near-zero-pressure suspension state.

[0005] Generally, zero-pressure seats have a safe mode and a zero-gravity mode. In the safe mode, the occupant is in a normal posture, while in the zero-gravity mode, they are in a reclining position. By adjusting the backrest angle, the zero-pressure seat can switch between these two modes. During seat design, crash tests are typically conducted in the safe mode. Therefore, if a collision occurs and the zero-pressure seat is in the safe mode, the occupant will be relatively safe. However, because the occupant is in a reclining position in the zero-gravity mode, a collision in this state could result in the occupant being thrown forward and risking being cut by the seatbelt, which is undesirable from a safety perspective.

[0006] Furthermore, not limited to zero-pressure seats, certain postures of regular vehicle seats may also lead to additional safety issues, for example, in the event of a vehicle collision.

[0007] In existing technology, it is known that in the event of a collision risk, the backrest of a zero-pressure seat can be reset to a preset angle to avoid collision safety risks caused by an excessive backrest angle. However, these solutions lack flexibility.

[0008] Therefore, a solution that can address the above problems is urgently needed. Summary of the Invention

[0009] The purpose of this application is to provide a method for pre-collision reset of a vehicle seat, a control system for pre-collision reset of a vehicle seat, a vehicle seat, and a vehicle, which can overcome at least one defect in the prior art, thereby enabling, in particular, flexible and efficient pre-collision reset of the seat.

[0010] According to a first aspect of this application, a method for pre-collision reset of a vehicle seat is proposed. The method includes the ability to change at least one of the seat cushion rotation angle and the backrest rotation angle by means of a reset mechanism.

[0011] Step S1: Obtain the pre-collision signal;

[0012] Step S2: In response to the pre-collision signal, determine the minimum amount of action required for the reset mechanism to reset to the safe posture area of ​​the seat based on the current posture of the seat, wherein the current posture of the seat includes the seat cushion rotation angle and the backrest rotation angle;

[0013] Step S3: Based on the determined minimum amount of motion, control the reset mechanism to reset the seat to the safe target posture, which is located in the safe posture area of ​​the seat or on the boundary of the safe posture area of ​​the seat.

[0014] According to one embodiment of this application, the current posture of the seat further includes at least one of the following: seat fore-and-aft positioning, leg rest vertical positioning, leg rest fore-and-aft positioning, and leg rest rotation angle.

[0015] According to one embodiment of this application, the safe posture range that the seat can reach by means of a reset mechanism is related to the current posture of the seat.

[0016] According to one embodiment of this application, the safe posture area of ​​the seat is determined by experimentation and / or simulation and / or theoretical derivation and / or machine learning.

[0017] According to one embodiment of this application, the reset mechanism is a backrest reset mechanism for changing the backrest rotation angle of the seat, wherein, in step S2, the minimum amount of action required by the backrest reset mechanism to reset to the safe posture area of ​​the seat is determined, and in step S3, the backrest reset mechanism is controlled to reset the seat to the safe target posture.

[0018] According to one embodiment of this application, the reset mechanism is a seat cushion reset mechanism for changing the seat cushion rotation angle, wherein, in step S2, the minimum amount of action required by the seat cushion reset mechanism to reset to the safe posture area of ​​the seat is determined, and in step S3, the seat cushion reset mechanism is controlled to reset the seat to the safe target posture.

[0019] According to one embodiment of this application, the reset mechanism includes a backrest reset mechanism for changing the backrest rotation angle of the seat and a seat cushion reset mechanism for changing the seat cushion rotation angle of the seat. In step S2, the minimum amount of motion required by the backrest reset mechanism and the seat cushion reset mechanism to reset the seat to a safe posture area is determined, and in step S3, the backrest reset mechanism and / or the seat cushion reset mechanism are controlled to reset the seat to a safe target posture.

[0020] According to one embodiment of this application, in step S2, the minimum amount of motion is determined such that the time required to reset from the current posture of the seat to the safe target posture is minimized.

[0021] According to one embodiment of this application, in step S2, the minimum amount of motion is determined such that the larger of the backrest reset mechanism motion and the seat cushion reset mechanism motion is minimized.

[0022] According to one embodiment of this application, the minimum amount of motion is determined based on at least one of the power, transmission ratio, driving force, and response time of the backrest reset mechanism and the seat cushion reset mechanism.

[0023] According to one embodiment of this application, step S3 includes:

[0024] - Generate control commands for the reset mechanism based on the current posture of the seat and the determined minimum amount of motion; and

[0025] - Send control commands to the reset mechanism.

[0026] According to one embodiment of this application, the method includes the following steps before step S1:

[0027] - Determine whether there are occupants on the seat and whether the seat is in a safe posture area, and obtain the determination result;

[0028] -If the judgment result is that there is an occupant in the seat and the seat is not in a safe posture area, determine whether the vehicle has a collision risk;

[0029] - Provide a pre-collision signal when it is determined that the vehicle is at risk of collision and that pre-collision seat reset is required.

[0030] According to one embodiment of this application, the distance-to-collision time (TTC) is used to determine whether a vehicle is at risk of collision and whether pre-collision seat repositioning is required.

[0031] According to a second aspect of this application, a control system for pre-collision reset of a vehicle seat is provided, wherein the control system includes:

[0032] At least one control unit; and

[0033] At least one storage unit coupled to the control unit, the storage unit being configured to store a series of computer-executable instructions.

[0034] When executed by the control unit, the series of computer-executable instructions cause the control unit to perform the method according to the first aspect of this application.

[0035] According to one embodiment of this application, the at least one control unit includes a seat control module and / or an electronic control unit of the vehicle.

[0036] According to a third aspect of this application, a seat for a vehicle is provided. The method described according to the first aspect of this application can be applied to the seat, wherein the seat includes a reset mechanism capable of changing at least one of the seat cushion rotation angle and the backrest rotation angle.

[0037] According to one embodiment of this application, the fore-and-aft positioning of the seat is adjustable; and / or the seat includes a leg rest, and at least one of the vertical positioning, fore-and-aft positioning, and rotation angle of the leg rest is adjustable.

[0038] According to one embodiment of this application, the reset mechanism includes a backrest reset mechanism for changing the backrest rotation angle of the seat and / or a cushion reset mechanism for changing the seat cushion rotation angle of the seat.

[0039] According to one embodiment of this application, the seat includes two seat cushion adjusters for adjusting the seat cushion rotation angle. The two seat cushion adjusters are connected to each other via a seat cushion adjustment synchronizing rod. The seat cushion reset mechanism is kinetically connected to the seat cushion adjustment synchronizing rod, and can change the seat cushion rotation angle of the seat by means of the seat cushion reset mechanism.

[0040] According to one embodiment of this application, the seat reset mechanism includes at least one, preferably two, seat actuators, and the seat reset mechanism is configured to achieve a seat reset angular velocity of at least 10° / s, preferably at least 20° / s.

[0041] According to one embodiment of this application, the seat includes two backrest angle adjusters for adjusting the backrest rotation angle. The two backrest angle adjusters are interconnected by a backrest adjustment synchronizing rod. The backrest reset mechanism is throttle-connected to the backrest adjustment synchronizing rod and can change the backrest rotation angle of the seat by means of the backrest reset mechanism.

