Automobile seat parameter determination method and device, electronic equipment and storage medium

Abstract

The invention is suitable for the technical field of vehicles, and provides an automobile seat parameter determination method and device, electronic equipment and a storage medium, and the method comprises the following steps: under a preset driving working condition, obtaining a vibration acceleration and a comfort level score of a seat headrest, and determining a vibration acceleration threshold according to the vibration acceleration and the comfort level score; acquiring a relation curve between the vibration acceleration of the seat headrest and the inherent frequency of the seat; according to the relation curve and the vibration acceleration threshold value, the seat inherent frequency range enabling the vibration acceleration of the seat headrest to be smaller than the vibration acceleration threshold value is determined. According to the method, the shaking of the headrest can be accurately evaluated and predicted in the design stage of the automobile seat, the design modification of the automobile seat is guided, the shaking is reduced, and the comfort is improved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, and particularly relates to a method, device, electronic device and storage medium for determining automobile seat parameters. Background Technology

[0002] As living standards improve, people are demanding higher levels of comfort in cars, especially in terms of car seat comfort.

[0003] In evaluating the comfort of car seats, many automakers overlook or neglect the issue of headrest vibration. Headrest vibration not only affects the stability and comfort of the seat but also impacts the company's brand image. Therefore, identifying and addressing headrest vibration issues during the vehicle design phase is essential. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a method, apparatus, electronic device, and storage medium for determining automotive seat parameters, so as to accurately evaluate and predict headrest vibration during the automotive seat design stage, guide automotive seat design modifications, reduce vibration, and improve comfort.

[0005] A first aspect of the present invention provides a method for determining automobile seat parameters, comprising:

[0006] Under preset driving conditions, the vibration acceleration and comfort score of the seat headrest are obtained, and the vibration acceleration threshold is determined based on the vibration acceleration and the comfort score.

[0007] Obtain the relationship curve between the vibration acceleration of the seat headrest and the natural frequency of the seat;

[0008] Based on the relationship curve and the vibration acceleration threshold, the range of natural frequencies of the seat that would cause the vibration acceleration of the headrest to be less than the vibration acceleration threshold is determined.

[0009] In conjunction with the first aspect, in one possible implementation of the first aspect, the preset driving conditions include multiple vehicle speed conditions;

[0010] The step of acquiring the vibration acceleration and comfort score of the seat headrest under preset driving conditions, and determining the vibration acceleration threshold based on the vibration acceleration and the comfort score, includes:

[0011] At each vehicle speed condition, the vibration acceleration and comfort scores of the seat headrests of multiple vehicle models were obtained.

[0012] The vibration acceleration and comfort scores of the seat headrests of the multiple vehicle models under the multiple vehicle speed conditions are fitted to obtain the fitting curve;

[0013] Based on the fitted curve, the maximum vibration acceleration that makes the comfort score greater than a preset threshold is determined, and the vibration acceleration threshold is obtained.

[0014] In conjunction with the first aspect, in one possible implementation of the first aspect, before obtaining the relationship curve between the vibration acceleration of the seat headrest and the natural frequency of the seat, the method further includes:

[0015] Obtain the maximum vibration acceleration of the seat headrest at different natural frequencies of the seat;

[0016] Based on the maximum vibration acceleration of the headrest at different natural frequencies of the seat, a relationship curve between the vibration acceleration of the headrest and the natural frequency of the seat is established.

[0017] In conjunction with the first aspect, in one possible implementation of the first aspect, obtaining the maximum vibration acceleration of the seat headrest at different natural frequencies of the seat includes:

[0018] For any natural frequency of the seat, within a preset range of chassis excitation frequencies, determine the chassis excitation frequency value that maximizes the vibration acceleration of the seat headrest.

[0019] Based on the chassis excitation frequency value, the maximum vibration acceleration of the seat headrest at the natural frequency of the seat is determined.

[0020] In conjunction with the first aspect, in one possible implementation of the first aspect, determining the maximum vibration acceleration of the seat headrest at the natural frequency of the seat based on the chassis excitation frequency value includes:

[0021] Based on expressions:

[0022] a 头枕y =a 底盘z *β;

[0023]

[0024] Determine the maximum vibration acceleration of the seat headrest at the natural frequency of the seat;

[0025] Among them, a 头枕y a is the maximum vibration acceleration in the fore-and-aft direction of the headrest at the natural frequency of the seat; 底盘z The vertical excitation acceleration of the vehicle chassis is determined based on the chassis excitation frequency value at the natural frequency of the seat; β is the vibration transfer function; λ = w / w0, where w is the chassis excitation frequency value and w0 is the natural frequency of the seat; The modal damping ratio, c, k, and m represent the damping, stiffness, and mass of the car seat, respectively.

[0026] In conjunction with the first aspect, in one possible implementation of the first aspect, the method further includes:

[0027] Determine the overlap between the seat's inherent frequency range and the preset chassis excitation frequency range;

[0028] Remove the overlapping portion from the inherent frequency range of the seat;

[0029] The car seat is adjusted based on the inherent frequency range of the seat.

[0030] In conjunction with the first aspect, in one possible implementation of the first aspect, adjusting the car seat based on the inherent frequency range of the seat includes:

[0031] Obtain the stiffness and mass of the car seat;

[0032] Determine the current natural frequency of the seat based on the stiffness and the mass;

[0033] If the current natural frequency of the seat is not within the range of the natural frequency of the seat, then the adjustment value of the stiffness and / or the mass is determined based on the difference between the current natural frequency of the seat and the range of the natural frequency of the seat.

[0034] The car seat is adjusted based on the adjustment values ​​of the stiffness and / or the mass.

[0035] A second aspect of the present invention provides an apparatus for determining automobile seat parameters, comprising:

[0036] The testing module is used to acquire the vibration acceleration and comfort score of the seat headrest under preset driving conditions, and to determine the vibration acceleration threshold based on the vibration acceleration and the comfort score.

[0037] The first processing module is used to obtain the relationship curve between the vibration acceleration of the seat headrest and the natural frequency of the seat;

[0038] The second processing module is used to determine, based on the relationship curve and the vibration acceleration threshold, the range of natural frequencies of the seat that would cause the vibration acceleration of the headrest to be less than the vibration acceleration threshold.

[0039] In conjunction with the second aspect, in one possible implementation of the second aspect, the preset driving conditions include multiple vehicle speed conditions;

[0040] The testing module is specifically used for:

[0041] At each vehicle speed condition, the vibration acceleration and comfort scores of the seat headrests of multiple vehicle models were obtained.

[0042] The vibration acceleration and comfort scores of the seat headrests of the multiple vehicle models under the multiple vehicle speed conditions are fitted to obtain the fitting curve;

[0043] Based on the fitted curve, the maximum vibration acceleration that makes the comfort score greater than a preset threshold is determined, and the vibration acceleration threshold is obtained.

[0044] In conjunction with the second aspect, in one possible implementation of the second aspect, before obtaining the relationship curve between the vibration acceleration of the seat headrest and the natural frequency of the seat, the first processing module is further configured to:

[0045] Obtain the maximum vibration acceleration of the seat headrest at different natural frequencies of the seat;

[0046] Based on the maximum vibration acceleration of the headrest at different natural frequencies of the seat, a relationship curve between the vibration acceleration of the headrest and the natural frequency of the seat is established.

[0047] In conjunction with the second aspect, in one possible implementation of the second aspect, the first processing module is specifically used for:

[0048] For any natural frequency of the seat, within a preset range of chassis excitation frequencies, determine the chassis excitation frequency value that maximizes the vibration acceleration of the seat headrest.

[0049] Based on the chassis excitation frequency value, the maximum vibration acceleration of the seat headrest at the natural frequency of the seat is determined.

[0050] In conjunction with the second aspect, in one possible implementation of the second aspect, the first processing module is specifically used for:

[0051] Based on expressions:

[0052] a 头枕y =a 底盘z *β;

[0053]

[0054] Determine the maximum vibration acceleration of the seat headrest at the natural frequency of the seat;

[0055] Among them, a 头枕y a is the maximum vibration acceleration in the fore-and-aft direction of the headrest at the natural frequency of the seat; 底盘z The vertical vibration acceleration of the vehicle chassis is determined based on the chassis excitation frequency value at the natural frequency of the seat; β is the vibration transfer function; λ = w / w0, where w is the chassis excitation frequency value and w0 is the natural frequency of the seat. The modal damping ratio, c, k, and m represent the damping, stiffness, and mass of the car seat, respectively.

[0056] In conjunction with the second aspect, in one possible implementation of the second aspect, the second processing module is further configured to:

[0057] Determine the overlap between the seat's inherent frequency range and the preset chassis excitation frequency range;

[0058] Remove the overlapping portion from the inherent frequency range of the seat;

[0059] The car seat is adjusted based on the inherent frequency range of the seat.

[0060] In conjunction with the second aspect, in one possible implementation of the second aspect, the second processing module is specifically used for:

[0061] Obtain the stiffness and mass of the car seat;

[0062] Determine the current natural frequency of the seat based on the stiffness and the mass;

[0063] If the current natural frequency of the seat is not within the range of the natural frequency of the seat, then the adjustment value of the stiffness and / or the mass is determined based on the difference between the current natural frequency of the seat and the range of the natural frequency of the seat.

[0064] The car seat is adjusted based on the adjustment values ​​of the stiffness and / or the mass.

[0065] A third aspect of the present invention provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method as described in the first aspect or any implementation thereof.

[0066] A fourth aspect of the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method as described in the first aspect or any implementation thereof.