[0042] According to one embodiment of this application, the backrest reset mechanism includes at least one, preferably two, backrest drivers, and the backrest reset mechanism is configured to achieve a backrest reset angular velocity of at least 10° / s, preferably at least 20° / s.

[0043] According to one embodiment of this application, the seat includes a seat control module signal-connected to the reset mechanism, the seat control module being configured to:

[0044] -Acquire pre-collision signals;

[0045] - In response to the pre-collision signal, determine the minimum amount of action required for the reset mechanism to return to the safe posture area of ​​the seat based on the current posture of the seat, wherein the current posture of the seat includes the seat cushion rotation angle and the backrest rotation angle; and

[0046] -Based on the determined minimum amount of motion, the reset mechanism is controlled to reset the seat to the safe target posture.

[0047] According to one embodiment of this application, the seat control module is further configured to:

[0048] - Generate control commands for the reset mechanism based on the current posture of the seat and the target safety posture; and

[0049] - Send control commands to the reset mechanism.

[0050] According to one embodiment of this application, the seat control module is further configured to:

[0051] - Determine whether there is an occupant on the seat and whether the seat is in a safe posture area, and obtain the determination result; and

[0052] - The judgment result is provided to the vehicle's electronic control unit, or the judgment result is provided to the vehicle's electronic control unit only when the judgment result indicates that there is an occupant in the seat and the seat is not in a safe posture area.

[0053] According to a fourth aspect of this application, a vehicle is provided that can implement the method described in the first aspect of this application, and / or the vehicle includes the control system described in the second aspect of this application, and / or the vehicle includes the seat described in the third aspect of this application.

[0054] According to one embodiment of this application, the vehicle includes an electronic control unit, which is communicatively connected to a seat control module, and the electronic control unit is configured to:

[0055] - Determine if the vehicle poses a collision risk;

[0056] - If it is determined that the vehicle is at risk of collision and the seat pre-collision reset is required, a pre-collision signal is provided to the seat control module.

[0057] According to one embodiment of this application, the vehicle includes an SBR system and / or pressure sensors for determining whether there is an occupant in the seat.

[0058] Other features of this application are derived from the accompanying drawings and the detailed description. All features and combinations thereof mentioned above in the specification, as well as features and combinations thereof mentioned below in the detailed description and / or shown separately in the drawings, can be used not only in the combinations given therefor, but also in other combinations, or in their individual states. Attached Figure Description

[0059] A better understanding of various aspects of this application will be achieved by reading the following detailed description in conjunction with the accompanying drawings, in which:

[0060] Figure 1 schematically illustrates the distribution of traditional seat crash test areas;

[0061] Figure 2 schematically illustrates a traditional seat pre-collision reset diagram;

[0062] Figure 3 schematically shows the adjustable angles of the seat cushion and backrest;

[0063] Figure 4 exemplarily illustrates a method for pre-collision reset of a vehicle seat according to some embodiments of this application;

[0064] Figure 5 schematically illustrates the safe posture area of ​​a seat according to some embodiments of this application;

[0065] Figure 6 schematically illustrates the seat reset motion logic using only the backrest reset mechanism;

[0066] Figure 7 schematically illustrates the seat return movement with reference to Figure 6;

[0067] Figure 8 schematically illustrates the seat reset motion logic using only the seat cushion reset mechanism;

[0068] Figure 9 schematically illustrates the seat reset movement with reference to Figure 8, wherein the seat cushion and backrest are decoupled from each other in movement;

[0069] Figure 10 schematically illustrates the seat return movement with reference to Figure 8, wherein the seat cushion and backrest are kinematically coupled to each other.

[0070] Figure 11 schematically illustrates the seat reset motion logic using a backrest reset mechanism and a seat cushion reset mechanism;

[0071] Figure 12 schematically illustrates the seat reset movement by means of a backrest reset mechanism and a seat cushion reset mechanism, wherein the seat cushion and backrest are motionally coupled to each other.

[0072] Figure 13 schematically illustrates the seat reset motion logic using the backrest reset mechanism and the seat cushion reset mechanism;

[0073] Figure 14 schematically illustrates the seat reset movement by means of a backrest reset mechanism and a seat cushion reset mechanism, wherein the seat cushion and backrest are decoupled from each other in movement.

[0074] Figure 15 schematically illustrates the seat reset motion logic using the backrest reset mechanism and the seat cushion reset mechanism;

[0075] Figure 16 exemplarily illustrates steps for controlling a reset mechanism according to some embodiments of this application;

[0076] Figure 17 exemplarily illustrates a method for pre-collision reset of a vehicle seat according to some embodiments of this application;

[0077] Figure 18 illustrates an exemplary flowchart for generating a pre-collision signal;

[0078] Figure 19 illustrates, by way of example, a block diagram of a pre-collision reset control system for a vehicle seat according to some embodiments of this application;

[0079] Figure 20 schematically illustrates a vehicle seat according to some embodiments of this application. Detailed Implementation

[0080] The present application will now be described with reference to the accompanying drawings, which illustrate several embodiments of the present application. However, it should be understood that the present application can be presented in many different ways and is not limited to the embodiments described below; in fact, the embodiments described below are intended to make the disclosure of the present application more complete and to fully illustrate the scope of protection of the present application to those skilled in the art. It should also be understood that the embodiments disclosed herein can be combined in various ways to provide more additional embodiments.

[0081] It should be understood that the same reference numerals denote the same elements in all the accompanying drawings. For clarity, the dimensions of certain features may be modified in the drawings.

[0082] It should be understood that the terminology used in this specification is for describing specific embodiments only and is not intended to limit this application. All terms used in this specification (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. For the sake of brevity and / or clarity, well-known functions or structures may not be described in detail.

[0083] This application is not limited to the embodiments shown, but includes or extends to all technical equivalents that fall within the scope of the appended claims. The locational designations chosen in the specification, such as, for example, top, bottom, left, right, etc., refer to the direct description and the accompanying drawings, and are applicable to new locations as their meaning changes.

[0084] Although some aspects are described in relation to the equipment, it should be understood that these aspects are also descriptions of the corresponding method, and thus a unit of the equipment or a device of the system can also be understood as a corresponding method step or feature of a method step. Similarly, aspects described in relation to a method step or as a method step are also descriptions of corresponding units, details, or features of the corresponding equipment.

[0085] Figure 1 schematically illustrates the traditional distribution of seat crash test areas. Traditionally, the posture of seat 1, especially the backrest 2 of a zero-pressure seat, is divided into three intervals based on the angle (referred to here as the backrest rotation angle) relative to the vertical line V: driving posture interval A1 (schematically represented as the area A1 between the vertical line V and the dashed line L1), comfort adjustment interval A2 (schematically represented as the area A2 between the dashed lines L1 and L2), and zero gravity interval A3 (schematically represented as the area A3 between the dashed lines L2 and L3). Referring to the vertical line V in Figure 1, driving posture interval A1 corresponds to the angle range from 0° to angle α1, comfort adjustment interval A2 corresponds to the angle range from angle α1 to α2, and zero gravity interval A3 corresponds to the angle range from angle α2 to α3.