[0067] The beneficial effects of the embodiments of the present invention compared with the prior art are as follows:

[0068] This invention first acquires the vibration acceleration and comfort score of the headrest under preset driving conditions. Since vibration acceleration and comfort score are correlated, a vibration acceleration threshold can be determined as the dividing line between acceptable and unacceptable headrest comfort scores. Furthermore, the headrest's vibration acceleration is related to the seat's natural frequency. By acquiring the relationship curve between the headrest's vibration acceleration and the seat's natural frequency, this invention can determine the range of natural frequencies within which the headrest's vibration acceleration is less than the vibration acceleration threshold. This range can serve as a reference for reducing headrest vibration during seat design. For example, by designing seat parameters to keep the seat's natural frequency within its range, the headrest's vibration acceleration can be kept below the threshold, ensuring seat comfort. This invention enables accurate evaluation and prediction of headrest vibration during the automotive seat design stage, guiding design modifications to reduce vibration and improve comfort. This invention also enhances product design capabilities and efficiency, effectively controlling product quality. Attached Figure Description

[0069] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0070] Figure 1 This is a schematic diagram illustrating an application scenario of the method for determining automotive seat parameters provided in an embodiment of the present invention.

[0071] Figure 2 This is a schematic diagram of the jitter evaluation standard provided in an embodiment of the present invention;

[0072] Figure 3 This is a schematic diagram illustrating the subjective evaluation of passenger-side headrest vibration provided in an embodiment of the present invention;

[0073] Figure 4 This is a schematic diagram illustrating the implementation process of the method for determining automotive seat parameters provided in an embodiment of the present invention;

[0074] Figure 5 This is a fitting curve of vibration acceleration and comfort score provided in an embodiment of the present invention;

[0075] Figure 6 This is the second fitting curve of vibration acceleration and comfort score provided in the embodiment of the present invention;

[0076] Figure 7 This is the fitting curve three for vibration acceleration and comfort score provided in the embodiment of the present invention;

[0077] Figure 8 This is the fourth fitting curve of vibration acceleration and comfort score provided in the embodiment of the present invention;

[0078] Figure 9 This is a schematic diagram of vibration transmission of a seat provided in an embodiment of the present invention;

[0079] Figure 10 This is a graph showing the relationship between the transfer function and the frequency ratio provided in an embodiment of the present invention;

[0080] Figure 11 This is a graph showing the relationship between the transfer function and the damping ratio provided in an embodiment of the present invention;

[0081] Figure 12 This is a schematic diagram showing the relationship between the vibration acceleration of the seat headrest and the natural frequency of the seat according to an embodiment of the present invention;

[0082] Figure 13 This is a schematic diagram of the structure of the device for determining automobile seat parameters provided in an embodiment of the present invention;

[0083] Figure 14 This is a schematic diagram of the structure of the electronic device provided in an embodiment of the present invention. Detailed Implementation

[0084] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0085] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0086] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0087] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0088] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0089] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0090] In evaluating the comfort of car seats, many automakers neglect or lack assessment of headrest vibration. Headrest vibration not only affects the stability and comfort of the front passenger seat but also impacts the company's brand image. Currently, there is a lack of evaluation systems for headrest vibration in related technologies. Furthermore, resolving headrest vibration issues is problematic due to two main issues: firstly, long rectification cycles and high costs, resulting in wasted resources; secondly, a lack of theoretical tools to guide improvement efforts, relying primarily on combining multiple solutions and conducting prototype verification, which is time-consuming and labor-intensive. Therefore, there is an urgent need to establish a design methodology, including seat vibration design standards and seat vibration prediction models, to improve design capabilities and efficiency, ensuring correct design from the outset.

[0091] Figure 1 This is a schematic diagram illustrating an application scenario of the method for determining car seat parameters as shown in this embodiment. This embodiment obtains data through experiments, analyzes it, and determines the car seat parameters.

[0092] exist Figure 1 In this embodiment, a headrest vibration acceleration sensor can be installed at the headrest of the car seat (e.g., on the headrest rod) to detect the vibration acceleration signal of the headrest. A chassis excitation acceleration sensor can be installed at the bottom of the car seat (e.g., at the end of the seat slide rail, the bottom of the seat mounting support structure, the mounting bolts, etc.) to detect the excitation acceleration signal of the chassis. These signals are transmitted to electronic devices such as computers and servers. The following explanation uses a computer as an example. The software installed on the computer can extract the acceleration time-domain signal, convert it into a frequency-domain signal, and analyze the signal composition.

[0093] Since subjective evaluations cannot be directly linked to product characteristics, a physical quantity needs to be defined as a design requirement. Based on the effectiveness and convenience of signal acquisition, the vibration acceleration of the test component is often collected. The aforementioned vibration acceleration refers to the magnitude of the acceleration of an object under vibration; it is an important indicator for measuring vibration intensity, and its unit is m / s².2 It can also be expressed as g (1g equals 9.8m / s²). 2 Excitation acceleration: refers to the acceleration exerted on a component by external forces, which forces the component into a state of vibration.

[0094] The data acquisition process of this embodiment will be described below:

[0095] Seat vibration reflects a person's subjective feeling. In order to facilitate the measurement of the level of vibration (such as magnitude, quality, etc.), this embodiment first studied the factors affecting car seat vibration, determined the standard experimental scenario, and established a quantifiable subjective evaluation standard.

[0096] Experimental scenario: (1) Adjust the parameters such as the overall vehicle chassis condition, tire pressure, seat back angle, and headrest height to appropriate values. (2) Determine the evaluator criteria, including the number of evaluators, height, vision (1.0 or above, no astigmatism or color weakness), evaluator seating position, and evaluator posture. The evaluator sits in the car during the experiment and observes and evaluates the shaking of the car seat headrest. (3) The experimental site is set in an easily observable lighting environment and on an easily observable road section. For example, lane changes or cornering are not evaluated. (4) Determine the variable parameters of the experiment, such as speed (100km / h, 120km / h), whether the seat is occupied, and which direction the headrest shakes (X / Y / Z).

[0097] Subjective evaluation criteria: See Figure 2 As shown, this embodiment establishes an evaluation standard of five levels: "Excellent," "Good," "Average," "Poor," and "Very Poor." It should be noted that the above level division is merely illustrative, and those skilled in the art can set it according to their needs.

[0098] For ease of statistical analysis, the five levels of "Excellent, Good, Average, Poor, and Unsatisfactory" can be assigned values ​​of "5, 4, 3, 2, and 1" respectively as comfort ratings.

[0099] In an exemplary experiment, five evaluators were organized to conduct subjective evaluations of headrest vibration under different varying parameters for five different car models. The scores are shown below. Figure 3 As shown.

[0100] Through analysis Figure 3 It can be seen that the worst-case scenario for headrest vibration is "120km / h, unloaded, Y-axis (forward and backward) vibration", while "sitting position" has a relatively small impact on the evaluation results. In this experiment, the sitting position refers to the evaluator's position. For example, when the observation object is the front passenger seat, the evaluator can sit in the back seat of the vehicle. The evaluator can observe the vibration of the front passenger headrest during the experiment and give an evaluation, i.e., a comfort score.

[0101] Finally, this embodiment considers "seat unloaded, traveling straight on a cement road at 120 / 100 / 80 km / h respectively" as the preset driving conditions, and analyzes the Y-axis vibration acceleration α of the headrest for different vehicle models under the preset driving conditions. 头枕y And a comfort score (Ly) is used to establish an evaluation and prediction model to guide the modification of the shaking problem.

[0102] The following is combined with Figure 1 Application scenarios, refer to Figure 4 This application describes a method for determining automotive seat parameters according to exemplary embodiments thereof. It should be noted that the above application scenarios are shown only to facilitate understanding of the spirit and principles of this application, and the embodiments of this application are not limited in any way. Rather, the embodiments of this application can be applied to any applicable scenario.

[0103] The following is combined with Figure 4 The method of this embodiment will be described in detail below:

[0104] Step S401: Under preset driving conditions, obtain the vibration acceleration and comfort score of the seat headrest, and determine the vibration acceleration threshold based on the vibration acceleration and comfort score.

[0105] like Figure 1 As described in the application scenario, the preset driving conditions here can be "seat unloaded, driving straight on a concrete road at 120 / 100 / 80 km / h". That is, at vehicle speeds of 120 / 100 / 80 km / h respectively, the vibration acceleration and comfort scores of the headrests of multiple vehicle models are tested. The vibration acceleration is collected by the headrest vibration acceleration sensor and input into the computer, and the comfort score is evaluated by the evaluator and input into the computer.

[0106] It should be noted that the preset driving conditions mentioned above are not unique and can be set according to actual needs. The number of vehicle models selected and the number of data sets collected can be determined based on actual requirements. Generally, the more vehicle models and data collected, the more accurate the subsequent predictive evaluation results will be.

[0107] For example, under the aforementioned preset driving conditions, 15 sets of data were collected from 5 vehicle models (A, B, C, D, and E), as shown in Table 1.

[0108] Table 1

[0109]

[0110] Then, the vibration acceleration and comfort score under each speed condition can be fitted separately to obtain the fitting curve, see [link to fitting curve]. Figures 5-7As shown. Furthermore, by combining all speed conditions and fitting a scatter plot, the Y-axis acceleration *a* of the headrest can be obtained. 头枕y The fitted curve with the comfort score, such as Figure 8 As shown, Ly = k*a 头枕y The acceleration a is calculated using the +b form and its inverse function. 头枕y = (Ly-b) / k.

[0111] For example, one calculation result is shown in Table 2.

[0112] Table 2

[0113]

[0114] The standard is set according to the "Good" or above level, that is, the comfort score needs to be greater than the preset threshold of 3, and the corresponding a for "all speed conditions" is selected. 头枕y As a standard, the vibration acceleration threshold is 0.089g, that is: a 头枕y ≤0.089g. Note: This vibration acceleration threshold is a provisional value. Considering the small number of vehicle models, sample data can be continuously collected to revise and improve the design standard.