[0086] In traditional seat designs, the comfort adjustment zone A2 has generally passed crash safety verification, making it relatively safe to face a collision within this zone. However, when seat 1 is in the zero-gravity zone A3, the backrest rotation angle is large, potentially leading to occupant submersion and the risk of the seatbelt cutting the neck during a collision. Therefore, in traditional pre-collision reset systems, the backrest rotation angle of seat 1 is typically adjusted from the zero-gravity zone A3 to a preset angle within the comfort adjustment zone A2 to ensure a relatively safe posture during a collision. This preset angle could be, for example, 40°. Furthermore, as shown in Figure 2, in some other pre-collision reset systems, during reset, the backrest 2 of seat 1 in the zero-gravity zone A3 can be rotated through a preset angle α4, thus shifting the backrest rotation angle from the zero-gravity zone A3 into the comfort adjustment zone A2. Referring to Figure 1, the preset angle α4 can be the difference between α3 and α2. However, these solutions lack flexibility.

[0087] Additionally, as shown in Figure 3, in order to provide a better riding experience for occupants and accommodate different individual needs, in the vehicle's seat 1, not only may the backrest 2 rotation angle θ be adjustable, but also, for example, the seat cushion 3 rotation angle... The seat's fore-and-aft positioning (x), and even (if present) the leg rest's vertical positioning, fore-and-aft positioning, and rotation angle, are all adjustable parameters. This application recognizes that these adjustable parameters will also affect the seat's collision safety, and that simply restoring the seat back 2 to a certain angle or a preset angle during pre-collision handling may not meet the safety requirements of the seat 1.

[0088] Figure 4 exemplarily illustrates a pre-collision reset method 100 for a vehicle seat 1 according to some embodiments of this application. Here, at least the seat cushion rotation angle of the seat 1 is... The seat cushion rotation angle θ is adjustable, allowing the occupant to adjust the seating posture as needed. The seat cushion rotation angle of seat 1... The backrest rotation angle θ can be adjusted, for example, manually and / or electrically. To achieve collision pre-reset of seat 1, the seat cushion rotation angle of seat 1 can be changed by means of a reset mechanism. At least one of the seat cushion rotation angle θ and the backrest rotation angle. The reset mechanism can be any mechanism capable of changing the seat cushion rotation angle at a desired speed during pre-collision processing. And / or mechanisms and devices for adjusting the backrest rotation angle θ. Since the pre-collision processing time window is generally short (e.g., at most 2 seconds), the reset mechanism should generally be able to quickly change the seat cushion rotation angle. And / or backrest rotation angle θ to complete pre-collision reset in a timely manner, the reset speed can be significantly higher than the adjustment speed of each component when using seat 1 under normal circumstances.

[0089] Method 100 includes:

[0090] Step S1: Obtain the pre-collision signal;

[0091] Step S2: In response to the pre-collision signal, determine the minimum amount of action required for the reset mechanism to return to the safe posture area of ​​the seat based on the current posture of the seat, wherein the current posture of the seat includes the seat cushion rotation angle and the backrest rotation angle; and

[0092] Step S3: Based on the determined minimum amount of motion, control the reset mechanism to reset the seat to the safe target posture, which is located in the safe posture area of ​​the seat or on the boundary of the safe posture area of ​​the seat.

[0093] A pre-collision signal can indicate that a collision may occur or is about to occur. It can be understood as a signal used to trigger the pre-collision reset of seat 1. Pre-collision signals can be generated in various ways; the generation and transmission of pre-collision signals will be explained in more detail later with reference to Figures 17 and 18.

[0094] After acquiring the pre-collision signal, the current attitude of seat 1 can be determined in step S2. This is due to the seat cushion rotation angle of seat 1. The backrest rotation angle θ is adjustable, and the current posture of seat 1 can include the cushion rotation angle. The backrest rotation angle θ. In other embodiments, the current posture of seat 1 may also include at least one of seat fore-aft positioning x, leg rest up-down positioning, leg rest fore-aft positioning, and leg rest rotation angle. These parameters may be determined, for example, by appropriate sensors and / or based on signals from appropriate actuators (e.g., actuators for seat cushion 3, actuators for backrest 2, actuators for leg rest, etc.).

[0095] In this application, the minimum amount of motion required by the reset mechanism to return the seat 1 to its safe posture region can be determined based on the current posture of the seat 1. The posture of the seat 1 after reset, achieved by moving the reset mechanism with the minimum amount of motion, can be referred to as the safe target posture of the seat 1. In other words, the safe target posture can also be understood as the target posture of the seat 1's reset movement, to which the seat 1 should be returned to a safe target posture by means of the reset mechanism. It is understood that there may be a certain safe posture region for the seat 1, and as long as the posture of the seat 1 is within this safe posture region, the seat 1 is relatively safe in the event of a collision. Each adjustable parameter of the seat 1 may affect the collision safety of the seat 1; therefore, in a broader sense, the safe posture region of the seat 1 can be, for example, one or more domains in a multidimensional space composed of the various adjustable parameters of the seat 1.

[0096] The meaning of the safe posture zone of seat 1 will be explained in more detail below using a simple example. Figure 5 illustrates, exemplarily, the safe posture zone of seat 1 as determined by the seat cushion rotation angle. A schematic diagram of the safe posture area AS formed by the backrest rotation angle θ. Here, the vertical axis represents the angle of the seat cushion 3 relative to the horizontal line. It gradually increases from bottom to top; the horizontal axis represents the angle θ of the backrest 2 relative to the vertical line, which gradually increases from left to right. The figure uses... This indicates the maximum adjustable angle of seat cushion 3. The grayscale area AN above represents the unoccupied area of ​​seat 1, or in other words, the unreachable posture of seat 1; correspondingly, The area below represents the reachable postures of seat 1, which can be understood as postures that the seat can be adjusted to achieve. Within the reachable postures of seat 1, the safety boundary line L further divides the danger zone AD and the safe posture zone AS. Here, the danger zone AD, indicated by the shaded line, can be understood as a seat posture with a high safety risk in a collision. Typically, the zero-gravity posture of the seat can be located in the danger zone AD on the right side of the figure. The danger zone AD on the left side of the figure can, for example, correspond to the seat cushion rotation angle. A larger posture with a smaller backrest rotation angle θ may also pose a higher safety risk in the event of a collision. The safe posture region AS can be understood as the relatively safe posture of seat 1 in a collision. As can be seen from the figure, for different cushion rotation angles... The range of backrest rotation angle θ considered "safe" varies. Correspondingly, for different backrest rotation angles θ, the range of seat cushion rotation angles considered "safe" also varies. They are different.

[0097] The situation in Figure 5 can be correspondingly deduced into a multi-dimensional space composed of the various adjustable parameters of seat 1. It can be understood that the spatial dimension of the safe posture area of ​​seat 1 is not necessarily equal to the number of adjustable parameters of seat 1. For example, for the seat cushion rotation angle shown in Figure 3... For a seat 1 with adjustable backrest rotation angle θ and adjustable fore-aft position x, where the correlation between seat fore-aft position x and seat collision safety is low, only the seat cushion rotation angle can be considered when setting the safe posture area of ​​seat 1. The backrest rotation angle θ is used to obtain, for example, a two-dimensional safe posture region as shown in Figure 5. For cases where the correlation between the seat's fore-and-aft positioning x and seat collision safety is high, the seat's fore-and-aft positioning x can be taken into consideration to obtain a three-dimensional safe posture region. The safe posture region AS can be determined in various ways, such as through safety crash tests and / or simulations and / or theoretical derivations. Alternatively or additionally, machine learning can be used to determine the safe posture region AS. When determining the safe posture region, the installation environment of seat 1 (such as the vehicle's internal space structure) and the characteristics of the reset mechanism can also be considered.

[0098] In this application, by setting a safe posture area AS, the seat cushion rotation angle of seat 1 can be advantageously taken into account. The combination of the backrest rotation angle θ and, if necessary, other adjustable parameters (such as seat fore-and-aft positioning, leg rest up-and-down positioning, leg rest fore-and-aft positioning, leg rest rotation angle, etc.) affects the collision safety of seat 1, thereby enabling targeted pre-collision reset of seat 1.

[0099] In this application, the final safe target posture reached by seat 1 can be located within the safe posture region AS of seat 1 or on the boundary of the safe posture region AS of seat 1. In step S2, the minimum amount of motion required by the reset mechanism to reset to the safe posture region AS of seat 1 can be advantageously determined. The minimum amount of motion of the reset mechanism can be understood as the shortest travel distance required by the reset mechanism to reset seat 1 from its current posture to the safe posture region of the seat, or the corresponding safe target posture. Since the reset travel distance is positively correlated with the reset time, the minimum amount of motion of the reset mechanism can also be understood as the shortest reset time. Thus, seat 1 can be reliably and quickly reset to a safe posture within a short pre-collision handling time window.

[0100] In some embodiments, the reset mechanism may be a backrest reset mechanism for changing the backrest rotation angle θ of the seat 1. For example, if the seat 1 is only equipped with a backrest reset mechanism, the minimum amount of action required by the backrest reset mechanism to reset to the safe posture region AS of the seat can be determined in step S2, so that the seat can be reset from the current posture to the safe target posture of the seat 1 by means of the backrest reset mechanism, especially by means of the backrest reset mechanism alone. Point P1 in Figure 6 and the horizontal arrow associated with it exemplarily illustrate this situation. Point P1 may represent the current posture P1 of the seat 1, wherein the current seat cushion rotation angle of the seat 1 is... The backrest rotation angle θ can both be relatively large, and seat 1 is currently in the danger zone AD. Considering that seat 1 is only equipped with a backrest reset mechanism, when resetting using only the backrest reset mechanism, only the backrest rotation angle θ changes. Therefore, referring to Figure 6, the posture of seat 1 can only move along the horizontal line passing through the current posture P1. Here, the safe target posture of seat 1 can be, for example, point P1S located on the safety boundary line L. Here, there is a minimum amount of motion of the backrest reset mechanism between the safe target posture P1S and the current posture P1. The horizontal arrow from point P1 to point P1S can represent the reset movement of seat 1. It can be seen that only by changing the backrest rotation angle θ of seat 1 is it possible to reset seat 1 from the current posture P1 to the safe target posture P1S.

[0101] Figure 7 schematically illustrates the reset movement of seat 1 from the current posture P1 to the safe target posture P1S, achieved solely by the backrest reset mechanism. The left view in Figure 7 corresponds to the current posture P1 of seat 1, where the backrest 2 forms an angle θ1 relative to the vertical line V; while the right view in Figure 7 corresponds to the safe target posture P1S of seat 1, where the backrest 2 forms an angle θ1 relative to the vertical line V. 1S The backrest 2 of seat 1 can be rotated by an angle θ1-θ using a backrest reset mechanism. 1SThis achieves the reset of seat 1, while the rotation angle of seat cushion 3 remains unchanged. Here, the angle rotated by the backrest reset mechanism is θ1-θ 1S This corresponds to the minimum amount of motion required by the backrest reset mechanism to achieve seat reset.

[0102] It is understandable that for seat 1, which is currently in posture P1 and is only equipped with a backrest reset mechanism, not all postures within the safe posture area AS are reachable (by means of the backrest reset mechanism alone). Figure 6 schematically shows the reachable safe posture range corresponding to the current posture P1 using dashed lines. Furthermore, Figure 6 schematically shows another current posture P2 of seat 1, whose backrest rotation angle θ is essentially the same as P1, but whose seat cushion rotation angle... It is smaller than P1. It can be seen that, for the current posture P2, its achievable safe posture range (i.e., the backrest rotation angle range), represented by the dashed line, is significantly larger than the backrest rotation angle range corresponding to the achievable safe posture range of P1. In other words, the achievable safe posture range of seat 1 can be related to the current posture of seat 1. For the current posture P2 of seat 1, for example, the minimum action amount of the corresponding reset mechanism (the arrow pointing to the left from P2) and the corresponding safe target posture P2S can be determined through the corresponding action of the reset mechanism.

[0103] In other embodiments, the reset mechanism may be used to change the seat cushion rotation angle of the seat 1. The seat cushion reset mechanism. For example, if seat 1 is only equipped with a seat cushion reset mechanism, the minimum amount of action required by the seat cushion reset mechanism to reset to the safe posture region AS of the seat can be determined in step S2, so that the seat can be reset from the current posture to the safe target posture of seat 1 by means of the seat cushion reset mechanism, especially by means of only the seat cushion reset mechanism. Point P3 in Figure 8 and the arrow associated with it exemplarily illustrate this situation. Point P3 can represent the current posture of seat 1, where seat 1 can have a large seat cushion rotation angle. With a smaller backrest rotation angle θ, and seat 1 is currently in the danger zone AD.

[0104] With the seat cushion 3 and backrest 2 of seat 1 decoupled from each other in movement, the seat cushion rotation angle is changed. This will not cause movement of the backrest 2, or a change in the backrest rotation angle θ. When resetting solely using the seat cushion reset mechanism, only the seat cushion rotation angle... As the posture of seat 1 changes, as shown in Figure 8, the posture of seat 1 can only move along a vertical line passing through the current posture P3. Here, the minimum amount of motion of the seat cushion reset mechanism can be represented by a vertically downward arrow originating from P3. The safe target posture of seat 1 can be, for example, point P3S located on the safety boundary line L, and a longitudinal arrow pointing from point P3 to point P3S can also represent the reset movement of seat 1. It can be seen that only the seat cushion rotation angle of seat 1 needs to be changed here. This allows the seat 1 to be reset from its current posture P3 to the safe target posture P3S. Figure 9 schematically illustrates the seat 1 reset movement achieved in this case using only the seat cushion reset mechanism. The left view in Figure 9 corresponds to the current posture P3 of the seat 1, where the seat cushion 3 is at an angle relative to the horizontal line H. The right image in Figure 9 corresponds to the safe target posture P3S of seat 1, where the seat cushion 3 is at an angle relative to the horizontal line H. The seat cushion 3 of seat 1 can be rotated by means of a seat cushion reset mechanism. This achieves the reset of seat 1, while the angle of the backrest 2 of seat 1 remains unchanged. Here, the angle rotated by the seat cushion reset mechanism... This corresponds to the minimum amount of motion required by the seat cushion reset mechanism to achieve seat reset.