[0115] Step S402: Obtain the relationship curve between the vibration acceleration of the seat headrest and the natural frequency of the seat.

[0116] Seat vibration can be simplified to single-degree-of-freedom forced vibration. Similar to general vibration, seat shaking needs to consider system excitation and characteristics. The system is the object of study, which can be the seat itself or the matching between the seat and the vehicle.

[0117] Seat itself: The seat consists of a sliding rail, an adjuster, and a headrest cover. The elasticity of these three parts can cause the seat / headrest to vibrate when the car is bumpy.

[0118] Vehicle system matching: The vibration generated by the excitation source is transmitted to the seat through the vehicle body. When the frequency of the excitation source is equal to or close to the natural frequency of the seat, the seat will vibrate significantly.

[0119] Based on the above, the mechanism of seat vibration can be determined:

[0120] The excitation from the road surface to the wheels, after being damped by the chassis suspension, is transmitted to the vehicle chassis and seat rails, forming a chassis excitation acceleration 'a'. 底盘z (Below the seat rail). Chassis excitation acceleration a 底盘zThe vibration is further transmitted upwards to the seat. Due to the elasticity of the guide rails, adjuster, and headrest cover, the seat vibration is amplified. The amplification ratio is called the seat transfer function (dimensionless), which is related to the system's weight m, stiffness k, and damping c. This amplification forms the acceleration of the seat headrest. Here, we only study the Y-axis acceleration a of the seat headrest. 头枕y It can be expressed mathematically: a 头枕y =a 底盘z *β.

[0121] The transmission process can be found in [reference]. Figure 9 As shown. Because a 底盘z It is input from the chassis (or floor), so the study of a 头枕y Essentially, it studies the vibration transfer function β.

[0122] Damped single-degree-of-freedom vibrations can all be expressed as second-order differential equations: m is the system mass, and d is the vibration displacement. It's system speed. Let be the system vibration acceleration (response acceleration), k be the system stiffness, c be the system damping, F be the amplitude of the excitation force, t be time, and w be the excitation frequency. Let the response acceleration... With excitation acceleration Let the ratio be β. Solving the differential equation, we get:

[0123]

[0124] Wherein, the frequency ratio λ = w / w0, w is the chassis excitation frequency, and w0 is the seat natural frequency. For example... Figure 10 As shown, when λ = 1, the natural frequency of the seat is equal to the excitation frequency of the chassis, resulting in resonance, and β reaches its maximum value. Considering that the chassis excitation frequency w is mainly concentrated in the range of 0 to 15 Hz, in order to avoid resonance, the natural frequency of the seat w0 is usually greater than 15 Hz, so λ is in (0,1). The transfer function β is an increasing function in the interval (0,1). To reduce the transfer function β, the frequency ratio λ must be reduced, which means increasing the seat mode w0. This process is also called frequency avoidance design.

[0125] Among them, modal damping ratio (c, k, and m represent the damping, stiffness, and mass of the car seat, respectively). For example... Figure 11 As shown, when When the seat is undamped, the transfer function β reaches its maximum value. The transfer function β is decreasing on (0, +∞). This is due to the modal damping ratio... Affected by the damping c, stiffness k, and weight m of the car seat, and for the same seat platform, The changes are minor, so they can be determined through physical measurement.

[0126] In this embodiment, by setting a series of seat natural frequencies, and since the chassis excitation frequency w fluctuates within the range of 0 to 15 Hz, for any seat natural frequency w0, within the range of 0 to 15 Hz, the chassis excitation frequency value w that maximizes the vibration acceleration of the seat headrest is determined. The frequency ratio is calculated according to λ = w / w0, and the transfer function β is further calculated. Simultaneously, the corresponding chassis excitation acceleration a can be obtained from the chassis excitation frequency value w. 底盘z According to a 头枕y =a 底盘z *β can calculate the maximum vibration acceleration of the headrest at the seat's natural frequency w0, thereby predicting seat vibration and guiding the selection of the seat's natural frequency. For example, some data is shown in Table 3.

[0127] Table 3

[0128]

[0129] Based on Table 3, a curve showing the relationship between the vibration acceleration of the seat headrest and the natural frequency of the seat can be established. (See Table 3 for details.) Figure 12 As shown.

[0130] Step S403: Based on the relationship curve and the vibration acceleration threshold, determine the range of natural frequencies of the seat that make the vibration acceleration of the seat headrest less than the vibration acceleration threshold.

[0131] according to Figure 12 It can be seen that in order to make a 头枕y To reduce the frequency to below 0.089, the seat's natural frequency w0 needs to be changed: either "increase to above 18.87Hz" or "decrease to below 9.35Hz". Considering that the frequency range below 15Hz is the chassis's frequency range, to avoid resonance caused by the seat's natural frequency being equal to the chassis's excitation frequency, it is advisable to increase the seat's natural frequency w0 to above 18.87Hz. That is:

[0132] Determine the overlap between the seat's natural frequency range and the chassis's excitation frequency range;

[0133] The overlapping portion is removed from the inherent frequency range of the seat.