[0105] With the seat cushion 3 and backrest 2 of seat 1 moving in tandem, the seat cushion rotation angle is changed. This will simultaneously cause a change in the backrest rotation angle θ. When resetting is performed solely using the seat cushion reset mechanism, only the seat cushion rotation angle... The seat's posture changes synchronously with the backrest rotation angle θ, so as shown in Figure 8, the seat 1 can only move along the diagonal line passing through the current posture P3. Here, the minimum amount of motion of the seat cushion reset mechanism can be represented by an arrow pointing downwards to the left from P3. At this time, the safe target posture of the seat 1 can be, for example, point P3S' located on the safety boundary line L, and the inclined arrow pointing from point P3 to point P3S' can also represent the reset movement of the seat 1. It can be seen that in the reset movement from the current posture P3 to the safe target posture P3S', not only does the seat cushion rotation angle change, but also the backrest rotation angle changes. The backrest rotation angle θ changes. Figure 10 schematically shows the seat 1 resetting movement achieved in this case solely by means of the seat cushion resetting mechanism. The left view in Figure 10 corresponds to the current posture P3 of the seat 1, where the seat cushion 3 is at an angle relative to the horizontal line H. Its backrest 2 forms an angle θ3 with respect to the vertical line V; and the right figure in Figure 10 corresponds to the safe target posture P3S' of the seat 1. The seat cushion 3 and backrest 2 of the seat 1 can be rotated synchronously by means of a seat cushion reset mechanism. This allows seat 1 to return to its original position, at which point the seat cushion 3 of seat 1 reaches an angle. The backrest 2 reaches angle θ at this point. 3S Here, the angle through which the seat cushion reset mechanism rotates. This corresponds to the minimum amount of motion required by the seat cushion reset mechanism to achieve seat reset.

[0106] For example, in the case of Figure 8, the range and form of the reset movement that can be achieved solely by the seat reset mechanism may be relatively limited. To address this, the reachable posture of the seat 1 during use can be specifically set to avoid the risk of not being able to reset to the safe posture region AS by means of the seat reset mechanism. For example, in Figure 8, the grayscale region AN representing the unreachable posture of the seat 1 can be larger than that in Figures 5 and 6.

[0107] In some other embodiments, the reset mechanism may include a backrest reset mechanism for changing the backrest rotation angle θ of the seat 1 and a seat cushion rotation angle for changing the seat 1. The seat cushion reset mechanism. In step S2, the minimum amount of motion required for the backrest reset mechanism and the seat cushion reset mechanism to reset to the safe posture region AS of the seat can be determined, so that the seat 1 can be reset from the current posture to the determined safe target posture by means of the backrest reset mechanism and the seat cushion reset mechanism. There are also two possible situations: the seat cushion 3 and the backrest 2 of the seat 1 are decoupled from each other in movement, and the seat cushion 3 and the backrest 2 of the seat 1 are coupled to each other in movement.

[0108] The following describes in detail, with reference to Figures 11 and 12, the motion coupling between the seat cushion 3 and the backrest 2 of the seat 1.

[0109] Point P4 in Figure 11 exemplarily represents the current posture of seat 1. Since both a backrest reset mechanism and a seat cushion reset mechanism exist, there are multiple possible reset movements for the current posture P4, indicated by the various arrows. For example, the movement from the current posture P4 to posture P4S (illustratively represented by the dashed arrow pointing from P4 to P4S) can be achieved, for instance, solely by the backrest reset mechanism. However, the movement from the current posture P4 to posture P4S' (illustratively represented by the dashed arrow pointing from P4 to P4S') requires the cooperation of both the backrest reset mechanism and the seat cushion reset mechanism. The seat cushion 3 and backrest 2 of seat 1 are motionally coupled to each other here. Therefore, the movement achieved by the seat cushion reset mechanism can be represented by a solid arrow pointing downwards to the left, while the movement achieved by the backrest reset mechanism is represented by a horizontal solid arrow connected to this arrow. Here, although the two solid arrows are connected, this does not indicate a temporal sequence, but only that they jointly achieve the reset movement of seat 1 from P4 to P4S'.

[0110] Figure 12 schematically illustrates the resetting motion of seat 1, achieved jointly by the backrest resetting mechanism and the seat cushion resetting mechanism, when the seat cushion 3 and backrest 2 of seat 1 are kinematically coupled. The left view in Figure 12 corresponds to the current posture P4 of seat 1, where the seat cushion 3 is at an angle relative to the horizontal line H. Its backrest 2 forms an angle θ4 with respect to the vertical line V. The right figure in Figure 12 corresponds to the safe target posture of the seat 1. Here, the seat cushion 3 can be rotated by an angle β relative to the backrest 2 using a seat cushion reset mechanism, so that the seat cushion 3 reaches the angle shown in the right figure. In addition, the backrest 2 is rotated by an angle γ by means of the backrest reset mechanism, so that the backrest 2 reaches the angle θ4' in the right figure.

[0111] The following describes in detail, with reference to Figures 13 and 14, the situation where the seat cushion 3 and backrest 2 of seat 1 are decoupled from each other in motion.

[0112] Point P5 in Figure 13 exemplarily represents the current posture of seat 1. Since both a backrest reset mechanism and a seat cushion reset mechanism exist, there are multiple possible reset movements for the current posture P5, indicated by the various arrows. For example, movement from the current posture P5 to posture P5S' can be achieved, for example, solely by the backrest reset mechanism, as indicated by the dashed arrow pointing from P5 to P5S'. Movement from the current posture P5 to posture P5S' can be achieved, for example, solely by the seat cushion reset mechanism, as indicated by the dashed arrow pointing from P5 to P5S'. Movement from the current posture P5 to posture P5S (schematically indicated by the dashed arrow pointing from P5 to P5S) requires the cooperation of both the backrest reset mechanism and the seat cushion reset mechanism. The seat cushion 3 and backrest 2 of seat 1 are decoupled in movement; therefore, movement achieved by the backrest reset mechanism can be indicated by a solid arrow pointing horizontally to the left, while movement achieved by the seat cushion reset mechanism can be indicated by a solid arrow pointing vertically upwards. Here, although the two solid arrows are connected to each other, this does not indicate a temporal relationship between them, but only that they jointly realize the reset movement of seat 1 from P5 to P5S.

[0113] Figure 14 schematically illustrates the repositioning movement of seat 1 from the current posture P5 in Figure 13 to the safe target posture P5S, achieved jointly by the backrest repositioning mechanism and the seat cushion repositioning mechanism, when the seat cushion 3 and backrest 2 of seat 1 are decoupled from each other. The left view in Figure 14 corresponds to the current posture P5 of seat 1, where the seat cushion 3 is at an angle relative to the horizontal line H. Its backrest 2 forms an angle θ5 relative to the vertical line V. The right figure in Figure 14 corresponds to the safe target posture P5S of the seat 1. Here, the seat cushion 3 can be rotated independently by an angle β using a seat cushion reset mechanism, so that the seat cushion 3 reaches the angle shown in the right figure. The backrest 2 can be rotated independently by an angle γ using the backrest reset mechanism, so that the backrest 2 reaches the angle θ shown in the right figure. 5S .

[0114] Considering that the backrest reset mechanism and the seat reset mechanism can operate simultaneously, in some embodiments, it can be specified, for example, that the minimum amount of motion is determined in step S2 such that the time required to reset from the current posture of the seat to the safe target posture is minimized. To this end, in some embodiments, the amount of motion required by the backrest reset mechanism and the seat reset mechanism to reach each safe posture located within the safe posture region AS and on the safe boundary line L can be determined. For each safe posture, the larger of its corresponding backrest reset mechanism motion and seat reset mechanism motion can be considered as the amount of motion required to reach that safe posture, because (for example, when the reset speeds of the backrest reset mechanism and the seat reset mechanism are substantially the same) the larger of the two motions will constrain the required reset time. Subsequently, the safe posture with the minimum amount of motion can be selected as the safe target posture of the seat 1.

[0115] Furthermore, in some embodiments, the minimum amount of motion and the safe target posture can be determined by taking into account at least one of the power, transmission ratio, driving force, and response time of the backrest reset mechanism and the seat cushion reset mechanism. This is because these parameters can also affect the time required for reset. Specifically, for example, when the seat cushion 3 and backrest 2 of seat 1 are decoupled from each other, as shown in Figure 15, when seat 1 is in the current posture P6, there may be a minimum amount of motion for the reset mechanism between the current posture P6 and posture P6S. However, the reset speed of the backrest reset mechanism of seat 1 may be relatively low, making it impossible to reset to posture P6S within the specified reset time, while the reset speed of the seat cushion reset mechanism of seat 1 is large enough that this problem does not exist. In this case, for example, the seat can be reset from posture P6 to posture P6S' based on the reset speeds of the backrest reset mechanism and the seat cushion reset mechanism. It can be seen that the amount of backrest reset motion required to reset to posture P6S' is smaller than that required for posture P6S, which allows the backrest reset mechanism to complete the reset action within the specified reset time. Although the amount of seat reset action required to return to posture P6S' is greater than that of P6S, the seat reset mechanism can still complete the reset action within the specified reset time because it has sufficient reset speed.

[0116] In various embodiments, the determined safety target posture is not necessarily required to be located on the boundary L of the safety posture region AS of seat 1. In some cases, the safety target posture may also be located within the safety posture region AS of seat 1.

[0117] To achieve control of the reset mechanism, as shown in Figure 16, in some embodiments, step S3 may include:

[0118] Step S31: Based on the current posture of the seat and the determined minimum motion amount, generate control commands for the reset mechanism; and

[0119] Step S32: Send control commands to the reset mechanism.

[0120] Within the scope of this application, the seat pre-collision reset achieved by method 100 does not exclude any acceptable deviations relative to the determined minimum amount of motion and the safe target posture caused by design or manufacturing defects, device or component tolerances, algorithm accuracy, environmental influences and / or other factors.

[0121] The generation and transmission of the pre-collision signal are described in more detail below with reference to examples in Figures 17 and 18. Figure 17 exemplarily illustrates the steps of method 100 according to some embodiments of this application, and Figure 18 exemplarily illustrates a flowchart for generating the pre-collision signal. As shown in Figure 17, in some embodiments, method 100 may include the following steps before step S1:

[0122] Step S01: Determine whether there is an occupant on seat 1 and whether seat 1 is in a safe posture area, and obtain the determination result; here, "seat in a safe posture area" can include the situation where the seat is in a safe posture area or on the boundary of the safe posture area.

[0123] Step S02: If the judgment result is that there is an occupant in the seat and the seat is not in a safe posture area, determine whether the vehicle has a collision risk;

[0124] Step S03: Provide a pre-collision signal if it is determined that the vehicle has a collision risk and the pre-collision reset of the seats is required.

[0125] In some embodiments, to determine whether there is an occupant in seat 1, a pressure sensor can be installed on seat 1, such as its backrest 2 and / or seat cushion 3. The pressure sensor is used to monitor the pressure applied to seat 1. The presence of an occupant in seat 1 can be determined based on the pressure value detected by the pressure sensor. For example, the pressure value detected by the pressure sensor can be compared with a preset pressure (e.g., 200 N). If it is greater than the preset pressure, it can be determined that there is an occupant in seat 1; otherwise, it can be determined that there is no occupant in seat 1. Alternatively or additionally, in some embodiments, the vehicle may include an SBR (Safety Belt Reminder) system, which can be used to determine whether there is an occupant in seat 1.

[0126] In some embodiments, the vehicle's electronic control unit, particularly the electronic control unit of the automatic emergency braking system, can determine whether the vehicle poses a collision risk. The automatic emergency braking system is a vehicle active safety technology system, primarily comprising three modules: a control module (electronic control unit), a ranging module, and a braking module. The ranging module's core components include microwave radar, facial recognition technology, and a video system, providing accurate and real-time images and road condition information. The automatic emergency braking system uses radar to measure the distance to the vehicle ahead or an obstacle, then compares the measured distance with a warning distance and a safe distance. When the distance is less than the warning distance, an alarm is issued (e.g., light or audible warning); when the distance is less than the safe distance, emergency braking is triggered, causing the vehicle to brake automatically, thereby ensuring vehicle safety. The automatic emergency braking system can be an existing system on the vehicle; its structure and principles will not be elaborated here.

[0127] In some embodiments, the automatic emergency braking system may employ an algorithm based on TTC (Time to Collision) to achieve automatic braking in order to avoid or mitigate collisions. TTC is an indicator based on the relative speed and distance between vehicles or between a vehicle and an obstacle. It represents the time required to collide with the vehicle or obstacle ahead under current speed and acceleration conditions. By calculating the TTC and determining whether emergency braking needs to be triggered based on a preset threshold, the braking force can be adjusted according to the TTC value to adapt to different emergency braking requirements. In Figure 18, a collision signal can be provided if the TTC is less than a first threshold and greater than a second threshold. The first threshold may be, for example, a threshold for triggering vehicle emergency braking, such as 1-1.5 seconds; while the second threshold may be, for example, the pre-collision reset time of the seat, such as 0.7 seconds.

[0128] In some embodiments, step S01 can be implemented, for example, by a seat control module for seat 1. The determination result regarding whether there is an occupant on the seat and whether the seat is in a safe posture area can be directly provided to the electronic control unit of the vehicle's automatic emergency braking system. Alternatively, as shown in FIG18, the seat control module can provide the determination result to the vehicle's electronic control unit only if the determination result is that there is an occupant on seat 1 and seat 1 is not in a safe posture area. Specifically, in the embodiment of FIG18, it can first be determined whether there is an occupant on the seat; if yes, it can further determine whether the seat is in a safe posture area; if no, the method according to this application can be directly terminated. Further, if it is determined that the seat is in a safe posture area, there is no need for seat reset, and the method according to this application can be terminated. If the seat is not in a safe posture area, the method can continue.

[0129] Subsequently, as shown in Figure 18, the presence of a collision risk can be identified, and whether a pre-collision signal needs to be provided can be determined, for example, based on the TTC (Total Collision Twist). The steps circled in dashed boxes in Figure 18 can be performed on the vehicle side or by the vehicle's automatic emergency braking system. Specifically, the vehicle can determine whether a collision risk exists, for example, based on whether the TTC is less than a predetermined collision TTC threshold. If no collision risk exists, the method according to this application can be terminated. If a collision risk exists, it can be further determined, for example, whether a pre-collision reset of the seat is required. For example, this can be determined based on whether the TTC is within a predetermined threshold range. As explained above, it can be determined whether the TTC is less than a first threshold and greater than a second threshold TTC. If not, a pre-collision reset of the seat is not required, and the vehicle can provide a warning, for example, through indicator lights, sound, and vibration. Further, it can be determined whether the overall vehicle collision risk has been eliminated. If yes, the method can be terminated; otherwise, monitoring continues to determine whether the TTC is less than the first threshold and greater than the second threshold TTC. If the determination result for whether the TTC is less than the first threshold and greater than the second threshold TTC is yes, then it indicates that a pre-collision reset of the seat is required. Therefore, in step S03, the pre-collision signal can be sent to the seat control module by the electronic control unit, autonomous driving unit, or driver assistance unit of the vehicle's automatic emergency braking system after determining the collision risk. Figure 19 exemplarily shows a block diagram of a control system 200 for a pre-collision reset of a vehicle seat 1 according to some embodiments of this application. The control system 200 may include at least one control unit 210 and at least one storage unit 220 coupled to the control unit 210. The storage unit 220 may be configured to store a series of computer-executable instructions, wherein, when executed by the control unit 210, the series of computer-executable instructions can cause the control unit 210 to perform the method 100 described above.