[0134] Finally, based on the inherent frequency range of the seat, the car seat can be designed and adjusted to reduce the vibration of the headrest.

[0135] Seat natural frequency range k is the stiffness of the car seat, and m is the mass of the car seat. Therefore, the stiffness and mass of the car seat can be adjusted to keep the natural frequency of the seat within its natural frequency range, thereby reducing headrest vibration and improving comfort.

[0136] For example, design adjustments to car seats could include:

[0137] Obtain the stiffness and mass of the car seat;

[0138] Determine the current natural frequency of the seat based on stiffness and mass;

[0139] If the current natural frequency of the seat is not within the range of the natural frequency of the seat, the adjustment values ​​for stiffness and / or mass are determined based on the difference between the current natural frequency of the seat and the range of the natural frequency of the seat.

[0140] The car seat is adjusted based on stiffness and / or mass adjustment values.

[0141] Here, the current natural frequency, stiffness, and mass of the seat can be input into the computer. The computer calculates adjustment values ​​for stiffness and / or mass based on the difference between the current natural frequency and the range of natural frequencies, thus obtaining measures to reduce headrest vibration. To increase the natural frequency of the seat, the mass of the seat needs to be reduced or the stiffness increased.

[0142] As can be seen, this embodiment of the invention first tests the vibration acceleration and comfort score of the seat headrest under preset driving conditions. Since vibration acceleration and comfort score are correlated, a vibration acceleration threshold can be determined as the dividing line between whether the seat headrest comfort score is qualified and not. Furthermore, seat headrest vibration is transmitted from the vehicle chassis. Studying the headrest vibration acceleration is essentially studying the transfer function, which is related to the seat's natural frequency. By establishing the relationship curve between the seat headrest vibration acceleration and the seat's natural frequency, the range of seat natural frequencies that ensures the seat headrest vibration acceleration is less than the vibration acceleration threshold can be determined. This range of seat natural frequencies can serve as a reference for reducing seat headrest vibration during seat design. For example, by designing seat parameters to keep the seat's natural frequency within the range of the seat's natural frequency, it can be ensured that the seat headrest vibration acceleration is less than the vibration acceleration threshold, thus ensuring seat comfort. This embodiment of the invention can accurately evaluate and predict headrest vibration during the automotive seat design stage, guiding modifications to the automotive seat design, reducing vibration, and improving comfort. The embodiments of the present invention improve product design capabilities and efficiency, and can effectively control product quality.

[0143] The embodiments of the present invention specifically achieve the following effects:

[0144] (1) The comfort level of the seat headrest is divided into five levels: "excellent, good, medium, poor and bad". Combined with objective parameters, the Y-axis vibration acceleration of the headrest is linked to the evaluation level, and a scientific and reasonable evaluation system for seat headrest vibration is established.

[0145] (2) By establishing a headrest shaking prediction model (a 头枕y =a 底盘z *β) Predicts the Y-axis vibration acceleration of the headrest, and then predicts the headrest shaking evaluation level to guide the modification of shaking problems.

[0146] (3) By using the headrest shaking seat natural frequency selection model (relationship curve and vibration acceleration threshold), a suitable seat natural frequency can be selected to control the seat quality.

[0147] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0148] Figure 13 This is a schematic diagram of the structure of the vehicle seat parameter determination device 130 provided in an embodiment of the present invention. The device includes:

[0149] Test module 131 is used to obtain the vibration acceleration and comfort score of the seat headrest under preset driving conditions, and determine the vibration acceleration threshold based on the vibration acceleration and comfort score;

[0150] The first processing module 132 is used to obtain the relationship curve between the vibration acceleration of the seat headrest and the natural frequency of the seat;

[0151] The second processing module 133 is used to determine the range of natural frequencies of the seat that make the vibration acceleration of the seat headrest less than the vibration acceleration threshold based on the relationship curve and the vibration acceleration threshold.

[0152] As one possible implementation, the preset driving conditions include multiple vehicle speed conditions; the test module 131 is specifically used for:

[0153] At each vehicle speed condition, the vibration acceleration and comfort scores of the seat headrests of multiple vehicle models were obtained.

[0154] The vibration acceleration and comfort scores of the seat headrests of multiple vehicle models under multiple vehicle speed conditions were fitted to obtain the fitted curves;

[0155] Based on the fitted curve, the maximum vibration acceleration that makes the comfort score greater than the preset threshold is determined, and the vibration acceleration threshold is obtained.

[0156] As one possible implementation, before obtaining the relationship curve between the vibration acceleration of the seat headrest and the natural frequency of the seat, the first processing module 132 is further used to:

[0157] Obtain the maximum vibration acceleration of the seat headrest at different natural frequencies;

[0158] Based on the maximum vibration acceleration of the headrest at different natural frequencies of the seat, a curve relating the vibration acceleration of the headrest to the natural frequency of the seat was established.