[0130] In some embodiments, the at least one control unit 210 may include a seat control module 211 for the seat 1 and / or an electronic control unit 212 for the vehicle, particularly an electronic control unit 212 for an automatic emergency braking system. The various steps of the method 100 described above may be implemented, for example, distributed or centralized, by the at least one control unit 210, particularly the seat control module 211 and / or the electronic control unit 212.

[0131] In some embodiments, step 2, which determines the minimum amount of motion required for the reset mechanism to return to the safe posture area of ​​the seat based on the current posture of the seat, can be implemented, for example, by a lookup table. Specifically, the correspondence between various postures of the seat and the corresponding minimum amount of motion of the reset mechanism and / or the safe target posture can be pre-recorded in a lookup table, which can be stored in the at least one storage unit 220. When implementing step S2, the posture in the lookup table that is closest to the current posture of the seat can be selected, and the minimum amount of motion of the reset mechanism corresponding to this posture in the lookup table can be used as the minimum amount of motion determined in step S2.

[0132] The following describes some embodiments of a vehicle seat 1 according to this application with reference to FIG20. The pre-collision reset method 100 for a vehicle seat 1 previously described is particularly applicable to such a seat 1. Here, at least the seat cushion rotation angle of the seat 1... The backrest rotation angle θ (see Figure 3) is adjustable. In some embodiments, the seat's fore-aft positioning x (see Figure 3) is also adjustable. Some seats 1 may include a leg rest, and at least one of the leg rest's vertical positioning, fore-aft positioning, and leg rest rotation angle is adjustable. The current posture of the seat 1 can be determined at least by the seat cushion rotation angle. The backrest rotation angle θ (and, if necessary, other adjustable parameters) is used to limit it.

[0133] Seat 1 includes a reset mechanism, by means of which the seat cushion rotation angle of seat 1 can be changed. At least one of the backrest rotation angle θ and the backrest rotation angle θ is used to achieve pre-collision reset of seat 1 when needed. The left side of Figure 20 shows an exploded view of the reset mechanism 11, which may include a backrest reset mechanism 12 for changing the backrest rotation angle θ of seat 1 and / or a cushion rotation angle for changing seat 1. The seat cushion reset mechanism 13. The right side of Figure 20 shows a schematic diagram of the reset mechanism 11 in the assembled state, where only the frame of the seat 1 is shown, and the seat foam and covering fabric are not shown.

[0134] The seat 1 may include two backrest angle adjusters 50a and 50b for adjusting the backrest rotation angle θ. These two backrest angle adjusters 50a and 50b are interconnected via a backrest adjustment synchronization rod 20. When using the seat 1, the backrest rotation angle θ can be adjusted using the backrest angle adjusters 50a and 50b. Furthermore, the seat 1 may also include a mechanism for adjusting the seat cushion rotation angle. The seat 1 has two seat adjustment mechanisms 60a and 60b, which are interconnected via a seat adjustment synchronization rod 80. When using the seat 1, the seat rotation angle can be adjusted using the seat adjustment mechanisms 60a and 60b. It is understandable that, for example, when the backrest 2 is installed on the seat cushion 3, the movement of the seat cushion 3 will also cause the backrest 2 to move simultaneously.

[0135] As shown in Figure 20, a backrest reset mechanism 12 can be connected to the backrest adjustment synchronization rod 20. The backrest reset mechanism 12 can drive the backrest adjustment synchronization rod 20 to rotate, thereby changing the backrest rotation angle θ. The backrest reset mechanism 12 may include at least one, in this case, two backrest actuators 10a and 10b. If necessary, the backrest reset mechanism 12 may also include a corresponding transmission mechanism, such as a reducer. To achieve rapid reset of the seat 1, the backrest actuators 10a and 10b and the corresponding transmission mechanism can be selectively chosen to achieve a backrest reset angular velocity of at least 10° / s, preferably at least 20° / s. For this purpose, the backrest actuators 10a and 10b can be high-speed motors, such as brushless motors. Here, the backrest actuators 10a and 10b can be used not only to achieve high-speed reset movement of the backrest 2, but also to achieve angle adjustment of the backrest 2 at a relatively slow speed under normal use of the seat 1. Such backrest actuators 10a and 10b can also be called dual-speed adjusters. In other embodiments, the seat 1 may include additional (manual and / or electric) drive mechanisms for adjusting the angle of the backrest 2 during normal use of the seat 1.

[0136] Alternatively or additionally, as shown in Figure 20, a seat cushion reset mechanism 13 can be connected to the seat cushion adjustment synchronization rod 80. The seat cushion reset mechanism 13 can drive the seat cushion adjustment synchronization rod 80 to rotate, thereby changing the seat cushion rotation angle. The seat cushion reset mechanism 13 may include at least one, specifically one, seat cushion actuator 70, and, if necessary, a corresponding transmission mechanism, such as a reducer. To achieve rapid reset of the seat 1, the seat cushion actuator 70 and the corresponding transmission mechanism can be selectively chosen to achieve a seat cushion reset angular velocity of at least 10° / s, preferably at least 20° / s. For this purpose, the seat cushion actuator 70 may be a high-speed motor, such as a brushless motor. Here, the seat cushion actuator 70 may be used not only to achieve high-speed reset movement of the seat cushion 3, but also to achieve angle adjustment of the seat cushion 3 at a relatively slower speed during normal use of the seat 1. Such a seat cushion actuator 70 may also be referred to as a dual-speed adjuster. In other embodiments, the seat 1 may include additional (manual and / or electric) drive devices for angle adjustment of the seat cushion 3 during normal use of the seat 1.

[0137] Figure 20 also shows the seat control module 211 and the wiring harness 30 for connecting the seat control module 211 to the corresponding backrest drivers 10a, 10b and / or cushion drivers 70. Control commands from the seat control module 211 can be sent to the corresponding drivers via the wiring harness 30.

[0138] Furthermore, embodiments of this application relate to a vehicle capable of implementing the pre-collision reset method 100 for a vehicle seat 1 described above, and / or the control system 200 described above for the vehicle, and / or the vehicle including the seat 1 described above.

[0139] Exemplary embodiments according to this application have been described above with reference to the accompanying drawings. However, those skilled in the art will understand that various changes and modifications can be made to the exemplary embodiments of this application without departing from the spirit and scope of this application. All changes and modifications are included within the scope of protection of this application as defined by the claims. This application is defined by the appended claims, and equivalents of those claims are also included.

Claims

A method for pre-collision reset of a vehicle seat, characterized in that, The method, which allows for the alteration of at least one of the seat cushion rotation angle and the backrest rotation angle by means of a reset mechanism, includes: Step S1: Obtain the pre-collision signal; Step S2: In response to the pre-collision signal, determine the minimum amount of action required for the reset mechanism to reset to the safe posture area of ​​the seat based on the current posture of the seat, wherein the current posture of the seat includes the seat cushion rotation angle and the backrest rotation angle; Step S3: Based on the determined minimum amount of motion, control the reset mechanism to reset the seat to the safe target posture, which is located in the safe posture area of ​​the seat or on the boundary of the safe posture area of ​​the seat. The method according to claim 1, characterized in that, The current posture of the seat also includes at least one of the following: seat fore-and-aft positioning, leg rest up-and-down positioning, leg rest fore-and-aft positioning, and leg rest rotation angle. The method according to claim 1 or 2, characterized in that, The safe position range that the seat can reach with the aid of the reset mechanism is related to the current position of the seat. The method according to any one of claims 1 to 3 is characterized in that, The safe posture area of ​​the seat is determined through experimentation and / or simulation and / or theoretical derivation and / or machine learning. The method according to any one of claims 1 to 4, characterized in that, The reset mechanism is a backrest reset mechanism for changing the backrest rotation angle of the seat. In step S2, the minimum amount of motion required by the backrest reset mechanism to reset to the safe posture area of ​​the seat is determined, and in step S3, the backrest reset mechanism is controlled to reset the seat to the safe target posture. The method according to any one of claims 1 to 4, characterized in that, The reset mechanism is a seat cushion reset mechanism for changing the seat cushion rotation angle, wherein, in step S2, the minimum amount of action required by the seat cushion reset mechanism to reset to the safe posture area of ​​the seat is determined, and in step S3, the seat cushion reset mechanism is controlled to reset the seat to the safe target posture. The method according to any one of claims 1 to 4, characterized in that, The reset mechanism includes a backrest reset mechanism for changing the backrest rotation angle of the seat and a seat cushion reset mechanism for changing the seat cushion rotation angle. In step S2, the minimum amount of motion required by the backrest reset mechanism and the seat cushion reset mechanism to reset the seat to a safe posture area is determined, and in step S3, the backrest reset mechanism and / or the seat cushion reset mechanism are controlled to reset the seat to a safe target posture. The method according to any one of claims 5 to 7, characterized in that, In step S2, the minimum amount of motion is determined such that the time required to reset the seat from its current posture to the safe target posture is minimized. The method according to claim 7, characterized in that, In step S2, the minimum amount of motion is determined such that the larger of the backrest reset mechanism's motion and the seat cushion reset mechanism's motion is minimized. The method according to any one of claims 7 to 9, characterized in that, The minimum amount of motion is determined based on at least one of the power, transmission ratio, driving force, and response time of the backrest reset mechanism and the seat reset mechanism. The method according to any one of claims 1 to 10, characterized in that, The method includes the following steps prior to step S1: - Determine whether there are occupants on the seat and whether the seat is in a safe posture area, and obtain the determination result; -If the judgment result is that there is an occupant in the seat and the seat is not in a safe posture area, determine whether the vehicle has a collision risk; - Provide a pre-collision signal when it is determined that the vehicle is at risk of collision and that pre-collision seat reset is required. The method according to claim 11, characterized in that, The Time-to-Collision-Torrent (TTC) is used to determine whether a vehicle is at risk of collision and whether pre-collision seat repositioning is necessary. A control system for pre-collision reset of a vehicle seat, characterized in that, The control system includes: At least one control unit; and At least one storage unit coupled to the control unit, the storage unit being configured to store a series of computer-executable instructions. Wherein, when the series of computer-executable instructions are executed by the control unit, the control unit causes the control unit to perform the method according to any one of claims 1 to 12. The control system according to claim 13 is characterized in that, The at least one control unit includes a seat control module and / or the vehicle's electronic control unit. A seat for a vehicle, characterized in that, The method according to any one of claims 1 to 12 can be applied to the seat, wherein the seat includes a reset mechanism that can change at least one of the seat cushion rotation angle and the backrest rotation angle by means of the reset mechanism. The seat according to claim 15, characterized in that, The fore-aft positioning of the seat is adjustable; and / or the seat includes a leg rest, and at least one of the leg rest vertical positioning, fore-aft positioning, and leg rest rotation angle is adjustable. The seat according to claim 15 or 16 is characterized in that, The reset mechanism includes a backrest reset mechanism for changing the backrest rotation angle of the seat and / or a seat cushion reset mechanism for changing the seat cushion rotation angle of the seat. The seat according to claim 17, characterized in that, The seat includes two seat cushion adjusters for adjusting the seat cushion rotation angle. The two seat cushion adjusters are connected to each other via a seat cushion adjustment synchronization rod. The seat cushion reset mechanism is kinetically connected to the seat cushion adjustment synchronization rod and can change the seat cushion rotation angle of the seat by means of the seat cushion reset mechanism. The seat according to claim 18, characterized in that, The seat reset mechanism includes at least one, preferably two, seat actuators, and is configured to achieve a seat reset angular velocity of at least 10° / s, preferably at least 20° / s. The seat according to any one of claims 17 to 19 is characterized in that, The seat includes two backrest angle adjusters for adjusting the backrest rotation angle. The two backrest angle adjusters are connected to each other via a backrest adjustment synchronization rod. The backrest reset mechanism is kinetically connected to the backrest adjustment synchronization rod and can change the backrest rotation angle of the seat by means of the backrest reset mechanism. The seat according to claim 20, characterized in that, The backrest reset mechanism includes at least one, preferably two, backrest drivers, and is configured to achieve a backrest reset angular velocity of at least 10° / s, preferably at least 20° / s. The seat according to any one of claims 15 to 21 is characterized in that, The seat includes a seat control module that is signal-connected to the reset mechanism, the seat control module being configured to: -Acquire pre-collision signals; - In response to the pre-collision signal, determine the minimum amount of action required for the reset mechanism to return to the safe posture area of ​​the seat based on the current posture of the seat, wherein the current posture of the seat includes the seat cushion rotation angle and the backrest rotation angle; and -Based on the determined minimum amount of motion, the reset mechanism is controlled to reset the seat to the safe target posture. The seat according to claim 22 is characterized in that, The seat control module is also configured to: - Determine whether there is an occupant on the seat and whether the seat is in a safe posture area, and obtain the determination result; and - The judgment result is provided to the vehicle's electronic control unit, or the judgment result is provided to the vehicle's electronic control unit only when the judgment result indicates that there is an occupant in the seat and the seat is not in a safe posture area. A vehicle characterized in that, The vehicle is capable of implementing the method according to any one of claims 1 to 12, and / or the vehicle includes the control system according to claim 13 or 14, and / or the vehicle includes a seat according to any one of claims 15 to 23. The vehicle according to claim 24 is characterized in that, The vehicle includes an electronic control unit, which is communicatively connected to a seat control module. The electronic control unit is configured to: - Determine if the vehicle poses a collision risk; - If it is determined that the vehicle is at risk of collision and the seat pre-collision reset is required, a pre-collision signal is provided to the seat control module. The vehicle according to claim 25 is characterized in that, The vehicle includes an SBR system and / or pressure sensors for determining whether there is an occupant in the seat.

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