[0159] As one possible implementation, the first processing module 132 is specifically used for:

[0160] For any natural frequency of the seat, within the preset range of chassis excitation frequencies, determine the chassis excitation frequency value that maximizes the vibration acceleration of the seat headrest.

[0161] Based on the chassis excitation frequency, the maximum vibration acceleration of the seat headrest at the seat's natural frequency is determined.

[0162] As one possible implementation, the first processing module 132 is specifically used for:

[0163] Based on expressions:

[0164] a 头枕y =a 底盘z *β;

[0165]

[0166] Determine the maximum vibration acceleration of the seat headrest at the seat's natural frequency;

[0167] Among them, a 头枕y a is the maximum vibration acceleration in the fore-and-aft direction of the seat headrest at the seat's natural frequency; 底盘z β is the vertical vibration acceleration of the vehicle chassis, determined based on the chassis excitation frequency value under the natural frequency of the seat; β is the vibration transfer function; λ = w / w0, where w is the chassis excitation frequency value and w0 is the natural frequency of the seat; The modal damping ratio, c, k, and m represent the damping, stiffness, and mass of the car seat, respectively.

[0168] As one possible implementation, the second processing module 133 is also used for:

[0169] Determine the overlap between the seat's natural frequency range and the preset chassis excitation frequency range;

[0170] Remove the overlapping portion from the seat's inherent frequency range;

[0171] The car seat is adjusted based on its inherent frequency range.

[0172] As one possible implementation, the second processing module 133 is specifically used for:

[0173] Obtain the stiffness and mass of the car seat;

[0174] Determine the current natural frequency of the seat based on stiffness and mass;

[0175] If the current natural frequency of the seat is not within the range of the natural frequency of the seat, the adjustment values ​​for stiffness and / or mass are determined based on the difference between the current natural frequency of the seat and the range of the natural frequency of the seat.

[0176] The car seat is adjusted based on stiffness and / or mass adjustment values.

[0177] This invention first tests the vibration acceleration and comfort score of the headrest under preset driving conditions. Since vibration acceleration and comfort score are correlated, a vibration acceleration threshold can be determined as the dividing line between acceptable and unacceptable headrest comfort scores. Furthermore, headrest vibration is transmitted from the vehicle chassis. Studying headrest vibration acceleration essentially involves studying the transfer function, which is related to the seat's natural frequency. By establishing a curve showing the relationship between headrest vibration acceleration and seat natural frequency, the range of seat natural frequencies within which the headrest vibration acceleration is below the threshold can be determined. This range can serve as a reference for reducing headrest vibration during seat design. For example, by designing seat parameters to keep the seat natural frequency within its range, the vibration acceleration of the headrest can be kept below the threshold, ensuring seat comfort. This invention enables accurate evaluation and prediction of headrest vibration during the automotive seat design stage, guiding design modifications, reducing vibration, and improving comfort. This invention also enhances product design capabilities and efficiency, and effectively controls product quality.

[0178] Figure 14 This is a schematic diagram of an electronic device 140 provided according to an embodiment of the present invention. Figure 14 As shown, the electronic device 140 of this embodiment includes: a processor 141, a memory 142, and a computer program 143 stored in the memory 142 and executable on the processor 141, such as a program for determining car seat parameters. When the processor 141 executes the computer program 143, it implements the steps in the various embodiments of the car seat parameter determination methods described above, for example... Figure 4 The steps S401 to S403 are shown. Alternatively, when the processor 141 executes the computer program 143, it implements the functions of each module in the above-described device embodiments, for example... Figure 13 The functions of modules 131 to 133 are shown.

[0179] For example, the computer program 143 can be divided into one or more modules / units, which are stored in the memory 142 and executed by the processor 141 to complete the present invention. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 143 in the electronic device 140. For example, the computer program 143 can be divided into a test module 131, a first processing module 132, and a second processing module 133 (a module in a virtual device), with the specific functions of each module as follows:

[0180] Test module 131 is used to obtain the vibration acceleration and comfort score of the seat headrest under preset driving conditions, and determine the vibration acceleration threshold based on the vibration acceleration and comfort score;

[0181] The first processing module 132 is used to obtain the relationship curve between the vibration acceleration of the seat headrest and the natural frequency of the seat;

[0182] The second processing module 133 is used to determine the range of natural frequencies of the seat that make the vibration acceleration of the seat headrest less than the vibration acceleration threshold based on the relationship curve and the vibration acceleration threshold.

[0183] The electronic device 140 may be a desktop computer, laptop, handheld computer, or cloud server, etc. The electronic device 140 may include, but is not limited to, a processor 141 and a memory 142. Those skilled in the art will understand that... Figure 14 This is merely an example of electronic device 140 and does not constitute a limitation on electronic device 140. It may include more or fewer components than shown, or combine certain components, or different components. For example, electronic device 140 may also include input / output devices, network access devices, buses, etc.

[0184] The processor 141 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0185] The memory 142 can be an internal storage unit of the electronic device 140, such as a hard disk or memory of the electronic device 140. The memory 142 can also be an external storage device of the electronic device 140, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the electronic device 140. Furthermore, the memory 142 can include both internal and external storage units of the electronic device 140. The memory 142 is used to store the computer program and other programs and data required by the electronic device 140. The memory 142 can also be used to temporarily store data that has been output or will be output.

[0186] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0187] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0188] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0189] In the embodiments provided by this invention, it should be understood that the disclosed devices / electronic devices and methods can be implemented in other ways. For example, the device / electronic device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0190] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0191] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0192] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0193] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for determining automobile seat parameters, characterized in that, include: Under preset driving conditions, the vibration acceleration and comfort score of the seat headrest are obtained, and the vibration acceleration threshold is determined based on the vibration acceleration and the comfort score. Obtain the relationship curve between the vibration acceleration of the seat headrest and the natural frequency of the seat; Based on the relationship curve and the vibration acceleration threshold, the range of natural frequencies of the seat that would cause the vibration acceleration of the headrest to be less than the vibration acceleration threshold is determined.

2. The method for determining automobile seat parameters as described in claim 1, characterized in that, The preset driving conditions include multiple vehicle speed conditions; The step of acquiring the vibration acceleration and comfort score of the seat headrest under preset driving conditions, and determining the vibration acceleration threshold based on the vibration acceleration and the comfort score, includes: At each vehicle speed condition, the vibration acceleration and comfort scores of the seat headrests of multiple vehicle models were obtained. The vibration acceleration and comfort scores of the seat headrests of the multiple vehicle models under the multiple vehicle speed conditions are fitted to obtain the fitting curve; Based on the fitted curve, the maximum vibration acceleration that makes the comfort score greater than a preset threshold is determined, and the vibration acceleration threshold is obtained.

3. The method for determining automobile seat parameters as described in claim 1, characterized in that, Before obtaining the relationship curve between the vibration acceleration of the seat headrest and the natural frequency of the seat, the method further includes: Obtain the maximum vibration acceleration of the seat headrest at different natural frequencies of the seat; Based on the maximum vibration acceleration of the headrest at different natural frequencies of the seat, a relationship curve between the vibration acceleration of the headrest and the natural frequency of the seat is established.

4. The method for determining automobile seat parameters as described in claim 3, characterized in that, The process of obtaining the maximum vibration acceleration of the seat headrest at different natural frequencies includes: For any natural frequency of the seat, within a preset range of chassis excitation frequencies, determine the chassis excitation frequency value that maximizes the vibration acceleration of the seat headrest. Based on the chassis excitation frequency value, the maximum vibration acceleration of the seat headrest at the natural frequency of the seat is determined.

5. The method for determining automobile seat parameters as described in claim 4, characterized in that, The step of determining the maximum vibration acceleration of the seat headrest at the natural frequency of the seat based on the chassis excitation frequency value includes: Based on expressions: a 头枕y =a 底盘z *b; Determine the maximum vibration acceleration of the seat headrest at the natural frequency of the seat; Among them, a 头枕y a is the maximum vibration acceleration in the fore-and-aft direction of the headrest at the natural frequency of the seat; 底盘z The vertical vibration acceleration of the vehicle chassis is determined based on the chassis excitation frequency value at the natural frequency of the seat; β is the vibration transfer function; λ = w / w0, where w is the chassis excitation frequency value and w0 is the natural frequency of the seat. The modal damping ratio, c, k, and m represent the damping, stiffness, and mass of the car seat, respectively.

6. The method for determining automobile seat parameters as described in claim 1, characterized in that, The method further includes: Determine the overlap between the seat's inherent frequency range and the preset chassis excitation frequency range; Remove the overlapping portion from the inherent frequency range of the seat; The car seat is adjusted based on the inherent frequency range of the seat.

7. The method for determining automobile seat parameters as described in claim 6, characterized in that, The adjustment of the car seat based on the inherent frequency range of the seat includes: Obtain the stiffness and mass of the car seat; Determine the current natural frequency of the seat based on the stiffness and the mass; If the current natural frequency of the seat is not within the range of the natural frequency of the seat, then the adjustment value of the stiffness and / or the mass is determined based on the difference between the current natural frequency of the seat and the range of the natural frequency of the seat. The car seat is adjusted based on the adjustment values ​​of the stiffness and / or the mass.

8. A device for determining automobile seat parameters, characterized in that, include: The testing module is used to acquire the vibration acceleration and comfort score of the seat headrest under preset driving conditions, and to determine the vibration acceleration threshold based on the vibration acceleration and the comfort score. The first processing module is used to obtain the relationship curve between the vibration acceleration of the seat headrest and the natural frequency of the seat; The second processing module is used to determine, based on the relationship curve and the vibration acceleration threshold, the range of natural frequencies of the seat that would cause the vibration acceleration of the headrest to be less than the vibration acceleration threshold.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 7.

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